GM Performance Parts LSX Drag Radial
Drag Radial takes a GM body, adds a GM-manufactured LS aluminum or iron block, throws a single type of power adder on top of it, and goes head-to-head on a .400 Pro Tree to see who's really baddest of them all. But once you choose the type of power adder, things really get interesting: you can add a single centrifugal racing supercharger with a max inlet diameter of 6 inches (external OD), impeller inducer diameter of 5.5 inches, impeller exducer diameter of 8 inches, 4-inch discharge diameter, and a housing diameter of 12 inches max. Going the single turbo route means anything up to and including a conventional 106mm unit. If twin turbos are your thing, up to two conventional 76mm hairdryers are allowed. And the spray? Any nitrous system and any number of stages it takes. All of that extra airflow works its way through OEM or OEM-style cylinder heads, and those legal heads can be massaged to be as bad as you need 'em to be. Dry sump systems are a go, as are any type of fuel injection system and intake manifold, including sheetmetal or fabricated. Any non-split carburetor is permitted, with a maximum of two carbs. Any automatic or OEM-style manual transmissions are permitted, as is any torque converter, including lock-up types. Converters are not permitted with manual transmissions, and clutch-activated automatic transmissions are prohibited. You can use two-steps, trans-brakes, and line-locks, but no electronic driving aids, throttle stops, delay boxes, or auto shifters. Stock type suspensions, ladder bars, and non-OEM 4-links are permitted to get the power to the ground, as are full- or mini-tubs. Notched rails are OK as long as the rails are in the factory location, and wheelie bars and aftermarket K-members are all good. Front tires had to be at least 4.5 inches wide, and being a drag radial only class, a 325mm max DOT drag radial, on any size wheel and with or without bead locks, was the rule.
This class was set up to be the Wild West of the LSX Shootout, and it didn't disappoint: from Florida to Canada and from Missouri to Connecticut, hardcore drag radial participants rolled into Memphis with visions of a first-place win, $3,000, and an LS7 engine.
Buick racer Cal Hartline raised a few eyebrows with his Grand National LS1 swap. Though he wasn't able to get a stout bullet into the bad black G-body before the event, he unleashed a 106mm turbo on the near-stock LS1 and cut some high 9-second times at 143 during qualifying. With a dedicated engine build this Buick could be trouble. Wayne Gopshes made the trek from Glen Burnie, Maryland, with a 408 Camaro packed with two stages of Nitrous Pro Flow action. This big-inch mill stuffed with 450 extra horses on spray laid down 9.4s at 154, but it wasn't enough grunt to survive the first round of qualifying against a 7-second car. Louisberg, North Carolina denizen Brad Boone is a good example of just how brutal this class could be: Brad was packing an 8-second 427 Camaro-and turned an 8.9 at 162 in the first round-but was covered by a full second and eliminated. Tough crowd.
 No Buick lovers, this isn't...  No Buick lovers, this isn't the GN engine bay you dream about-or is it? Turbo Buick guru Cal Hartline decided to test the LS waters this year, so out came the mid 8-second Buick V-6. In its place is a way-too-stock LS1 that's being boosted within an inch of its life by a 106mm turbo. Cal's ride went 9s. |  |  Chad Smith got hit with some...  Chad Smith got hit with some bad luck, as a short between the alternator and the PCM was dropping his voltage. Smith solved the problem by grabbing a 1-wire alternator at a parts store, allowing 14-plus volts. Unfortunately, he was knocked out in the first round of eliminations. |