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.

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