The headers were fabricated by Doug Ivey and will lead to a Precision Turbos 85mm turbo.

Popular X275 racer Chase Driskell will be switching to turbo power for 2015, and here’s an early look at the Dart LS Next-based engine going in the ’91 Mustang body campaigned by Todd Moyer and his Team Deez.

Built by Jeff Naiser at Naiser Racing Components, the engine will be mated to a PT85 turbo from Precision Turbos before replacing the nitrous-assisted big-block Chevy that was familiar to competitors on the small-tire circuit the past few seasons.

The heads were cast by All Pro but fully prepped and machined by Naiser Racing.

“With a turbo motor, you have to make sure the short block is really sound,” says Naiser, who is also building a billet-head turbo Ford engine for Moyer’s other Mustang. “I use the iron block because I know it’ll hold up and make more power. That block weighs 225 pounds. It’s stout.”

Naiser started with the LS Next block, which is a hybrid of Gen I Chevy small-block heritage but supports the newer Gen III/IV LS heads. The block is outfitted with a Callies billet crankshaft, GRP connecting rods and Ross pistons. Bore and stroke were not disclosed but Naiser says the total displacement is “around 400 cubic inches.” Other specs such as compression ratio were not discussed either, but the block did receive plenty of love with Jesel keyway lifters, Jesel belt drive and larger 1/2-inch head studs.

“The main thing with a turbo is keeping the head gaskets on,” says Naiser.

Lubrication is via an external Moroso single-stage pump and Stef’s pan. There’s also a Moroso vacuum pump to pull air out of the crankcase. Rounding out the long-block is a set of All Pro heads completely reworked by Naiser’s shop.

“We get the raw castings without valve guides and do everything ourselves,” adds Naiser, noting that T&D rockers are used when the heads are installed.

The trick intake manifold started with a Holley base that was cut and trimmed with just the runners and baseplates remaining. A new plenum base was fabricated, then Jeff’s brother Rick programmed the CNC machine to carve a 5-pound top out of a 114-pound block of billet aluminum.

“We can build a sheet-metal top but my brother has been biting at the bit to build a billet top,” says Naiser. “It’s fully O-ringed. There are no gaskets or silicone.”

That should surely support the 25 pounds of boost expected to pressurize in the intake. The engine wasn’t dyno’d, but at this writing the team was headed to track for testing. Horsepower goals are 1,600-plus; but just as this engine holds many secrets, the ultimate power output is likely classified, as well.

Another view of the intake before the top is installed.