CORVETTE GRAND SPORT FANS:

The Rise of the Thunderbird and the Decline of the Corvette

Sales went from bad to worse in 1955, when only 700 of the cars were sold. At about the time the old General was planning to pull the plug, Mr. Ford showed him how the new-car biz was supposed to work. When the two-seater T-bird came on the scene in 1955, it was an instant success. Ford received 3,600 orders in the first 10 days, matching what the Corvette sold in its best year! Ford sold more than 16,000 units before the year ended. Although vanquished in the marketplace, GM didn’t relish surrendering that segment to Ford and feared the impact throughout the corporation. Rather than scrapping the project, GM decided to refine it and brought in the perfect man for the job.

Zora Arkus-Duntov and the Creation of the Grand Sport

Zora Arkus-Duntov was not only a highly talented engineer, but he lived and breathed performance. A decade after the initial introduction of the Corvette, Duntov finally convinced the Chevrolet performance group to build the Grand Sport. This highly modified version of the ’63 Sting Ray was the ultimate sports car—beautiful, fast, and the catalyst that would excite sales in the showroom. Almost 1,000 pounds lighter than a standard Corvette and sporting twice as many scoops, vents, and ducts as the original, the cars were equipped with a high-performance 377cid motor and the latest in suspension technology, allowing them to easily outdistance their Cobra rivals. Unfortunately, only five were created before Chevrolet withdrew from racing, bringing an end to the Grand Sport saga.

Mike Haynes’ Love Affair with the Grand Sport

Strangely, even the replicar market did little to further this vehicle. None of this helped Mike Haynes, a longtime Corvette fan and owner of more than two-dozen Corvettes, from Valdosta, Georgia. A few years earlier, Haynes had seen all five Grand Sport Corvettes assembled at the prestigious Amelia Island Concours d’Elegance, and it was love at first sight. After a lengthy search on the Internet, he discovered a D&D chassis and body that were in pieces but usable as the basis for his next project vehicle. Beginning with a ’63 Corvette title and VIN number, Haynes spent the next year and a half creating his version of Chevrolet’s most unique racing car, updating it for the new millennium in the process.

Modernizing the Grand Sport: Haynes’ Approach to Super Rodding

Enjoyment rather than originality was the goal, as Haynes did not obsess over making his car authentic, which is what attracted us to what Haynes managed to pull off here. While styling was important, venerating 40-year-old technology was never part of the plan, and that’s super rodding at its finest. Using the original tube chassis, Haynes installed a modern suspension, beginning with a ’95 ZR1 frontend and four-link rear with Aldan coilovers on all four corners. BRT Sprint Car power steering provides quick-ratio response, and the Baer two-piece EradiSpeed Plus brakes, with 14-inch rotors on the front and 12-inch versions on the rear, haul the car quickly. The built-in roll cage adds increased torsional rigidity for the new powerplant.

The Powerhouse: Haynes’ 427 Mark V Engine

Without an awesome engine, it certainly wouldn’t be a Grand Sport, and Haynes had the perfect motor in mind. Unconcerned about replicating the original 377, he turned to an old favorite, a 427 Mark V that he had been saving for just such an occasion. Using Carrillo rods, an Erson cam, Brodix heads, MSD 6AL ignition, custom pulleys, and a showy collection of four 48IDA Weber carbs from Inglese, the engine moves as well as it looks. Custom headers weave their way out of the tight engine compartment, dumping into open side pipes and negating any need for stereo. The double-disc Centerforce clutch and pressure plate connect the engine to a Richmond six-speed transmission, sending 750 hp to the rear wheels. With a quick look at the engine, you might think that it doesn’t run because Haynes went to great lengths to hide the wiring, routing everything into the frame or in tubes under the block. Trust us, it’s quick enough to make Zora proud!

Custom Body Modifications and Finishing Touches

Body modifications, although fairly true to the original, also reflect Haynes’ approach to have it his way. The wide-open scoop on the hood looks fairly traditional but is almost 2 inches higher to accommodate the Webers. The fender flares, rumored by many to have U-Haul origins on the original Grand Sports, were lengthened and shaped on Haynes’ car for a more pleasing design. Door handles from a ’50s vintage Chevy pickup look right and get the job done. Filling the wheel wells are American Racing Torq-Thrust rims, 18x8s up front and huge 20x10s in the rear. Kumho rubber gets the considerable power to the ground. When it came to windows, Haynes went one better than the original by custom-fitting real glass instead of the Lexan used in both the original cars and replicas.

Interior Customization and Final Assembly

Haynes wrapped up the project with a black leather interior, cut-down C5 seats, a dash full of Auto Meter carbon fiber gauges, and one of his favorite personality pieces, a Lone Wolf gearshift knob that matches the color of the car. Behind the seats, the custom-made fuel cell emphasizes the fact that you are in a racecar, with a Quick Fill cap exiting behind the passenger’s-side window. The car took almost a year and a half to complete due to all of the special fabrication required, but it was worth every minute for Haynes. He feels that the joy is in the build process, and he plans to appreciate the completed car for a while before moving on to his next project.