JE PISTONS LSX DRAG RADIAL
Drag Radial is the hottest class in drag racing right now, and the LSX Shootout is no exception. What could be more exciting than seeing a full-bodied GM car or truck with a big turbo, blower, or nitrous blast down the track in 7 or 8 seconds using a DOT radial? To add to the excitement, contestants at the Shootout are limited to a 295-series tire-so it's not just who can make the most power, but who can get down the track. The past two years Drag Radial has attracted the fastest LS-powered cars in the country, and has seen some impressive showdowns. With a .400 Pro Tree and a heads-up format, it's anyone's game.
The rules are fairly open aside from requiring an LS-based small-block with a GM manufactured aluminum or iron block. Displacement is limited to 500 cid and will be verified by using the P&G method. Cylinder heads are limited to OEM or OEM "Style" aftermarket heads. Dry sump oiling systems are permitted as are any style carburetor, including split Dominators with a maximum of two carbs. Any EFI is permitted as is any intake manifold, including sheetmetal/fabricated manifolds. Nitrous cars are given a weight break, and may run any number of stages. Most any single centrifugal racing supercharger is permitted (see www.nmcadigital.com for the complete breakdown of specs). Single turbochargers are limited to 106 mm, and twin turbos are limited to 76 mm. Any automatic or OEM-style manual transmission is permitted. Aftermarket K-members are permitted, as are fully tubbed or mini-tubbed wheelwells and notched framerails. Factory rear framerails are required to be in OEM location. Wheelie bars are permitted. Stock-type suspensions, ladder bars, and non-OEM four-links are permitted. Front-wheel-drive conversions are prohibited.
ERL PERFORMANCE LSX ALL MOTOR
What better way to show the awesome potential of the LS family of engines than an all-out, All Motor class. This naturally aspirated heads-up class attracts record-breaking 8 and 9-second LS cars and trucks. With recent cylinder head designs, this class seems to get tighter every year. Picking the right combination and extensive chassis tuning are everything, but anything can happen in a single elimination heads-up race.
Of course, only LS-based engines are allowed with a GM manufactured aluminum or iron block. Displacement will be verified by using the P&G method, which will determine minimum weight. Mufflers are required, gasoline is the only fuel allowed, and cylinder heads are limited to OEM or OEM "Style" aftermarket heads. Billet cylinder heads are prohibited, but canted valve variations are permitted with a 50-pound weight penalty. Dry sump oiling systems are permitted as is any single four-barrell carburetor or single throttle body. The throttle body must be a single throttle blade, or 4150/4500 style. Any EFI system is allowed, and any style intake manifold is allowed including sheetmetal/fabricated manifolds. Production OEM intake manifolds (stock, unaltered runner lengths) are permitted with a 100-pound weight break. Any OEM style automatic transmission is permitted, as is any non-planetary style manual transmission (with a 125-lb weight penalty). Mini-tubs and notched framerails are allowed, but the factory rear framerail is required to be in the OEM location. Wheelie bars are permitted, as are stock-type suspensions with stock mounting locations. Ladder bars are permitted with 50-pounds weight added, but non-OEM four-links are prohibited. Just like in Drag Radial, electronic driving aids, throttle stops, delay boxes, and auto shifters are prohibited. But two-step trans-brakes and line-locks are permitted. Functional headlights, taillights, and horn are required. OEM composite body panels are permitted, lightweight or fiberglass body pieces are limited to the hood, rear deck, and bumpers. The front tires must have a minimum tread width of 4.5 inches, and the rear tires are limited to 10.6-inches wide by 28.6-inches tall. See NMCA official rules for more info, and listing of base weights per cubic inch.