I’m a little behind the curve as I somehow missed announcement that the National Muscle Car Association created an LS Stock class that revolves around using a Chevrolet Performance LS3 engine called the DR525. This is basically an LS3 with Chevy’s ASA hydraulic roller camshaft. The engine comes sealed, which means you can’t mess with it. It also requires a Chevrolet Performance engine control system that is also sealed. The class is intended for 1955 and later cars and limited to automatic transmissions and a minimum total vehicle weight including driver of 3,300 pounds. I did a quick estimation of the performance potential and it looks like it won’t take long for these cars to be into the high 10’s at 125 mph. The engines are available from any Chevrolet Performance dealer like Pace Chevrolet or Scoggin-Dickey in Texas.

This is a great way to get into a class legal type of drag racing because, at least on the surface, it takes the big money out of the equation. Of course, drag racing being what it is, this still leaves the door wide open for heavy experimentation with all the other variables that you can still mess around with. For example, on my Quarter, Pro drag racing simulation program, it appeared that a Powerglide won’t cut it because this engine needs a three-speed. Now that doesn’t take into account magic you can work with a torque converter, but it would appear that a TH350 or a 200-4R trans would be beneficial. The TH350 is good because it’s light, inexpensive, and durable enough to take the abuse. The 200-4R’s advantage is its slightly deeper 2.74:1 First gear ratio that can help launch the car a little harder. The rules call for 28 inch tall bias ply slicks, so it appear that a 4.56:1 rear gear might work but that will push the motor into its hard-wired rev limiter at the top end. It appears that a 4.10:1 rear gear might be better.

This is Chevrolet Performance’s new DR525 engine. This is basically an LS3 with an ASA cam. The engine is sealed, which means you can’t even remove the valve covers and stay legal for the class. It sounds like a ton of fun.

The exhaust is also controlled in the current rules with a maximum 1 7/8-inch primary pipe diameter headers and a 4-inch exhaust system back to mufflers. An air filter is required and the rules require all engines run on VP C-10 fuel. There’s still power to be uncovered by experimenting with the exhaust but more than likely it will be torque converters that will ultimately spell success in this class. A trans brake is also legal, which places a heavy emphasis on good traction and suspension tuning for good 60-foot times.

This class makes a lot of sense because there are a ton of guys out there with an early Camaro, Chevelle, or a Nova that could easily swap in an LS engine. Chevrolet Performance offers two different engine part numbers with different oil pans, so you have a choice. It looks like you might be able to assemble an engine, controller and harness, and a legal accessory drive for around $12,000. This is a serious chunk of money, but if you already have a car with the safety required NHRA equipment to run in the low 11’s or high 10’s, then you’re already most of the way there. Essentially you’ll need a NHRA-legal five or six-point roll bar (including the driver side side bar), a driveshaft loop, long wheel studs, an SFI-legal flex plate, and a few other goodies including an SFI-legal helmet. You’ll also need an NHRA Competition license to compete. The races will be run on a fully heads-up basis running against a 0.400- style Pro Tree.

There’s already an NMRA Coyote Stock style class for Fords and maybe there will come a day when these two classes could go up against each other. That would be even more fun. You can log onto NMCA.com for more information or check Chevroletperformance.com for information on the engine. This sounds like way too much fun.