The Gen VI block features four-bolt mains and is filled with a 1053 forged steel, externally balanced 4-inch-stroke crank and forged, shot-peened steel connecting rods with 7/16-inch rod bolts. This stuff will easily hold up to a bit more power.

Reimann also worked over and opened up the intake and exhaust ports, as well as cleaned up the heads for better flow. When we took the reworked heads to get flow tested at Westech Performance, we found that the chamber size had increased to 117 cc. We suppose we could have milled the heads down to get that compression back, but the small gain in performance didn't justify the cost. Besides, did we mention how our gas in California sucks?

Tim Reimann did a valve job, opened up the bowls, back-cut the valves and short-turned the corners back to get better cross flow. He also took out the parting lines, and generally smoothed out any bumps or protrusions.

The 4.470-inch bores are filled with forged 9.6:1 aluminum slugs. The relatively low compression assures that this is a pump-gas-friendly mill, even in states where 91 octane pretends to be the good stuff.

When we said earlier that the ZZ502 kit from GMPP came with everything, we weren't exaggerating. Every seal, bolt, plug, and widget needed comes packaged in the crate. water pump, distributor, and plug wires.

Even supplies like pipe sealant, RTV, and assembly lube are included. The deluxe kit also includes accessories like the starter,

After lightly coating the supplied bolts with oil, we installed the now-ported GMPP oval port heads and torqued them per the GMPP instruction sheet.

One of the main keys to making more power was upping the size of the cam to a 242/248 duration, .566/.566 lift, 112 LSA COMP stick. Quite a bit larger than the 224/234 duration, 527/544 lift, 110 LSA cam that came in the engine from GM. This should generate more power while keeping the engine easy to live with on the street.

Using the GM-supplied assembly lube, we then dropped in the hydraulic lifters that came in the ZZ502 kit.