1. Geof Jones of Hot Rods By Dean (HRBD) handled all the Detroit Speed (DSE) suspension setup for the 1971 Corvette, which includes the SpeedRay IFS and the DECAlink IRS.

By Barry Kluczyk Photography by Brian Brennan

et’s be honest, vintage Corvettes look much better than they drive. The C2 (1963-67) and C3 (1968-82) generations marked a huge improvement in handling, thanks to their independent rear suspensions, but they certainly weren’t perfect.

The transverse leaf springs in the rear suspension had their limits, and although the front suspensions were fine in their day, they’re now as outdated as the Yellow Pages and TV repair shops—with performance and comfort levels to match. Upgrades for the front and rear suspensions have been around for decades, but more recently Detroit Speed (DSE) has introduced coilover conversion systems.

By Kev Elliott
Photography by THE AUTHOR, Pete Chapouris III, Tony Thacker & the Veazie Bros.
Illustration by Eric Brockmeyer

wenty-seven years, that’s how long this roadster project took to complete. Considering it has had two owners and gone through three shops during that time, it has turned out remarkably close to its original design.

The project was initially started by SO-CAL Speed Shop, using one of the company’s prototype Step Boxed frames, for Bob Garibay as a clone of “Limefire.” The current owners, Scott and Gary Lorenzini, had Veazie Bros. Fabrication finish it, adding a few tweaks and their own ideas. Evin and Justin Veazie, both former employees of SO-CAL Speed Shop (now own Veazie Bros. Fabrication, located in one of SO-CAL’s former buildings), were the perfect choices to handle the build, as they knew exactly how a SO-CAL–style 1932 comes together, having built several.

The roadster debuted at the 2025 Grand National Roadster Show and even competed for the America’s Most Beautiful Roadster award. This elevated the build and detailing to the next level. Here’s how an almost three-decade-long project evolved into a street-driven hot rod that more than holds its own at indoor car shows.

1. With the wheels and tires mocked up at ride height, Colin Radford measured between them to determine the width of the new Rhoades Racing 9-inch rear axle housing from JEGS.

By Ron Ceridono Photography by Tate Radford

hen Colin and Sue Radford chose an early Ford Mustang fastback for their next project, they were ready to start with a car that was not perfect. While that’s a very kind way of describing the condition of the car they found, Colin saw its potential. Even though the body resembled a gunny sack full of walnuts, it needed a new floor, the engine and transmission were missing, the Radfords, along with their grandson, Tate, took on the challenge. It took many hours in the shop and a long list of replacement sheetmetal parts from Golden Star Classic Auto Parts to restore the body to excellent condition, and all-new front suspension parts from Classic Performance Products (CPP) to replace the worn-out originals. (Previous stories: https://bit.ly/4pVwHii, http://bit.ly/48PvToV, http://bit.ly/4nAVbvy, https://bit.ly/3KVt5g0.) The next step in reviving this old Pony was the installation of a new rear axle and suspension components from JEGS.

As part of future plans, which include installing a healthy FE Ford V-8 and a manual transmission, the decision was made to replace the original 8-inch rearend with a more robust option. After browsing through a JEGS catalog and exploring their website, Colin selected a 60-inch-wide, 9-inch Ford housing from Rhodes Race Cars. Found under JEGS PN 794-16-0001-60, these axle housings are made from mild steel and feature a 1/4-inch-thick 4130 steel face plate that mounts the centersection, along with heavy-walled 3-inch axle tubes. These housings are sold without axle ends, allowing the tubes to be cut to the desired length to achieve the required tread width.

Like many elements of automotive and industrial design, taillights initially served a purely functional purpose, with little regard for aesthetics. In the 1910s and 1920s, taillights were often simply stamped steel boxes that lit up when the vehicle stopped, alerting other drivers and helping to prevent rearend collisions. By the mid 1930s and 1940s, more attention was given to their appearance, and some of the sleek lenses and bezels, like the dagger-shaped 1941 Studebaker lights, are perfect for those seeking a bit of custom style. However, during this period, lights were mostly bolt-on components; they weren’t fully integrated into the car’s design, like the chrome-bezel units of the 1950s, which often required major quarter-panel modifications to install anything other than stock lights.

The drag racing action was hot during all three days of the event. The exhibition cars included wheelstanders, Pro Modified cars, and Junior Stockers, and ran twice daily to the delight of the fans. Mike Bilina is a showstopper in his wild 1956 Chevy gasser.

By Tommy Lee ByrdPhotography by THE AUTHOR

hen the dog days of summer roll around, you know the Tri-Five Nationals presented by CPP isn’t too far away. Always held on the second weekend in August, the event celebrated its 10th anniversary in 2025 with a vast gathering of Tri-Five Chevys. While heat and humidity are often part of the recipe for this outstanding event, you can always count on a big turnout and a level of excitement that is unrivaled in many national events. Beech Bend Raceway in Bowling Green, Kentucky, offers the perfect setting for this three-day show and easily houses more than 2,700 Tri-Fives on the property, with room to grow.

Each day of the event features a large car show with designated feature areas. Thursday’s feature area is for the American Tri-Five Association All Stars, composed of previous Top 25 winners chosen for spots in the American Tri-Five Association Hall of Fame. Another featured area includes a special parking zone for Tri-Fives equipped with Art Morrison Enterprises components, along with a 70th anniversary Nomad exhibit presented by CARS Inc. Friday’s special parking area serves as the show field for the Top 25. Here, owners wishing their cars be considered for the Lokar Top 25 awards park early in the morning; winners take part in a parade lap down the historic Beech Bend quarter-mile dragstrip to cap off the day’s festivities. On Saturday, the Lokar Top 25 cars are parked together, and their owners and builders vote among themselves to select the Lecarra Top 5 and ultimately the American Tri-Five Association Tri-Five of the Year.

By Brian Brennan & Dale Moreau Photography by Dale Moreau

e learned of Steve Frisbie’s death on October 18, 2025 (1947-2025). He had been battling a long-term illness; and while many of us knew that time was limited, you are never truly prepared for that moment. Our industry is losing its early and well-known rodders and builders. Though Steve of Steve’s Auto Restorations in Portland, Oregon, was a mainstay on the West Coast, his builds were recognized nationwide.

He and his shop’s craftsmen were equally at home working on vintage sheetmetal from the 1920s or 1930s as they were with traditional hot rod projects—and even the world of sports cars didn’t escape his eye and talent. Whether it was a beautiful car or truck from the past, Steve’s Auto Restorations was a great place to start—and finish.

When it was time to recognize Steve, it was a tough task to begin, given his long and storied history—where does one even start? That’s where longtime Modern Rodding friend and author of many features and shop stories, freelancer Dale Moreau, came to our aid. Dale had known Steve for many decades, and the two shared both a strong friendship and a great professional relationship. I can’t recall any of Steve’s builds that I featured in MR or Street Rodder that didn’t come through the lens of one of Dale’s Brownie or Instamatic cameras. (Just kidding.) Moreau always had the latest from Steve’s shop on film, and the photos were always “just right.” What better way to honor Steve than to have his longtime friend provide us with this month’s Parting Shot on his and our friend Steve Frisbie. Here are a couple of links to the most recent MR stories about Steve and his builds. (https://bit.ly/4hsYXoN, https://bit.ly/3J4TiZn)

—Brian Brennan, Editor, Modern Rodding