"These guys are racing on a glorified cow path," Aaron Olson, race director of the Sandhills Open Road Challenge, exclaims. We're in central Nebraska, damn near the center of these United States, bombing down the road that connects tiny Arnold with even smaller Dunning. Out here the air is clean, the sky is a piercing blue, and you can literally see for miles. For most of you, the next town over means maybe a mile or so, with a drive time of at most a few minutes. But the Great Plains have a way of changing perspectives: Dunning is 35 miles to the north.

60-year-old Ken Hodges of Julesburg, Colorado, getting his 2007 Z06 ready for a 136-mph pass in the half-mile competition that, along with the one-mile event, is held on the Cozad-Callaway oil road. Hodges was a good 20 mph off the pace of the fastest Vette, but made up for it by placing third in the 95-mph road race class the following day.---->

The sun is blinding, but from my perch in Olson's pickup, I get a firsthand look at the 29-mile northbound leg of this 55-mile, open-road racecourse. And immediately, I see what he means: this narrow, patchy, and occasionally broken asphalt is nothing like the smooth and wide I-80 just a few miles south of here. It's a county road, used mostly for farm implements and work trucks. And as such, the kind of low speeds needed for such vehicles must have been taken into consideration when building it. With sharp and barely visible turns, intense elevation changes, and transitions from decent to iffy pavement, the Autobahn it ain't. As I peered over a sharply curved section's guardrail into a deep ditch, I wondered if I'd be willing to hit 100 behind the wheel. But this weekend, a stock car would average 139 mph on this course, a 2001 Corvette convertible would average 120-and two exotic racecars would blast through another section of one-mile straightaway at over 215 miles an hour!

This is Bentonville, Arkansas-resident Dave Domingues, putting his AFR headed, Comp-cammed LS1 to work at the one-mile shootout. In addition to more exhaust bolt-ons, Dave uses LG, Hotchkis, and BMR suspension parts, Wilwood brakes, and a Wolfe cage to stick this '02 SOM to the pavement. Domingues blasted to 155 mph soon after this shot was taken, and finished up fourth in the 115-mph bracket of the road race.---->

The SORC, a non-profit organization, started this race in 2001, and added a one-mile shootout in 2003. All proceeds go toward much-needed civic projects in and around Arnold, including assistance for the local fire departments, public schools, and scholarship funds. And an Arnold Community Center was recently built with assistance from the SORC!

Cletus Kraft's Z06 gets a thorough pre-run inspection from the SORC tech officials to ensure that it's safe enough to make its 168-mph one-mile hit. The tech team puts in three days of physical work to ensure that each vehicle and driver is safe for their racing class. Cletus and his wife Brenda have driven down from Devils Lake, North Dakota, for the past five years for a vacation at this event, and she does the navigating. Hey Cletus: with your wife screaming orders at you as you try to navigate the 105-mph class under stress ... how exactly is that a vacation?---->

You might think that with little population density and lots of space, putting a race on would be easy. But that is not the case. This event happens around private land, and the SORC had to secure permission from the landowners to not only use the space, but to effectively close a nearly 30-mile stretch of road for a couple of days! Thankfully, those folks saw what the SORC was trying to accomplish and jumped on board. And it takes over 200 volunteers from the community to pull this event off each year!

So on August 9-11, 2007, Arnold welcomed over 100 vehicles to its seventh annual Sandhills Open Road Challenge. A large majority of the entrants are Corvettes: C4s, C5s, and C6s are everywhere, especially the ultra-potent ZR-1s and Z06s. However, there were third- and fourth-gen F-bodies, a GTO, a G-body, and even a newer Grand Prix in attendance as well. This three-day event happens in a setting that is mostly inhabited by tractors and work trucks. The population hovers around 600; there's a long main street and not much else; there is one hotel. But if you bring your high-speed GM up Highway 83 in early August, you'll be met by a town full of friendly and helpful folk-the kind that open up their homes to you for a good night's sleep. You'll enjoy a nice loud parade, a smoky burnout contest, and a car show consisting of the race entrants. And when it's all said and done, gear up for an awards BBQ, live music, and a few cold ones. But stay focused: serious racing is what you're really there for, and there's a half- and one-mile top-speed shootout to tame, and an open-road race that many call the most challenging in America.

My time on the south-to-north leg with Aaron, and going north-south after the event, gave me a good feel of this course-and it's a good one. In the first five miles of the north-south section, a driver has to accelerate over several very large hills, negotiate hard and slight right-hand curves, nail the brakes for a 90-degree left-hander, and man up for a quick right/left switch. And if you like straightaways, this course has them-several 2-miles, a 3-mile, and a 5-mile! There is no runoff, and in place of a tire barrier, prepare for a ditch and a barbed-wire fence. This is as intense as open-road racing gets.

But the SORC isn't resting on its laurels; the August 7-9, 2008 event will feature all of the events listed here-and will be adding track days on August 5-6 at Motorsport Park Hastings, a 2.15-mile road course. This is a really cool event to behold, and I'll bet even cooler to race in, so go to www.sorcrace.com to check out the class and rule structure, and start making plans.

OK, so that last part was stolen from an A-Team episode ... but just a week after the biggest LSX event ever held, GMHTP did host its own Reader Appreciation Day on October 20th that gave locals a chance to sample what they may have missed in Memphis and even meet the editors and their project cars. A few lucky readers shook hands with head honcho Rick Jensen and Contributing Editor Chris Werner-and took a gander at Project 1SC-YA, as well as Werner's 383 LS1 WS6 Trans Am and the C6. As per usual, our home-away-from-home Old Bridge Township Raceway Park hosted the event in spectacular fashion, providing a wellprepped racing surface and plenty of yummy track food. Participants from the tri-state area left with heartburn, plenty of fried rubber in the wheelwells, and, hopefully, a few smiles and lower e.t.'s.

By November and December of every year, aftermarket manufacturers are scurrying to get prototypes finished and press material ready in preparation for the SEMA Show in Las Vegas, and PRI Show in Orlando, FL. The fruits of their labor, as you'll see, were some very exciting new products in the GM EFI world. Some of these products may not be available for a couple of months, but they (as well as GMHTP) were eager to give you a peek at the best new products for 2008.

Fast LSX 92MM Manifold And Big Mouth Throttle Body
Fast's 90mm LSX manifold was hard to beat, and considered by most the best stock-style intake on the market. Well the best just got better, thanks to several revisions including a 92mm opening, corrosion-free stainless steel assembly bolts, and improved throttle-body sealing flange and O-ring gasket. A higher quality polymer will replace the previous construction, and FAST assures that the redesign will increase horsepower with no loss of driveability or low rpm torque. The Big Mouth throttle body increases airflow by 5% over 90mm units and takes advantage of the redesigned LSX manifold. A beefier linkage and dual throttle spring mechanism improve throttle response, also with the help of a smoother operating offset blade pivot. A thicker blade and shaft resist deflection, and its unique design is built with boosted applications in mind where throttle problems typically occur. Factory IAC and TPS sensors simply bolt up with no modification necessary.

TCI Pro-X Bolt-Together Drag Race Torque Converter
TCI's revolutionary new design allows the PRO-X Bolt-Together converter to be taken apart at the track, allowing instant stall speed adjustments. While standard converters require precision welding and balancing every time the converter is opened, TCI's unit can even be opened up for cleaning in the event of a transmission failure. A hand-built steel stator, billet sprag, and a 7075-T6 billet aluminum cover ensure reliability over 2,500 hp.

Accel DFI Thruster Efi
The Thruster EFI Engine Management System is an affordable, V/E-based system unique in its ability to operate high- or low-impedance injectors both in sequential and batch fire mode. Narrow or wideband O2 operation allows flexibility, as individual cylinder fuel control and excellent transitional fueling equate to unmatched driveability. A two-step rev limiter, controls for the torque converter lockup, A/C clutch, radiator fans, and knock are all built in. This system is said to support up to 41 psi of boost, and has special features for nitrous applications.

TCI Shift-By-Wire Shifter System
TCI's revolutionary new shifter system instantly adds a modern twist to your interior, using either a twist knob or an illuminated touch pad display for gear selection. Both are compatible with the factory electronics and TCI's own Transmission Control Unit. Each unit comes with a neutral safety and brake switch that keeps the car from being started in gear or shifted out of park without the brake being applied, just like stock. Applications are available for late-model GM transmissions, including the 700-R4 and 4L60E to 4L85E.

Nos Launcher Progressive Nitrous Controller
The NOS Launcher will help get your nitrous-powered tire burner out of the hole without breaking traction. This programmable progressive nitrous controller is operated via a 3.5-inch LCD touch-screen; however, it also comes with software for your laptop that includes full data-logging capabilities and controls up to four stages of nitrous. Configuration files can even be saved for various tracks and weather conditions.

Weiand Street Warrior Manifold
The Holley crew tapped Starr Technologies of Australia, and the result is the new Street Warrior manifold. It incorporates Formula 1-style inlet trumpets on each runner and a consistent cross section to enhance airflow to the runner. Using the latest CAD techniques and software, the optimized geometry is said to show over 30hp increases from 2,000-6,200 rpm, and about the same increase in torque. The nylon composite structure saves weight and dissipates heat better than aluminum. All OEM sensors, lines, and fuel components are compatible, as are both LS2-style 90mm throttle bodies and stock LS1/LS6s with the included adapter. Two versions will be available for cathedral-port LS1 or LS2-style heads and the rectangular port L92s in satin and Everbright.

Efilive Autocal
EFILive's latest creation is a stand-alone unit that can hold up to eight different tunes-including the stock tune, which is automatically saved before tuning and can be restored at any time. Diagnostic Trouble Codes can be read and cleared in addition to displaying the EPA Readiness Tests' Status. Up to two hours of data logging can be recorded on the AutoCal itself. However, with Pass Through Mode you can data log as much as your laptop's hard drive will hold. The AutoCal is aimed particularly at mail-order tuners, allowing them to e-mail tunes and have the customers install it themselves instead of having to ship their PCM across the country.

Trick Flow Genx Street/Strip 235 Cylinder Heads
Trick Flow's new 235cc heads are designed specifically for big-cube street cars looking to take advantage of the added displacement without moving up to a large-runner, race-only head. These 13.5-degree heads have refined intake and exhaust ports for the best combination of low, mid, and peak lift airflow for great power under the curve. The combustion chambers have been re-engineered for 4.125-inch and larger bores, which unshrouds the valves and improves both flow and swirl. They are topped off with 1.300-inch dual valvesprings, Viton valve seals, 7-degree steel locks and titanium retainers.

Diamond Racing L92 Piston
The L92 heads are no doubt one of the hottest products on the market for Gen III/IVs, but until now there was never a piston to match its unique combustion chamber and oversized valves. Thankfully one of the leaders in the LS1 piston market, Diamond Racing, has managed to develop just what the public has been craving: a forged L92-specific piston for a variety of bore and stroke sizes in flat-top and dish varieties. The expense and hassle of custom pistons has been done away with thanks to Diamond's extensive research and development of these top quality, off-the-shelf pieces.

GM Performance Parts CNC L92 Heads
If you thought the as-cast L92 heads were impressive, check out GM Performance Parts' CNC-ported performance version. Using enlarged 280cc rectangular intake and 100cc D-shaped exhaust ports, these puppies flow 332/201 cfm at .600-inch lift. A 68cc combustion chamber is standard, as are .510-inch lift springs and stock 2.165- and 1.590-inch valves. The ports are in the stock location, meaning only the L76 intake will fit-and as with the stockers, a 4.00-inch or larger bore is a must.

Tea TFS LT1/LT4 Heads
Only Total Engine Airflow could come out with an LT1/LT4 head that can compete with LS1s on the flow bench. Using the Trick Flow castings, TEA opens up the heads to either 200 or 220cc-perfect for strokers and forced induction. The 200cc head uses Ferrea 2.02/1.60 stainless valves to flow 294/257 cfm at .600-inch lift, while the 220cc heads use 2.08/1.60 valves to flow 310/257 cfm at .600-inch lift and 316/267 cfm at .700-inch. Valvesprings for up to .600-inch lift (heavy-duty valvesprings for solid rollers also available), 10-degree locks, and retainers are included. Both heads have an LT4 intake port, and the combustion chambers can be milled up to 56cc.

GM Performance Parts LSX Tall-Deck Block
Using an extra half-inch of deck height, now 9.75 inches, the LSX tall-deck block supports displacement of 500 cubic inches or more. Its semi-finished 3.990-inch bore can be taken out as far as 4.250 inches, and will mate easily to any LS family cylinder heads. However, the tall-deck will necessitate a custom intake manifold, or spacers for existing intakes, since the space between the intake ports has increased from the standard deck height, though GMPP plans to develop and make available intakes for this motor soon. The tall-deck version sports all the same quality materials and construction, including the six-head bolt design, but with more cubes to ensure it will be the foundation of the most powerful LS motors in the world.

GM Performance Parts LS2/LS3/LS7 Controllers
In order to make Gen IV swaps as easy as possible, GMPP developed its own "plug-and-play" controller kits. These stand-alone units are designed to require no recalibration or tuning with the desired Gen IV motor. Simply plug the motor into the controller using the supplied OEM-type wiring harness, compatible accelerator pedal (for electronic throttle), oxygen and MAF sensors, OEM-type fuse/relay center, and 12-wire bulkhead. The tach signal, malfunction indicator light, oil pressure, vehicle speed, etc., can all be tapped without even cutting the harness. The throttle, EFI, ignition, cooling fan(s), and fuel pump can be under the command of this wonderful little box, which is covered by a 12-month/12,000-mile warranty.

Compstar HD Connecting Rods
Callies subsidiary Compstar recently released a new HD Series I-Beam connecting rod for high-horsepower, high-rpm, big-displacement engines in LS1, LT1, and BBC applications. These value-minded rods have numerous features normally associated with more expensive rods, including AISI 4340 material, contoured tower flanges and pin end housing, excellent stroker clearance, and a parting line footprint increase of 23% for greater housing bore stability.

MSD Ignition 6ls And 6ls-2 Ignition Controllers
No longer are only carb-equipped Gen III and IVs (blasphemy!) able to take advantage of MSD Ignition's years of research and development. The 6LS and 6LS-2 allow even EFIs to map timing advance using its easy-to-use Pro-Data+ software, as well as vacuum advance curve for cruising economy. Drag racers will enjoy the two-step rev limiter and step retard for nitrous. The 6LS (PN 6010) matches to the LS1/LS6-style 24-tooth reluctor wheel, while the 6LS-2 (PN 6012) matches to the LS2/LS7's 58-tooth crank trigger.

Livernois 1,400+HP LS Rotating Assembly
Livernois' Rotating Assembly for LS-based engines proposes to be the lightest on the market using a custom-designed piston, rod, and crankshaft combo. The 4.00-inch-stroke crank uses smaller rod journals that help give the extra block clearance needed for longer stroke with no additional machining required. A reduced bearing speed and lighter bob weight also separates this crank from others on the market, as well as CNC-milling for improved oiling under extreme loads and rpm. The exclusive Livernois/Manley forged H-beam rods are the lightest available, as are the Livernois/Mahle forged pistons, which are also the strongest. The 2618 aluminum alloy pistons have a huge .285+ thick top fireland and .180+ thick second fireland with a super thick crown. The Hellfire top ring and Napier second ring combo is designed for big boost or nitrous and better oil control. Thicker H-13 wrist pins eliminate any weak links as they attach to the Phosphate and Grafal coated heavy-duty pistons, designed for 30+psi of boost or a 300+hp shot of juice. Both LS and L92 valve reliefs are available, as are boost- or juice-specific pistons.

APS Intercooled Twin-Turbo LS1 F Body System
Capitalizing on its success with the other LS-based applications such as the GTO and Corvette, APS promises one of the most complete kits, cleanest installs, and highest quality-not to mention performance. The APS Twin Turbo kit is said to turn an otherwise stock LS1 F-body into a 500-rwhp, fire-breathing animal with only 10 psi. The custom spec liquid-cooled turbos will not only provide quick spool-up time, but will also support up to 1,000 crank horsepower and 400+cid motors. A front-mount, two-inlet, bar-and-plate, air-to-air intercooler is a massive 25x2.5x9 inches in size to ensure its efficiency with increased horsepower. Other features include high-temperature cast, high silicon/moly ductile iron exhaust manifolds, twin high-flow cold-air intakes, massive TiAL/APS external wastegates, and precise mandrel-bent and TIG-welded, polished 304 stainless steel piping. Fuel system upgrades are optional, but recommended for up to 1,000 rwhp.

Scoggin-Dickey L76/L92 CNC Cylinder Head Kit
Scoggin-Dickey puts your LS1 or LS2's top end needs completely at ease with one handy package. The L76/L92 CNC Cylinder Head Kit includes a set of CNC-ported L92 heads with .600-inch lift valvesprings and either 65cc or 70cc combustion chambers, complete L76 intake manifold, L92 rocker arms, stands, and bolts. For LS2 owners, PN SD876076 is a simple bolt-on operation with a price tag of $2,059.95; meanwhile LS1 owners will also get a Nick Williams 90mm cable throttle body and bracket, as well as Katech Injector Jumper Wires in PN SD8760L76C for $2,449.95.

Katech Street Attack 500 Crate Motor
At 600 hp, the Street Attack 500 was designed by Katech to be one of the most powerful emissions-legal, naturally aspirated motors on the market. Using the new Dart billet 6061-T6 aluminum blocks to allow a lengthy 4.500-inch stroke, the Street Attack boasts a very un-small-block 500 cubic inches. Liner-less, Nicom-coated bores reduce friction and improve heat transfer with the all-forged rotating assembly. The top end is all LS7 from the valvetrain to the heads. The intake also lends to the motor's awesome potential, which carries a 12-month, 12,000-mile warranty. Expect 500-cube versions of Katech's other packages such as the Desert Attack to be available soon as well.

Granatelli Motor Sports Dual Window Switch
GMS's new Dual Window Switch is innovative in its flexibility of use. Users have the capability of controlling two stages of nitrous; or one stage and a shift light, water, or methanol injection; or even a high- or low-voltage tachometer. You don't even need a tach input, as a fuel injector wire reading easily takes its place. It's able to drive an external tach and read a 0-12-volt throttle position sensor (TPS) signal (or 0-to-5), yet it still functions quite well as a simple window switch for nitrous activation from 1,000 to 15,000 rpm.

Ohio Forced Inductions LS1 F-body Single-Turbo Kit
The Ohio Forced Inductions kit is quickly becoming known as one of the best quality single-turbo kits on the market for F-bodies. The base kit includes 1.75-inch turbo headers that use a 2.5-inch crossover pipe to feed a Precision T-76GTS turbo, and exits via a 3-inch downpipe. A TiAL 44mm wastegate and 50mm blow-off valve vent unneeded boost. All the piping is secured with V-band clamps on the headers and downpipe, as well as T-clamps securing the 5-ply silicone. A custom 3.5-inch aluminum radiator and two SPAL fans not only handle cooling, but also give added clearance for the piping and 3-inch bar and plate air-to-air intercooler. Oil drain and feed lines are also included, and this kit maintains stock A/C, as well as the accessory locations. Turbo, downpipe, and air-to-water intercooler upgrades are available. An LT1 kit is also now available. Both cost just under $6,300 (everything included) for the base kit.

It's been a long time coming, but at long last LS motors are finally getting their due thanks to GM Performance Parts and the National Muscle Car Association (NMCA). The First Annual LSX Shootout presented by GM High-Tech Performance marks the first and only national gathering of its kind for Gen III/IV enthusiasts, which has proven to be the hottest and fastest growing market in the industry. GMPP was all too willing to shell out big cash and prizes to make sure this event would succeed, and the NMCA allowed the LSX Shootout to take place alongside its World Finals at Memphis from October 11 to 14, and kicked in some great prizes as well. Thousands of dollars of cash were up for grabs in the True Street, Drag Radial, All Motor, and Showdown (index) racing classes, as well as plaques, jackets, and even two LS7 crate engines and two LSX Bow Tie blocks. The Dyno Challenge was yet another way to make a quick grand by simply strapping your LS-powered machine to the onsite chassis dyno.

But the LSX Shootout extended beyond Memphis' city limits: the event kicked off in the wee hours of Thursday morning, October 11, with two road tours simultaneously departing from Joliet, Illinois, and Dallas, Texas, leading to the Plantation Oaks (host) hotel in Memphis. The two caravans of LSXers were treated to coffee, donuts, and a scenic drive through the South and Midwest before meeting up for dinner. Even a rogue, informal Eastern tour met up with the group at the Plantation Oaks as beer, BBQ, and good times were had by all.

Meanwhile the early birds who had already set up shop at Memphis Motorsports Park spent 6 to 9 p.m. testing and tuning their combos in preparation for the first round of qualifying on Friday at 3 p.m. Participants also had the ability to test and tune their hot rod on Friday, when the temp was at 80. Those who couldn't get out of work any sooner, still had all of Saturday for qualifying rounds before beginning eliminations. In the mean time, the car show had begun heating up and the manufacturers midway was jam-packed with new products and friendly staff with answers to LS questions. Comp Cams made the short trip across town to show off its products and even hosted an SBC engine building competition open to anyone with enough guts. Word is a few dark horses surprised the confident and capable School of Automotive Machinists students, but we won't hold that against them.

On Saturday the crowd grew monumentally by the evening's final qualifying round for all the LSX racing classes, including the top dog Drag Radial class. Many were anxious to see if the Ohio Boys' and Paul Major's turbo cars were going to bring the pain, and were scoping out Cal Hartline's first few shakedown passes in his newly LS1-powered GN. And would Tom Kempf rebound from the vicious crash he suffered the week of the event? The crest of Saturday evening carried the excitement over to Sunday during eliminations-and to the final rounds taking place late Sunday night with a storybook finish. When all was said and done, thousands gathered throughout the weekend to easily make it the most highly attended NMCA event in years and the biggest LSX event to date, with 130 racers and another 20-plus in the car show. The LSX Shootout was a rousing success, and we look forward to having an even bigger turnout next year.

GM Performance Parts LSX Showdown
The Showdown was an index-style race designed for any year of Gmbodied car or truck using an LS-style powerplant not fitting the All Motor or Drag Radial class rules. A .500 Pro Tree was used, and the racers chose a class based on e.t.-from AAA/LSX at 9.0, to I/LSX at 14.0. This ensured an exciting mix of classes in every race, and a 9-second vehicle could (and did) line up with a 13-second vehicle! There were some serious goodies up for grabs: $1,000 and an LSX block to the winner, $500 to the runner-up for starters! With 64 entrants there was a ton of great racing between those classes, culminating in an awesome final between D/LSX and H/LSX. // rick jensen

GM Performance Parts LSX True Street Challenge
One of the most exciting events held at the LSX Shootout was the GM Performance Parts LSX True Street Challenge, open to all GM vehicles powered by a Gen III or IV LS engine-whether factory installed or not. Designed for high-performance street-going vehicles, True Street's rule set is aimed at ensuring that competitors' cars are reasonably and reliably roadworthy. Now, don't think that this means these cars aren't seriously fast-after all, wheelie bars are permitted! The rules do forbid the use of race-only mods like Lexan windows and a full tube chassis (though "back-halved" vehicles are allowed), and all cars must retain a stock-type front suspension. Though any size engine and power adder combination is permitted, an exhaust system with mufflers is required. Perhaps most significantly, a valid vehicle registration, license plates, insurance ID card, and (if applicable) state inspection sticker must be presented during tech-in. At this time, vehicles are checked for working headlights, turn signals, brake lights, and horn. Tires are also inspected and must be DOT approved, with a maximum 10.6-inch measured tread width for bias-ply tires (325mm for radials; height for either type is unrestricted).

Aside from regulations ensuring streetability, True Street was unique in several other ways. First of all, there was no qualifying involved (though entrants were welcome to take time shots on Thursday and Friday). The event itself was held entirely on Saturday, and was run simultaneously with the NMCA True Street event, which was open to all cars regardless of make or engine. Participation was excellent, as a total of 59 LS-powered rides entered the event (not including a handful that, for whatever reason, registered themselves into the NMCA portion)-double that of the NMCA cars! As a bonus, entrants could compete no-charge in the LSX Showdown index class on Sunday, so surely this helped attract the healthysized crowd.

The activities kicked off late Saturday morning with a driver's meeting to get all competitors on the same page. After this, a mandatory, policeescorted cruise through Memphisarea highways and side streets commenced. The mapped course was a 30-mile grand tour of several semi-populous areas as well as a few more rural roadways. The variety of driving conditions increased the odds that typical race-car weaknesses like inadequate cooling systems and a poor part-throttle tune would rear their ugly heads, although no actual stop-and-go traffic was experienced. Vehicles that were unable to complete the tour were disqualified. Although an unfortunate few fell by the wayside, the vast majority of cars were able to make the trek without trouble. And, thankfully, the cruise was without vehicular incident, save for one of the police escorts being hit by a non-competing vehicle just outside the track entrance!

Once the cars returned to Memphis Motorsports Park, they immediately were taken to the staging lanes and allowed a 45-minute cool-down period. During this time, a strict hoodclosed policy was in effect for the remainder of the event. Additional regulations were that each car had to start its engine under its own power, and the only change allowed to the cars was lowering (not raising!) of tire pressure and repacking of the parachute as necessary. It was during this cool-down phase that the GMHTP crew had the chance to walk around and talk with some of the folks who looked like they'd be vying for the top spots in the event, and though our inability to peek under the cars' hoods limited our ability to draw a clear picture of who might be crowned the fastest, we came across some very serious-looking vehicles nonetheless.

When the time came to hit the strip, the procedure was well known to all: every car would have to make three back-to-back passes with limited cool-down time provided in-between, and again with no hood opening allowed. Each competitor would have to make all three passes, and every one of them would count-even in the event of mechanical failure or an aborted pass. The e.t.s of the three passes were then averaged, and this final number was compared to that of all other competitors. Up for grabs was $500 to the winner plus a 6-foot trophy, and $200 and a plaque to the runner-up. Just to make sure that as many folks as possible got a share of the bounty, $200 and a plaque were also handed out to competitors whose average e.t. came closest to 10.00, 11.00, 12.00, 13.00, 14.00, and 15.00 seconds. Did we mention that all winners were also to receive a special LSX jacket? The final piece of the puzzle was easily the most exciting: if the car with the quickest average e.t. of all (NMCA class cars included) was an LS-powered vehicle, GMPP would hand out an LSX Bow Tie block to the lucky winner!

Happily, that's exactly what ended up happening: some seriously fast cars vied for the top spots, but when it was all said and done, Mike Brown's 8-second turbocharged 1999 Trans Am edged out the nearest NMCA competitor by just over 2 tenths, bringing the distinction of overall fastest True Street car to the LS camp! This made Brown technically the NMCA King, but LSX King honors still had to be handed out, and they went to David Childress and his 9-second 1998 T/A. Mike Mester went quick enough to earn the runner-up spot piloting his 2000 Trans Am, missing out on the LSX King spot by under a tenth of a second. The 10-second trophy went to Mike Meeks of Santa Rosa, Florida, who averaged 10.32 seconds (technically closest to 10.00 thanks to trophies already having been handed to Childress and Mester). Elevensecond honors went to the 1998 Trans Am of Paul Falcon, who followed I-40 all the way west from Durham, North Carolina. Tennessee native Nathan Richardson grabbed the 12-second spot in his 2001 Camaro, while Guerrero Alfredo's '00 Camaro went home to Fort Worth, Texas, with the 13-second prize. Zac Ravencraft was super-consistent in his 2006 Trailblazer SS, with all three runs being 14.0s and spanning just over 6-hundredths of a second, giving him 14-second honors. Finally, Michael Laden clearly didn't intend to go home with 15-second honors, as his first pass was an 11.0-but a so-so second pass and 23-second final pass gave him the closest average to 15 seconds, so we doubt he minded the cash and plaque!

Just a glance at the e.t. rundown of all cars makes it clear that several competitors found the track to be somewhat inconsistent on Saturday, so we applaud their efforts and thank everyone who showed up to share in the action. Check out the photo captions for info on some of the highlights and more about the cars that competed-they'll make you wish you'd been there! // chris Werner GM

GH Performance Parts LSX All Motor
The All Motor rules are perhaps the most straightforward of all the heads-up classes. Only GM vehicles with a GM-manufactured LS-based block would be allowed to go head to head on a .400 Pro Tree. Any OEM or OEM "style" head is permitted, however canted valve heads are also allowed with a 50-pound weight penalty. Dry sump oiling, aftermarket EFI, and any single 4-barrel carb along with any intake manifold could be run; though production OEM manifolds carry a 50-pound weight break. The rules were perhaps the most liberal in terms of transmissions, except to say that any OEMstyle automatic or manual would do. Clutch-activated autos (such as a Clutch-flite) were a no-no, but transbrakes, line locks, and two-step rev limiters were all in. Only stockstyle suspensions with exception to tubular K-members, coilovers, and wheelie bars, make the cut. Ladder bars, though unlikely on any F-body or C5, carried a 50-pound penalty. Mini-tubs and notched framerails were also OK, though with a maximum tire size of 28.6x10.6-inches, it would most likely be unnecessary. Skinnies no smaller than 4.5-inches in width could be used, and electronic driving aids, throttle stops, or delays couldn't be.

In short, it's all about the driver. Without being able to crank up the boost or hit another stage of nitrous, there is little hope of running down your opponent at half-track if you fall asleep at the tree. At the LSX Shootout, even a big-cube LSX or C5R block wouldn't net too large an advantage, as the rules stipulate an allotted minimum weight based on displacement. Most of the heavy hitters, including the School of Automotive Machinists' and Six Speeds Inc.'s Camaros, would be carrying between 3,300 and 3,400 pounds with driver. Properly secured ballast along with the required carpet, headliner, passenger seat, and OEM appearing dash, as well as the NHRA-spec cage, easily make up that hefty weight. In addition, only the hood, bumpers, and rear hatch could be changed from factory. Even still, most competitors opted for larger cubes rather than lighter weight. And with two grand and an LS7 crate engine for the winner, and a grand for second place up for grabs, can you blame em? Out of the six competitors this year, Steve Hopkins was the only one sporting less than 427 cubes. His iron-block 402 was originally built as a nitrous car, but he thought he'd be more competitive in All Motor with a best of 9.80 at 140 mph rather than 8.90s on spray. The Bartlett, Tennessee native's '98 Z28 runs ported LQ9 heads, a Powerglide, carbon-fiber driveshaft, and 9-inch rear with a 4.86 gear. While still working out the bugs, Hopkins hit 9.97 at 134 mph in qualifying.

Ashley Gable represented one of the few female racers in the LSX Shootout, but that didn't seem to bother her. The Mt. Airy, Maryland native pedaled her Artic White TA with the help of an L92-based 427, ET Performance heads, stout hydraulic roller, and Turbo 400. Though she prefers to keep the TA a streetcar, she certainly didn't mind setting a new best e.t. of 9.84 in qualifying, though her 132-mph trap speed failed to parallel an earlier effort of 135 mph with a slower e.t. Kevin Patterson of KFP Racing piloted Valentino Juncaj's black '95 Firebird all the way to the semifinals despite a hefty 429-cube iron block, carburetor, and 3,400-pound waistline. C5R heads were the principal reason he managed a 9.56 at 139 mph in qualifying, though the 'Bird has previously gone 9.32 at 144. A lack of traction and an issue with the valvesprings held them back initially, but the two were determined to challenge the big dogs with some low 9-second runs. Speaking of issues, the ET Performance-owned '80 Cutlass had trouble with its TH350 all weekend. Problems with staging were the result most likely of converter issues, which had them wrenching furiously before the first elimination round. R&D man Eric Von Hentschel decided to pair his Cutlass with ET owner Cary Chouinard's 920-horse, 440ci LSX and ETP canted valve heads less than a month before the Shootout. In fact, the first three passes on the Cutty were during qualifying. Former Hardcore Racing pilot and fabricator Jason McNeil was commissioned to wheel the Cutlass and build the headers. Using a FAST XFI ECU and an SB.2 intake, the combo easily revs to 8800 rpm and cut a best of 9.58 at 140 mph.

The Six Speeds Inc. Sunset Orange Camaro and SAM's Hugger Orange SS were easily the two favorites to win All Motor. Owner and pilot Joe Huneycutt took the SOM Camaro to a new best of 9.14 at 145, a record for T56-equipped F-bodies, during qualifying from a previous best of 9.26. However, the 925-plus horse 414-cid LSX-based motor broke a rod shortly after and cracked the #7 cylinder. As perhaps the most powerful non-canted valve-headed, naturally aspirated Gen III/IV out there, it will be interesting to see what this solid roller combo does in the months that follow. The SAM HO SS uses a more classic Gen III recipe of C5R heads and block with the hope of becoming the first to reach the 8s au natural. With the previous LS6 combo, pilot Judson Massingill had run 9.10s without the required 250 pounds of ballast. The new motor, however, makes 925 horses (up from 860) with a .900-inch lift solid roller cam, dry sump oiling, and sheetmetal intake. Like the Six Speeds car, Judson also chose to row his own gears, except with a more drag-race friendly Jericho 4-speed. Shifting at about 7000 rpm, Massingill surpassed Huneycutt to become the number one qualifier with an amazing 9.04 at 151. // scott parker

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.

Chad Smith of Fredrick, Maryland, showed up with a 402 iron block sporting 235cc Trick Flow heads and two 200 shots. Smith fought through electrical issues to run a 9 flat at 153 in his Camaro, but couldn't hang with a low 8-second challenger and had to put it on the trailer.

C.J. Peddy was the lone Texas entrant in Drag Radial, and this Lewisville resident brought an '02 Camaro packin' an LQ9 iron block, Dart heads, and a massive 279/292 duration, .732 lift solid roller cam. Toss a 350 RWHP dry kit on top, and you're looking at nearly 1000 rear-wheel ponies! He was hoping for 8.20s and nearly got there with an 8.47 at 163, but it wasn't good enough to best his 7-second first round opponent.

East Side Performance's Ken Quartuccio came loaded for bear-a 440-inch LSX block was topped with ET Performance 265 heads and stuffed with a boatload of nitrous. This '99 Camaro used to run low 9s, but was putting down 8.47 at 160-plus in Memphis. Despite that solid number, he couldn't best the 8 flat his opponent put down in the first round, and had to pack it in. // rick Jensen

For extended coverage of the LSX Shootout, including a full recap of the car show and extra stuff we couldn't cram into the magazine, log onto www.gmhightechperformance.com

Founded in 2000 as a non-profit focused on the preservation and maintenance of the Chevrolet Impala SS, along with other B&D bodies manufactured from 1991 to 1996, the ISSCA (Impala SS Club of America) held its 5th annual event in St. Louis, Missouri, over Father's Day weekend from June 15-17. Over 200 participants from across the country descended upon Gateway International Raceway in Madison, Illinois, just a stone's throw across the river from St. Louis, to partake in the activities. For denizens of the Impala clan, the ISSCA Nationals were a pilgrimage of sorts to hang with friends and test the mettle of their respective cars, whether it be road racing, auto crossing, drag racing, or one of the more sedentary venues, such as the car show or sound off competition. Whether you were a participating chapter who journeyed in as a group to try and win the Chartered Club Challenge, or an individual coming in from a sleepy Midwest town to show and shine with the herd, there was a place for you. Hang on as we take you through a sweeping tour of the ISSCA Nationals.

Hotel:
The host hotel was the Holiday Inn in Collinsville, Illinois, which was approximately eight miles north of the Gateway International Raceway complex. In addition to hosting registration and providing a place to relax after an activity-filled day, the hotel was the venue for club meetings, awards presentations, and of utmost importance, "Parking Lot Activities." As an official event in the program, it would be considered inappropriate to forgo this activity, so a veritable tent city emerged on both event nights and housed a roaming pack of enthusiasts checking out each other's cars and milling around. In addition to lawn chairs and putting your foot up onto the back of a trailer, the generic adult beverage cooler was both a great place to sit and on occasion reach in for a cold one, clearly only to recharge yourself from the stifling heat and humidity of nearly 100- degree temperatures.

Road Racing:
Road racing was conducted on Saturday, June 16, at Gateway International Raceway. Gateway hosts various motorsport activities, including NASCAR Busch and Truck series events on its 1.25-mile oval track, described as the "flat Darlington." Road race activities were conducted in the facility's infield. After a mandatory driver's meeting, owners selfteched their cars into classes by a point system that slotted racers into stock, prepared, modified, and race categories based on the vehicle's modifications.

Car Show:
The car show was held on Saturday, June 16, from 8:30 a.m. to noon, and vehicles were classed based on Impala SS's, B-bodies and D-bodies other than Impala SS, and Wagons and B-body wagons. Both visual modifications and mileage determined where a vehicle would be classed. Classes ran the gamut from stock through modified, and every priority was given to competitors who intended to road-race in order to get their vehicles judged and out onto the track. Judging was based on an ISSCA-based 180-point judging sheet, and all competitors drove their cars over to the paddocks into their assigned judging lanes at predetermined times for drive-through judging.

Autocross
Autocross racing was conducted on Sunday, June 17, in the parking lot adjacent to the dragstrip facility. After a driver's meeting, all racers were once again classed based on modifications, and racing began around 9 a.m. In order to accommodate those drivers who intended to drag race during the afternoon, Auto-X specific cars were held off until the afternoon.

Drag Racing
Drag racing was conducted on Sunday afternoon, and by then the temperature had climbed to the mid-90s, effectively slowing down the field. The majority of racers ran in a Super Sport a foot-brake bracketstyle class. Two heads-up classes were also created, one for naturally aspirated cars (Super Natural) and one for power-adder cars (Super Pro). Although some of the fastest Impalas in the country weren't represented, the racing action was intense, with hundredths of a second often spelling the difference between an early exit and a chance to win out.

Conclusion:
From an activity standpoint, the greater St. Louis area had much to offer, but for Impala owners there was nothing more alluring than gathering together with a large contingent of friends and participating in all the interesting events. For Impala SS enthusiasts who like hard-hitting racing action, it's hard to pass up the opportunity to road race, autocross, and drag race all in one weekend. Just as amazing was seeing expertly detailed show cars come out of the judging area and burn up the road course mere minutes later. It didn't matter whether you were a novice or seasoned racing veteran, because the idea was to take out your prized possession and do the best you could, all for the same reasons you probably purchased the car: it's fun and it makes a statement.

For those who missed this year's event, the 2008 ISSCA Nationals will join Chevrolet in celebrating the 50th year of the Impala badge June 27-29, 2008, at the Gateway Center and Gateway International Raceway. In addition to the aforementioned '91-96 models, registration will be broadened to cover all Impalas from 1958-2008. The event will again include the car show (held at the Gateway Center), sound-off, road course, autocross, and drag races (held at the Gateway International Raceway).

Aside from all the action on the track, the LSX Shootout also featured an excellent car show with some very clean late-model rides. Though this two-day event was run side-by-side with the NMCA Auto Show & Shine event (which was open to all cars), the LSX cars numbered at least half the total entries. As if sharing in the experience of badass LS-powered iron all parked in one place weren't enough, all entrants received a NMCA/GMPP goodie bag, and a plethora of awards were handed out. These included Best Late-Model GTO, Best LS-Powered Specialty Vehicle, Best LS-Powered Interior, Top 20 LS Muscle Cars--and of course, the GM High-Tech Performance Magazine Editors' Choice award--to name but a few. All class winners were given a plaque for their efforts, and most received a jacket as well. Winners of the Top 20 LS Muscle Cars received silver desk figurines, and the Best of Show LS-Powered Late Model and Best of Show LS-Powered Hybrid/Engine Swap winners for Sunday each received not only a jacket, but also a six-foot trophy!

In all, 22 cars entered into the LS portion of the car show on Saturday, with 21 entering on Sunday (some of these had been there on Saturday as well). Beyond this, a few other LS-powered rides were on hand that, for whatever reason, had not entered into contention. But a car show is nothing if no one shows up to see it, and happily, an untold number of spectators showed up to drool over the freshly-waxed paint and finely detailed engine compartments of these phenomenal cars.

Some of the finer cars in attendance included Jim Lucas' 2001 WS-6, which had a bevy of tasteful exterior add-ons as well as 440 rwhp under the hood thanks to mods like AFR heads and a Thunder Racing camshaft. Jim and wife Linda made it well worth their trip from Newark, OH, as they competed in True Street on Saturday and took home honors for Best LS-powered Late-Model Firebird in the car show on Sunday. Also clocking in on Sunday was the Trans Am of David Childress, a car/driver combination that had just been crowned LSX King during Saturday's True Street event. Childress went home with awards here, too, including the nod for Fastest Street Car Magazine Editors' Choice. With its stellar metallic paint job and turbocharged LS1 underhood, his 1998 `Bird had looks to kill and the talons to back it up! A few clean daily drivers were in attendance as well, like Christian Randall's 1998 Z28 that he's racked up 160,000 miles on since buying it new (in the process, also adding items like C5 Z06-style wheels and a Borla exhaust). There were also some very unique cars and trucks that entered into contention for the Best of Show LS-Powered Hybrid/Engine Swap award, including Travis Chaney's 1996 Civic (which sat on a modified C5 chassis and won the class on Saturday), a turbo LS-powered 240SX owned by Blake Hughes, and perhaps coolest of all, an LS7-equipped Ultima GTR!

Though each entry was impressive in its own way, we unfortunately only had two GM High-Tech Performance Magazine Editors' Choice awards to hand out (one for each day of the show). The choices were very tough to make, what with the caliber of vehicles that showed up on both days. Nonetheless, we did our best to narrow the field down to cars we thought best typified the GMHTP spirit of well-executed underhood power combined with an enticing exterior, and ended up going with two cars we decided were each unique in their own right. Saturday's award ended up going to Mike Ress' 408-ci 1998 Camaro SS. Hailing from Cincinnati, OH, Mike's ride had a stunning ghost-flamed paint scheme, and the car was arguably a perfect blend of a killer powerplant and awesome good looks. No one in attendance could believe that the car could have been bought totaled and rebuilt to its current condition, but it was! Sunday's award went to Jason Pfitzner's 1998 Trans Am, which the Missouri native has owned since it was new. This car's stock-appearing red paint hinted nothing at the custom-twin-turbocharged LS1 underhood. The engine featured all stock internals and a small cam, yet still churned out 600 rwhp at 8 psi of boost. Not many cars can sport this much power and still deliver an engine bay clean enough to eat off of, but Jason achieved just that.

Simply put, the two days of the LSX Shootout Car Show had something for everyone, and we're sure no spectator went home without seeing at least one car they'd love to own--and with the vast number of awards handed out, virtually no participant went home empty-handed!--Chris Werner

2007 ISSCA NATIONALS RESULTS

Road Race Results:
Class	Model	Driver	Best Time	Place	City	State
Modified	SS	Travis Filby	1:17.510	1	Broken Arrow	OK
Modified	SS	Todd Stranczek	1:17.862	2	Benton	AR
Modified	SS	Robert Schmidt	1:18.766	3	Chicago	IL
Prepared	SS	Nicholas Cole	1:19.464	1	Lenoir	TN
Prepared	SS	Michael Casino	1:20.891	2	Wyckoff	NJ
Prepared	SS	Patrick Whalen	1:25.377	3	Middletown	DE
Race	SS	Mark Sulimirski	1:13.920	1	Buford	GA
Race	SS	Brian Filby	1:15.310	2	Tulsa	OK
Race	SS	John Doughtery	1:17.461	3	Cincinnati	OH
Stock	Wagon	Dave Hulshoff	1:23.792	1	Brentwood	MO
Stock	SS	Eric Johnson	1:27.523	2	Indianapolis	IN
Stock	SS	Darwin Beck	1:27.843	3	Waukee	IA

Autocross Results:
Class	Driver	Best Time	Place	City	State
Stock	Dave Hulshoff	0:53.965	1	Brentwood	MO
Stock	Barry Schumann	0:55.142	2	Round Rock	TX
Stock	John Williamson	0:55.653	3	St Mary's City	MD
Prepared	Bruce Stephens	0:51.121	1	Wentzville	MO
Prepared	Michael Casino	0:53.315	2	Wyckoff	NJ
Prepared	Bill DeBlasio	0:53.321	3	Huntington Station	NY
Modified	Travis Filby	0:49.626	1	Broken Arrow	OK
Modified	Bob Ploof	0:49.818	2	Belleville	IL
Modified	Todd Stranczek	0:50.267	3	Benton	AR
Race	John Doughtery	0:47.955	1	Cincinnati	OH
Race	Brian Filby	0:49.000	2	Tulsa	OK
Race	Terry Kehne	0:49.259	3	Knoxville	TN

Drag Race Results:
Class	Driver	Model	Place	ET	Speed	City	State
Super Natural	Michael Harris	SS	1	11.15	120.97	Dayton	OH
Super Natural	Rick Matthews	SS	2	13.76	101.71	Universal City	TX
Super Pro	Robert Schmidt	SS	1	13.73	103.70	Chicago	IL
Super Pro	Karl Ellwein	SS	2	14.35	92.52	St Leonard	MD
Super Sport	Chris Pustizzi	SS	1	14.00	N/A	Nashua	NH
Super Sport	Trevor Byrne	SS	1	13.99	N/A	Castel Rock	CO
Super Sport	Brian Smyers	SS	2	14.00	N/A	Fairborn	OH
Super Sport	Michael Cramer	SS	2	13.99	N/A	Hilliard	OH

Sound Off Results:
Class	Name	Place	City	State
Up to 600 Watts	Les Griffin	1	Benton	AR
Up to 600 Watts	Paul Stewart	2	Hillsboro	MO
Up to 600 Watts	Unie Campbell	3	Evansville	IN
Above 600 Watts	Jason Weiner	1	Tulsa	OK
Above 600 Watts	Robert Laughard	2	Hope	AK
Above 600 Watts	Rene Mandin	3	Chicago	IL

Car Show: B&D Bodies
Model	Year	Class	Mileage	Name	Place	City	State
Fleetwood	1994	a. Stock	b. 50K to 100K	Phillip Sheffield	1	Indianapolis	IN
Fleetwood	1996	b. Mild Street	b. 50K to 100K	Elias Shaheen	2	Chicago	IL
Caprice	1991	c. Street	c. 100K to 150K	Michael Nichlos	1	St. Louis	MO
Caprice	1995	c. Street	c. 100K to 150K	Todd Barnes	2	Wills Point	TX
Caprice	1994	c. Street	c. 100K to 150K	Robert Lane	3	Pinson	AL
Caprice	1994	d. Modified	d. 150K+	Dennis Christensen	1	Broken Arrow	OK

Car Show: Wagons
Model	Year	Class	Mileage	Name	Place	City	ST
Wagon	1996	b. Mild Street	b. 50K to 100K	Dave Hulshoff	1	Brentwood	MO
Wagon	1995	d. Modified	c. 100K to 150K	Bob Borchers	1	Melbourne	FL
Wagon	1993	b. Mild Street	d. 150K+	Unie Campbell	1	Evansville	IN

Kruer

Car Show: Impala SS
Model	Year	Class	Mileage	Name	Place	City	State
SS	1994	b. Mild Street	a. Below 50K	Jerry Kohout	1	Palos Hils	IL
SS	1994	c. Street	b. 50K to 100K	Lance Bartling	1	Colorado Springs	CO
SS	1994	c. Street	c. 100K to 150K	Bob McCoy	1	Dothan	AL
SS	1994	d. Modified	a. Below 50K	Michael Cramer	1	Hillard	OH
SS	1994	d. Modified	d. 150K+	Paul Roswell	1	Canterbury	CT
SS	1995	b. Mild Street	a. Below 50K	Dale Daily	1	Westerville	OH
SS	1995	b. Mild Street	b. 50K to 100K	Robert Raypole	1	Lake Havasu	AZ
SS	1995	b. Mild Street	c. 100K to 150K	Mark Holobigian	2	Garden City	NY
SS	1995	b. Mild Street	c. 100K to 150K	Bill Henry	1	Prairie Grove	AK
SS	1995	b. Mild Street	d. 150K+	Justin Wells	2	Kingman	KS
SS	1995	b. Mild Street	d. 150K+	Jim Horning	1	Yuokn	OK
SS	1995	c. Street		Paul Tornow Jr.	1	Helena	OH
SS	1995	c. Street	a. Below 50K	Mark Reynolds	1	Rolla	MO
SS	1995	c. Street	c. 100K to 150K	Jose Rodriguez	1	Austin	TX
SS	1995	c. Street	c. 100K to 150K	Steve Iseler	2	Springdale	AK
SS	1995	c. Street	c. 100K to 150K	Bill DeBlasio	3	Huntington Station	NY
SS	1995	d. Modified	b. 50K to 100K	Chris Pustizzi	1	Nashau	NH
SS	1995	d. Modified	d. 150K+	JeSSe Jackson Jr.	1	Blackwood	NJ
SS	1996	a. Stock	a. Below 50K	Charles Hinckle	1	Auburn	IL
SS	1996	a. Stock	a. Below 50K	Craig Hover	2	Parkville	MO
SS	1996	a. Stock	a. Below 50K	Richard Conner	3	Lenoir City	TN
SS	1996	a. Stock	b. 50K to 100K	John Williamson	1	West Palm Beach	FL
SS	1996	a. Stock	b. 50K to 100K	Paul Dumdie Jr	2	East Dundee	IL
SS	1996	b. Mild Street	a. Below 50K	Alfred Kruer	1	Floyds Knobs	IN
SS	1996	b. Mild Street	a. Below 50K	David BaSS	2	Noblesville	IL
SS	1996	b. Mild Street	a. Below 50K	Barry Schumann	2	Round Rock	TX
SS	1996	b. Mild Street	a. Below 50K	Peter Marsico	3	Hoffman Estates	IL
SS	1996	b. Mild Street	b. 50K to 100K	Don Dixon	1	Greensboro	IN
SS	1996	b. Mild Street	b. 50K to 100K	Ed Bowser	2	Elmhurst	IL
SS	1996	b. Mild Street	b. 50K to 100K	J Allen McClure	3	Floral City	FL
SS	1996	b. Mild Street	c. 100K to 150K	Brian Filby	1	Tulsa	OK
SS	1996	b. Mild Street	c. 100K to 150K	Charles Nicholas	2	Lincoln	NE
SS	1996	b. Mild Street	c. 100K to 150K	Jeff Sulzner	3	O'Fallon	MO
SS	1996	c. Street	a. Below 50K	Larry Henselmeier	1	Greenwood	IN
SS	1996	c. Street	b. 50K to 100K	Jay Johnson	1	San Antonio	TX
SS	1996	c. Street	b. 50K to 100K	Robert Nobling	2	Pulaski	TN
SS	1996	c. Street	b. 50K to 100K	Les Griffin	3	Benton	AR
SS	1996	c. Street	c. 100K to 150K	Justin	1	Franklin	IN
SS	1996	c. Street	c. 100K to 150K	Thomas Bauman	2	Dayton	OH
SS	1996	d. Modified	a. Below 50K	Gary Reas	1	Huntsville	AL
SS	1996	d. Modified	b. 50K to 100K	David Schmitz	1	Parker	TN
SS	1996	d. Modified	b. 50K to 100K	Gregory Wilson	2	New Market	AL
SS	1996	d. Modified	c. 100K to 150K	Jason Weiner	1	Tulsa	OK
SS	1996	d. Modified	c. 100K to 150K	Terry Kehne	2	Knoxville	TN
SS	1996	d. Modified	d. 150K+	Rick Matthews	1	Universal City	TX
SS	1996	d. Modified	d. 150K+	John Rafteseth	2	Lawrenceville	GA
SS	2004	a. Stock	a. Below 50K	Todd Bogan	1	St Louis	MO

From May 18-20, crowds braved the heat and traffic again on Route 85 outside of Atlanta en route to the Year One Experience at Road Atlanta in Braselton, Georgia. This year the folks at Year One had something special planned: They had been putting in some long hours to make the Burt Reynolds Edition Trans Am a reality, and for its unveiling they had even planned to have the Bandit himself on hand. This limited run of '77 Trans Ams will be available in several option levels, and will even be available with the mighty LS7, as well as other go-fast goodies like a 12-bolt rear, coilover shocks, and big brakes. As the result of this announcement, Trans Ams of all ages flocked by the masses both to Road Atlanta and to Year One's nearby facilities for the unveiling. In addition, there was the usual mix of hopped-up old school and new school rides showing off in the car show, the autocross course, and Road Atlanta's challenging 2.54-mile Grand Prix road course.

"Is it better to burn out or to fade away?" That's a question the staff at the GS Nationals has fortunately never had to ask, as the event marched into its 27th year without faltering. A strong turnout of old friends and acquaintances, and even a few new faces, continues to prove the relevance of both the 20-year-old turbo V-6s and their big-block forefathers. Buick loyalists from all over the country gathered May 16-20 at what is now the longest-running national event in the community, and it was a week of drag racing, car shows, and relaxation among fellow Buford fanatics down at Beech Bend Raceway in Bowling Green, Kentucky.

For your author, snapping pictures on the starting line turned out to be a ringside seat for some primetime turbo Buick heads-up racing. TSM continued to be one of the most competitive and exciting classes. Meanwhile, some impressive times were managed in Turbo Street Stock, Turbo Street Eliminator, and Turbo Street Limited. The fledgling Turbo Alcohol Injection class looks as if it has a long way to go if it's going to catch up to the wildly popular TSM, but that just makes it all the more exciting to see who is going to step it up May 13-17 in 2008 with a real competitive car. Turbo Street Outlaw did not disappoint either, as the results proved unpredictable as always. Meanwhile, a handful of back-half and tube chassis cars kept the crowd's attention with some single-digit times at over 160 mph, preceded-of course-by long, smoky burnouts and an eerie turbo whistle.

In the EFI GM market, a major national event with a huge turnout is a rare occurrence. In the years since the LS1 came onto the scene, GMHTP has covered tons of events, and talked with lots of guys who worked hard in an effort to pull off a monster EFI event-but it rarely happens.

Many of you have been to regional or national meets with your rides, and some of them are pretty big deals. But anyone who's witnessed one of the serious races out there knows that they are in a completely different league. Compare 50 to 100 cars racing at any EFI GM event you've been to with 400 to 500 at a big Mustang race. Sure, we all know that 'Stangs had crazy production numbers, which obviously helps. But it's clear that these events are happening places, with great promotion, good coordination, big prizes, and lots to do. And for years, the question I've always asked was: how do we pull something like this off in the EFI GM market?

So it's with great excitement that GMHTP announces a brand-new event to showcase the outstanding Gen III/IV series engines. The GM Performance Parts LSX Shootout will take place October 11-14, 2007 at Memphis Motorsports Park in Memphis, Tennessee, and will be open to any GM vehicle with a Gen III or IV engine-EFI or carbed, factory installed or swapped into another ride. And to sweeten the pot, GM Performance Parts will be putting up $60,000 in cash and prizes!

To dig you racers out of the woodwork, the LSX Shootout will offer several classes: LSX Showdown, LSX Naturally Aspirated, and LSX Drag Radial.

The LSX Showdown class will be index-based, allowing racers to select an index and go up against other fast vehicles. Fancy yourself a bracket-class badass? Take home First Place and walk away with $1,000, an LSX block courtesy of GMPP, a big trophy, and an LSX Shootout winner's jacket. As an added bonus to enter this class, all participants will get free entry into the NMCA True Street class on Saturday.

The LSX Naturally Aspirated class builds on the outstanding N/A power potential of the LS-based engines, and will no doubt feature some of the most outstanding engine builders in the LS community. If you think you've got the baddest N/A Gen III/IV on the block, come prove it. The class winner gets $2,000 and an LS7 crate engine from GMPP. The huge trophy and LSX Shootout winner's jacket are just icing on the cake.

Who out there has a big ego, a big attitude, a big wallet, and the desire to skate 7- and 8-second LS-powered GMs down the track on drag radials? If this sounds like you, the LSX Drag Radial class is your path to glory. Lots of heavy hitters will be signing up for this race-those we already know, and those who will be enticed by the $3,000 First Place check, LS7 crate engine from GMPP, killer trophy, winner's jacket, and ultimate LS-based bragging rights.

These racers will be throwing down in front of a monster crowd, as the LSX Shootout will take place at the ProMedia-hosted NMCA World Street Finals-the largest event for heads-up sportsman drag racers. Hope you can concentrate while cameras flash and the TV crews are crowding your face!

Not into the race scene? No problem. In addition to the on-track action, the LSX Shootout will feature the LSX Dyno Shootout, as well. GMPP will be providing a chassis dyno and $1,000 to whoever can put down the biggest number. Think you can?

What if you just feel like showing up with your LS-powered GM ride and kicking back? Do it. Enter the car show, visit the midway to buy a few extra parts, and spend the weekend eating, drinking, and watching the action.

All of this, combined with several way-cool surprises you won't want to miss, means that the LSX Shootout will be the biggest, most lucrative, and most important EFI GM event ever-so don't even think about skipping it. For the latest updates, stay tuned to GMHTP and GMHighTechPerformance.com. For more information, including ticket prices, vendor space, hotels, and more, visit www.nmcaracing.com. We'll be there ... and you'd be crazy not to be!

WHAT:	LSX SHOOTOUT
WHERE:	MEMPHIS MOTORSPORTS PARK, MEMPHIS, TN
WHEN:	OCTOBER 11-14, 2007
OPEN TO:	ANY GM VEHICLE WITH 1997-AND-LATER GEN III OR IV V-8
EVENTS:	DRAG RACING, DYNO SHOOTOUT, CAR SHOW
PURSE:	$60,000 IN CASH AND PRIZES

GM Performance Parts LSX Shootout Purses:

LSX DRAG RADIAL CLASS
WINNER:	GMPP LS7 CRATE ENGINE + $3,000 + AWARD + JACKET
RUNNER UP:	$1,500 AND AWARD
SEMIS:	$700
QUARTERS:	$125

LSX NATURALLY ASPIRATED CLASS
WINNER	GMPP LS7 CRATE ENGINE + $2,000 + AWARD + JACKET
RUNNER UP	$1,000 AND AWARD
SEMIS	$500
QUARTERS	$100

LSX SHOWDOWN CLASS (SUNDAY ONLY-SATURDAY FREE ENTRY IN NMCA TRUE STREET CLASS)
WINNER	GMPP LSX BOWTIE BLOCK + $1,000 + AWARD + JACKET
RUNNER UP	$500 AND AWARD
SEMIS	$250
QUARTERS	$100
EIGHTHS	$85

LSX DynOSHOOTOUT
MOST HP	$1,000 + AWARD + JACKET

LSX All Motor Shootout RulesGeneral OverviewThis is a Naturally Aspirated heads-up shootout-style drag racing classDeveloped for naturally aspirated LS small-block-powered GM cars and trucksAll races are on a .400 Pro Tree, and in a heads-up formatThis will be an ALL RUN qualifying formatVehicles are required to be stock appearing and stock bodiedAll vehicles MUST pass NHRA/IHRA safety inspection for ET and speedA Sportsman ladder will determine running orderVehicles must be driven to staging and to scales (can be towed after scales)Vehicles are required to run GM Performance Parts Sponsor decal and GM Performance Parts LSX Shootout license plate

EngineLS-based small-block engines onlyGM manufactured aluminum or iron block requiredDisplacement will be verified by using the P&G method Maximum of two (2) mufflers mandatory4-inch maximum exhaust exit size Gasoline is the only fuel allowed Cylinder heads limited to OEM or OEM-style aftermarket headBillet cylinder heads prohibitedCanted-valve variations permitted with 50 pound weight adderCylinder head must be identifiable to verify legalityAny modifications allowed to legal heads

BallastMust be NHRA/IHRA-approved mountingMaximum 100 pounds per individual weight barNo loose or unsecured ballast allowed (will be grounds for disqualification)

Carburetors/InductionAny single 4-bbl carburetor allowedAny EFI system allowed Any style intake manifold allowed, including sheet metal/fabricated manifoldsProduction OEM intake manifolds (stock unaltered runner lengths) permitted a 50-pound weight breakAny modifications permitted, manifold must be identifiable

TransmissionAny OEM-style automatic or manual transmissions permitted (*see weights)Any torque converter allowed (lockup-type permitted)Torque converters not permitted with manual transmissionsClutch-activated automatic transmissions prohibited (re: Clutch Flite)

SuspensionAftermarket K-members allowedMini-tubs and notched framerails allowedFactory rear framerail required in OEM locationWheelie bars permittedStock-type suspensions permitted with stock mounting locationsLadder bars permitted with 50-pound weight adderNon-OEM four-links prohibitedCoilovers permittedFront-wheel-drive conversions prohibited

InteriorMust appear originalFloors must be upholstered, headliners requiredTwo seats required in stock location, rear seat may be removedOEM appearing dash required

BodyHood, rear deck, and bumpersOverhangs must be OEM, wheelbase must be OEM +/- 1 inchDoors must be OEM materialRear spoilers permitted, maximum length 26 inches (may not be molded into the body)Tinted windows not permitted forward of the B-pillar, per NHRA requirements

ElectricalElectronic driving aids prohibitedThrottle stops, delay boxes, and auto shifters prohibitedTwo-step, transbrakes, and line-locks permitted Functional headlights, taillights, and horn requiredAny aftermarket ignition permitted

Tires/WheelsTires-Front: Front tires must have a minimum tread width of 4.5 inchesTires-Rear: Street-type or racing slicks permitted, maximum tire size as follows:Actual measured tread of tire limited to 10.6 by 28.6 inches tallMaximum rollout to be 90 inches, as measured at the tire edgeActual tire width will be measured by a "go/no go" gauge after conclusion of run at scale areaTire tread may not extend outside fender lipW tires prohibited, tire shaving prohibited

WEIGHTS
BASE CID	BASE WEIGHT
370	3,150 lbs
420	3,300 lbs
440	3,375 lbs
470	3,450 lbs

A penalty of 8.5 lbs/ci applies for cubic inches over base weight-break limit, maximum cubic inch still applies

All weights are with driver and rounded down to the 5-pound increment (i.e., a calculated weight of 3,228 pounds would be required to weigh 3,225 pounds with driver at scales)

Special notes:Absolutely no nitrous or other power-adder equipment allowed on the vehicle

Nitrous plates, solenoids, soft or hard lines, nozzles, bottles, or disconnected super- chargers must be removed

LSX drag radial shootout rulesGeneral OverviewThis single POWER ADDER Shootout is a class developed for all LS-powered GM cars and trucksAll races are on a .400 Pro Tree, and in a heads up formatThis will be an ALL RUN qualifying formatVehicles are required to be stock appearing and stock bodiedAll vehicles MUST pass NHRA/IHRA safety inspection for ET and speedA Sportsman ladder will determine running orderVehicles must be driven to staging and to scales (can be towed after scales)Vehicles are required to run GM Performance Parts Sponsor decal and GM Performance Parts LSX Shootout license plate

EngineLS-based small-block engines onlyGM manufactured aluminum or iron block requiredDisplacement will be verified by using the P&G method Exhaust must be directed away from vehicle, outlet must be rearward of front tireExhaust cannot pass through any body panelZoomies prohibitedGasoline is the only fuel allowed Cylinder heads limited to OEM or OEM-style aftermarket headBillet cylinder heads prohibitedRacer must be capable verify legal part number head during inspection to be deemed legalAny modifications allowed to legal headsDry-sump oiling systems permitted

BallastMust be NHRA/IHRA approved mounting, maximum 100 pounds per individual weight barNo loose or unsecured ballast allowed (will be grounds for disqualification)

Carburetors/InductionAny non-split carburetor permitted, 2-carb maximumAny EFI permittedAny intake manifold allowed, including sheetmetal/fabricated manifolds

TransmissionAny automatic or OEM-style manual transmissions permitted (*see weights)Any torque converter allowed (lockup-type permitted)Torque converters not permitted with manual transmissionsClutch-activated automatic transmissions prohibited (re: Clutch Flite)

SuspensionAftermarket K-members permittedFully-tubbed or mini-tubbed wheelwells and notched framerails permittedFactory rear framerails required in OEM locationWheelie bars permittedStock-type suspensions, ladder bars, and non-OEM four-links permittedCoilovers permittedFront-wheel-drive conversions prohibited

InteriorMust appear original Floors must be upholstered, headliners requiredPassenger seat and rear seat must be removedOEM-appearing dash required

BodyForward-facing hoodscoops prohibited (except OEM-type for non-nitrous applications)Forward-facing hoodscoops permitted for nitrous applicationsCowl induction hoods permitted, 6-inch maximumOEM composite body panels permittedLightweight or fiberglass body pieces limited to hood, rear deck, and bumpersOverhangs must be OEM, wheelbase must be OEM +/- 1 inchDoors must be OEM materialRear spoilers permitted, maximum length 26 inches (may not be molded into the body)Tinted windows not permitted forward of the B-pillar, per NHRA requirements

ElectricalElectronic driving aids prohibitedThrottle stops, delay boxes, and auto shifters prohibited Two-step, transbrakes, and line-locks permitted Functional headlights, taillights, and horn requiredAny aftermarket ignition permitted

Tires/WheelsTires-Front: Front tires must have a minimum tread width of 4.5 inchesTires-Rear: DOT Drag Radial Tires OnlyThe maximum allowed tire size is 325, as marked on the sidewallANY size wheel permittedBead locks permitted

WEIGHTS
POWER ADDER	MAX CID	BASE WEIGHT
NITROUS OXIDE	500	3,200 LBS
BLOWER	500	3,400 LBS
TURBO	500	3,400 LBS

Power AddersNitrous oxide:Any nitrous system permitted, including push systemsNo maximum number of stagesThe use of agents other than nitrous oxide as part of, or mixed in with, the system prohibitedNitrous oxide may not be used in conjunction with any other power adderIf entered as a non-nitrous entry, all solenoids, lines, fittings, and bottles must be removed prior to technical inspection and any competition runsNitrous oxide systems must use gasoline only for the fuel enrichment circuit

Single centrifugal supercharger:Any single centrifugal racing supercharger is permitted that fits the following criteria:Inlet diameter external OD: 6-inch maximumImpeller inducer diameter: 5.5-inch maximumImpeller exducer diameter: 8.0-inch maximumDischarge diameter: external diameter 4.00-inch maximumHousing diameter (greatest external diameter of housing not to include discharge): 12.0-inch maximumInjection of liquid, gas, or any other substance into the inlet or exhaust housing is strictly prohibitedSupercharger compressor wheel must be constructed of cast or billet aluminumExotic material wheels prohibited

Single turbocharger:Accepted single turbochargers are permitted with the following requirements:Turbocharger must be of conventional impeller, housing design, and typeTurbocharger limited to a maximum size of 4.173 inches (106.0 mm) inducer wheel diameter, at the point where the leading edge of the compressor wheel meets the inlet housingInlet housing permitted a maximum inlet diameter of 4.253 inches, where the leading edge of the compressor wheel meets the housingCompressor wheel-to-housing clearance must maintain a maximum of 0.080-inch clearance (beginning from where the leading edge of the compressor wheel meets the inlet of the compressor housing, to the transition point where the trailing edge of the compressor wheel meets the volute)All air entering the turbocharger must pass through the turbocharger inletInjection of liquid, gas, or any other substance into the inlet or exhaust housing strictly prohibitedTurbocharger compressor wheel must be constructed of cast- or billet-aluminumExotic material wheels prohibitedThe tips of the impeller wheel may not be stepped, cut down, or notched to meet impeller tip-to-tip dimension (.500 inch will define the tip of the impeller wheel)

Twin TurbochargersAccepted twin turbochargers are permitted with the following requirements:Both turbochargers must be of conventional impeller, housing design, and typeTurbochargers limited to a maximum size of 2.992 inches (76 mm) inducer wheel diameter, at the point where the leading edge of the compressor wheel meets the inlet housingInlet housing permitted a maximum inlet diameter of 3.072 inches, where the leading edge of the compressor wheel meets the housingCompressor wheel-to-housing clearance must maintain a maximum of 0.080-inch clearance (beginning from where the leading edge of the compressor wheel meets the inlet of the compressor housing, to the transition point where the trailing edge of the compressor wheel meets the volute)All air entering the turbocharger must pass through the turbocharger inletInjection of liquid, gas, or any other substance into the inlet or exhaust housing strictly prohibitedTurbocharger compressor wheel must be constructed of cast- or billet-aluminumExotic material wheels prohibitedThe tips of impeller wheel may not be stepped, cut down, or notched to meet impeller tip-to-tip dimension (.500 inch will define the tip of the impeller wheel)

LSX showdown index:A-9.00B-9.50C-10.00D-10.50E-11.00F-11.50G-12.00H-12.50I-13.00J-13.50K-14.00L-14.50M-15.00

Nominate A TechnicianAnyone who's owned an EFI GM performance vehicle can tell horror stories about having a problem, taking it to the wrong shop, and pulling their hair out when the local mouth-breathing mechanic makes things even worse. Thankfully, you eventually find an excellent tech and the rest is history. We'd like to know who your favorite EFI GM specialists are, and whether they're whizzes at general repair, tuning gurus, or aces that handle a specific area like rear gears, chassis, or suspension. It's time for the guys in the back room to get some glory; email your choices, their specialties, and how they impressed you, to rick.jensen@primedia.com.

2007 Events-ETC.The GMHTP editors will be at the following GM EFI gatherings this year, so hit these events and come say hello:

May 15-19GS Nationals-Bowling Green, Kentucky

May 18-20YearOne Experience-Braselton, Georgia

June 15-17Impala SS Nationals-St. Louis, Missouri

June 22-24All-GM Nationals-Carlisle, Pennsylvania

October 11-14LSX Shootout-Memphis, Tennessee

October 20GMHTP Shootout At E-Town-Englishtown, New Jersey

New GMHTPArt TeamThe powers that be have recently moved our art direction to the East Coast, and blessed the Jersey office with a crack art staff: Group Art Director, Perfomance Automotive Group Brendan Moran and GMHTP Art Director Katherine Herbasz. Brendan hails from Brooklyn, while Katherine is a Canadian turned Jersey girl. They are hard at work updating our look, which you can start to see in this issue. Both are very talented, and as you can tell from this photo, they possess the same stupid sense of humor needed to fit in around here.

Department Of CorrectionsOn page 65 of the April '07 issue, you might be wondering about that Corvette interior shot for Noel Jusino's '02 WS6. That, of course, was the wrong photo-Noel's interior photo was misplaced. Here is the correct one.

In our February '07 GS Nationals coverage, pages 75 and 78 have an incorrect spelling of David Roland's name. David emailed us and said that he qualified Eleventh, finished Third, and eventually was crowned runner-up when the winner of the Super 16 Turbo race was disqualified.

In the EFI GM market, a major national event with a huge turnout is a rare occurrence. In the years since the LS1 came onto the scene, GMHTP has covered tons of events, and talked with lots of guys who worked hard in an effort to pull off a monster EFI event-but it rarely happens.

Many of you have been to regional or national meets with your rides, and some of them are pretty big deals. But anyone who's witnessed one of the serious races out there knows that they are in a completely different league. Compare 50 to 100 cars racing at any EFI GM event you've been to with 400 to 500 at a big Mustang race. Sure, we all know that 'Stangs had crazy production numbers, which obviously helps. But it's clear that these events are happening places, with great promotion, good coordination, big prizes, and lots to do. And for years, the question I've always asked was: how do we pull something like this off in the EFI GM market?

So it's with great excitement that GMHTP announces a brand-new event to showcase the outstanding Gen III/IV series engines. The GM Performance Parts LSX Shootout will take place October 11-14, 2007 at Memphis Motorsports Park in Memphis, Tennessee, and will be open to any GM vehicle with a Gen III or IV engine-EFI or carbed, factory installed or swapped into another ride. And to sweeten the pot, GM Performance Parts will be putting up $60,000 in cash and prizes!

To dig you racers out of the woodwork, the LSX Shootout will offer several classes: LSX Showdown, LSX Naturally Aspirated, and LSX Drag Radial.

The LSX Showdown class will be index-based, allowing racers to select an index and go up against other fast vehicles. Fancy yourself a bracket-class badass? Take home First Place and walk away with $1,000, an LSX block courtesy of GMPP, a big trophy, and an LSX Shootout winner's jacket. As an added bonus to enter this class, all participants will get free entry into the NMCA True Street class on Saturday.

The LSX Naturally Aspirated class builds on the outstanding N/A power potential of the LS-based engines, and will no doubt feature some of the most outstanding engine builders in the LS community. If you think you've got the baddest N/A Gen III/IV on the block, come prove it. The class winner gets $2,000 and an LS7 crate engine from GMPP. The huge trophy and LSX Shootout winner's jacket are just icing on the cake.

Who out there has a big ego, a big attitude, a big wallet, and the desire to skate 7- and 8-second LS-powered GMs down the track on drag radials? If this sounds like you, the LSX Drag Radial class is your path to glory. Lots of heavy hitters will be signing up for this race-those we already know, and those who will be enticed by the $3,000 First Place check, LS7 crate engine from GMPP, killer trophy, winner's jacket, and ultimate LS-based bragging rights.

These racers will be throwing down in front of a monster crowd, as the LSX Shootout will take place at the ProMedia-hosted NMCA World Street Finals-the largest event for heads-up sportsman drag racers. Hope you can concentrate while cameras flash and the TV crews are crowding your face!

Not into the race scene? No problem. In addition to the on-track action, the LSX Shootout will feature the LSX Dyno Shootout, as well. GMPP will be providing a chassis dyno and $1,000 to whoever can put down the biggest number. Think you can?

What if you just feel like showing up with your LS-powered GM ride and kicking back? Do it. Enter the car show, visit the midway to buy a few extra parts, and spend the weekend eating, drinking, and watching the action.

All of this, combined with several way-cool surprises you won't want to miss, means that the LSX Shootout will be the biggest, most lucrative, and most important EFI GM event ever-so don't even think about skipping it. For the latest updates, stay tuned to GMHTP and GMHighTechPerformance.com. For more information, including ticket prices, vendor space, hotels, and more, visit www.nmcaracing.com. We'll be there ... and you'd be crazy not to be!

GM Performance Parts LSX Shootout Purses:
LSX DRAG RADIAL CLASS
WINNER:	GMPP LS7 CRATE ENGINE + $3,000 + AWARD + JACKET
RUNNER UP:	$1,500 AND AWARD
SEMIS:	$700
QUARTERS:	$125

LSX NATURALLY ASPIRATED CLASS
WINNER	GMPP LS7 CRATE ENGINE + $2,000 + AWARD + JACKET
RUNNER UP	$1,000 AND AWARD
SEMIS	$500
QUARTERS	$100

LSX NATURALLY ASPIRATED CLASS
WINNER	GMPP LS7 CRATE ENGINE + $2,000 + AWARD + JACKET
RUNNER UP	$1,000 AND AWARD
SEMIS	$500
QUARTERS	$100

LSX SHOWDOWN CLASS(SUNDAY ONLY-SATURDAY FREE ENTRY IN NMCA TRUE STREET CLASS)
WINNER	GMPP LSX BOWTIE BLOCK + $1,000 + AWARD + JACKET
RUNNER UP	$500 AND AWARD
SEMIS	$250
QUARTERS	$100
EIGHTHS	$85

LSX DYNO SHOOTOUT
MOST HP	$1,000 + AWARD + JACKET

LSX All Motor Shootout Rules
General Overview
This is a Naturally Aspirated heads-up shootout-style drag racing class
Developed for naturally aspirated LS small-block-powered GM cars and trucks
All races are on a .400 Pro Tree, and in a heads-up format
This will be an ALL RUN qualifying format
Vehicles are required to be stock appearing and stock bodied
All vehicles MUST pass NHRA/IHRA safety inspection for ET and speed
A Sportsman ladder will determine running order
Vehicles must be driven to staging and to scales (can be towed after scales)
Vehicles are required to run GM Performance Parts Sponsor decal and GM Performance Parts LSX Shootout license plate

Engine
LS-based small-block engines only
GM manufactured aluminum or iron block required
Displacement will be verified by using the P&G method
Maximum of two (2) mufflers mandatory
4-inch maximum exhaust exit size
Gasoline is the only fuel allowed
Cylinder heads limited to OEM or OEM-style aftermarket head
Billet cylinder heads prohibited
Canted-valve variations permitted with 50 pound weight adder
Cylinder head must be identifiable to verify legality
Any modifications allowed to legal heads

Ballast
Must be NHRA/IHRA-approved mounting
Maximum 100 pounds per individual weight bar
No loose or unsecured ballast allowed (will be grounds for disqualification)

Carburetors/Induction
Any single 4-bbl carburetor allowed
Any EFI system allowed
Any style intake manifold allowed, including sheet metal/fabricated manifolds
Production OEM intake manifolds (stock unaltered runner lengths) permitted a 50-pound weight break
Any modifications permitted, manifold must be identifiable

Transmission
Any OEM-style automatic or manual transmissions permitted (*see weights)
Any torque converter allowed (lockup-type permitted)
Torque converters not permitted with manual transmissions
Clutch-activated automatic transmissions prohibited (re: Clutch Flite)

Suspension
Aftermarket K-members allowed
Mini-tubs and notched framerails allowed
Factory rear framerail required in OEM location
Wheelie bars permitted
Stock-type suspensions permitted with stock mounting locations
Ladder bars permitted with 50-pound weight adder
Non-OEM four-links prohibited
Coilovers permitted
Front-wheel-drive conversions prohibited

Interior
Must appear original
Floors must be upholstered, headliners required
Two seats required in stock location, rear seat may be removed
OEM appearing dash required

Body
Hood, rear deck, and bumpers
Overhangs must be OEM, wheelbase must be OEM +/- 1 inch
Doors must be OEM material
Rear spoilers permitted, maximum length 26 inches (may not be molded into the body)
Tinted windows not permitted forward of the B-pillar, per NHRA requirements

Electrical
Electronic driving aids prohibited
Throttle stops, delay boxes, and auto shifters prohibited
Two-step, transbrakes, and line-locks permitted
Functional headlights, taillights, and horn required
Any aftermarket ignition permitted

Tires/Wheels
Tires-Front: Front tires must have a minimum tread width of 4.5 inches
Tires-Rear: Street-type or racing slicks permitted, maximum tire size as follows:
Actual measured tread of tire limited to 10.6 by 28.6 inches tall
Maximum rollout to be 90 inches, as measured at the tire edge
Actual tire width will be measured by a "go/no go" gauge after conclusion of run at scale area
Tire tread may not extend outside fender lip
W tires prohibited, tire shaving prohibited

WEIGHTS

BASE CID	BASE WEIGHT
370	3,150 lbs
420	3,300 lbs
440	3,375 lbs
470	3,450 lbs

A penalty of 8.5 lbs/ci applies for cubic inches over base weight-break limit, maximum cubic inch still applies
All weights are with driver and rounded down to the 5-pound increment (i.e., a calculated weight of 3,228 pounds would be required to weigh 3,225 pounds with driver at scales)
Special notes: Absolutely no nitrous or other power-adder equipment allowed on the vehicle
Nitrous plates, solenoids, soft or hard lines, nozzles, bottles, or disconnected super- chargers must be removed

LSX drag radial shootout rules
General Overview
This single POWER ADDER Shootout is a class developed for all LS-powered GM cars and trucks
All races are on a .400 Pro Tree, and in a heads up format
This will be an ALL RUN qualifying format
Vehicles are required to be stock appearing and stock bodied
All vehicles MUST pass NHRA/IHRA safety inspection for ET and speed
A Sportsman ladder will determine running order
Vehicles must be driven to staging and to scales (can be towed after scales)
Vehicles are required to run GM Performance Parts Sponsor decal and GM Performance Parts LSX Shootout license plate

Engine
LS-based small-block engines only
GM manufactured aluminum or iron block required
Displacement will be verified by using the P&G method
Exhaust must be directed away from vehicle, outlet must be rearward of front tire
Exhaust cannot pass through any body panel
Zoomies prohibited
Gasoline is the only fuel allowed
Cylinder heads limited to OEM or OEM-style aftermarket head
Billet cylinder heads prohibited
Racer must be capable verify legal part number head during inspection to be deemed legal
Any modifications allowed to legal heads
Dry-sump oiling systems permitted

Ballast
Must be NHRA/IHRA approved mounting, maximum 100 pounds per individual weight bar
No loose or unsecured ballast allowed (will be grounds for disqualification)

Carburetors/Induction
Any non-split carburetor permitted, 2-carb maximum
Any EFI permitted
Any intake manifold allowed, including sheetmetal/fabricated manifolds

Transmission
Any automatic or OEM-style manual transmissions permitted (*see weights)
Any torque converter allowed (lockup-type permitted)
Torque converters not permitted with manual transmissions
Clutch-activated automatic transmissions prohibited (re: Clutch Flite)
Suspension
Aftermarket K-members permitted
Fully-tubbed or mini-tubbed wheelwells and notched framerails permitted
Factory rear framerails required in OEM location
Wheelie bars permitted
Stock-type suspensions, ladder bars, and non-OEM four-links permitted
Coilovers permitted
Front-wheel-drive conversions prohibited

Interior
Must appear original
Floors must be upholstered, headliners required
Passenger seat and rear seat must be removed
OEM-appearing dash required

Body
Forward-facing hoodscoops prohibited (except OEM-type for non-nitrous applications)
Forward-facing hoodscoops permitted for nitrous applications
Cowl induction hoods permitted, 6-inch maximum
OEM composite body panels permitted
Lightweight or fiberglass body pieces limited to hood, rear deck, and bumpers
Overhangs must be OEM, wheelbase must be OEM +/- 1 inch
Doors must be OEM material
Rear spoilers permitted, maximum length 26 inches (may not be molded into the body)
Tinted windows not permitted forward of the B-pillar, per NHRA requirements

Electrical
Electronic driving aids prohibited
Throttle stops, delay boxes, and auto shifters prohibited
Two-step, transbrakes, and line-locks permitted
Functional headlights, taillights, and horn required
Any aftermarket ignition permitted

Tires/Wheels
Tires-Front: Front tires must have a minimum tread width of 4.5 inches
Tires-Rear: DOT Drag Radial Tires Only
The maximum allowed tire size is 325, as marked on the sidewall
ANY size wheel permitted
Bead locks permitted

Weights

POWER ADDER	MAX CID	BASE WEIGHT
NITROUS OXIDE	500	3,200 LBS
BLOWER	500	3,400 LBS
TURBO	500	3,400 LBS

Power Adders
Nitrous oxide:
Any nitrous system permitted, including push systems
No maximum number of stages
The use of agents other than nitrous oxide as part of, or mixed in with, the system prohibited
Nitrous oxide may not be used in conjunction with any other power adder
If entered as a non-nitrous entry, all solenoids, lines, fittings, and bottles must be removed prior to technical inspection and any competition runs
Nitrous oxide systems must use gasoline only for the fuel enrichment circuit

Single centrifugal supercharger:
Any single centrifugal racing supercharger is permitted that fits the following criteria:
Inlet diameter external OD: 6-inch maximum
Impeller inducer diameter: 5.5-inch maximum
Impeller exducer diameter: 8.0-inch maximum
Discharge diameter: external diameter 4.00-inch maximum
Housing diameter (greatest external diameter of housing not to include discharge): 12.0-inch maximum
Injection of liquid, gas, or any other substance into the inlet or exhaust housing is strictly prohibited
Supercharger compressor wheel must be constructed of cast or billet aluminum
Exotic material wheels prohibited

Single turbocharger:
Accepted single turbochargers are permitted with the following requirements:
Turbocharger must be of conventional impeller, housing design, and type
Turbocharger limited to a maximum size of 4.173 inches (106.0 mm) inducer wheel diameter, at the point where the leading edge of the compressor wheel meets the inlet housing
Inlet housing permitted a maximum inlet diameter of 4.253 inches, where the leading edge of the compressor wheel meets the housing
Compressor wheel-to-housing clearance must maintain a maximum of 0.080-inch clearance (beginning from where the leading edge of the compressor wheel meets the inlet of the compressor housing, to the transition point where the trailing edge of the compressor wheel meets the volute)
All air entering the turbocharger must pass through the turbocharger inlet
Injection of liquid, gas, or any other substance into the inlet or exhaust housing strictly prohibited
Turbocharger compressor wheel must be constructed of cast- or billet-aluminum
Exotic material wheels prohibited
The tips of the impeller wheel may not be stepped, cut down, or notched to meet impeller tip-to-tip dimension (.500 inch will define the tip of the impeller wheel)

Twin Turbochargers
Accepted twin turbochargers are permitted with the following requirements:
Both turbochargers must be of conventional impeller, housing design, and type
Turbochargers limited to a maximum size of 2.992 inches (76 mm) inducer wheel diameter, at the point where the leading edge of the compressor wheel meets the inlet housing
Inlet housing permitted a maximum inlet diameter of 3.072 inches, where the leading edge of the compressor wheel meets the housing
Compressor wheel-to-housing clearance must maintain a maximum of 0.080-inch clearance (beginning from where the leading edge of the compressor wheel meets the inlet of the compressor housing, to the transition point where the trailing edge of the compressor wheel meets the volute)
All air entering the turbocharger must pass through the turbocharger inlet
Injection of liquid, gas, or any other substance into the inlet or exhaust housing strictly prohibited
Turbocharger compressor wheel must be constructed of cast- or billet-aluminum
Exotic material wheels prohibited
The tips of impeller wheel may not be stepped, cut down, or notched to meet impeller tip-to-tip dimension (.500 inch will define the tip of the impeller wheel)

LSX showdown index:
A-9.00
B-9.50
C-10.00
D-10.50
E-11.00
F-11.50
G-12.00
H-12.50
I-13.00
J-13.50
K-14.00
L-14.50
M-15.00