The power comes from a 429 cid big block Ford, the engine has been up graded with a long list of goodies. Such as Ford Motorsport 429 CJ heads fitted with Manly valves, a Comp Cam, Crane roller rockers, ARP push Rods, KB Pistons, Eagle Forged Rods, Stock Crank shaft, True roller timing chain & gear set. The intake is an Edelbrook 429 Torquer II, a Barry Grant "Mighty Demon" carb handles fuel distribution, an SK fuel pump & filter take care of fuel delivery through -8 s/s braided lines with AN fitting at every connection (there are no rubber lines in the car).
 The exhaust system is why this beast makes more torque then horse power. When I built the car, headers were a must for this engine combination (2" primaries & 4" collectors). As the build progressed I realized headers were not an option due to ground clearance issues, so I used exhaust manifolds from a Boss 429. with 3" header pipes into a 4" single pipe into a 3" muffler with the inlet flared to 4" and the exit left at 3" and no tail pipe only a turn down.
 The result of this unconventional system is that when I chassis dyno'ed the car with open manifolds the engine was producing 692 hp & 586 lbs/ft torque, with the exhaust system hooked up it made 572 hp & 628 lbs/ft torque. And the torque range moved down from 5800 rpm to 4700 rpm where I can use it.

     

 The transmission is a C6 three speed automatic that has been set up to be shifted manually. All of the internal parts are TCI performance parts. Pump pressure was set to stock spec's to give smooth soft shifts under power. The torque converter is a 2000 rpm stall unit needed for smooth low speed acceleration. The trany is cooled by 2-1500 lbs coolers, 1 equipped with a heat sensor activated fan. The differential is a Rearend Specialties, Ford 9" unit equipped with an Auburn posi unit, with a 3.73:1 Richmond gear set, and Dutchman axles.