Mike and I have become friends and he told me crate motors were "junk" and a small-block Chevy would cost too much to make any decent power. "Pound for pound, dollar for dollar, a big-block Chevy was the way to go", he said. He had a friend who was selling a big-block Chevy short-block with a set of Brodix 2X heads. This motor pushed a 3200 lb. Chevelle to a 10.10 with a set of Dart 360 heads and a Holley 850 DP. Well, I thought, the Monza weighs about 2400 lbs. and was not certified for 9.99 seconds and quicker. So, I'll add 400 pounds to it and run NHRA Super Street or IHRA Hot Rod, both 10.90 second heads-up classes, and in the 10.00-16.99 eliminator at my local track. I would have to take power out of it besides adding weight to slow it down. So, I traded the brand-new Brodix heads to a friend of his for $500 and a set of used (1 season) GM 990 steel heads. Dan Kealos' Diamond Head Service, Mastic, NY, re-built the heads and added a gasket-match port to the intake side. The Cam Dynamics roller cam was too much for the heads (.774INT/EXH lift) plus the fact the GM990 heads did not have roller springs. Also, the Childs & Albert aluminum rods were changed for maintenance reasons. So, a Lunati (.632 INT/.644 EXH) split-profile, solid lifter cam and Eagle 3D rods were purchased. The Manley high-dome pistons were kept and the resulting compression ratio is 14-1. A Melling high-volume oil pump and a Milodon oil pan, with windage tray, crank scraper and extended pickup, complete the bottem end. To keep the Castrol GTX 10W-30 oil clean, I use a Fram oil filter. A stock Holley 1050 Dominator on a Weiand Team-G single plane manifold completes the top end. To keep the air clean, a Moroso 14x2" racing air cleaner sits on top. A Moroso aluminum water pump, driven by a Moroso water pump drive keeps the water flowing through the AFCO aluminum radiator which is cooled by a Mr.Gasket 10" electric fan. Overflow is handled by a Moroso 1 quart overflow tank. A Moroso alternator mounting bracket holds the Powermaster 70 amp alternator which is driven by a Moroso alternator drive. The crank is a stock Chevy LS-7 piece which has an ATI SuperDamper on front and a TCI SFI Flexplate at the rear. The flexplate mounts a Continental 9" 4600 stall converter with Turbo splines which in turn spins an FB Performance 1.76 low-gear Powerglide. The transmission has an FB Performance trans-brake and electrically shifted valve body. A driveshaft built by Montana Brothers Race Cars connects the transmission to the narrowed Chevy 12-bolt which has all Mark Williams accessories (yoke, gears, spool and axles). Competition Engineering ladder bars and track locator, along with Strange Engineering double-adjustable shocks, keep the 33.5x15.0-15 Goodyears planted while Competition Engineering wheelie bars keep the 26.0x4.5-15 Goodyear Frontrunners from catching too much air. Strange Engineering struts and brakes complete the front suspension. A Chassis Engineering rack and pinion steering box through a Montana Brothers Race Cars steering column with a Grant steering wheel help me to keep the 'Extreme Dream' going straight.