This 406 small-block was crafted by Sod, the owner of Hye-Tech Performance, and the machinists and builders who live there. Sod built the short-block with a GM forged steel crankshaft and steel connecting rods swinging 11.6:1 SRP forgings. Floating pins secure them to the rods. Hye-Tech then added a 4/7 swap Iskenderian solid-roller cam (0.654/0.648-inch lift, 268/264 degrees duration at 0.050 inch). The oiling system includes a 6-quart Hamburger pan and a Mellings pump. Dart valve springs control the movement of the back-cut 2.08/1.60 stainless steel valves actuated by 1.6:1 Harland Sharp rockers and motivated by a squad of Isky pushrods driven by Isky Red Zone lifters.

The current 215 Dart Iron Eagle castings were tweaked with a better short-turn radius, blended bowls, and ports matched to the intake gaskets. Fuel dispersion is the province of an Edelbrock Air-Gap intake fitted with an 850-cfm Holley worked over by Dave Lange at Fuel Curve West. Petrol is sourced from Aeromotive regulators and fuel pumps (two, one for the engine from a 15-gallon cell and the other in the engine compartment along with a 1-gallon fuel tank for the nitrous). Juice the Almighty is issued by an Edelbrock RPM plate system (with bottle heater) governed by an NOS controller.

Brown invoked a bit of nostalgia with 1 3/4-inch Hooker Super Comp headers that exit gracefully through openings in the fender wells. The power of ignition streams from a Mallory Unilite distributor as modified by Dave Lange. A HyFire VI ignition box and a high-output coil complete the circuit.

Though horsepower and torque have never been quantified, we can assume that they've got to make for a thrilling ride. To that end, Brown commissioned a stock-ratio Turbo 350 turning heavy-duty sprags, clutches, and shafts. On the engine side, a 4,200-rpm Precision converter and an ADT Hipster trans brake launch Brown's show. A B&M core siphons heat from the transmission fluid. Brown nudges a B&M Pro Shift and sends torque through a 4-inch aluminum driveshaft to a narrowed Ford 9-inch carrier holding a 4.10:1 ring-and-pinion and a Detroit Locker differential.

Bite & Brakes
Since the front rollers do little more than support the car, they are minimal Kelly 145x15s on Centerline Convo ET 3 1/2-inch rims. Though their contact patch is also minimal, Brown upgraded the front brakes to a heftier 12-inch CPP disc conversion. The rear binders are new stock Nova. On the rubber-burning end, MT 275/60R ET Street Radials (28-inch diameter) are joined with 10-inch-wide Convos.

Brown began the transformation with subframe connectors and then progressed to the front end. Its regimen includes lots of lightening effects. He trashed the stock strut rods and added a Classic Performance Products mini-subframe and tubular control arms to act with the CPP 2-inch drop spindles and stock coils. Wheel movement is abated by Competition Engineering adjustable dampers. The antisway bars were relegated to a corner of Brown's reclusive domain. Down the line, he went to Atlas Springs (City of Industry, CA) for the rearched leaves and supplemented them with Gabriel shock absorbers. John Calvert's immaculate CalTracs bars solve the traction bugaboo and encourage the Nova to leave straight and narrow with consistency.

The office isn't over the top or anywhere near it. It simply reflects the clean, straight workmanship vested in the rest of the car. Best of all, Brown did it himself. Original light-blue vinyl abounds, pin-neat and fitting like a suit custom made. Brown modified and installed the new wiring system, removed the dash pad, and painted the naked steel left behind. The only clues to the Nova's real domain is Ed "The Old Man" Lane's eight-point chrome-moly 'cage and the specific Auto Meter tachometer and ancillary gauges. The seats are stock, but the five-point harnesses are not. The best part is that seriously signifying radio-delete plate.