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Big-time power comes from one of GM's LS-based engines, the 6.0-liter. The engine's official name is the LQ4, which means it features a cast iron block. Jason got the used engine from Ryan Martin at LSX Power and Development, and had Frank Everett and the crew at Arrow Engine Machine to rebuild the short-block. Arrow bored the cylinders 0.030-inch over to bring overall displacement to 370 cubes, and then bolted the stock crankshaft in place after cleaning and prepping the block. A set of K1 forged connecting rods measures 6.125 inches in length and slings a set of Wiseco dished pistons, which create an 8.2:1 compression ratio in relation to the 71cc combustion chambers. The large chambers are a big advantage of using the "317" heads on boosted applications, and Jason uses a set of Stage 3 ported 317s from Patriot to get the job done.
The camshaft is from Comp, and features 0.617-inch lift on the intake valve and 0.637-inch lift on the exhaust side. Duration at 0.050-inch lift is 244-degree on the intake side with 248 on the exhaust, while the lobe separation angle comes in at 110 degrees. The intake manifold is an Edelbrock Victor Jr., which is fitted with Seimens 83-pound injectors and a 92mm throttle body. Fuel comes from an Aeromotive A1000 pump, while the original ignition system lights the fire.
Jason chose an F-1A ProCharger for the Nova and fabricated all of the piping and intercooler brackets himself. The centrifugal supercharger dumps 21 pounds of boost into the LQ4, and brings power output to an incredible level. We're talking 775hp and 750 lb-ft of torque to the rear wheels. All that muscle screams through a set of stepped LS-swap headers from BRP Hot Rods, and into a 3-inch exhaust system, complete with Kooks race mufflers. Behind the engine is a modified T56, which is controlled by a Spec Stage 3 clutch and a Hurst shifter.
best in the eighth-mile is a 7.10 at 110 mph
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