1. We obtained this Proform Digital Variable Speed Fan Controller from Speedway Motors. Utilizing a Pulse Width Modulator (PWM) enhanced our cooling fan performance and regulated voltage draw.

Modern EFI systems are beyond my technical expertise; I recall thinking the push-button telephone was remarkable. Nevertheless, the EFI screen in the cockpit provides a wealth of helpful information. Back home in my driveway, I let the engine idle (650 rpm) in gear until it reaches the 180-degree “fan-on” temperature. The DeWitts fan kicks in, causing the engine to stall, but the screen indicated something significant. When the fan activated, the voltage to the EFI system dropped from 13.9 to 11.6 V. This made the EFI computer very unhappy, resulting in the engine shutting down. It restarted, but the EFI had to undergo a “learning process” to achieve a smooth idle again. So did the driver.

1. Our 1960 Dodge Dart station wagon developed a few electrical issues, which were sidelined for a while. That’s about to change.

Gettin’ Connected

By Ron Ceridono Photography by THE AUTHOR

f all the steps taken when updating a vintage vehicle, one of the most intimidating, yet often the most necessary, is updating the electrical system. The need may arise from the deterioration of the original system to the point that safety is compromised. Reliability can also be an issue, along with the inability to add electrical accessories that the vehicle was never equipped with. In our case, all these factors were true, and the solution was installing a complete wiring system from American Autowire.

In our case, the project car involved is a 1960 Dodge station wagon. Like many Mopars of the era, it does not have a conventional fuse block. Instead, circuit breakers and inline fuses are used. This makes adding electrical accessories, like air conditioning, problematic. The car also suffers from several electrical gremlins that need to be addressed. Sometimes the interior lights do not work, while at other times they come on for no reason. Additionally, an electrical drain developed that caused the battery to go dead. As a result, the wagon was parked with the battery disconnected for some time.

1. Tate Radford began repairing the tail end of the Mustang by cutting away the bulk of the left quarter-panel.

By Ron Ceridono Photography by Tate Radford

e’ve followed along as Colin and Tate Radford of Radford Auto resurrected a 1965 Ford Mustang fastback. So far, they have repaired the floor, radiator support, and passenger side front inner fender panel using Golden Star Classic Auto Parts components. This time, they focused on the rough left rear quarter-panel and the taillight panel, both of which resembled gunny sacks full of walnuts, giving them much-needed attention. Once again, we turned to Golden Star for replacement parts panels.

Golden Star offers replacement quarter-panels for 1964-66 Mustang coupes and convertibles. These panels extend from the B-pillar to the taillight panel and wrap over the top to the trunk lid opening. The coupe replacement panel connects to the top of the C-pillar. The third option is Golden Star’s 1964-66 quarter-panel skin, which also extends from the B-pillar to the taillight panel but only goes up to the body line at the top of the fender; this is the option used for the fastback.

1. This marks the beginning of the project—the finest example of a 1970 Chevelle that could be found.

By Ron Covell

oadster Shop has an outstanding reputation for building state-of-the-art chassis and complete cars. We’ll look at a recently completed project based on a 1970 Chevelle. While there are no major body modifications, the work on refining this car’s details is exceptional, as you’ll see. This time, we’ll focus on how the bumpers fit the body and the scratch-built taillights and flush-fitted marker lights.

In the days of chrome bumpers, car manufacturers actually designed bumpers to handle bumps, so a generous gap was left between the bumper and the body. Now that these cars are being lovingly updated, many people want these gaps tightened to achieve a sleek look. This means that more care must be taken when driving and parking these cars, but many owners believe that the svelte appearance they can achieve justifies the extra effort.

By John GilbertPhotography by THE AUTHOR

merica’s West Coast is steeped in time-honored traditions when it comes to custom car shows that trace their roots to the early postwar years. To celebrate May Day, not with a Hallmark card or a bouquet of roses, but with a road trip north, we jumped into our old GMC and left Orange County headed for the 74th Annual O’Reilly Auto Parts Sacramento Autorama. 

Arriving Thursday afternoon at the host hotel, Courtyard by Marriott Sacramento Cal Expo, was a good omen; this was going to be an amazing experience that materialized before we even checked in. No custom car show is complete without celebrity guests, and for 2025 it was CHiPs’ Larry Wilcox who played Jon and Erik Estrada who played “Ponch.” Outside the hotel lobby, Estrada walked up and asked us if we knew where he could smoke his cigar. Estrada said he had hoped to get a room with a balcony but there wasn’t one.

1. This 1971 Plymouth Duster is the foundation for the build, as illustrated after a thorough round of rust repair and panel replacement.

by Ron Covell

n most high-end project cars, the sheetmetal in the entire engine compartment is completely custom fabricated. This is sometimes necessary to accommodate a specific engine, but it also serves as a “statement piece” that allows the builder to showcase their design and fabrication skills. BBT Fabrications in Mahomet, Illinois, is building a 1971 Plymouth Duster project with a supercharged Chrysler Hellcat Hemi engine; in this article, you will see the unique approach they took in constructing the underhood panels for this car.

As with most projects at this level, one of the first steps is to remove the factory sheetmetal in the engine compartment then examine the space available for the new sheetmetal. Many components must either be built into the design or the design must be configured to provide sufficient room for their removal and reinstallation.

By Tom Vogele

n the late 1990s, Street Rodder magazine was thriving, pumping out 300-page issues like they were pamphlets. Street rodding and the supporting industry had expanded to incredible levels, and to honor our supportive advertisers we developed the Street Rodder Road Tour program in 1996. Street rods built entirely from aftermarket parts were constructed and driven to all annual events on the National Street Rod Association event schedule. In the first year, Darrell Mayabb designed a blue 1933 Ford three-window coupe with bold GT-style white stripes, which was driven to every NSRA event (25,000 miles to 11 events) by Jerry Dixey, attracting rodders nationwide to subscribe to Street Rodder for a chance to win the 1933. (Editor’s note: It was later purchased from the winner and is now owned by Lokar’s Skip and Debbie Walls.)

The following year, in 1997, Street Rodder celebrated its 25th anniversary, and we needed a Road Tour car for the occasion. The decision was made for Barry Lobeck and his team, who also built the ’33, to create a clone of our founder Tom McMullen’s iconic “McMullen Roadster” to celebrate our Golden Anniversary and endure the rigors of the 1997 Road Tour. Supercharger, quick-change, and topless Jerry all had another successful year, but we couldn’t give our anniversary car away. Cecil Taylor at Hercules Motor Cars agreed to build a 1933 Ford woodie to help promote our subscription program, and the McMullen clone returned to the Street Rodder offices in SoCal.