According to DeKon
the Monza was essentially packaged around the engine. The rules stated that the back face of the block could be moved rearward to the front edge of the windshield and for purposes of weight distribution it obviously behooved a constructor to move the engine as far back as possible. Several other things were locked in before you start: The location of the body relative to the wheelbase and the width of the tires which affected where and how the suspension was located and the geometry. The Monza used a space frame tied into the production roof structure for rigidity. The windshield pillars and side pillars along the roof panels and rocker panels were stressed members that strengthened the driver's compartment. The floorpan, however, was not a stressed member.
The suspension was computer designed and was standard racecar practice. The front system consisted of wide-base A-arms that spreaded the loads over two bulkheads, adjustable Monroe shocks and an anti-roll bar. The full-floating locking differential was a Ford unit similar to the ones used in NASCAR. The center section was easily removable, and numerous alternate ratios were available.
The front brakes were Lockheed units originally developed for a Camaro Frank Gardner
campaigned in England. Each front caliper had eight pistons with varying diameters that compensated for taper wear on the pads. There were four pads per caliper. The rear discs were a more conventional Lockheed design with equal piston diameters and two pads per caliper. The Dekon Monza's featured a tubular chassis, an overall weight of about 2400 pounds, and over 600 horsepower from the fuel-injected eight-cylinder engine. Built on the tubeframe principle by Lee Dykstra
, it was a true silhouette car racer, but as it was devised by John Bishop
. Powered by a big block V8 engine, it was strong enough to garner two IMSA titles by Al Holbert
in 1976 and 1977.