hen two heavy hitters in modern hot rodding combine forces to modify an iconic car, there’s no doubt that the outcome will be first-rate. Such is the case when MetalWorks Speed Shop and Roadster Shop’s combined talents focused on updating the chassis of a 1967 Pontiac Firebird.

Pontiac introduced the Firebird in 1967, five months after Chevrolet debuted the Camaro. Both cars were built on the F-body platform, meaning they shared the same semi-unitized style of construction. They did not use a separate frame; rather, the front framerails attached to the body with rubber bushings, and the rear suspension mounted to supports built into the floor.

From a marketing perspective, the Firebird was positioned as more upscale than the Camaro, showcasing a more luxurious interior and several extra standard features. The distinction was also apparent in their base six-cylinder engines. The Camaro featured the standard Chevy 230ci straight-six while the Firebird boasted a unique single-overhead cam six-cylinder engine with the same displacement. However, in terms of V-8 options, the Camaro outperformed the Firebird. Pontiac offered a 335hp 400-cid V-8, whereas the Camaro could be outfitted with a 375hp 396 (and of course, who could forget the Camaro Z28 302?).

1. This photo was taken when the finished roadster debuted at the 2025 Grand National Roadster Show, where it won the prestigious award for America’s Most Beautiful Roadster.

e have covered the construction of Ross Myers’ fenderless 1936 roadster, built at Rad Rides by Troy, in eight previous issues. The finished roadster debuted at the 2025 Grand National Roadster Show where it won the America’s Most Beautiful Roadster award. The car is stunning in every way, and this time we’ll take an in-depth look at the construction of the immaculately designed and fitted removable top.

Adam Banks hand built the body for this project with some help from other team members, and he also constructed the removable top. He completed the trim work for both the top and the interior of the car. There aren’t many people who excel at both metal and trim work, but Adam is one who does.

The top was framed with an aluminum plate and bar, and then an aluminum buck was created to guide the shaping of the sheetmetal skin. Great care was taken at each step to ensure the fabric fit perfectly, with no sags or wrinkles present, and special trim pieces were crafted to cover the raw edges of the headliner and top covering. Although the top is solid, it was designed to resemble a folding top, with gentle peaks simulating where the frame of a folding top would show through the fabric.

pgrading a classic muscle car isn’t unfamiliar territory to those who follow what we do here at Modern Rodding. In fact, it’s probably one of the most popular topics of conversation around the watercooler when discussing the various projects in and around the In The Garage Media Tech Center. Recently, we’ve been assisting our buddy Mike Hannah with his 1964 Pontiac GTO project. Hannah had already handled the basics: brakes, steering, suspension, carbs, and ignition, so the old goat was dialed in pretty well. However, it was in need of a new wiring harness, lights, brightwork, gauges, interior, and paint. Long story short, the mechanical side of the car was solid, but comfort and appearance were two areas where the GTO was woefully lacking.

To get Hannah’s Poncho up and running reliably, we first tackled the wiring requirements. While we were doing that job, however, we noticed that the original steering column had some internal issues related to the turn signal circuits and felt flat and worn out. Sloppy steering does not inspire confidence when it comes to driving a classic car, so we decided to not only replace the old steering column but to also enhance the level of comfort.

e’ve been following along as Colin and Tate Radford of Radford Auto Body resurrect a 1965 Mustang fastback. When they determined that the roof was beyond repair and needed to be replaced, they turned to Golden Star Classic Auto Parts for the sheetmetal and to The Eastwood Company for a lead-free body solder kit to ensure the installation would adhere to the same basic techniques Ford used so many years ago.

For decades, auto manufacturers used lead (actually a combination of lead and tin) to fill gaps in various body panels, such as the top of the Mustang where it joined the windshield posts and B-pillars. Although lead was easy to form, adhered well, and was flexible enough to resist cracking, it was also used by customizers, giving rise to the term “leadsled. “ Despite all the advantages lead offers, there is a significant concern: lead is toxic. However, for those who want the benefits of lead without any health risks, lead-free solder is now available from The Eastwood Company.

ur industry is filled with people who have left their mark, influenced our hobby, and contributed more than we can ever thank them. Angelo Giampetroni was one such friend. Having died this past June, we are all now down one friend, one hot rodder, and one individual who truly made a difference. Angelo will forever be remembered for dedicating his full effort to the “Ford in a Ford” movement that dominated hot rodding throughout the 1990s and into the new century.

Angelo’s wide range of experience covered all aspects of our hobby; he was a promoter, a builder, and a passionate enthusiast of drag racing and street rods. As a young kid, he developed his love for hot rods by working at Gratiot Auto Supply in Detroit. While there, he ended up with a Deuce five-window that served as both his daily driver and a 120-mph drag racer. He went on to build and sponsor vehicles like “Lil Billy,” a rear-engine 1920 T roadster that ran in the low 9 seconds at 168 mph. Next were “Aggravation,” a Hemi-powered dragster, and “Chevoom,” created with Maynard Rupp, both of which earned a Don Ridler Memorial Award.

In the 1980s, he took on a role for which many of us knew Angelo—he became the marketing director of Ford Motor Company’s Special Vehicle Operations (SVO). This division was known for its work with drag racers and street rodders. Besides building and sponsoring various hot rods and drag cars, his efforts earned him recognition within our industry. In 1971, he was voted onto the Car Craft magazine All-Star Drag Racing Team, and he enthusiastically participated in the Detroit Autorama Show for 50 years. He was heavily involved in SEMA, serving as an early member and on the SEMA Board of Directors from 1978-80. In 1993, he was inducted into the SEMA Hall of Fame.