Chevy Super Series Has The Right Engine In The Right Car At The Right Time

[superdirt]

The NeSmith & FUEL series both have the same rule on the CT525. It must have the original GM sealing bolts. They don't tear down the motor. If it has the original bolts, there is no need to. There is a motor claim for the price of a new motor. Any track using this motor would be wise to follow their example.

There is only one motor builder authorized to use these bolts. Allowing only GM bolts will prevent virtually all of the rebuild tech issues that have been seen with the 602's and 604's (the more rebuilders there are, the more room there is for error etc). The 525 motor has proved to be reliable, so rebuilds are not necessary over a long period of time. Now that may mean teams have to have a 2nd motor when they finally need motor repairs as they may have to wait to get their motor back, but 2 CT525 motors is still 1/2 the price of an open aluminum motor!

The are many virtues of the 525 motor for Super Late Model racing. It's all aluminum, making it a true Super LM motor. Given the big spoiler, it's fast enough to the eye of the fans that its still a Super LM. The HUGE virtue of this motor is that GM controls the price. One of the things that happened to spec motors in the past is that name-brand builders ran up the price. No track has been able to control motor prices in the past, and only SUPR has come up with a price control on their new spec motor.

[W2Racing09]

The NeSmith & FUEL series both have the same rule on the CT525. It must have the original GM sealing bolts. They don't tear down the motor. If it has the original bolts, there is no need to. There is a motor claim for the price of a new motor. Any track using this motor would be wise to follow their example.

There is only one motor builder authorized to use these bolts. Allowing only GM bolts will prevent virtually all of the rebuild tech issues that have been seen with the 602's and 604's (the more rebuilders there are, the more room there is for error etc). The 525 motor has proved to be reliable, so rebuilds are not necessary over a long period of time. Now that may mean teams have to have a 2nd motor when they finally need motor repairs as they may have to wait to get their motor back, but 2 CT525 motors is still 1/2 the price of an open aluminum motor!

The are many virtues of the 525 motor for Super Late Model racing. It's all aluminum, making it a true Super LM motor. Given the big spoiler, it's fast enough to the eye of the fans that its still a Super LM. The HUGE virtue of this motor is that GM controls the price. One of the things that happened to spec motors in the past is that name-brand builders ran up the price. No track has been able to control motor prices in the past, and only SUPR has come up with a price control on their new spec motor.

Excellent post,

Thank you,
Jeff.

[fastford]

The NeSmith & FUEL series both have the same rule on the CT525. It must have the original GM sealing bolts. They don't tear down the motor. If it has the original bolts, there is no need to. There is a motor claim for the price of a new motor. Any track using this motor would be wise to follow their example.

There is only one motor builder authorized to use these bolts. Allowing only GM bolts will prevent virtually all of the rebuild tech issues that have been seen with the 602's and 604's (the more rebuilders there are, the more room there is for error etc). The 525 motor has proved to be reliable, so rebuilds are not necessary over a long period of time. Now that may mean teams have to have a 2nd motor when they finally need motor repairs as they may have to wait to get their motor back, but 2 CT525 motors is still 1/2 the price of an open aluminum motor!

The are many virtues of the 525 motor for Super Late Model racing. It's all aluminum, making it a true Super LM motor. Given the big spoiler, it's fast enough to the eye of the fans that its still a Super LM. The HUGE virtue of this motor is that GM controls the price. One of the things that happened to spec motors in the past is that name-brand builders ran up the price. No track has been able to control motor prices in the past, and only SUPR has come up with a price control on their new spec motor.

hum, one supplier and one rebuilder, seems a little socialist to me. I do believe its a super engine and a bigger spoiler might be ok, but nothing else. oh and by the way, using the sealed bolts as the way to tech them is bs, I guarantee you there is counterfeit bolts already out there.

[Bubstr]

This 525 Crate engine seems like a good idea at the surface, but look what happened to ASA and their change over to a crate engine. From hero to zero. It became a second class series and fell to the way side.

As long as there are SLM with open engines, the crate will just be another class to farther divide the car count. It would only be worse, if they had weight breaks and different spoiler rules. We would then have handicap racing and unenforceable rules. They may work for a regional series, or even local weekly racing, but when Lucas or WOO comes to town, I don't foresee them allowing any handicap. Their handicap is, spending a lot less on a engine. They would be crazy, trying to tech that mess. I think most, would like to see a cost savings some how, but it would take one rule for all cars. As long as there is a series running open engines, anything else will be a second class citizen. You can see this in Sprint cars now and there isn't much price difference between 410 and 360 Sprint engines. They have to run the 410s last, or most of the fans leave. Power perceived, is power achieved.

[muddy_mike]

What's the hp and torque numbers on this engine?

590-stretch 600 HP at the Flywheel...Cost slightly less than 10k