The sole mission of this web site is
to promote Nostalgia Super Stock drag racing.
In a nutshell, NSS racing is class
of racing with cars very much like they were raced between 1960 and
1967. Basically these cars must have a relatively stock appearance; an
interior with front seats, carpet, stock dash, headliner, door panels,
etc.; an engine and carburetion originally available in car (although
displacement is not a tech item); and run 10.5W slicks. The rules are
actually many pages long -- but that's the condensed version to give you
the general idea.
Those racing in NSS are typically
older than your average drag racer, and have been racing for decades.
While a very competitive bunch -- the racing is also very much a part of
their social life. The typical NSS racer badly wants to win -- but you
also find that they like to hang in each other's pits sharing a cold one
at the end of the day.
This site is administered by Dave 'the
Old Hippie' Schultz, who drive's the
Big Red Ram 65
Coronet. It is set up to be interactive, with allowing racers to add
important News events like event results, upcoming events, photos, and a
blog of their racing. For more details on how to participate, see the
details further down the page.
If you haven't seen NSS racing,
there are a couple of videos below to give you an idea. We would also
encourage you to attend and NSS event for the experience, and if you
have a car that is close to NSS legal -- consider making it comply with
the rules and running in NSS with us. The biggest of the NSS events is
the Dave Duell Classic, held at the Monster Mopar weekend in St. Louis
every September. In 2006 there were about 75 cars in the competition.
While it is at a Mopar event -- all makes of NSS cars are allowed to
compete.
Photo Magic Photography was the track photographer. To see all of the photos of the event -- click the photo of above.
My son Dallas, daughter Hope, and wife Deb – along with two of our dogs -- left Tuesday morning and had an uneventful trip, arriving at the track at Noon Wednesday. They had the motor homes stage over at the Chicagoland (NASCAR) track across the street from Route 66 Dragway until about 3PM.
After setting up camp and getting the cars unloaded – we registered and teched the cars in. This was a combined NMRA and NMCA event – and NMRA must be all Mustangs or something. 90% of the cars there were Mustangs.
Thursday was to be for Time Trials. We took Dallas’ car out first – and it again broke. This was the third time in a row (Torque Converter in Dallas and a fistful of pushrods in St. Louis) to where it just is not fun anymore for Dallas. He is telling me he has done racing. We get the car back to the pits and one of the adjustor on the new Indy heads had spooned out and destroyed a pushrod. I had spare push rods but not rocker adjusters. After going pit to pit – Andy Mays had a used one that he let me have. At about 3PM we had it all back together and made another pass on his car – and it did an 11.02 on an 11.00 index. I then took my car out – and had problems with it too. By 8PM, we inspected and re-ran the valves on Dallas’ car and had mine straightened up.
Friday morning was the first Qualifying session, and my 9.52 on a 9.50 and Dallas’ 11.012 on an 11.00 had us both with the number 2 Qualifying positions for our class. I knew mine would not hold up – and would have to do better. In the evening, we got our second of three of our qualifying. Dallas could not better his – and I did a 9.499 on my 9.5. His stayed as #2 but I dropped to #6. Saturday was to have our third of three qualifying in the morning and Eliminations start in the afternoon. It had rained all night – and they dropped the third qualifying session.
There were eight NMC cars and NSS had 19. Three Thunderbolts, two 59 Chevys, Jim’s Buick, the AA/FX “Keep the Faith” Plymouth, the 66 Fairlane currently in 1st place, the AMX in second place, the Seltzer and White Chevelle, and a couple of Plymouths – including a red FX wagon. Marty with the 4-speed Maroon Thunderbolt was Top Qualifier – and got the Bye. In the first round, I won over the Retig Brothers Plymouth – in a very interesting pass. All weekend I was not hooking up well and never got on the wheelie bars (which are set a little high). This time I came up hard on the bars and the car was out of shape bad when the front wheels came back down. The announcers gave me the “Allstate Safe Driver of the Year Award” – and all weekend people asked me if I’d broken an axle. Anyway, I drew Marty in the Maroon T-Bolt for the second round. He broke a fork in his Jerico, and told me he was going home – giving me a Break/Bye on Sunday.
Sunday in the third round had DW Hopkins (B/FX Thunderbolt) and me. DW treed me with a .008 and I was out. That left him and the “Keep the Faith” AA/FX in the Semis, and the AMX getting a Bye. The 9.0 car put DW on the trailer – and just in the knick of time (he was dressing in his car) from missing his call (we’d waited ten minutes for him – and he showed as the other cars left) – the AMX pulled off a 10.501 (on 10.50 Index) and .000 R/T on his Bye. Talk about pressure!
In the final round, the AMX took the win over the “Keep the Faith” Plymouth. Three of the Top Four were knocked out early – so that will help me a little in the points – but most likely near enough as the AMX might be a run-away for the points this year.
Dallas ran an 11.002 in his Semis – but the Super Bee he ran had just as good of an ET and a better R/T – so Dallas was out in the Semis. The Super Bee took out the Caprice in the finals.
We picked up our checks at 5PM and left the track – driving all night and arriving back home at noon today. Although the weather made racing and hooking up difficult – that was one of the nicest tracks I have ever raced at.
You can now register on-line for the Dave Duell Classic for Nostalgia Super Stock -- held at the Monster Mopar Weekend. Registering on-line is the preferred method -- and only those pre-registered can set their pits up on Thursday.
Go to www.monster-mopar.com and you will be able to pre-register and pay by check or credit card (securely). Please print your receipt and put in your tow vehicle to pick up your package at the gate. If you were to forget -- they can look you up and have you show ID -- but it will be so much easier if you print and show your receipt.
Also on the web site are the numbers to 10 of the motels in Collinsville. It is about time you also make those reservations.
Please Note that there is a link to the updated NSSNA rules in both the NavBar above and the Main Menu to the right. NSSNA Rules
As Submitted by Bob Wilkiewicz
June 5, 2008
Nostalgia Super Stock National Association
Revisions to the Rules
(all changes in bold italic)
1. In Eligible Car Models/Years – Delete second reference to Chevelle: 1964 – 1967; 396-454
Reason: Unnecessary repetition. (May 30, 2008)
2. In Ignition, section 8.3 –
Change from: IGNITION: Battery powered ignition system permitted as specified in this section. Aftermarket electronic breakerless distributor systems permitted. MSD 7AL series permitted, however, use as a traction control device prohibited. Engine rev limiters, top end only, and/or starting line with manual transmission only, permitted.
To: IGNITION: Battery powered ignition system permitted as specified in this section. Aftermarket electronic breakerless distributor systems permitted. MSD 7AL series and/or digital-type also permitted, however, any use as a traction control device prohibited. Engine rev limiters, top end only, and/or starting line with manual transmission only, permitted.
Reason: The intent of prohibiting any traction control device is addressed in the Eliminator Description section generally prohibiting any change from stock unless specifically permitted and also in Support Groups section 9 but is also further specified in this section. (May 30, 2008)
3. In Carburetors, section 1.19 –
Add the word ‘Performer’ after each reference to Edelbrock.
Reason: To clarify the intent to require AFB-style carburetors. (May 30, 2008)
4. In Firewalls, section 7.5 –
Change from: 7.5 FIREWALLS FIREWALLS: Stock firewall in stock location mandatory. Firewall may be relocated rearward in FX classes. (Reference: Engine location/mounts, section 1.16)
To: 7.5 FIREWALLS FIREWALLS: Stock firewall in stock location mandatory. Firewall may be relocated rearward, era-correct modifications permitted in F/X classes. (Reference: Engine location/mounts, section 1.16)
Reason: To clarify permitted changes to modified firewalls. (May 30, 2008)
5. In Grille, section 7.12 –
Change from: GRILLE: A full-production grille is required for the body style used. Covering in front of or behind the grille prohibited.
To: GRILLE: A full-production grille is required for the body style used; era-correct modifications permitted. Covering in front of or behind the grille prohibited.
Reason: To allow era-appropriate appearances. (May 30, 2008)
6. In Street-legal requirements, section 12 –
Change from: Headlights and tail lights for year & make of body used mandatory. Single taillight required to be functional.
To: Headlights and tail lights for year & make of body used mandatory; era-correct headlight modifications permitted. Single taillight required to be functional.
Reason: To allow era-appropriate appearances. (May 30, 2008)
To: FRAME (F/X CLASSES): Frame alteration permitted; tube chassis prohibited
Reason: To allow current and common re-construction practices. (May 30, 2008)
8. In Summary –
Change from: The committee includes Mark Artis of the Texas Outsiders, Doug Duell of the Dave Duell Classic, John Grinwald of Nostalgia Super Stocks Inc., Clay Kossuth of the Texas Outsiders, Jim Netherland of the NMCA series and Bob Wilkiewicz of Nostalgia Super Stocks Inc.
To: The original committee included Mark Artis of the Texas Outsiders, Doug Duell of the Dave Duell Classic, John Grinwald of Nostalgia Super Stocks Inc., Clay Kossuth of the Texas Outsiders, Jim Netherland of the NMCA series and Bob Wilkiewicz of Nostalgia Super Stocks Inc.
Reason: To account for the resignation of Mark Artis. (June 5, 2008)
The NSSNA announces the resignation of rules committee member Mark Artis of the Texas Outsiders effective June 1, 2008.
This decision was made by Mr. Artis following a public statement on May 31, 2008 of his belief and disapproval that the rules are being expanded to allow the inclusion of certain historically inaccurate/illegal cars for the sole benefit of specific clubs, events and individuals. On June 1, 2008, Mr. Artis stated that he would no longer participate in the discussion and processes of the NSSNA.
The committee states its policy on this issue remains as defined in the first and second sections of the rules.
The committee further states it carefully considers many factors before making each decision. It also points out that Mr. Artis participated in the original process, and then fully agreed to the rules as published.
Therefore, the committee accepts the resignation and also makes it clear that any rules statements made by Mr. Artis, including those on May 31, 2008, are his own as an individual and are not representative of or to be attributed to the NSSNA.
In addition, the committee states all the remaining members will continue to serve and work together in cooperation with all those with an interest in NSS racing.
Finally, the committee announces it has gained the approval of both the National Muscle Car Association (NMCA) and the National Hot Rod Association (NHRA) to administer its national rules and looks forward to working with these organizations for the general benefit of NSS racing.
The rules committee: Doug Duell, Dave Duell Classic John Grinwald, Nostalgia Super Stocks Inc. Clay Kossuth, Texas Outsiders Jim Netherland, NMCA NSS series Bob Wilkiewicz, Nostalgia Super Stocks Inc.
This morning, I was informed by Mark Artis that the Nostalgia Super Stock Association rules have been adopted by the NMCA. Expect the NSS field to grow at NMCA events with the inclusion of cars previously excluded for items such as sheet metal manifolds. A discussion thread concerning the rules can be found in the NSS-Monster.com forum.
This was a non-points race that a few friends asked us to attend. It was a once day event Saturday May 10th, that had all classes of drag racing at Texas Motorplex in Ennis, Texas (the Dallas area NHRA track. Those into drag racing will recall this is the track that John Force had his bad wreck at last year, screwing up his leg (ground down to the bone) and a few fingers. The track is notorious for having a very narrow groove -- that will wreck the faster cars getting out of the groove. Below for reference -- is a video of Force's wreck at Ennis last year.
The day actually started Thursday with my scramble to get Dallas' car ready. An hour before I'd finished it -- I got word (via Dez) that he wasn't going to go. So "Plan B" was to load up the single car trailer with my car, parts, and tools from the stacker trailer-- and pull it with my pickup truck to Dallas on Friday night. Early Friday it was now "Plan C" -- which had Dallas deciding to go after all -- but my having to load up everything myself and us leaving at 4AM. That's a pretty rough job anymore for me because of my age and conditioning.
So very early Saturday morning, I'm driving to Ennis, TX and Dallas is taking a nap -- as it was going to be him driving back. We arrive at about 9:30 and unloaded.
My son Justin, his mother Cindy, stepfather Bill, and Bill's brother meet us at the track. Justin is not at all interested in drag racing -- and this is actually his first time to the track to ever see Dallas and I race. Our visit was enjoyable -- but short. It was pretty damn hot (especially if you're wearing a fire suit all day -- which I do because it takes me too long to get in and out when they call my class to the lanes) and I think only Bill was really interested in the racing action -- so they left before Eliminations. We all did have a nice, albeit short, visit just the same.
My first qualifying pass was a pretty good one, doing a 9.52 @ 145MPH on a 9.50 second Index. For those that don't understand that (many have told me this is all Greek to them) -- here's how my class of drag racing works:
At a race, you have Time Trials, Qualifying, and Eliminations.
A Time Trial is the first one or sometimes two passes of the event, which don't count for anything other than you dialing in your car for the weather and track conditions, and to decide on the Index you will declare for Qualifying and Eliminations.
Qualifying arranges who will race who. All of the cars must first declare the Index that they'll run on their windows. On my car's windows (in big letters/numbers) you will see the number 7601, which is my car number; and B/FX, which is my declared Index. Indexes go from 9.0 seconds to 13.0 seconds in 1/2 second increments -- except the fastest classes. IE:
AA/FX = 9.0 (this is a brand new class for this year as we are getting faster and faster)
A/FX = 9.25 (I've not personally seen anyone run this yet)
B/FX = 9.5 (this is the Index I current run in -- as I get a handle on the faster speeds)
C/FX = 9.75 (I ran this Index in 2006 & 2007)
A/NSS = 10.0 (I ran this Index in 2005)
B/NSS = 10.5
C/NSS = 11.0 (I ran this Index with the black car in 2004)
D/NSS =11.5
E/NSS = 12.0
F/NSS = 12.5
G/NSS =13.0
In qualifying, you have to get as close to the Index's time you declare -- without going quicker. The best qualifier runs the worst qualifier in Eliminations, the 2nd best runs the 2nd worst....
Eliminations -- is the actual race. If you win against who you go against -- you go on to the next round. If you lose -- you are Eliminated and put the car on the trailer. In Eliminations, your total time down the track is called a Package -- and a second is sliced into (and won and lost by) thousandths of seconds. Component One of the package is the reaction time or RT. A good drag racer in NSS will react (the time from the light on the tree turns green to the car moving to break the light beams at the front wheels) in less than .030 seconds. That's 30/1000 of a second. Now if he reacts too quick -- by even 1/1000 of a second -- he loses the race is over, if he's too slow (usually over .060 second) he may lose. The second half of the package is the ET (Elapsed Time) - which is the actual time taken from the tires breaking the beam at the starting line -- to breaking the beams at the finish line. You have to get as close to your Index time as possible -- BUT without getting there too quick. Getting there quicker than your Index by even 1/1000 a second -- you do what is called Breaking Out -- and you lose. The sum of a non-red light RT and a non-breakout ET is your package. The driver with the best package for his declared index wins the round -- and goes to the next round, to race other winners of their rounds -- until there is an ultimate winner. Some Sunday night at about 7PM Central -- turn on ESPN2 and you will see NHRA races and see how much of this works. It really is pretty interesting and exciting shaving seconds into thousandths of seconds. In NSS, because there are so many Indexes, and so few cars per index (I was the fastest car and the only car running in any of the FX classes this last weekend) they have to race other Indexes. If a 9.5 second car is matched up against a 11.0 second car (most NSS cars are 11-second C/NSS) -- then the 11-second car's side of the "tree" (the stack of lights telling the racer when to go) count down first and he leaves 1.5 seconds before the 9.50 car. This has the faster car have to chase the slower car down -- and they should both hit the finish line at about the same time. Slower cars have the advantage of consistency. It is just plain easier for a slower car to hit the same time every time. The faster cars are much harder to control (wheel stands, tire spin, stretching the limit of a car and tires way past it's designed intention, etc) and much harder to win. Those driving the faster cars do it more for the excitement and risk than the advantage. Fast cars do have one advantage -- since the slower cars leaves first -- the slow car has the first chance to red light. If the faster car has a reputation of cutting good lights (the RT part of the package) -- it is possible for the slower car to push it too far and maybe red light before the faster car's tree of lights starts to count down. I've won a few races (from the other guy red-lighting) before my race even started. Red lights are very common because a great light (RT) is often the difference between winning and losing.
Back to the story, my 9.52 on a 9.50 Index in the first Qualifying Round (there are two Qualifying rounds and you use your best) had me 20/1000 of a second from perfect -- and it held up through the second round of Qualifying -- to make me the Top Qualifier.
My 1st Qualifying Pass
Dallas' car broke in the first Qualifier. He has a new and more powerful motor -- and it was too much for the transmission's Torque Converter -- and blew it. Another one is currently being specially built for his motor -- and will be here late next week.
Because there were an odd number of NSS cars -- I as the Top Qualifier got a Bye in the first round. A Bye means that you have a pass all by yourself (no car in the other lane) and an automatic win if you make that pass. You get Byes from qualifying well, luck of the draw in later rounds, or the racer you were to face can't get his car to the line.
In the second round I was against a car that couldn't hit his time. Clay had red lit against him -- and that's the only reason I was even facing him. Since he was 2/10 off (too slow) where he needed to be -- the strategy was to not worry about a great light (and take the chance of red lighting) and to run him down (he gets to leave 1 second before I leave as he's a B/NSS car) and slow down to just put a fender on him -- so I won't break out for being too quick (how I lost in my final round at Bowling Green the week before). I cut a .090 tree -- which was about what I was wishing for, and caught him at the 1200' mark (a 1/4 mile is 1320') -- but I screwed up and slowed a little to much and he crossed the line an inch or two in front of me, instead on me him. I won some money for being the Top Qualifier and I am suppose to get a check sent to me for being in the Quarter Finals -- but my day was over.
But my night was not over! It would not be a race without an incident for the trip home.
We left the track at 7PM and stopped for $750 worth of diesel (thank you oil companies for the gouging and Democrats for not allowing new drilling and refineries!). About 100 miles into the trip we pulled over to check the cars in the trailer -- as the trailer is giving us fits and is going to need to be modified. Again, Dallas' car had broke loose from the e-track and moved all of the way over against the Driver's side wall -- with the left slick completely off the lift -- causing damage to the left rear fender. The same had happened to the right side of the car on the last trip! So we spent a couple of hours climbing up there with a jack to get the slick jacked up and out of the crack between the lift and the wall -- and move the car back center. Words cant explain our excitement in doing that after a hard day of racing -- or how agile a 300# man with Vertigo (from bad inner ear infections years ago) is climbing around up there!
We are back on the road, stressed, tired, and angry -- when Dallas runs over a piece of Styrofoam about 3"X3"X20" in his lane -- because by the time he saw it he couldn't change lanes. That piece of Styrofoam broke the height control valve to the left side trailer's air bags -- and the trailer dropped down onto the tire -- gouging it and acting as if there had been a blow out. We get off the highway and into a church parking lot to look it over. An hour later it was obvious that we couldn't fix -- and obvious that in 6 hours that church parking lot wasn't going to be happy with an 84' rig in its lot -- so I drove the rig slowly (35-40mph) a couple of exits up to a Walmart/Sams lot. We were going to drop the trailer and go home to get our trucks and both trailers to get the cars to safety while we figured out how to get a trailer fixed -- but we were shown the "No Trailer Drop" sign by the security guard in a golf cart and told that the trailer would be carted off when we left -- and I knew the destruction of doing so wasn't of any their concern.
I got a couple of numbers of those who come out and fix stranded tractor trailers from another tractor-trailer driver -- but both numbers got me to "out of service" recordings. It is now well after midnight, I'm beat -- and I figure the chance of anyone coming out early Sunday morning and being able to fix was slim to none. So I drove the last 100 miles on the freeway at 40 MPH, getting more than a few 1-finger salutes -- while stopping to check the tires often. I did make it home -- and now trying to figure out how to get the trailer fixed. I've called the dealer, and even though this isn't their fault, they appear to be trying to get me the parts required to fix. I guess I need to plan on these little bad luck trips home -- because I've certainly been getting a rash of them lately.
I asked about 20 of the NSS drivers at Bowling Green if they were going to New Jersey -- and was shocked when only one of them told me yes. It seems like the ranking of reasons were:
Too Far
Track Sux
You have to Pit behind your trailer
Theft is a major problem -- and you have to lock down your pit when you leave for the lanes
Near impossible to maneuver a big rig close to the track and in the pits.
Additionally, none of the Texas Outsiders that I have asked (six or seven) have indicated that they will be there either. Most all of them intend to race in St. Louis the week before instead.
I have never in my life been to that track so all I know is what I'm told -- and none of it was good. I know out of political correctness most NSS racers will say these things to each other privately -- but seldom will publicly -- so I won't get into who said what, except to say not one person said anything good. I missed 3 or 4 racers -- so it will be like they're on the firing squad with the blank -- and make impossible guessing.
That said, it would be appreciated if you would click the above link and indicate if you will be there or not -- you don't have to go into if there reason for not is a family wedding or the track sux. It will help others (like me) decide if they will go or not. I know there is a suppose to be a fairly large group of NSS cars in the North East. Do they make up the big part of the NSS cars that do show?
All of the other events appear to have good things said about them, and I look forward to going to all of them -- but right now I guess I'm leaning on not hitting this one unless I see a few regulars indicate that they'll be there. I sure wish that the closest NMCA race wasn't in Memphis -- 700 mile north of me. There sure are a lot of NSS racers down this way to have to travel so far for very race. Someday I hope HRP, Ennis, or SAR can get a race out of the NMCA.
The History of Stock, Super
Stock, FX, and Pro Stock
Many NSS Racers personally know/knew the great racers of the day -- like Ronnie
Sox, Dave Strickland, Arlen Vanke, Butch Leal, Bill Golden, Grumpy Jenkins,
Arnie the Farmer, Dandy Dick, Dave Duell, and others. I'm hoping to find a few
people willing to spend a little time to write an article telling the world
about these great Icons -- and I will post those articles in this section of the
site. Please make sure it is your own work; and written, spell checked, grammar
checked in Word. Email the Word DOC to me at
dave@oldhippie.com. In the meantime......
The
below are five videos that made up the Speed Channel special called -- The History of
Super Stock. If you have 20 minutes, and you like Mopars (Super Stock
in the 60s was Mopar's Hey Day) then check the below out.
Part
One
Part Two
Part Three
Part Four
Final
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The above is a banner
that can be used to link to this site. It can be placed on web sites, forums
signatures, or email signatures. Please feel free to use it to link to this
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Click the above for details on the 2008
Nostalgia Super Stock wall calendar. Each month a different NSS car with "Wheels
Up" action.
The NSS Experience
0 to 140+ MPH
in 9 seconds
From inside an old 4-Speed car
Ever wonder what a driver sees for the 9-seconds that he goes from 0-141 MPH? We mounted a camera inside Dave Schultz'Big Red Ram (1965 Dodge Coronet) and made a couple of passes. You might have to click the play button twice on some browsers.
