1960 Chevy Parkwood
John Dodson, Lake Dallas, TX

John Dodson says the patina paint is the most interesting part of his Parkwood, and that may be true considering the story behind it. John and his dad had traveled to an old junkyard to check out a '50 Woody wagon when they happened upon the Parkwood. The car was remarkably straight and damage free, just covered in surface rust. They both agreed the car didn't deserve to be there, so the Parkwood came home with them. Rather than a repaint, John de-rusted it with CLR, buffed the original paint, and then clearcoated over everything. We've seen it up close; it's a very unique balance between patina and well-cared-for paint. Originally, the wagon was just going to be a cruiser, but John is a gearhead and just can't leave anything slow. To move the Parkwood's heft, John opted for an LS2 swap, with a 76mm turbo added on just to make sure. At 12 pounds of boost he was constantly breaking things, so he dialed it back to around 8 psi. Still, that's been good for 7.35 at 94.6 in the eighth-mile. Since the Parkwood, John has become somewhat of a local expert at LS swaps, and has performed several more for friends and customers. We caught up with John and some of his other hot rodding experiments at the Fort Worth Goodguys last year, where he was hammering the Parkwood on the autocross!

By The Numbers
Engine: 580hp LS2, COMP Cams valvesprings and roller cam, 60-pound injectors, 76mm Master Pro turbo
Transmission: 4L60E four-speed automatic overdrive
Rearend: Moser 9-inch Ford with 3.50 gears
Suspension: Global West control arms up front with Slam Specialties airbags, custom control arms with Slam Specialties airbags in the rear
Brakes: CPP 12-inch discs in front, 10-inch Ford drums in the rear, Hydratech hydraboost sytem
Steering: GM 605 steering box
Wheels & Tires: American Racing Salt Flat Specials

1970 Pontiac LeMans
David Gibson, Euless, TX

When he was 16, David Gibson's first car was a '71 Monte Carlo. It was good for block-long burnouts, but was using far too much fuel, so he soon swapped it for a '70 Tempest. "I thought every car would burn rubber as long as you put your foot down," David told us. "I thought that car was junk because it would only burn rubber for half a block." Still, something about the Pontiac brand hit him the right way. A friend of David's had this '70 LeMans sitting around as a project that he intended to build with his dad. There was something about the car that really caught David's attention, and he told his buddy that if he ever wanted to part with it, he wanted it. Long story short, a few years later, David ended up getting an early Christmas present for himself in the shape of a new drop-top project car. The plan so far is to create a GTO judge clone, but David hasn't quite decided whether to put a GTO nose on it or stay with the original LeMans. One thing he does know for sure is that typically he never gets to finish a project before someone talks him out of it. This time, he's definitely going to finish it, and in the meantime he's going to play hard with it-and that includes regular autocross outings. So far, the bodywork is done, and it'll be headed in for a coat of GM Inferno Orange Metallic.

By The Numbers
Engine: '68 400ci Ram Air III Pontiac, Edelbrock intake and carb
Transmission: TH400 three-speed automatic with B&M shifter
Rearend: B-O-P 8.2-inch GM 10-bolt rear
Suspension: stock
Brakes: original discs and drums
Steering: AGR quick-ratio power steering
Wheels & Tires: 18- and 20-inch Coys C57 wheels with Sunni 235/40R18 and 275/40R20 tires

1972 Chevy Nova
Jon Rasmussen, Long Beach, CA

There are car guys, and then there are car guys who have the insatiable drive to go fast. Jon Rasmussen has always been the restless type; his childhood was filled with go-karts, BMX, off-road racing, and mountain bikes. To make things worse, his dad was an ASE master mechanic-so to say Jon fell into hot rods is a bit of an understatement. In his case, the interest was toward the Trans-Am cars of the late '60s and early '70s. Interpreted in today's lexicon, that means Pro Touring. Jon needed to go around corners hard, and as a GM fan, a Camaro would've been the obvious choice. But he wanted something a little different; a Nova would be less Trans-Am inspired, but have more of a "circle track modified" feel-close enough for him to Trans-Am, and with a distinctly different personality. When a friend offered a non-running '72 V-8 Nova for $3,000, he ran with it. The loose steering and saggy 40-year-old springs, however, weren't cutting it. Those went by the wayside for some stiffer Hotchkis springs and shocks. With some grippy tires, he started hitting autocross events everywhere. Then a chance meeting with fellow hot rodder Brett Campbell at an event in Oxnard, California, convinced Jon to entrust him with upping the ante even more. Soon, a modified front subframe and some lowering tricks to the rear suspension followed. Since those dirt-track-inspired mods have been made, Jon has hit several more events, including the Run to the Coast and some Goodguys autocrosses, but he still wants to improve. Next on the list is a locker rearend, a full 'cage, fender flares, and some interior work.

By The Numbers
Engine: 388ci small-block Chevy, 10.5:1 CR, Dart Iron Eagle cylinder heads, COMP Cams 268H hydraulic camshaft, COMP Cams 1.6 roller rocker arms, Edelbrock RPM Air-Gap intake, Holley 750-cfm double-pumper carb
Transmission: Turbo 350 three-speed automatic, 2,000-stall B&M converter
Rearend: stock 10-bolt 8.5-inch ring gear, 3.08 gears
Suspension: modified front subframe, relocated upper and lower control arms for extra track width and camber gain, Hotchkis cut front springs, KYB shocks, Addco 1 1/8-inch solid sway bar, Hotchkis drop leaf springs, lowering blocks, short shackles, lowered spring eyelets, KYB shocks (rear), Hotchkis sway bar (rear)
Brakes: C5 brake conversion (front), fourth-gen Camaro discs (rear)
Steering: rebuilt stock
Wheels & Tires: 17x10 Mustang Cobra R rims, Nitto NT555R 315/35R17 (prior wheels in photo are Vintage Wheel Works V40, 17x9 and 17x10)

1964 Chevy Chevelle
Debbie Farrington, Mooresville, IN

It's great when you finally get to that stage where you're ready to tear your project apart and get serious about the build, but what do you cruise with in the meantime? That's the quandary Debbie Farrington found herself in while in mid restoration of the family '66 Chevelle. Debbie and her husband, Tom, began searching around on eBay and spotted this '64 Chevelle wagon located down in Missouri. Debbie was a bit apprehensive about the purchase, but as soon as she saw it, she loved it. "I've always had a thing for wagons," Debbie told us. "You can pile the kids, dogs, and a cooler in the back and go out for the day." The wagon initially stayed pretty stock with a 327ci small-block and a swapped-in 200-R4; it carried the Farrington clan to many shows and events, but all that changed in a hurry when Debbie got it out on a Goodguys autocross course. After that, Debbie found herself hooked, and she wore the BFGs down to the cords running the wagon through the cones. Winning a new Holley HP EFI system last year at the Pro-Touring.com dinner was the last push Debbie needed; the wagon is now getting a new ZZ4 crate engine, RideTech suspension, and a T56 six-speed trans. "We see treasures in other people's junk, Debbie says. "The wagon was definitely one those finds."

By The Numbers
Engine: Chevrolet Performance ZZ4 350ci small-block crate motor,Holley HP EFI
Transmission: Tremec T56 six-speed manual
Rearend: GM 12-bolt, Moser axles
Suspension: RideTech coilover front suspension with L&H custom spindles, RideTech coilvers, custom rear triangulated four-link
Brakes: C5 Corvette front brakes
Steering: stock, manual gearbox
Wheels & Tires: 17x8 steel Rallys with 205/50R17 and 235/50R17 BFGoodrich KDW tires

1970 Dodge Challenger
Dale Blackburn, Laguna Niguel, CA

Remember the days when muscle cars weren't worth much? Dale Blackburn does; he's had his '70 Challenger since 1973 when he picked it up with a blown engine for $1,200-tax, tags, and title included. Originally he just wanted the 318-powered Challenger as a daily driver replacement for his gas-swilling '69 Road Runner with a 383 and 3.91 gears. It worked surprisingly well. With 2.87 gears, the rebuilt 318 delivered a bit over 20 mpg. Through the '70s, values kept dropping on muscle cars, but rather than sell it when he was ready to change daily drivers, Dale just parked it in a family member's garage. The Challenger sat for many years until one day a friend of Dale's informed him that the value on Mopar muscle was skyrocketing, and he should bring the Challenger back out rather than let it waste away. Dale agreed, but rather than fix it up to sell, he decided to fix it up to enjoy. Whereas in years past it was just an old car, "now every time I take it out I get offers," Dale says. This Challenger is staying put though. "If I sold it, I could never afford to replace it," Dale explained. Plus, he's having too much fun driving it on autocross courses. The plan is to keep the Challenger as Mopar as possible and take cues from Trans-Am racers for better handling, though a larger set of wheels and tires and a Gear Vendors overdrive may be on the horizon..

By The Numbers
Engine: 340ci small-block with Isky cam and 202 heads, Edelbrock Torker intake, 600-cfm Edelbrock carb
Transmission: TorqueFlite 904 three-speed automatic
Rearend: 83/4 Mopar with 3.55 gears
Suspension: stock torsion bar front, stock leaves in the rear
Brakes: original discs and 11-inch Hemi-spec rear drums
Steering: stock
Wheels & Tires: 15x8 and 15x8.5 Minilites wheels with 245/50R15 and 265/50R15 Dunlop SP8000 tires

1968 Chevy Camaro Convertible
David Forry, Manheim, PA

Before you start making judgments about a guy running a 155hp inline-six and a Powerglide in an autocross car, just ask yourself two questions: Do you autocross? And, are you good at it? David Forry isn't afraid to bash his cherry '68 Camaro convertible, and it's relatively fast too, running within 2 or 3 seconds of the top V-8 cars. The secret to the '68's success, David says, is its light weight and excellent front/rear balance. As for the two-speed Powerglide, David says, "In an autocross, you only need one gear." And if it's the right gear-"Low" in this Camaro's case-it's going to get the job done. The decision to go with the bent six, however, wasn't part of a grand plan. David owns a total of three first-gen Camaros (this one plus two V-8 '69 hardtops), and when he heard about the Goodguys autocross, he knew he wanted to jump in. The sixer was the only one ready to drive, so it got the nod. David's eagerness to autocross was the result of getting a taste of it some 30 years prior, when he would take his Camaro twice a year to the Corvette club meets. "I was really lousy at it, but I loved it anyway," David says. Back then, Herb Adams was the Camaro suspension guru, and David bought a bunch of sway bars from Herb. They never ended up on any of David's Camaros-until 2009 when we decided to hit his first Goodguys autocross at Pocono. David's list of mods is pretty thin, citing the Herb Adams sway bars, DSE control arms, and Baer brakes as his biggest upgrades. As for chassis twist on an unreinforced convertible? David laughs and says, "If you lay your arm on the doorjamb while autocrossing, the gap will get so big it will pinch your skin." And he has the GoPro footage to prove it! It's no biggie-David is building an LS-powered '69 that will take on autocross duties when it's done.

By The Numbers
Engine: 250ci Chevy inline-six, bone-stock 155 hp from the factory
Transmission: stock Powerglide two-speed automatic, stock converter
Rearend: stock 10-bolt with 2.73 gears
Suspension: DSE upper and lower front control arms, Herb Adams sway bars (front and rear), factory monoleaf spring rear suspension, QA1 single-adjustable shocks
Brakes: Baer Track 4 system with 13-inch rotors (front and rear)
Steering: DSE fast-ratio steering box
Wheels & Tires: Boss Motorsports wheels (17x8), Dunlop Direzza ZI (245/40R17)