By Nick Licata – Images by Patrick Lauder
Tyler Murphy has been into cars since he was just 17 years old, when his dad Pat bought him a 1967 Camaro back in 2002. At the time Tyler was an avid motocross racer and was committed to the sport but paid the price with broken bones and lots of bruises. Pat figured getting him into muscle cars would be a much safer outlet for his competitive nature. Tyler took the bait, ditched the motorcycle, and turned his focus on the Camaro.
The car came with a used 350 small-block that served him well as a daily driver throughout his high school years, but the tired mill lacked the power and excitement Tyler was after. He and Pat then swapped in a 421ci stroker and set the car up for straight-line action. The car was a blast on the strip but not so much on the street.
With the Camaro set up for drag racing, a few years back, Tyler took interest in the autocross scene and wanted a car that he could drive on the street and dodge cones on the weekends. So, in 2017, the search began for a car that would fit the bill. “I wanted a Corvette and had been searching for years when I found this one on Craigslist for $28K,” Tyler states. “It already had fender flares, so it was the perfect car Pops and I could build for autocross.”
The car had been sitting since 1971 and still had the battery and wheels and tires from that time. “The owner had flared the fenders, but unfortunately he also grafted in 1968 Cadillac taillights,” Tyler chuckles. “Once we got the car home, we had to do a full frame-off because it sat for so long. From there we took the shell to Carlos at No End Customs in Morgan Hill, California, to take the body down to bare fiberglass for some repairs and to put in the correct Corvette taillights.”
With the C2’s body straightened and smoothed, Pat laid down a matte white primer finish in his garage and left the stinger hood in red to stay true to the car’s factory style.
At the core of Tyler’s C2 is a BluePrint Engines 427ci small-block, a GM-compatible iron block with a forged rotating assembly and aluminum heads. The hydraulic roller cam delivers 0.577 lift with 240/248 duration at 0.050, giving the engine the breathing capacity it needs to make serious power while maintaining consistent street manners. Topped with an Edelbrock Victor Jr. intake and a Holley 850-cfm carb, the combination exhales through Doug’s 1-7/8-inch headers and 4-inch Doug’s side pipes. The result is a stout 544 hp and 564 lb-ft of torque—plenty of grunt to move the lightweight Corvette with authority.
Backing the big-inch small-block is a TREMEC TKX five-speed sourced from Silver Sport Transmissions, paired with a McLeod twin-disc clutch. This combination not only handles the torque but also makes the Corvette comfortable for long cruises, something a traditional four-speed wouldn’t deliver. Out back, the factory IRS rearend with 3.36 gears and a posi unit puts power down effectively while maintaining the car’s classic Corvette feel.
While the engine makes the headlines, it’s the chassis that enables the Corvette to truly shine on the autocross. Tyler outfitted the front with a Vansteel coilover system featuring QA1 double-adjustable shocks and 700-pound springs. A Borgeson steering box tightens response, giving Tyler the precision he needs to carve through the cones. The rear suspension mirrors the setup with Vansteel 360-pound spring and QA1 double-adjustables, balancing compliance with cornering grip.
Braking performance matches the car’s power and handling upgrades as Wilwood 14-inch rotors and six-piston calipers up front, paired with four-piston calipers in the rear, provides excellent stopping power. A manual Wilwood master cylinder and proportioning valve maintain an effective and ideal pedal feel.
Tying the performance build together are a set of Forgeline GA3R wheels—18×10 in the front and 18×11 in the rear—wrapped in BFGoodrich g-Force Rival rubber. With 275/35R18s up front and 315/30R18s out back, the Corvette puts a massive contact patch to the ground while still upholding the vintage-inspired look.
The Corvette’s interior pays homage to its factory heritage while sneaking in a few subtle upgrades. The red upholstery and seats are factory pieces, giving the cockpit a timeless appearance. The Ididit column topped with a VSW steering wheel delivers precise feedback, while an American Autowire harness provides electrical dependability. Vintage Air adds a comfy climate, and the stock shifter and gauges retain the Corvette’s classic vibe.
On the outside, the car retains its original lines, enhanced by aforementioned flared fenders that accommodate the wide wheels and tires. Stock bumpers and grille keep the look honest, while relocated backup lights add a subtle custom touch.
That 1967 Camaro introduced Tyler to the muscle car world and a safer alternative to motocross. Today the Corvette continues to feed his lifelong passion for competition on the autocross course. The car also turns heads at cruise nights and weekend get-togethers due to the car’s aggressive stance and the powerful small-block’s unmistakable exhaust note echoing through the massive chrome side pipes.
Tyler’s Corvette is a car built to be driven hard. From the carefully chosen BluePrint powerplant to the modern suspension and braking systems, every decision reflects his desire to blend performance, reliability, and style. “I wanted something I could push at autocross but still drive on the street,” he explains. “This car gives me both.”
We asked Tyler if he would have done anything differently if he had a chance to do it all over again. A resounding “no” tells us he got this car right the first time.
ACP
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TECH CHECK
Owner: Tyler Murphy, Morgan Hill, California
Vehicle: 1965 Chevy Corvette
Engine
Type: BluePrint GM Compatible small-block
Displacement: 427 ci
Block: Cast iron
Compression Ratio: 10:1
Bore: 4.125 inches
Stroke: 4.00 inches
Builder: BluePrint Engines
Machine Work: BluePrint Engines
Rotating Assembly: BluePrint forged crankshaft, forged connecting rods, forged pistons
Camshaft: Hydraulic roller 0.577 lift, 240/248 duration, 112 LSA at 0.050
Cylinder Heads: BluePrint aluminum
Induction: Holley 4150, 850-cfm carburetor, Edelbrock Victor Jr. intake manifold
Exhaust: Doug’s 1 7/8-inch headers, Doug’s 4-inch side pipes
Valve Covers: Summit Racing
Air Cleaner: K&N
Accessory Drive: March
Ancillaries: DeWitts aluminum radiator, MSD wires
Output: 544 hp, 564 lb-ft of torque
Drivetrain
Transmission: TREMEC TKX five-speed
Assembly: Silver Sport Transmissions
Clutch: McLeod twin disc
Driveshaft: Factory
Rear Axle: GM factory IRS rearend, 3.36 gears, posi
Chassis
Front Suspension: Vansteel coilover system, QA1 double-adjustable shocks, Vansteel 700-pound springs, Borgeson steering box
Rear Suspension: QA1 double-adjustable shocks, Vansteel 360-pound springs
Brakes: Wilwood 14-inch rotors, six-piston calipers front, 14-inch rotors, four-piston calipers rear, Wilwood manual master cylinder, Wilwood proportioning valve
Wheels & Tires
Wheels: Forgeline GA3R 18×10 front, 18×11 rear
Tires: BFGoodrich g-Force Rival 275/35R18 front, 315/30R18 rear
Interior
Upholstery: Factory red
Seats: Factory red
Steering: Ididit column, VSW steering wheel
Shifter: Factory
Instrumentation: Factory
Wiring: American Autowire by Pat Murphy
HVAC: Vintage Air
Exterior
Bodywork: No End Customs (Morgan Hill, CA)
Paint: Matte white
Hood: Stinger
Grille: Stock
Bumpers: Stock
Body Mods: Flared fenders, relocated backup lights
