LSX Shootout

If you own an LS-Powered ride, you need to be in Memphis this October!

Rick Jensen Jun 15, 2007 0 Comment(s)
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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?

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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.

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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.

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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!

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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!

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

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