1971 Ford Mustang
Bill Fowler, Corona Del Mar, CA

Bill has had a ton of Mustangs over the years, but his current one may be the all-around best. What's even more fun about that is that this Mustang is not only one of the oft-overlooked '71-73 body style, but a convertible to boot. Bill originally bought it back in 1999 because he wanted a drop-top Mustang that came equipped from the factory with a Lima series big-block, and that he could easily fit his large frame into. That essentially narrowed the field down to just a few options right off the bat. Bill always meant for the convertible to be a driver, and it is, but Bill's definition of a fun drop-top driver is quite different than most. Armed with a full 'cage and a 1,007hp big-block underhood, Bill has taken the Mustang on Hot Rod magazine's Drag Week four times, where he won the naturally aspirated big-block class in 2006 and runner-up in 2007. This isn't a one-trick pony, though; Bill intended for it to be a dual-purpose car from the beginning. By just bolting the big front antiroll bar back in and swapping in his road race front springs and readjusting the shocks, the Mustang becomes a surprisingly potent corner carver.

By The Numbers
Engine: 1,007hp 588ci 385-series Ford with Trick Flow A460 heads, .800 lift, 269/277 duration COMP cam, Scat crank and rods, 11:1 JE pistons, Trick Flow A460 intake, Accufab 2,200-cfm throttle body
Transmission: Lentech AOD, 5,400-stall Edge converter
Rearend: Strange 9-inch with Detroit TrueTrac differential and 3.89 gears
Suspension: Total Control Products strut front suspension and lower control arms with custom upper control arms in front. Calvert monoleaf springs and Cal-Tracs bars in the rear
Brakes: Baer 6S 6-piston calipers with 14-inch rotors (front and rear)
Steering: Total Control Products rack-and-pinion
Wheels & Tires: Borbet Type TD with Nitto NT01 tires

1968 Chevy Camaro
Brad Coomer, Huntingburg, IN

"I'm not going to go to a car show and sit in a lawn chair. It's not going to happen," Brad Coomer says. The only chair he'll be sitting in is the one behind the wheel of his gold '68 Camaro, and he'll be sawing at the wheel, threading cones. Brad began working for RideTech (then AirRide Technologies) in 2003, where his love for muscle machines went into high gear. When RideTech boss Bret Voelkel decided to sell one of the company's many cars, Brad stepped up and raised his hand high. Brad loved the light weight and maneuverability of the Camaro, and soon replaced the blown 327, stock suspension, and drum brakes with a built 383 from Gearhead Performance, some Wilwood binders, and a complete RideTech suspension package. When the first Goodguys autocross happened in Nashville in 2006, Brad was ready, willing, and able. Prior to that moment, Brad was just a country boy sliding it sideways on backroads-but now he had a mission. In 2008 when times got tough, Brad lost his job at RideTech, but he still remains an ardent fan of RideTech products. In fact, there's at least one of nearly everything the company makes on Brad's Camaro. So far, Brad has placed Second and Third in various autocross events including Goodguys, but his eye is on the First Place prize, which he says can only come with continued practice and staying on top of the technology. Brad tells us there's an LS motor on the floor of his garage that might make an interesting winter project.

By The Numbers
Engine: 383ci small-block Chevy, Edelbrock RPM cylinder heads, Edelbrock RPM intake, custom Lunati hydraulic roller cam, Holley 650-cfm double-pumper, MSD ignition
Transmission: Tremec T56 six-speed manual, Ram clutch, Ram aluminum flywheel
Rearend: Ford 9-inch, 4.11 gears, Eaton Positrack diff
Suspension: RideTech StrongArms (front), RideTech double-adjustable ShockWaves (front and rear), RideTech AirBar four link (rear), TigerCage, RideTech AirPod
Brakes: Wilwood 6-piston calipers with 14-inch rotors (front), 4-piston calipers with 14-inch rotors (rear)
Steering: DSE 12:1 steering box
Wheels & Tires: Intro Pentia wheels (18x8 18x9.5); BFG KDW (245/40R18 and 275/40R18)

1963 Ford Falcon
Don Lindfors, Orange, CA

Occasionally your next project arrives unannounced and unexpected. That's kind of how it happened for Don Lindfors with this '63 Falcon. Don had a '40 Ford pickup street rod that he was trying to sell when an interested potential buyer offered the Falcon up as a partial trade. The Falcon was a solid California car, and Don thought it looked like fun, so he accepted the deal. At first he had no idea what he was going to do with it; he just put a new top on it and started driving. He liked the car, so when Goodguys came to town, he decided to take it along for the ride. Once he was there, he discovered the autocross, and Don was transported back in time to his days of autocrossing a Sunbeam Tiger. On the spot, he decided the Flacon would make a good successor. We snapped a photo of Don cutting a corner at the Goodguys in Costa Mesa, California, while the Falcon was still very stock and on teeny 15-inch wheels with just Global West and Total Control suspension pieces. Don is currently in the process of modifying the rear wheelwell to fit 17x9 Torq-Thrust wheels with stickier rubber. Next on the list are vintage-style racing buckets and a four-point rollbar to get the Falcon ready for SCCA and open track events.

By The Numbers
Engine: 302ci small-block with Edelbrock Performer intake and 600-cfm carb
Transmission: T5 five-speed manual overdrive
Rearend: 8-inch Ford, limited-slip differential with 4.11 gears
Suspension: Global West control arms and lower strut rods up front with Koni shock, modified TCI triangulated four-bar in the rear with Koni shock
Brakes: Wilwood 11-inch disc brakes, stock drums in the rear
Steering: Unisteer rack-and-pinion
Wheels & Tires: 15x7 Cragar Pro Star wheels with 195/60R15 Ohatsu tires

1968 Plymouth Road Runner
Dan Weishaar, San Diego, CA

Out of all the cars in this roundup, this '68 Road Runner may be the hardest driven of all. Dan Weishaar and his '68 Road Runner seem to be at just about every event we attend anywhere on the West Coast, especially if there's driving involved. Goodguys autocrosses, America Streetcar Series events, the 341 Challenge, Mopars at the Strip-he's everywhere and wearing out tires like a madman. Even more impressive, Dan typically drives the 383-powered Road Runner to every event he attends, including the 1,500-mile road trip to Silver City, Nevada, for the 341. He's not afraid to run it hard when he gets there either; at the last Mopars at the Strip, for example, Dan made 356 runs through the autocross in three days. All that helped add up to 14,000 miles on the Road Runner in one year, and it's not even his daily driver. We've got some catching up to do. Why a '68 Road Runner? Well, because currently Dan's favorite car of all time, the '09 Viper ACR, is a bit out of reach, so his second favorite car of all time will have to do for now. Not such a bad compromise if you ask us.

By The Numbers
Engine: 383ci Chrysler big-block, 399 hp at the wheels, cold air intake
Transmission: A727 TorqueFlite with 3,800-stall Turbo Action converter
Rearend: Dana 60 with 3.55 gears
Suspension: Hotchkis TVS system (front and rear) with tubular control arms, adjustable strut rods, 1 3/8-inch front sway bar, adjustable 1-inch rear sway bar, leaf springs, subframe connectors
Brakes: Wilwood 6-piston calipers on 13-inch rotors (front), 4-piston calipers on 12-inch rotors (rear)
Steering: Stage 2 Firm Feel steering box, Hotchkis adjustable steering rods
Wheels & Tires: 17x9 Cragar D with 275/40R17 BFGoodrich KDW2

1964 Chevy Corvette
John Kundrot, Macedonia, OH

As a former Corvette restorer, one would expect that when John Kundrot ran across a basket case Tuxedo black '64 fuelie roadster at the Carlisle swap meet, the only thing on his mind would be bringing it back to its former glory. That's just not the case; John didn't want anything to do with original anymore. "They are what they are," John said, "they don't stop, they don't handle, they're just pretty cars." Over the past seven years John has endeavored to use his knowledge of all things Corvette to mix the best bits of various generations together to make his '64 an all-around performer. Starting with an SR3 chassis, John used a C5 front suspension and a C4 rear suspension to create the balanced handling he was looking for. The brakes are C5 and C4, front and rear respectively, and, of course, the engine is a modified LS1 from a C5 Vette. Often late-model wheels don't quite work on early cars due to the design differences, but we're surprised how perfect the C5 Z06 Vette wheels look on a midyear. Apparently John's formula is spot-on because the '64 flat-out works well. John not only autocrosses it regularly, he also does road course work and drag racing, typically driving to and from the events as well while clocking 28 mpg in comfort of cruise control, A/C, and XM radio.

By The Numbers
Engine: 410 rear-wheel horsepower LS1 with Dart Pro 1 heads, COMP cam, LS6 intake
Transmission: Tremec T56 Magnum six-speed manual
Rearend: Dana 44 with 3.42 gears
Suspension: SR3 chassis with C5 Corvette front suspension and QA1 coilovers, C4 Corvette rear with QA1 coilovers
Brakes: C5 Z06 front brakes with Wilwood rotors, C4 rear with Wilwood rotors
Steering: C4 Corvette rack-and-pinion
Wheels & Tires: '05 Corvette Z06 wheels with 265/40R17 and 275/40R18 Toyo Proxies

1968 Chevy Chevelle
Karl Stuber, Torrance, CA

Karl Stuber has always been the kind of guy who was good at taking apart things and putting them back together, but his awakening in the driver seat really didn't come until he worked for Dick Guldstrand in the late '80s. Riding shotgun with Guldstrand at Willow Springs and Riverside while developing the GS80 Corvette was the ignition source that turned into a full-blown fire when Karl began working as a suspension engineer at Edelbrock in 1995. The new gig would mean testing parts on test cars-and one of them would be his, he just needed to find one. Karl had owned a string of GM A-bodies over the years, but he really had his heart set on a low-frills '68 Chevelle. Karl picked up this '68 for $5,800 after seeing it at the Pomona swap meet in 2001. At the time, Terminal Island Dragway was in full swing, so Karl thought it made sense to do the drag thing-but then it closed down. Change of plans. The big-block and Turbo 400 were out, and a sensible 330hp small-block crate motor and five-speed manual were in. In the coming years, the '68 would receive-and brutalize-a series of Edelbrock suspension components (now sold by QA1). When Edebrock got out of the suspension biz, Karl kept at it, slowly upgrading from a mild street setup to a more hard-core dual street/track combo. Currently, Karl is running Global West upper and lower front control arms for standard-height spindles (he says they have better geometry than tall spindles), cut-down Guldstrand GT springs, and Bilstein shocks. At some point, Karl would like to replace his small-block crate motor with a supercharged LS2 and design a custom torque-arm rear suspension.

By The Numbers
Engine: 350ci small-block Chevy GM 330hp crate motor, Edelbrock RPM Air-Gap intake, Edelbrock (No. 1402) 600-cfm carb, COMP Cams Extreme Energy 268 hydraulic cam, Vortec (L31) cast-iron heads, 9.5:1 compression ratio
Transmission: Tremec five-speed TKO 600 manual transmission, Centerforce Dual Friction
Rearend: GM 12-bolt with 3.31 gears and Truetrac diff
Suspension: Edelbrock sway bar (front), cut-down Guldstrand GT springs, Bilstein shocks, Global West upper and lower control arms (front); Edelbrock control arms (rear), Suspension Techniques sway bar (rear), H&R third-gen F-body springs. [Ed note: Edelbrock components now sold by QA1]
Brakes: Baer T4 4-piston, 13-inch rotors (front); Baer Sport 2-piston, 13-inch rotors (rear)
Steering: Lee rebuilt quick-ratio '78 Trans Am box
Wheels & Tires: Team III Minilite 17x8.5 and 17x9.5; Kumho 255/45R17 and 285/40R17