Photography By Ryan Foss & Brian Brennan

Videography By Ryan Foss Productions

emember the fuel-injected 5.0L Fox-body Mustang days from 1986-93? Of course you do; so you’ll recall that while the car struck a nerve with enthusiasts, what made it extra special was the attention paid by aftermarket performance manufacturers. Unlike generic items available for most engines, such as carburetors, headers, cams, and exhaust systems, companies produced cold-air kits, intake manifolds, camshafts, exhaust systems, and even forced-induction and nitrous kits specifically for the 5.0L engines and the LX and GT models.

Well folks, history is repeating itself as we see both new and old manufacturers jumping on the 7.3L Godzilla bandwagon. Today, it’s all about the engine (since the Godzilla doesn’t come in a passenger model), but that hasn’t stopped the development of high-performance parts.

While Ford’s latest Super Duty truck engine is available in the F-250-and-up trucks and not in cars, the powerhouse has proven to be an excellent option for high-performance swaps. We’ve seen Godzillas on the street, on drift tracks, off-road, and dragstrips, where racers have hit 6-second quarter-miles at nearly 200 mph!

olin and Sue Radford have been around performance cars since they were old enough to drive. From street rods with hopped-up flatheads to drag racing a small-block Chevy-powered 1936 Ford five-window coupe, up to and including setting a G/GMR record at Bonneville, the Radfords know about all aspects of performance—and that not only means knowing how to make cars go fast but how to make them stop quickly as well. A case in point is their latest project, a 1965 Mustang fastback that will be equipped with a built FE Ford V-8 and has already been equipped with four-wheel disc brakes from Classic Performance Products (CPP).

In the Mar. ’26 issue of Modern Rodding we covered replacing the factory drum brakes with CPP’s Big Brake Kit on both ends. Up front are Corvette-style aluminum calipers that have two 42mm pistons, in the rear are 45mm single-piston floating calipers with parking brakes. The single reservoir “fruit jar” master cylinder was swapped for a dual-diaphragm Midnite Series vacuum booster and dual chamber aluminum master cylinder. (The assembly includes a combination valve that has four functions—a proportioning valve, residual check valve, metering valve, and brake warning light switch.) With all the components installed the next task to tackle in the upgrade was to plumb the chassis to make it all work.

or 62 years, the SEMA Show has been the heart of the hot rodding community where the aftermarket charts its course, builders experiment with new ideas, and the industry determines the future. In a world mainly shaped by Chevrolet and Ford, Mopars have always been the scrappy outsiders, fewer in number but impossible to overlook. The 2025 SEMA show highlighted that contrast even more. An Australian-made ute, two radically reimagined Chargers, a junkyard‑rescued Warlock, a luxury‑themed Road Runner, and a reigning Battle of the Builders champion formed a five-car lineup that stood out for attitude, ingenuity, and unapologetic originality. These weren’t just Mopars on display, they were reminders that the brand’s best work often comes from the fringes, where creativity flourishes and conformity is left behind.

e previously reviewed several stages of fabrication on this outstanding 1971 Duster being built at BBT Fabrications. This time around, we’re stepping inside to see the interior—where thoughtful details come together to elevate a classic design.

One of the first priorities was controlling noise. Generous amounts of Boom Mat sound-deadening material were applied to the interior surfaces, helping keep the cabin quiet and comfortable and making the car much more enjoyable to drive.

The door panels are all new and made from sheet aluminum, which holds its shape far better over time than the composite panels often used in custom interiors. To keep the upholstery perfectly smooth, a special die was used to create small recesses in the panels so the spring clips sit flush and won’t telegraph through the finished surface.

he saying “Build a better mousetrap, and the world will beat a path to your door” is often attributed to poet and philosopher Ralph Waldo Emerson. While his original wording was more eloquent, the modern version still conveys the idea. The challenge is to find ways to improve existing products, and enhancing hot rod parts is exactly what Vintage Air achieved with the Front Runner accessory drive system.

Mounting engine-driven accessories in a hot rod has always been a challenge, both in size and strength. Getting components tightly packed against the engine to fit into a small engine bay was tough. Designing brackets that were sturdy enough to prevent vibration, look clean, and properly align all the pulleys was also difficult. All those issues disappeared when Vintage Air introduced the Front Runner, their smallest drive package ever, offering a better solution for these problems.

t some point, all of us have seen a General Motors concept vehicle, or maybe several of them. In the 1950s and 1960s they were common and often appeared at car shows or other high-profile public events. As I write this, it’s Barrett-Jackson auction time in Arizona, which made me think of one of my all-time favorite GM concept vehicles: the Motorama “Dream Car” 1954 Oldsmobile F-88.

Little more than 20 years ago, in 2005, I was at the Barrett-Jackson Auction and watched this very car go across the block. Because it shares a distinctive design heritage with the Corvette of that time, the car has always intrigued me. Unfortunately, Olds never put it into production. However, the F-88’s eye-catching design quickly led to its demise. GM executives feared the F-88 would eclipse the Corvette’s lackluster sales and ultimately canceled the Olds F-88 project. Oh, what could have been!