This is an interesting build for sure.

That Dart aluminum intake is the only aftermarket carbed intake that was built for a gen 7, so that was his only option there.

I see the crankshaft is keyed, unlike a gen 7 crankshaft that doesn't have a key. The block is a Dart. Could it be he is using a gen 6 Dart block and gen 6 crank? The main cap bolts are SAE also, pointing towards a gen 6?? Also the timing cover, not a gen 7 piece?? He would then drill the extra holes in the deck for the gen 7 heads to bolt up????

Good eye on both.
The Dart Gen VII block is available in SAE or Metric threads and uses the Gen VI timing cover and oil pan.

Maybe, but then why stay with 10.2 deck? Or a Gen VII head at all?
Other than the manifold?
And how far off is the Gen VII head bolt pattern compared to the Gen VI?
Is it just more bolts or is it a completely different pattern?

It's my understanding it's just a few more bolts on the gen 7. I have a head gasket from both at my shop. I'll compare them this weekend, I'm curious now.

often an intake or combo that does not set the dyno on fire ends up being the best in drivability. when we used to run a supermodified we ran 4 very short stacks and 4 long stacks later we had sets of 2 short, medium, long and super long. the reason was to keep the power to the ground smoother rather that all 8 hitting peak at the same time breaking the tires loose. the engine is 468ci 16-1 comp with hilborn injection straight methanol

In response to bolting a gen 7 head onto an older block:

The gen 7 gasket is on the top, and lower gasket is from a bowtie block. I think I have these layed out correctly. Anyways, you can see a few holes would need to be drilled, but there are others "slightly off". I bet it could be done but man that's a lot of work. Especially plugging holes and redrilling them as they have slight overlap. Probably not worth it.