Engine & Drivetrain
This Vette started life as a small-block fuel-injected car and always will be. The factory manifold was replaced with an Arizona Speed & Marine fuel injection, a custom TPIS manifold, and World Sportsman IIs with 200cc intake runners. Beneath the heavy iron are Wiseco pistons, Crower 5.85-inch rods, and a 3.555-inch stroke crankshaft. These parts ultimately yield 364ci and 12.25:1 compression. That compression requires a 50/50 mix of 91- and 110-octane fuel and the Canton road race pan keeps the oil under control. The valvetrain is comprised of a Crane solid-roller cam with 0.550 inch of lift, Crane Lifters, and Crane Gold Race 1.5:1 ratio roller rockers. Spark is delivered by an all-MSD system, including the Pro-Billet distributor, Super Conductor wires, Blaster 2 coil, and 6AL control box. This combination, built by S&S Machine of San Leandro, California, cranks out well over 500 hp to the flywheel. Steve put together the exhaust system that starts with Hooker 13/4-inch primary Super Comp headers that flows into a custom 3-inch stainless steel exhaust with an X-pipe and Edelbrock stainless steel mufflers. The tailpipes exit in the center behind the differential.

Power continues through a McLeod Magnum Force twin-disc clutch to the bulletproof Muncie close-ratio M21 four-speed manual, where the original shifter commands the gears. Out back is a 4.11:1 Auburn ring gear and Positraction differential.

Back in the day, Steve wanted a Corvette for a class called Modern Street Prepared. Its chassis was superior to the Camaro's and would outperform them, namely because of the suspension package and weight advantage. The front suspension is simple with JRI shocks tied together with a strut bar, stiffer springs, and Borgeson 600 steering box upgrade. The rear has a pair of JRI shocks and a custom rear leaf. It's nothing fancy, but a proven winning combination.

The handmade fender flares created in 1966 still remain untouched on the front, while the rear flares were massaged to make them a little wider. The rest of the body is stock with the exception to the black treatment to all of the trim. The body has worn a couple different paintjobs over the decades, but currently wears a bright red PPG hue—a color code Brian didn't want to reveal.

Wheels & Brakes
Only recently have the factory four-wheel disc setup been replaced by finer Wilwood units. Even now, they are factory replacement bolt-in four-piston calipers up front with 12.25-inch factory-sized rotors. The discs may be drilled, slotted, and vented, but nothing more extravagant or enlarged. The rear four-piston Wilwood calipers replaced the stockers as well. After 25 years on the same Frenchie 17-inch hoops, Brian made the switch to 18x12 black Aristo wheels wrapped in extra wide 315/30R18 Falken Azenis RT615K front and rear.

The interior has been largely untouched with only a few race necessities present. The stock buckets got the boot early in life and in their place is a set of cloth-covered Kirkey racing seats. A smaller-diameter 1980 Corvette steering wheel also improves the car's on-track agility.