To make it easier to work with it can be split in two for porting, then joined back together with an O-ring seal. Bowers just did a little minor touch-up and port matching to the heads to get the fit right, but the intake was otherwise untouched.


A turn of the starter and the machinery came to life, ready to embarrass some bucks-up entries that cost two to three times what Bowers' little budget buster set him back. The dyno operator made three back-to-back pulls like he was shifting a Lenco, and as a testament to the efficiency of the engine, it varied by a mere one average horsepower and lb-ft in all three pulls. The torque curve looked like a giant Southwestern mesa. Through a pair of Magnaflow mufflers and 13 feet of pipe, the exhaust note sang crisp and clear. Best of all, with less than $7Gs in his engine, Bret and his crew were able to travel first class all the way back to Colorado.


BY THE NUMBERS
RACING ENGINE DESIGN 370 GEN III CHEVY
Bore: 4.030-inch
Stroke: 3.622-inch
Displacement: 370 actual cubic inches
Compression ratio: 11.34:1
Camshaft: Bullet solid roller
Cam duration: 247/247 degrees
at .050-inch tappet rise
Valve lift: .810/.810-inch
Rocker ratio: Harland Sharp
1.8 intake / 1.8 exhaust ratio
Top ring: 1.5mm
Second ring: 1.5mm
Oil ring: 3mm
Piston: Mahle flat-top
Block: OEM cast-iron
Crankshaft: OEM cast-iron
Rods: Eagle 6.125 H-beam
Cylinder head: OEM LS7
Intake valve diameter: 2.20-inch
Exhaust valve diameter: 1.54-inch
Intake manifold: Performance Induction
Carburetor: Quick Fuel 1050 4150 style
Header: Pacesetter 13/4-inch primary
Ignition: MSD 7