LS3 Engine Makes Life Quick and Easy for Dustin Lee’s Dragster

As popular as the LS engine is today, you don’t see many in the back of sportsman dragsters. That’s really the domain for brawny big-block Chevys or SBCs with an exotic head, like an SB2 or symmetrical-port SBX. Outside those norms, the really interesting alternatives have been diesels or maybe a turbo-4. EngineLabs spotted Dustin Lee’s LS3-powered dragster at a recent NMCA event, and it’s arguably an impressive eye-opening vision of go-fast, relatively inexpensive sportsman racing.

LS engines are not that common in sportsman dragsters.

At 364ci and with a single 850 cfm carb, this dragster has run a best quarter-mile elapsed time of 7.65 at 174 mph. Even with a hydraulic roller cam, it cruises through the traps at 8,200 rpm. It’s relatively maintenance free and Lee could probably race five seasons without a refresh, although he already has plans for off-season improvements on this engine.

“It’s a very reliable engine,” says Lee. “I could drive it home if it had a bigger fuel tank.”

The ideas for this powerplant spawned out of a talk with noted engine builder Bill Maropulos. Lee had worked for Maropulos about 15 years ago and often remained in touch, even after opening Dustin Lee Racing Engines in Lancaster, California. The two were discussing the pros and cons of a circle-track spec motor based on the LS platform. Lee has two dragsters and needed a new engine for one.

Induction is via a Quick Fuel carb, Edelbrock intake and LS3 heads.

“I’m a die-hard small-block man,” he says. “We were talking about this spec motor with hydraulic rollers and said I’m going to build one for this Weddle chassis.”

The foundation is a 6.0-liter block equipped with a Lunati crankshaft and rods. The pistons are off-the-shelf units from Wiseco that provide a 13.5:1 compression ratio. Comp Cams supplies the cam and 5/16-inch pushrods while factory lifters handle the heavy lifting. The stock oil pump wouldn’t work, so an external single-stage Aviaid pump is driven by the crank. Five quarts of oil reside inside a Williams pan with a stepped sump designed to fit the dragster frame rails.

The heads are CNC-ported LS3 models from Scoggin-Dickey and fitted with LS9 titanium intake valves and sodium-filled stainless-steel exhaust valves.

“The only thing I did was roll the spark plug area back to help clear the piston better,” adds Lee.

Power is transferred to a Powerglide tranny through a 7-inch converter.

Other treats for the head include CHE-bushed stock rocker arms, PSI beehive springs and Manley retainers. Lee uses GM gaskets throughout, except for Fel-Pro intake gaskets to seal the Edelbrock Victor Jr. single-plane manifold to the heads. On top is an 850 cfm Quick Fuel four-barrel protected by a K&N air filter under the massive air scoop.

“We did the distributor drive for the MSD like they do on circle-track cars,” says Lee. “If I decided to put the other engine back in, I didn’t want to have to rewire another ignition box. I just tried to keep it simple.”

Lee also installed a Meziere water pump and Moroso vacuum pump on the engine. Greg Holman at REF Unlimited built the 1.75-inch tri-Y headers.

“I’ve had guys ask me why the headers are so small,” smiles Lee. “That’s all I need.”

More views of the LS engine.

When the engine, which Lee estimates cost around $6,500 in parts, got to the dyno, results were rather impressive: 680 horsepower at 7,600 rpm with 520 lb-ft peak torque at 6,500 rpm.

Off-season plans call for a new set of pistons to increase the compression ratio and thinner Total Seal rings to reduce friction. He also has a Super Victor intake and will try a Dominator-style carb.

“It should make around 725 when I bring it back next year,” promises Lee.

About the author

Mike Magda

Mike Magda is a veteran automotive writer with credits in publications such as Racecar Engineering, Hot Rod, Engine Technology International, Motor Trend, Automobile, Automotive Testing Technology and Professional Motorsport World.
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