The Spruce Green Bonneville retained much of its assembly-line amenities including the 12-disc CD changer, power windows and door locks, cruise control, keyless entry and alarm system. Confident of the car'* ability, Cook played the radio during each run listening to KSALT 1610-AM, the voice of Speedweek.

The stock parts were joined with a few "race ready" revisions:

A six-corner roll bar attached to the roof line and chassis, creating a roll cage to provide additional roof crush resistance for the driver in the event of a crash
Jaz Products aluminum racing seats and covers in place of Bonneville'* traditional bucket seats
A Deist parachute, competition seat belts and fire protection system
Custom-built "Intro" wheels, body lowered four-inches to reduce drag and lift
Specially prepared transmission by Hydramatic Motorsports

The Bonneville'* supercharged 3.8 liter V-6 engine, which uses a Kenne-Bell supercharger, was re-worked by Richard Lee of Lee Performance Products (LPP) and produced in excess of 600hp @ 6000rpm. Ported and polished cylinder heads have been re-worked by Morgan Engineering to substantially increase the power potential of the cylinder head. A special crank and rod preparation with balancing was performed by Evans Speed Equipment. Doug'* Headers fabricated the custom exhaust system with thermal barrier coating applied by Engineered Applications. A LPP fabricated intercooler was added to the vehicle to pass cooler air from the supercharger to the engine. The 4T65E GM Powertrain transaxle was enhanced by Hydramatic Motorsports to run over 200 mph and the final drive ratio was changed to 2.56 from 2.93.

"This was an experiment to build horsepower reliability at an unknown level using mainly stock parts," noted engine builder Richard Lee. "What'* more, we didn't have the luxury of using aftermarket parts during the development process."

GM Powertrain engineer Jim "Gabe" Poplawski provided critical engine calibration and developed a customized data acquisition program for the Bonneville. One of the major hurdles was determining the proper fuel supply for a racetrack located 4,260 feet above sea level. That number jumped to 7,100 corrected altitude when the 100 degree plus air temperatures were factored in.

"Modifying the production calibration and the computer controller from stock to race was a very complicated process," said Poplawski, "but we knew the L67 Bonneville platform was up to the challenge."