The sweet smell of stealth. You can't see the Dart engine block that provides the foundation, but it has a 4.56-inch bore and 4.125-inch stroke to yield a displacement of 538 ci. Team C in Bellflower, California, the father and son's preferred machinists, did the requisite measuring, boring, and grinding. Gordon took it from there, settling the Scat lightweight arm with KMJ I-Beam Pro Connecting Rods and domed JE pistons encircled by 1/16, 1/16, and 3/16 rings. The COMP solid roller projects a 0.800-inch lift across the board and durations of 281/292 degrees at 0.050 inch. A Jesel timing gear seals the front of the block. Dr. J's Performance did a full port job on the Canfield castings into which Gordon poured titanium valves. He captured them with titanium retainers and Isky valvesprings. The T&D shaft rockers are bumped by cigarillo-sized Manton 3/8-inch-diameter pushrods. That storied dual-plane intake manifold is topped with a Holley 4150 as massaged by the good Dr. Gordon secured the bottom end with a Milodon pan and Melling oil pump with standard pressure and fluid volume. Spark is controlled by an MSD Digital 7. To blow minds a little further, Gordon employed a Stahl custom side-mount exhaust paired with 3.5-inch collectors and Burns mufflers. For that side-pocket .45, look no further than the Induction Solutions single-plate 200 shot. The Westech pump revealed 646 lb-ft of torque at 6,100 rpm and 831 hp at 7,300 rpm. Backstory: Gordon surmised that the expensive Mallory metal-infused crank had a 4.00-inch stroke. It didn't. The JE pistons were for a 522ci maximum. During assembly, he was floored when the pistons breached the deck by 0.125 inch. Gordon fixed this with the correct JE slugs and custom 0.125-inch-thick Cometic gaskets. Then he accommodated the intake manifold with spacers of the appropriate thickness. Steve Sharp built the Turbo 400 transmission (sans transbrake) with manual reverse valvebody and an Art Carr 4,500-stall speed converter. Ancillaries include a B&M fluid cooler and shifter. The 25/8-inch-diameter mild steel prop shaft ends at the Tom's Differentials (Ponderay, Idaho) Corvette IRS fitted with 12-bolt gears (4.11:1), Positraction, 31/2-inch-diameter half-shafts fitted with Spicer U-joints, and triple-braced trailing arms.

Motivational LLC seized the chassis with a mild steel rollcage certified to 8.50 for the obvious safety and rigidity it affords. Aside from the shortened Tom's seven-leaf transverse spring, the chassis is bolt-on ready with Moroso coils and QA1 adjustable dampers in front and Koni tubes in back. Spindles and steering are stock. The car weighs 3,250 pounds.

Wheels & Brakes
Those polished Weld Racing Magnum 2.0 hoops really set the red off. At the leading edge, a 3.5-inch width borders 27.5x4.5 M/T ET front rubber. At the rear, the new M/T ET Street Radial Pro 275/60 on 8-inch-wide wheels featuring bead locks. Energy dissipation is the responsibility of the 11.75- and 11.44-inch-diameter Wilwood discs and four-piston calipers. A parachute is the fail-safe.

Gordon's favorite Siggy's Auto Body in good ol' Compton slicked it out, puckered the rear wheelwells to accept the rubber with decorum, affixed the L88-type hood, and applied the Corvette Red. All the original equipment, such as the mechanism for the retractable headlights, remains intact.

Gordon's cramped quarters are deemed slightly more so within the stringers of the rollcage. The seats are Kirkey but only one is equipped with an RCI seatbelt and safety harness (note padding so Gordon doesn't bang his noggin on stringer). Motivational installed a Painless eight-circuit wiring harness and then proceeded with the full complement of Auto Meter gauges. The tiller is a Corvette Duntov.