#this time hes got a pipe though so ir looks cooler than just having a fucking cig

[froggyplanet4269]

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[vannahfanfics]

Okayu

Category: Family Fluff

Fandom: Haikyuu!!

Characters: Atsumu Miya, Osamu Miya

“Go away.”

Well, that certainly wasn’t something Atsumu expected to hear first thing in the morning. He raised his eyebrows, knuckles still resting against the bedroom door. Osamu definitely wasn’t someone he’d call a “morning person,” but he’d never just told Atsumu to go away. Curious now, Atsumu narrowed his eyes suspiciously before lightly rapping his knuckles against the wood again. 

“Didn’t you hear what I said? Buzz off, ‘Tsumu. I don’t feel good.” 

From behind the wood, Atsumu could hear his twin brother’s agonized tossing and turning and twisting in the sheets. Whatever it was, it was clearly tearing Osamu up. Atsumu’s hand fell to the doorknob to give it an experimental twist, and he found it unlocked. 

“‘Samu, I’m coming in,” he announced and opened the door immediately after, and he was met with his brother angrily spitting curses and complaints at him from within his cocoon of blankets. Atsumu ignored his brother’s ire to march up to the bed, yanking the hood-like bit of comforter draped over his brother’s head to find his face flushed and sweaty. 

“What part of ‘buzz off’ was difficult to understand?” Osamu grumbled while Atsumu laid the back of his hand against his brother’s sweat-slicked forehead, nearly recoiling from the intense heat simmering off the reddened skin. Groaning, Osamu ran shaky fingers through his damp clumps of dusty-brown hair, scoring grooves as the strands stuck together. “I’ve got a cold. Just let me sleep it off.” 

“You’re running a really high fever,” Atsumu retorted and walked across Osamu’s room to the adjoining bathroom. He flipped open the medicine cabinet to rummage through the various bottles until he found some fever reducers. He filled the cup sitting by the sink faucet with water before carrying both back to Osamu, who was just watching him with a grumpy pout. “Mom and Dad are workin’ today, so that means I’m gonna take care of ya, ‘Samu,” he smiled and handed his brother the cup of water and two pills.

“You? Take care of me?” Osamu grunted, raising his eyebrows as he popped the two white pills into his mouth. He continued to stare disbelievingly at his twin over the rim of the cup while he downed the water, making Atsumu sniff slightly in hurt. “I’m always the one who ends up taking care of you, ‘Tsumu, because you can’t even take care of yourself. How are you gonna take care of me?” 

“I can do it!” Atsumu insisted hotly. “It can’t be that hard! Now, what do you want to eat, you bastard?” 

With a small smile on his thin lips, Osamu tilted his head to the side in thought. 

“Well… Some okayu would be nice.” 

“I should have known, ya damn rice fiend,” Atsumu snorted. “All right, okayu it is. I should be able to figure out how to cook it.” 

“Wait, you’re going to cook?” Osamu cried, his eyes flying open in shock. He began bundling the blankets around himself and then started wiggling out of the bed. 

“Oi! What the hell do ya think you’re doin’?” Atsumu exclaimed while his brother was worming his feet into the house slippers by the side of his bed. 

“I have got to see this,” his brother grinned, though it wasn’t very snarky considering his face had completely changed color and was now an ashen white. Atsumu groaned and slapped a hand to his face, but he knew better than to try and talk his brother out of it. 

“Whatever, but no backseat cookin’, or I’m knockin’ yer ass out, ya hear me?” Atsumu warned with a stern point of his index finger, and Osamu just waved dismissively while laughing. Wrapped up in his thick comforter, he waddled like a penguin after Atsumu while he headed to the kitchen, rolling up the sleeves of his sweater. He whipped out his phone while flicking on the kitchen light, searching up a recipe for okayu. After deciding on one he liked, he set his phone down on the counter and began gathering up the ingredients. 

He washed the rice and then placed it in a pot. After adding three cups of water, he set it on the stove to soak for half an hour. While Osamu vegetated in his barstool, Atsumu went about doing his morning exercises in the adjacent living room, stretching until he worked up a bit of a sweat. When the timer went off, he walked back to find Osamu with his forehead pressed down against the counter, dozing.

“Rise and shine,” Atsumu chuckled, tapping his brother on the shoulder. Osamu raised his head, the imprint of the tile bright red on his forehead, and blinked blearily at his brother. Chuckling, Atsumu walked back to the stove to get the okayu started. 

He stared at the options for a minute, blushing under his twin’s amused stare, before finally figuring out which ones to push to turn on the burner and set a time. When he glanced back at Osamu, who was sitting at the kitchen bar looking like a potato with that cocoon of blankets around him, he was leaning his cheek in his hand and smiling in amusement. 

“You’re gonna have a hell of a time if it took you that long just to figure out how to use the stove.” 

“Do you want food or not, ‘Samu?” Atsumu retorted hotly. “You’re givin’ me an awful lotta lip while I’m doing something nice for ya!” Osamu threw up his hands in surrender, and while grinding his teeth, Atsumu snapped up the scallion and slammed it down on the cutting board. He picked up the knife, then, very carefully, began to chop it into small chunks. They certainly weren’t as pretty as Osamu’s, with his cuts uneven and sometimes diagonal, but hell, it would serve its purpose just fine. 

After setting the scallions to the side, he poured some sesame seeds into a little bowl to use later, then got out their jar of umeboshi. He still had a fair amount of time left on the rice, so he walked over to the counter, where Osamu was watching him in sleepy contentment. 

“Jeez,” Atsumu huffed, reaching out to feel his brother’s face again. It was slightly cooler, but still warmer than he would like. “How careless of you, ‘Samu. I’ve never seen ya this sick.” 

“Well, there’s a first time for everything, I suppose,” Osamu just hummed, leaning his cheek further into his hand while his eyes drifted shut. “But I suppose I’m a bit lucky. Now I have my dutiful twin to take care of me,” he added with an amused purr, cracking an eye open. 

Atsumu replied with a sniff, “Don’t thank me yet. I very well could fuck up something as simple as okayu.” 

“Yes, you could,” Osamu laughed. Atsumu rolled his eyes as he walked back to the stove to check the water. It was boiling now, bubbles bursting at the piping-hot water’s surface, so he turned the heat down to low and covered the pot. The rice had to cook for thirty minutes and then steam for another ten, so Atsumu moved his brother to the living room, putting on his favorite show— on the cooking channel, of course. Osamu stretched out on the sofa with the blankets wrapped around him, a sleepy and content smile on his face. He dozed off again while Atsumu flitted about taking care of random chores, so Atsumu had to shake his shoulder to wake him up again when he was finally ready to present the bowl of warm osayu garnished with scallions, sesame seeds, and umeboshi.

“Well, it at least looks edible,” Osamu joked as he dragged himself into a sitting position, and Atsumu plopped down into the loveseat with a disdainful huff, holding his own bowl of the rice porridge. He waited to eat his, though, until his brother spooned a mouthful of it into his mouth and chewed thoughtfully. “Could use a smidgeon more salt,” he said— and Atsumu rolled his eyes because of course it wasn’t good enough— but then smiled warmly at him while saying, “But it’s good, ‘Tsumu. Thanks.” 

“Yeah,” Atsumu just huffed and spooned a huge mouthful of the osayu into his mouth. Well, he thought it was fuckin’ fantastic, he tried to convince himself even though yeah, it could use a little more salt. He watched the chef on the television through lidded eyes while he chewed the rice porridge, but then he couldn’t help but break into a self-satisfied grin. “So, not bad for my first time cookin’, eh?” 

“Not bad,” Osamu agreed, snuggling back against the couch cushions while he continued to eat Atsumu’s creation. “Don’t let it go to your head.” 

“Too late,” Atsume grinned through the rice stuffing his cheeks, and Osamu just snorted. He was smiling more now, Atsumu noticed, and he looked more like his normal color. “Feel better?” 

“Loads,” Osamu hummed. “But of course, how could I not when my brother’s done such a good job of taking care of me?” 

“Aw, ‘Samu!” Atsumu preened, and Osamu squawked in alarm when he jumped off the loveseat to scramble onto the couch with him. Atsumu wriggled under the comforter despite his twin’s protests, resting his chin on Osamu’s shoulders while he batted his eyes pleadingly. 

“Ugh, fine, but don’t come crying to me when you catch my cold,” Osamu warned. Atsumu smiled just in time for his twin to sneeze right in his face, and while Atsumu disgustedly wiped the snot and spit off his face with the blanket, Osamu cackled raucously. 

“You did that on purpose!” 

“No I didn’t!”

“Ewwww, ‘Samu, you sneezed gross rice all over me! Ew! Ewwwwwwww!” 

Osamu just continued to howl with laughter. Well, Atsumu supposed as he wiped the gross slimy rice chunks off his face, At least he’s feeling better. He’d prefer his brother sneezing in his face rather than roiling in bed in the thralls of a painful cold. Even if it was the grossest thing ever, and he did in fact end up catching Osamu’s cold. That was okay though, because his twin was more than willing to make him some nice hot okayu to make him feel better.

Enjoy this oneshot? Feel free to peruse my Table of Contents!

[itsworn]

Joe Rogan’s 1969 Nova Shows How a Third Generation Nova Could Have Looked

I’ll just say it: In stock guise, the Chevrolet Nova never did it for me. They were nice-looking in a box turtle sort of way, but in my opinion, there were plenty more stylish options on the market to choose from. Maybe it’s because as a kid growing up in Brooklyn in the 1970s, Novas were everywhere. Back then, they weren’t cool or overly muscular. Instead, they were basic transportation that you’d see dented and parked on the street with rusty rockers and holes in the quarter-panels. Sure, every now and then a side-piped and shackled fat-tire Nova SS would roll by, but for the most part, we never gave them a second look.

As time goes by, tastes change, as do industry trends and the visionaries who set them. This 1969 Chevrolet Nova belongs to MMA fighter, comedian, podcaster, and all-around automobile enthusiast Joe Rogan. It was penned by Pure Vision of Simi Valley, California, and is a perfect example of what happens when out-of-the-box thinking comes together with modern engineering and intelligent design.

According to Pure Vision founder Steve Strope, Joe had a list of six or seven muscle cars he wanted to build—a Nova being one of them. For Steve, the idea of building a Nova wasn’t new; in fact, back in 2007, Pure Vision unveiled a certain Z/28 Nova, a vehicle that asked the question, “What if Chevrolet offered the Z/28 option package on the Nova, as well as the Camaro?”

That car was Hugger Orange with white stripes, and when it debuted, it shook up the custom world and even rattled a few cages. Utilizing this car as a barometer, and after arranging for Joe to view it in person, the decision was made that a Nova would be the focus of the build, as well as the newest addition to Joe’s collection.

This time, however, the inspiration for the Nova would not come from a factory option package, but instead, from a custom 1980s Porsche that was known as the King Of The Mountain 911 RSR. Its sole purpose? To be the fastest thing on SoCal’s famed Mulholland Drive. Complete with a chopped roof, modified suspension, and a built engine, it was designed to be the fastest thing on tarmac, not the racetrack. With that car in mind, work began and Joe’s Nova started to take shape.

General Motors got involved with a new supercharged LT4 crate engine along with a six-speed manual transmission. The engine should make upward of 640 bhp, and with that new manual gearbox, the Nova will be a riot to drive when complete.

Joe was very specific on wanting an independent rear suspension, so for that, Steve turned to Art Morrison Enterprises of Eugene, Oregon. Front and rear subframes were sourced with the rear containing a multi-link IRS with a Strange S60 case and a 3.54 gearset. The package is good for more than 1,000 hp and uses stout mono-tube shocks with C6 Corvette ZR1 hubs at all four corners. After the original chassis and floorpans were modified, the subframes were welded in permanently, allowing for everything to be tucked neatly underneath and, thus, give the Nova an impressive 7.5 inches of ground clearance. A 2×4-inch rail was then inserted and welded at a distance of 2 inches inboard from the rocker panel, with its purpose being to aid in overall stiffness and additional side-impact protection.

Steve then turned his attention to the interior, and working with Eric Brockmeyer Designs, came up with an intriguing idea. During his research, he came across a dash insert that was used by famed hot rodder Don Yenko in his Corvair Stinger. It was based on the one found in the 1966 Corvair Corsa and served as a great starting point. After obtaining and massaging one accordingly (that means a lot of metal fabrication), he was able to fuse it with the first 6 inches of the original Nova dash extending from the base of the windshield. As the Corvair is narrower than the Nova, the dash also had to be widened 2 inches and required additional metalwork to accommodate a custom steering column from Flaming River. The SpeedHut gauges employ green backlighting, combined with a 1960s-era GM font.

Four custom HVAC vents mimic the look of original GM Astro vents and were fitted at the outer and inner portions of the dash. Above the vents lives the Vintage Air control panel that will be further modified (remember, this car isn’t done yet). The goal is to change the face and incorporate a black sheet with green ambient lighting, along with a clear piece of Lexan over its top to keep the look and feel based in the 1960s.

From the vent control, your eyes are drawn to a large rectangular door with the word Bellanova (“Beautiful Nova”) in billet script. A small tab allows one to slide that door down, revealing a double DIN-sized flat screen. Steve’s reasoning was that he didn’t want a modern piece of tech ruining the overall vibe, so he needed a way to keep it hidden. Door panels and modified Corbeau seats were added, per Steve and Eric’s design. The stock Nova window cranks and door handles were then gifted to the trash and replaced with those found on a 1964 Chevelle/Oldsmobile to further enhance the cabin.

With the basics in place, Steve had Joe visit his shop to plant his ass in a mildly secured seat. With the column still loose, his crew custom-fit every aspect of Joe’s driving position so he fit perfectly in the cabin. We’re talking about final seat and pedal fitment, shifter position, armrests, and so on—custom-tailored to the client. “How can you make someone spend a massive amount of money and the guy can’t even fit in his own car?” he asks with a growl.

We can’t help but agree.

For wheels, Joe wanted something tough yet simple, and these HRE CL305 beauties fit the bill perfectly. Done up with a polished hoop and brushed titanium centers in sizes 18×9.5 and 19×12.5, they give the Nova a canyon-carving, street-fighter look. Thanks to a mild mini-tub, they also allow for the running of massive 355-series Pirelli P-Zero tires out back. An oversized brake kit from Baer with six-piston calipers takes care of the stopping duties.

Believe it or not, the chassis and dash were actually conceived before the body. Now remember when I said that the original concept had been part custom 911 and part Z/28-inspired Nova? Well, that’s where it stopped. Steve began to have concerns about the widebody concept he had been visualizing. He thought that by the time the Nova was fully built, the fender-flare trend would be over. He went back to the drawing board and came up with new body lines that transform the car into something that look so much better than anything that ever left the factory.

If you have a hard time visualizing where those new contours come from, think 1969 Camaro and try to keep your head from exploding. At first, Steve was going to utilize a wheel arch similar to that of the Camaro, but he then looked at those glorious spears that run over the wheels and down the quarters, and thought, “Yep, that’s the way to go.”

The lines of a 1969 Camaro are a stunning piece of design that give the car a sense of motion while it’s standing still, and Steve wanted to capture that vibe. Once the design was mocked up in bare sheetmetal, Steve and his team realized it was cooler than they’d ever dreamed possible.

Steve also noted that balancing out how high the wheelwells were going to sit in regards to the fender spears took quite a bit of time because, in actuality, they created an entirely new body line. Another issue was that stock Camaro fenders come out to a peak at the wheelwell and then dive back in, whereas the Nova panels lay flat. The Camaro panels are so different, in fact, that the Nova gained an additional 3 inches in width without Steve and his team having to stretch or flare anything. The result turned out to be a beautifully reimagined Nova that now has a stunning Coke-bottle shape when viewed from the rear.

Two spoilers from a split-bumper Camaro were cut and widened to fit the rear haunches of the Nova. A modified cowl hood and the door handles from a 1969 Camaro were thrown into the mix as well. It’s insane to think about the amount of research, testing, and fabrication that have gone into this car to make it look like it came this way from the factory. As it stands, Steve reckons there are at least 1,000 hours of metalwork into the Nova as you see it here, and it was all done by hand by Joey Angelo, who shares shop space with Mick Jenkins, the guy who will eventually paint the car.

Knowing when to pull back in regards to design is also a must, according to Steve. “As modified as that car is, it’s also an example in restraint. There were a lot of people who would say, ‘Oh, you should also put Camaro bumpers on it.’”

Steve pauses for a moment, pondering the idea with a look of distaste.

“No! I wanted it to be a Nova, and those big bumpers are part of the Nova. If you put thin bumpers and expose a roll pan in the back, now it’s a Camaro Nova. And even though some may say that about the sides, it’s simply not. Instead, it’s just a better-looking Nova,” he explains.

Anyone who has ever spoken to Steve can attest he’s a passionate man. Although he can seem a bit eccentric and boisterous at times, he’s also one of the most committed builders I’ve ever had the privilege of spending time with. As this is written, Joe’s Nova isn’t set to debut in a finished state until mid-2019. When complete, it’ll be coated in Lexus Atomic Silver paint, still have a black interior (with some hidden surprises), and the underside will have a treatment that, according to Steve, “will look absolutely striking.”

To this, we have no doubt, except to say that now, after getting a little taste of what’s to come, Joe Rogan’s 1969 Chevrolet Nova will be one of our most anticipated builds of 2019.

Links: Eric Brockmeyer Designs http://www.brockmeyerdesign.com/ Pure Vision https://www.purevisiondesign.com/ Joe Rogan Website https://www.joerogan.com/ Art Morrison Enterprises http://metalworksclassics.com/art-morrison/?gclid=EAIaIQobChMIp4mM-86L3wIVhdlkCh1hew98EAAYASAAEgLoyvD_BwE

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[froggyplanet4269]

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[itsworn]

Modernized Classics: 1964 Corvette Daily Driver With LS Power

Chevrolet built 22,229 Corvettes in 1964—8,304 coupes and 13,925 roadsters. Even after accounting for over a half a century’s worth of losses to collision, theft, and attrition, there are still plenty left today to satisfy restorers and customizers alike. Better yet, when we use the term “customizer” in 2019, we’re mostly talking about resto-modders, a.k.a. folks who tastefully retain and respect the external appearance, but go wild under the skin with chassis, suspension, interior comfort, brakes, and driveline upgrades.

But it wasn’t so long ago when customizers (often spelled with a “k”) turned the equation around, grafting hideous fiberglass wings, scoops, flares, and spoilers on the plastic body while leaving everything mechanical alone. Sadly, the result was often clownish and gaudy. But times and tastes have changed since they locked up Manual Noriega.

So, as much as we all love and respect a perfectly restored 1964 Rochester fuelie (1,325 built) or N03 “tanker” coupe (the 36-gallon fuel tank appealed to endurance road racers who didn’t have to stop as often to refuel), the plain truth remains, the rest of the Corvette herd is ripe for upgrading.

In stock trim, 1964 Corvettes just don’t drive as well as they look. Few vintage cars do. Though diehards don’t mind carburetors with manual choke cables, or drum brakes that put you in the next lane when stabbed, the core of the classic car audience has been spoiled by the new car experience. Today’s auction block results prove most buyers will pay much more for a nicely resto-modded Corvette (or Tri-Five Chevy, Baby T-Bird, 1965-’73 Mustang, GTO, etc.) than a concourse correct relic sitting on skinny 6.70-15 white walls.

Thanks to the fact GM used the same basic underpinnings on all C2 and C3 Corvettes built from 1963 through 1982, a thriving aftermarket has evolved to add modern upgrades beneath the skin of any vintage Corvette. Sure, some purists may cringe, but happily most of what’s done to these cars is reversible. In this story, let’s examine how Josh and Eric Buzzell of NextGen Performance in Spencer, Massachusetts brought a 1964 Sting Ray roadster into the 21st century with some basic—but much needed—modifications.

As delivered to NextGen Performance, the subject wore a 1966-’67 big-block “stinger” hood, side pipes, and American Racing Torq-Thrust D rims mounting 15-inch radial tires. The imposter even had the audacity to wear the sacred 4-2-7 scoop logo above its mouse-sized heart. Blasphemy! The 427 didn’t arrive until 1966.

The take-out engine (behind LS3) was bolted to a Muncie M20 wide-ratio 4-speed of unknown origin. The replacement LS3 is coupled to a new Tremec TKO-600 5-speed manual gearbox with overdrive.

Looking past the left rear brake rotor, the Ridetech control arm’s bridge-like construction is contoured to allow 10-inch tires to fit with ease.

Soon after being modernized by NextGen Performance, the roadster was purchased by comedian Kevin Hart, who from the looks of his Instagram page, is quite happy with it!

Eric and Josh Buzzell operate NextGen Performance and prove the future of Car Crafting is safe for years to come. They can help with your next LS engine swap.

Tech Notes Who: Josh and Eric Buzzell, NextGen Performance What: 1964 Chevy Corvette Where: Spencer, MA

Engine: The Corvette initially arrived at NextGen Performance with a mild 327 (that’s an old school 5.3L for any metric fans), but it wouldn’t last long. A 2008 was a good year for standard Corvette power plants; the base 6.0 liter / 364 cube LS2 grew into the 6.2 liter / 374 cube LS3, thanks to a factory 0.060 inch overbore (from 4.00 to 4.060), 10.7:1 compression, 42-lb/hr. fuel injectors, rectangular-shaped intake ports, hollow intake valve stems, and more. In bone-stock trim, the LS3 delivers 430 horsepower and 424 lb-ft of torque. Best of all, its all-aluminum construction slashes 50 pounds off the Corvette’s nose compared to the outgoing iron mouse. More good news is the fact the stock Corvette front dress fits the 1964 frame and engine bay without mods. The only deviation was elimination of the power steering system and AC.

Induction: The new-for-2008 Corvette LS3 induction system included a fresh intake manifold design capable of flowing 365 cfm with no modifications. For comparison, before the 2008 revamp, the best Corvette intake manifold was the 320cfm unit found atop the 2001-’04 LS6. By the way, this “best of” statement covers Corvette intake manifolds all the way back to the first triple-Rochester side-draft carburetor unit of 1953 as well as the high-rise Winters Foundry goodies of the L88 era. We truly are living in the “good old days” right now! To package the K&N conical air filter away from radiator heat and the upper radiator hose, NextGen’s Eric Buzzell fabricated a nifty aluminum gooseneck from three sections of tube. He says: “Air inlet temperature tumbles from over 180 degrees to the same temperature the driver is breathing.” This cooler air is denser and best for performance. The stock 2008 throttle body was retained. On SMG Motoring’s Dynojet chassis dyno, the red ’64 roadster delivered 351 horsepower at 5,450 rpm and 375.13 lb-ft at 4,500 rpm.

Transmission: Though not indicated by codes presented on the body tag, clues suggest this car was born with a manual transmission. The 3-speed manual was still standard Corvette fare right through the 1969 model run, and this feature car was upgraded from a wide-ratio M20 Muncie to a brand new Tremec TKO600 5-speed manual with overdrive and a 525-hp rated Street Comp clutch kit. Using a complete kit from Hurst Driveline with a Hurst Sidewinder II shift handle conversion assured trouble-free installation. Until the 1984 arrival of the Doug Nash-supplied 4+3 manual transmission option, no Corvette came from GM with overdrive.

Rearend: The 1964 Corvette offered axle ratios of 3.08, 3.36, 3.55, 3.70, 4.11, and 4.56:1, with 3.36:1 being most popular (installed on 8,338 out of 22,229 cars). Not surprisingly, the feature car has the 3.36:1 setup, which was refreshed with new bearings and a rebuilt Positraction unit. About that Posi, before Positraction became standard equipment in 1970, Corvette buyers paid an extra $43.05 for the pleasure of smoking both rear tires. In 1964, Posi was a very popular option with 18,279 out of 22,229 buyers asking for it. Of course that means 3,950 1964 Corvettes were “one wheel wonders..

Chassis / Suspension: The original 1964 frame was in excellent condition and required only a cleaning before being powder coated black by Central Connecticut Coatings of Hartford, CT. The stock Sting Ray suspension was a radical departure when introduced in 1963. Up front, Corvette finally got away from the king pin suspension used since 1953. Lacking anti-dive geometry, the king pin setup hurt road course handling and was high on Corvette Chief Engineer Zora Arkus-Duntov’s list of fixes. The new-for-’63 front suspension featured ball joints (Chevy passenger cars got them in 1955) and stamped control arms from the full-size (Impala, Biscayne) parts bin. Out back, Duntov’s wish for independent rear suspension (IRS) was also granted—but with compromises. The heavy transverse leaf spring weighed anywhere from 44 to 60 pounds, depending on which suspension option was chosen. A fix in the form of a nifty 8-lb. plastic spring arrived in 1981—a little late to have much effect on Corvette’s racing legacy. All of the factory stuff was replaced in favor of a Ridetech coilover system for 1963-’67 Corvettes. With four-corner coilover shocks and rugged tubular / bridge girder control arms with a rear Muscle Bar, the bolt-in system offers superior handling with less flex and mass than stock.

Brakes: Many Corvette fans forget that four-wheel disc brakes didn’t arrive until 1965. Before that, all Corvettes used 11-inch drums all the way around. Borrowed from the full-size Chevy parts bin, they were prone to fade in competition settings which led to a series of fixes involving air ducts, backing-plate scoops, metallic shoes, and finned iron drums. None of it begins to compare to the four-corner Wilwood disc brake conversion kit installed by NextGen. With drilled rotors and six-piston / four-piston (F/R) calipers at each wheel, Duntov would have loved it.

Exhaust: The Corvette’s first factory installed N14 side mount exhaust system – that’s side pipes to you and me – wasn’t offered until 1965 for an extra $134.50. And they were not popular. Only 759 of the 23,564 Corvettes built in ’65 got them. But in the years since, they’ve become a popular add-on. Already present when the car arrived at NextGen Performance, the guys decided to retain them to let the LS3 exhale a little better. They’re fed by the stock cast iron LS3 manifolds. Before the 1965 arrival of side pipes, 1963-’68 Corvette order forms listed the N11“off road exhaust system”. These are not side pipes, but rather a louder system with larger tubing and low restriction mufflers. The N11 setup ran the entire length of the car and exited in the usual spot through the rear valance panel.

Wheels/Tires: Weld Racing worked with NextGen Performance to adapt Weld’s new 18-inch Miramar wheel design for C2 applications. The 18×7 and 18×8 (F/R) wheels are offset 4.5 and 5.25 inches (F/R) to clear suspension and brake obstructions. If you like the Miramar design and want them for your 1963-’67 Sting Ray, thank Weld Racing and NextGen Performance for sizing them to fit. Tires are Nitto NT-05’s 235/40R-18 and 245/40R-18 Nitto NT-05’s.

Paint / Body: NextGen Performance specializes in mechanical makeovers, that’s why they chose a Corvette that was already wearing an excellent Torch Red paint job. The only external modification was switching the 427 hood medallions for LS3 emblems. That said, the Buzzell Brothers spent countless hours masking the body to protect it from harm during wrenching. All underbody surfaces were coated with matte black. Fresh chrome reproduction bumpers were sourced from Classic Industries.

Interior: The stock interior was augmented by a Dakota Digital instrument cluster packing VHX gauges, including an 8,000rpm tachometer and 160mph speedometer. In the old days, sidewalk spies deciphered Corvette tachometer redlines to glean clues on engine potency. Solid-lifter mills red-lined over six grand, tame-juice lifter mills went to five grand. The stock U69 Delco AM-FM radio was a popular option and was installed in 20,934 of the 22,229 Corvettes built in ’64. At $176.50, the radio cost $68.90 more than the hottest non-fuelie 327, the 365 horsepower L76 with solid lifters and a Holley 4-barrel ($107.60). Where were peoples’ priorities?

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