“I’ve always been a fan of the 1963-67 Corvettes,” Dan confirms. “The slick lines and overall design are amazing—they make the car look fast even when it’s sitting still.”

Once Dan was ready to roll, he sourced a brand-new chassis from Coffman Corvette and paired it with a stout 440ci LSX engine built by EVOD Industries in Escondido, California. With that hardware locked down, he turned to his longtime collaborator, Clark Twiestmeyer, owner of Twisty’s in Grand Island, Nebraska. Twiestmeyer has nearly 30 years of car-building experience and had already worked with Dan on a few projects. “[Twiestmeyer] and I think alike,” Dan says. “He’s got a great eye for detail and isn’t afraid to try something new if it makes the car better.”

Together, they mapped out a plan that would see the Corvette evolve into a modernized street machine—one that could stand toe-to-toe with today’s high-performance rides while still wearing its midyear body proudly.

Under that classic silver skin, the Corvette is a pure mechanical symphony. The LSX, bored to 4.185 inches and stroked to 4.00, checks in at 440 ci. Inside spins a Lunati Voodoo crank, H-beam rods, and Wiseco pistons. The camshaft—Lunati’s 0.624-inch lift, 247/255 duration at 0.050 with a 114 LSA—adds a throaty, aggressive idle without sacrificing driveability. Up top, Trick Flow aluminum heads breathe deep through a Holley dual-plane intake manifold and Holley EFI setup, while spent gases exit through Sanderson headers and a 2.5-inch stainless exhaust system feeding side pipes. The whole deal produces a thundering 632 hp at 6,400 rpm and 571 lb-ft of torque at 4,900 rpm—numbers that’ll make any big-block from the ’60s rethink its swagger.

Backing the LSX is a TREMEC TKO transmission fitted with a Centerforce clutch and an American Powertrain shifter. Power travels through a Precision Shaft Technologies driveshaft into a C4 Corvette rearend armed with Yukon 3.54:1 gears and C8 axles. The combination ensures smooth, reliable power delivery—old-school muscle with new-school manners.

The Coffman chassis serves as the foundation for an entirely reimagined suspension system. Up front, C6 Corvette spindles and control arms work in harmony with Strange coilovers and QA1 550-pound springs. A Thunderbird rack-and-pinion setup provides sharper steering response than the factory’s original linkage could ever hope to deliver. Out back, C6 suspension components, Strange shocks, and QA1 400-pound springs handle the torque and traction duties. Braking is equally modern, with PBR six-piston calipers up front, four-pistons in the rear, an electric power brake master cylinder, and a Wilwood proportioning valve—giving this C2 the stopping power to match its acceleration.

The Corvette’s stance and footprint come courtesy of EVOD Industries wheels—18x8s up front and 19x10s out back—wrapped in 235/40R18 and 285/35R19 rubber, respectively. The widened quarters perfectly house the modern rolling stock, maintaining the factory lines while adding an unmistakably muscular presence.

When it came time to dress the body, Dan turned to Pat Buse at Extreme Paint in Fremont, Nebraska. The result is a flawless coat of Axalta Mercedes Iridium Silver that perfectly complements the Corvette’s timeless curves. Bumpers and trim remain largely stock—just the way Dan wanted—but with a few subtle tweaks: widened rear bumpers, LSX emblems by EVOD, and Detroit Speed electric headlight doors.

Inside, the car strikes a balance between vintage and contemporary comfort. The Upholstery Shop in Grand Island wrapped the stock seats and dash in Sailor Blue leather, offset by ACC Midnight Blue carpet. Custom aluminum door panels, EVOD handles, and a custom EVOD steering wheel add handcrafted touches without disturbing the factory character. Classic Instruments gauges sit in a carbon-fiber vinyl insert, keeping tabs on the modern powerplant beneath.

Creature comforts abound thanks to a Vintage Air climate control, a Painless Performance Products wiring harness, and an Infinity Primus audio system featuring dual amplifiers, Infinity speakers, and an NVX 8-inch subwoofer—installed, of course, by Twiestmeyer himself.