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To keep crank harmonics in check, an ATI super damper controls torsional twist. ATI dampers are popular on drift cars in general.
The LS1 coils mount directly on top of the CBM CNC machined valve covers. This allows for a very short primary wire run to the NGK plugs. The big valve covers are also needed to clear the Jesel shaft mounted roller rockers. The engine sucks air through a large K&N airfliter that clamps directly onto the supercharger.
The engine is fed Ignite Red 114 octane E98 ethanol racing fuel though Holley fuel rails feeding Injector Dynamics 2000cc fuel injectors.
The CBM Pro-X heads are based on a stock GM LS-7 casting and are CNC ported. The intake runners are 285cc and the exhaust are 90cc in volume after porting. They have huge stainless 2.205 intake valves and 1.610 exhaust valves. The valves springs are Manley Newtek with Manley titanium retainers and Manley valve locks. The heads flow 382 CFM on the intake side and 262 CFM on the exhaust side!The heads make use of the RHS block's 6 bolts per cylinder over the standard LS 4 bolts per cylinder for better head sealing with the supercharger. Head sealing is a weak point with the LS and the 6 bolt block and heads fix the problem for good.
Since the engine is a wet sump, a lot of attention is paid to crankshaft pressure relief and venting with these huge self draining catch cans. 
A stock drive by wire throttle body is used believe it or not. A Vibrant VanJen band clamp is fitted to the intake charge hose and throttle body to make sure it will not blow off.The CBM engine uses a custom ground CBM hydraulic roller cam with 0.600″ lift. With production based heads it's better not to go too crazy with the cam because the rocker pedestals can crack into the exhaust port.
To keep cam timing under control a Romac dual roller timing chain with billet drive gears is used. Dual roller chains are twice as strong as the stock chains and are super important for durability, accurate cam timing and to prevent spark scatter.
