here is a new process for forming sheetmetal panels that we believe will soon gain traction in the specialty car market. This process, known as Digital Sheet Forming, utilizes a powerful computerized machine that presses a moving stylus against a sheet of metal backed by a urethane pad. The stylus starts by pushing against the outermost profile of the part and progressively moves inward with each pass, spiraling toward the center of the panel.

The digital file needed to operate the machine can be created using CAD software, or it’s possible to scan an existing part and either make an exact duplicate or modify the file as necessary for the specific application.

or at least one of Modern Rodding’s senior staff members (we won’t mention the editor by name) the memory of Ford introducing the Mustang fastback 61 years ago is vivid. Unfortunately, over the past six decades, many of those ponycars that were once the desire of many young enthusiasts have suffered from use and abuse. But thanks to Golden Star Classic Auto Parts, just about every piece of sheetmetal necessary to make any early Mustang as pristine as it once was is readily available.

As we’ve noted before, Mustangs were introduced in April 1964, initially as hardtops and convertibles, with the fastback appearing a few months later, in August that same year. While these early cars were often called 1964-1/2 models, Ford classified all 1964 and 1965 Mustangs as 1965 models, which is why when it comes to ordering parts, 1965 is usually the earliest year listed.

hen it comes to the vintage homologation specials for SCCA’s Trans Am racing series, the Mustang Boss 302 and Camaro Z/28 typically get all the attention—but Chrysler had its own dogs in the fight.

The Dodge Challenger T/A and Plymouth ’Cuda AAR were strong competitors on and off the track, with the street-going versions featuring a unique, Six-Barrel version of the 340 small-block—although the racing cars used destroked engines displacing 305 ci.

Significantly, the “T/A” engine was more than a 340 with a trio of two-barrel carbs. It was comprehensively engineered for high-rpm performance and featured a unique, strengthened block casting and unique cylinder heads with offset intake rocker arms that made room for larger intake runners.

uto Body Specialists in Manchester, New Hampshire, has a long history of beautifully crafted Pro Touring builds. The owner, Jay Doerfler, aims to make each project a bit nicer than the last. We will follow the build of Pat Floyd’s 1969 Camaro, which showcases remarkable detail work at every glance.

This time, we’ll focus on the exceptional work done on the core support and front wheelwells. While these may seem like simple components, the effort devoted to perfecting the shape, fit, and finish is truly unmatched—as you’ll see in the photos.

his is high on our list of indisputable facts: roadsters and phaetons look great without a top. Riding fully exposed to the elements can be enjoyable or torturous, depending on the conditions, and if your journey is long enough, you will undoubtedly experience hefty doses of both. Taking on that long-distance trip without a top is something almost every roadster owner does at least once. It’s a rite of passage, an initiation into the coveted “real roadster guy” club. Heck, some hardcore roadster and phaeton tours even prohibit tops.

While some hot rodders opt to go topless multiple times or don’t have a top at all, for others, it seems reasonable to seek shelter. If possible, the decision to have a top on your roadster or phaeton should be made early in the building process as structural considerations are best addressed prior to bodywork and paint. Possibly the biggest challenge is to make your hot rod look at least as good with a top on it as it does topless. We have seen many roadsters where the top enhances the hot rod’s overall look and attitude.

he death of Gene Winfield (June 16, 1927-March 4, 2025), a true icon in the world of hot rodding, marks a day of great significance. Gene embodied the spirit of hot rodding like no one else. While his heart belonged to custom cars, his passion for racing at the Dry Lakes and Bonneville was a strong second. For those who experienced Gene “after hours,” he had a deep love for dancing. He never turned down a good party and always enjoyed himself with his fellow hot rodders.

But beyond his remarkable contributions to automotive culture, Gene was a beloved friend. He had a unique way of connecting with everyone he encountered, always sharing a smile, offering a handshake, and forging new friendships at every event he attended. His life was filled with achievements and good deeds, but his friendship truly stood out to me. Talking with Gene felt like receiving a priceless gift—a living history that no book or article could ever express. He was sincere and approachable, a genuine extrovert who thrived on the camaraderie of fellow hot rodders. As a founding member and the first president of the Modesto Century Toppers Auto Club, his dedication to the community was evident.