Indy Sponsor Report

The below is a report we give to the good people who sponsor (or we hope to some day sponsor) product for The Texas Whale and Big Red Ram.

Dave Schultz
October 16, 2013

indy2013We spent the weekend and Monday getting Big Red Ram, the Vitamin C and the rig ready and loaded for the final points race of the Year. The virtually new engine for the Texas whale had blown in Qualifying for the second time this year back at Joliet, this time fatally and forever (as in barely enough left of it for burial rights) and the engine from the new engine builder wasn’t ready yet — so I was relegated to the backup car (Vitamin C).

Dallas was third in points for the chase, and I was way back in eighth after the two engine failures had me miss 1st round Eliminations in 1/3 of the Points Races. It was my worst year in all of the years I’ve been racing. Doug Duell had First Place locked in after winning the first three races (Bradenton, Atlanta & Joliet) — and making the Semis in a 6 round race at Bowling Green. Dallas had a shot at 2nd place and all I could do was to try to improve my standings a little.

We left early Tuesday morning and arrived in Evansville, IN Wednesday afternoon — so I could drive a truck and trailer with Doug Duell’s Drag Pack to Indy for him. We arrived in the motorhome staging area Wednesday night and set up our pits (including bringing in 00Joe’s second car) Thursday morning.

After setting up the pits, establishing credentials, and taking the cars to be teched in, we took took the engine pulled from the black Coronet (being completely rebuilt to be the backup car) to our new engine builder to be inspected and freshened, and picked up a totally brand new bullet (about $25K) making 909hp @ 6500 and 806TQ. This new engine had been built to the same specs (and by the same builder) as the motor we’ve run in the Big Red Ram for the last two seasons. Duell also has run this engine for four years.

1382325_10200678502580707_306458829_nThis race made for a very long week. NMCA/NHRA Unleashed had a LSX class racing — and the majority of those racers were not very experienced. It took them a very long time to stage — and there was at least a half dozen full track oil downs as they haven’t yet learned to pull to the wall and stop as soon as safely possible.

Friday night, the Duell’s and Schultz’ threw a little NSS Driver’s Soirée in our pits — attended by most of the NSS teams. 40 Photos can be Found on the “Live At Indy” thread at

Indy04 Indy12Cutting to the chase, I qualified 5th of 28 and Dallas 13th.


1392030_10151727762992545_1275840328_n Despite a better light, I lost in the second round when Bates ran a 10.501 on his 10.50 Index. Dallas won three rounds but lost in the semis when he had to lift on a track that had gone away — and just seen a major accident in his lane a few cars ahead of him. However, his competitor (Jimmy Ray) ran a great race and wound up winning the Wally for the event – just before midnight Monday morning. Always easier to take a loss when the competitor runs a good race.

We left the track Monday Morning and arrived back at our shop in Richmond, TX on Tuesday afternoon.

Dallas was able to manage a solid 2nd Place for the year in the Championship Points Race — and I was able to improve one or two positions (official points haven’t been released yet). I can promise a much better showing next year with going a different route on my motors.

Dallas and I would like to thank Fuelab, Royal Purple and TTI for their sponsorship of their Best of Class products — and we sure hope we can add a couple more to help us with product over the winter.

Finally, go to for a big selection of NSS Wall Calendars featuring the Mopars, Fords, and GMs of NSS racing for 30% off what the Cafe Press Marketplace sells them.

If you had problems seeing any of the photos in this report — please go to the Big Red Ram web site.

Mopars at the Motorplex 2013 Sponsor Report

While the Big Red Ram has been performing very well for Dallas, the Texas Whale sustained engine damage at our last race in Atlanta. We’ll never know the exact sequence of failures but the engine sustained a broken push rod, three bent push rods, a broken roller lifter, a pair of damaged roller rockers, and the three bolts on the geardrive to the camshaft loose.

Despite the engine having but 11 passes on it since a cam and head change — the decision was to completely tear down for further cleaning, inspection, and bearing replacement. Dallas tore the engine down and cleaned the parts; I order a set of beefier push rods from Smith Brothers, rockers from T&D, lifters from Bullet, and timing set/gaskets/timing cover,engine bearings/cam button; and Damon has assembled the short block. However, we’re still waiting for the rockers and Cometic Head Gaskets — so the Texas Whale was not ready for this race.

April 2013 teardown

So the Vitamin C was pressed into action. I bought this slower (mid 10-second) car 4 years ago, and ran it for a couple of years while the Whale was getting finished — and Dallas was getting use to maintaining a mid 9-second car. A pin hole found it’s way through a cylinder wall two years ago — and the 426 block was just too worn to spend any more time as a race engine. A 440 block was machined and new dome-top pistons were attached to the old rods, crank, cam, heads, … for the new engine – and the car is scheduled to be completely rebuilt next year when my youngest daughter will start racing it in 2014.

Since we hadn’t driven the car in two years or tested the new engine, we took it to San Antonio and I entered it in the bracket race – something I’ve never done. While I went a few rounds and made 5 passes, the car was running a very slow (but consistent) 11.3s. The day we left for the Mopars at the Motorplex — we made the call to change the distributor with one having advance. That appears to be a good call.

Bradenton 2010

We left the shop at 7PM on Friday night and arrived at the track at midnight. At 7 AM we started setting up the pits. I only had one chance to Time trial the Vitamin C, and it ran a 10.9 in horrible weather that had other cars 2 to 3 tenths off. I felt like I could get it to 10.7s or 8s with more timing — but since there was only 1 time trial — I had to leave it where it was. Dallas was able to get the Big Red Ram to run a 9.45 — which is about 2/10 slow, but still good enough to declare the B/FX index.

Even with 30 pounds of weight I (7601) was too fast with a 10.98 for the first round of qualifying. Dallas (7602) spun and was a little too slow with a 9.58.

24642_4718033064517_1726774513_nFor the second round I bolted in 50 pounds and ran a 11.03. Dallas was a little too fast. That had me as the #5 qualifier and Dallas #6 of the 13 racers.

In my first round of eliminations, I ran Tony Smith, who is a tough draw. He’d beat me the first time we’ve run each other, but I have come out on the better end in the Semis last year at both the Mopars at the Plex and the NMCA race — both events I had won. I cut it way too close with a perfect light (.000) and a perfect ET (11.000) when I lifted at the MPH cone and let Tony take the stripe to breakout.

485607_4717065160320_1349797702_nDallas had also won his first round. In the second Round I turned the stupid light on with a .009 red against Mark Buchanan, and he had a bad light and a poor run to add insult to injury. Dallas won his second round with a hole-shot win. I’m guessing I must have staged a little too deep.

486785_4714374253049_451455747_nIn the Semis Dallas again won with a hole shot against Frankenwagon — giving him a chance to avenge my loss against Mark Buchanan for the Finals. Dallas ran a near perfect 9.501 on his 9.50 Index — but was caught snoozing at the lights — handing the win to Mark Buchanan. We were shooting for Back(2012)-to-Back(2013) Schultz wins at the Mopars at the Plex — but Dallas still scored a $500 check for first worse. We were loaded up and passed through the track’s gate at 6:30PM, arriving home at 10:30 after driving through a bad storm.

We’d like to thank our sponsors Royal Purple, Fuelab, TTI, Texas Motorcycle Excursions, Crew Chief Software, and Mancinni Racing for their help with our racing. Their sponsorships are very much appreciated – as are their products important for our success.

March 2013 Sponsor Report

March 2013 Sponsor Report

NMCA’s First Points Series Race – Bradenton, Fl

or how some events you’re the pigeon, and some events you’re the statue

Texas Whale at Bradenton 2012

Dave Schultz in the Texas Whale – Dallas Schultz in the Big Red Ram

Texas Whale at Bradenton 2012

March 26, 2013 – Dave Schultz

Bradenton, Florida is the first NMCA six Point’s Races for 2013. Not only is it a long haul for us Texans — but for some reason weird stuff always happens when we go to this race. Last year it was the Generator of the coach going out as soon as we pulled in. In other year’s past we’ve had the rig stuck in the sandy pits; a blown engine, events held over to Monday, and one year a farmer was plowing at the top of the track in a 45mph headwind — creating dunes on the track. The Tampa area being the Tampa area — means daily rain.

First a quick recap of 2012. Dallas was in the Top 10, and I was in the lead for the Championship going into the final Points (Double Points) race at Indy in October. I lost the Championship by one round, when I didn’t cut a good enough light against 00-Joe at 2AM. I did manage to win a NHRA Wally in Houston in November, and was chosen by fellow NMCA racers as “Ambassador of the Year” at the PRI convention in December.

During the winter of 2011, we’d spent $50,000 making Big Red Ram ready for Dallas – so it was good to go for 2013 with very little work required. The winter of 2012 was time to make the Texas Whale right. It’s engine was pulled for the team’s spare and the Coronet’s previous engine was freshened and modified for the Whale. The car also received shocks all of the way around, a new converter, new custom headers, a gear change from 4.68 to 4.34. There were also some 4-link and other upgrades made.

Whale Jan 2013

A lot of work was performed on the Whale over the winter

Whale Jan 2013

We never got a chance to T&T the car before the race — just make two light passes at a local track to ensure all of the changes held together. Wound up getting a front flat that couldn’t be repaired. New tires were ordered and mounted just before loading up for Bradenton.

On Tuesday March 19th we loaded the rig with the cars, parts, and supplies to last a week away from home. Just as we were to knock off for the day a leak was discovered in the air tank that supplies the stacker’s air bags. Dallas got it slowed down to 1 pound a minute without air from the truck — but maintaining the proper air when the truck was running. There was no way to get a replacement tank quickly.

We left at 6AM and were to meet our Pit Buddy Doug Duell at a Walmart in Lake City, Fl for the night; then we’d leave at 8AM to convoy the last 225 miles to Bradenton. However, while running at about 70 on I-10 in the Panhandle, I saw a cloud of black smoke explode in my right mirror and the trailer starting to jacknife to the right. I got her straighten and stopped on the the narrow right shoulder.

Blew two relatively new G-Rated tires. 3 hours and $250 lighter we got back on the road

I put new 6 new trailer tires on every other year at the cost of over $2500, and we always have 110 pounds in the tires before we leave home. So after consulting Google and making some phone calls, I found a tire service willing to come out and put my two spares on the trailer. Three hours and $250 lighter to Mountain Man’s twin brother, the spares were on the trailer, and a cheap (wrong size and wrong rating — but only available) spare was mounted on my 7th rim. We got to the Walmart at 1AM — and caught 5 hours sleep.

In the morning all showered up and ready to go — we see that one of the tires on the other side had lost its entire tread. Fortunately there was a truck tire place fairly close by that had 6 new G-Rated 235/80-16 14-ply trailer tires of a different brand than Goodyear — who I’ve lost all patience with. Doug left for the track to get a decent pit for both rigs and we headed to the tire dealer.

another couple of hours and couple thousand dollars and we again were on the road

As we got back on the road — Doug called to say that I-75 was at a standstill because of a truck fire. So we plot a scenic route, which is always interesting for a 82′ rig, and head to the track the long way. We get to the track at 2; had the pit set up, established credentials and teched the cars by 4; and headed to the lanes before they closed them at 5.

quick pit set up then head to the lanes for a TT before they Closed. First pass had a perfect light.

First pass off the trailer I cut a .000 light and ran the fastest pass that car had ever made. I made three TT passes with a .000 light, -.002 light, and .011 light. I wanted to run the 9.50 Index, but the wind was picking up to where we had to take down all the banners and awnings, and the air was getting bad. Friday was bad, but it got worse Saturday, and even worst Sunday — where the head/cross wind was 40mph. To make a long story short — I declared for the 9.75 index and qualified 6th of the 12 racers entered in the NSS Class. Dallas did better with a #3 Qualifying. I was chopping down the tree in Qualifying with a .014, -.011, and .020 lights.

Dallas and I both won our first rounds, as did Duell, Camp, Sanders, and Stansbury. The bad news was Dallas and I were on the bad side of the ladder and had to meet each other in the next round. I had both cars tuned (with weight using the Chew Chief 7 Predictor) to dead on, so that we would leave it to our lights. Dallas had also been having good lights. However, I screwed up and went -.008 red at the same time Dallas was napping a little.

Father and son show down. Father goes .008 Red!

The other winners were Duell, who would get the bye in the next round; and Camp — who’d go up against Dallas. Dallas had a better light than Barry — but took too much of the stripe in a Double-breakout — putting Barry in the finals against Doug. Doug won the event in a close race.

I’d like to take a minute to thank Randy at Royal Purple, Sam at TTI Exhaust, and Don at Crew Chief for sponsoring us with their best of class products — and promise them we’ll do better in Atlanta.

I’d also like to thank new sponsor Brian at Fuelabs; for sponsoring us with the the fuels pumps, filters and regulators that champions like Doug Duell and Andy Warren have on their cars.

MoparStyle Racing at PRI

Dave and Dallas Schultz traveled to the PRI Show at the Orlando Convention center earlier in this week. At the show they looked at parts and equipment to enhance their racing, speak with some current and potential product sponsors (hopefully some news to announce in the next couple of weeks with regards to a couple of new product sponsors) and attend the NMCA Awards Ceremony — where Dave received his fifth in a row Top 10 Jacket (he missed the Championship by 1 round this year) and Dallas his 4th in five years (he took a year off a few years back).

A very big and pleasant surprise to Dave was that NMCA Drag Racers voted him as the 2012 Ambassador of the Year, and he received the above pictured award. Last year Dallas had received the Crew Member of the Year — as voted by the NMCA racers. Both awards are very much coveted, and as important to the drivers as a Wally — as they only receive them through the votes of the others who race in NMCA.

TTI Sponsorship Agreement

Sponsor Announcement – Public Release

Tube Technologies, Inc. – tti Exhaust & Headers

Quality Exhaust and Headers for MoPars

August 15, 2012

TTI and MoparStyle Racing have entered into a sponsorship agreement through December 2013.

TTI produces high quality exhaust systems and headers for Mopars, but more specific to Nostalgia Super Stock — the best headers for the Hemi; and both Low Deck and Raised Block Wedge Mopars running in that class of Drag Racing.

Many of the Mopar racers looking for more horsepower are running TTI. You can have your headers custom designed in different tube sizes, stepped from 2" to 2.125, stepped from 2.125" to 2.250"; and flanges for all common Mopar Heads — including the Indy 572 Heads. They can optionally cut down the flanges for easy installation and removal.

Both of MoparStyle Racing's Black 65 Coronet and the Big Red Ram are running 2.125" X 2.25" step headers (one flanged for the 440-1 heads and the other for the 572 heads) with cut down flanges. They are the easiest headers to get on and off the car in a hurry we've ever had, and there was a noticeable gain over the Hookers we previously had on the cars! The polished coating is the best we've ever seen on headers — and stays pretty for a long time. Stop by our pits and take a look at them.

If you race a Mopar big or small block; Hemi or Wedge — I urge you to speak directly with Sam Davis at TTI about getting the perfect headers for your situation. Tell him Dave sent you!

You will see the below lettering affixed to the Big Red Ram the next time you come to an NMCA race.

20123 Sponsor Guide

We’ve put together our 2012 MoparStyle Racing Sponsor Information Package.

Click here to view the information kit.

If you are a vendor that can help, we’ll give you “bang for the Buck” exposure. If you have influence with someone who could mutually benefit as a product sponsor for a high profile race team — please email them this kit.

Dave Schultz Wins at Mega Mopar Action

Texas Whale Wins Mega Mopar Action’s Mopars on the Motorplex in Dallas.

May 19, 2012

Since we have a NMCA Points Race race in Maryland in two weeks, and then NHRA’s Hot Rod Reunion in Bowling Green on the way home the weekend after, we thought it would be pushing it to run at the Mopars at the Motorplex — which is part of the Mega Mopar Actions (Mopar Action Magazine) series. However, we’d broke the Texas Whale at the race in Atlanta last month, and only finished getting the car ready — so this was a good opportunity to test the car and have a competition practice. As a matter of fact — on Friday at noon the Whale’s transmission was still sitting on the shop floor, and we didn’t finish getting the car together and loaded until 5:30. Dallas and I ran to our respective homes and took quick showers, then drove the 250 miles to the track — getting there at 11:30PM.

We’d also brought the Vitamin C along, as it had a new motor we wanted to test.

The only time trial came at about 10:30AM and the Whale did a 9.78 on the 9.75 Index I wanted to run. I removed 40 pounds for the first qualifying run. While the motor in the Vitamin C sounded strong, there was a knocking in the trans tunnel. Further inspection found the drive-shaft banging the loop, because a heli-coil in the tranny’s tail-shaft crapped out. We trailered it so we could fix right back at the shop, and without doing further damage.

My first round of qualifying had the weather improve and I broke out with a 9.73. I added a little weight for the second qualifying round, but I did a 9.64 as the weather had made a real big change by then. I added 70 pounds for Eliminations. The two breakouts put me at the bottom of the qualifying list, and having to take the Top qualifier since it was a Pro Ladder being used.

My first round was against a 67 Dodge RT, who was a local guy. He was a 13.50 car — and I have a terrible time with waiting that long. I have red lit the last two times I have had to run a car that I had to wait 3 seconds or longer. I don’t see them often in NMCA — but they were sure here for this event.

He’s a local guy who I’d never raced, and when I asked about him I was told he’s always dead on (pretty easy to do with a 13.5 car) and killer on the tree. I managed to wait for him but was real surprised that I’d run him down at the 1000′ and passed him like he was standing still. I got on the binders enough to slow down without locking up the tires, and I still put way too much on him even though I’d taken so much MPH off. I usually 139-140 on the mph and did a 111. It turns out he had badly fallen asleep with a .234 RT.

The next three rounds I had three 63 Plymouths — all local guys. In the Quarters I had to again wait as I was running a 12.5 car. My opponent went .006 Red and so I ran the car out to see if I had the right weight, especially since in the previous round I was on the binders and wasn’t sure what the car would run. I ran a 9.78, so I took out 40 pounds.

In the Semis I had to run Tony in a 11.50 car (I’d brought the fastest NSS car to the event), who had won the Wally in Houston. He’s very tough. He and I waited all suited up and helmet on for 20 minutes as the red car who was suppose to have a bye hadn’t shown. There was drama (Click here for the story) with him the run before too. They called him three times — must be nice to be a local favorite. They were just about to run Tony and I for the Finals — and then the red car shows up — but without his helmet and jacket. So they let him go back and get them. Again, it must be nice to be a local favorite as this guy was given a break in every pass he made.

Tony and I had a close race with a little braking going on at the top — but I put a fender on him and won the round. We had been told to come right back for a hot lap finals. I don’t run an alternator and my car needs about 20 minutes with the water pump and fan to get it to where I want it so I wasn’t happy — but I did go right back. My opponent did not. I sat in the lanes suited up with helmet on for 20 minutes after every other class had finished (I’m the only one in the lanes) as they page the red car again and again. He finally shows and we move up. I do my burnout and move up to prestage — but had to wait another 5 minutes for this guy to do his burnout. Did I mention it must be nice to be the local favorite?

I was .001 better on the RT and put a bumper on him crossing the line to win by just 34/10,000 second. In fact I’d given him more stripe than I should have, and wasn’t sure if I’d won until I got the slip.

I felt it was a pretty good win, which I had to earn (with the exception of one .006 Red light from a competitor) — as I had to race hard the others. Well worth the thrashing to get ready, and the 550 mile round trip.