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1958 Corvette

David Semel Saylorsburg, PA

“I always knew someday I wanted to own a Corvette,” David Semel says. From his earliest memories there was just something about the intrinsic styling DNA that runs through the Vette lineage that pulled him away from other cars. For many years though, he just couldn’t get himself to commit to a generation; C1, C2, C3, C4, C5, C6—there’s just plenty to like about all of them. The early Vettes sure are beautiful, but the late models are fast and handle precisely. What to choose? Then one day at the Corvettes at Carlisle show he ran across a modified C1 with a new frame, C4 suspension, and modern engine, and knew he’d found exactly what he needed. It was timeless styling paired with the technology evolutions of the later Corvettes. Working with Southern Street Rods and Corvettes (SSRC) in Fort Pierce, Florida, a donor C5 Vette was purchased for the suspension and paired with a custom frame built by SSRC. The LS1 was sold in favor of an LS2. As for the body, SSRC procured a severely neglected ’58 that sat in a field in Alabama for 20 years. The chassis was completely ruined, but the body was savable. It took two years of hard work by Norm Church and Johnny Cano at SSRC, but the new creation dubbed ’58 Redux is the perfect custom Corvette blend that makes David feel like he got exactly what he always wanted.

1994 Mustang GT

Wade Labofish Annapolis, MD

Just because it’s your daily beater doesn’t mean that you can’t have fun with it. Wade Labofish’s ’94 Mustang currently serves as his A to B, “gotta get me there” ride, but he’s still formulating his list of parts to make it as enjoyable as possible. We dig that kind of hot rodding, because it causes your whole focus to shift and moderate itself somewhat. Rather than looking for the highest horsepower or most aggressive parts on the market, daily driver hot rodding becomes more about creating something that’s refined and responsible, but still a thrill to drive. Chassis-wise, Wade wants to throw most of the Maximum Motorsports catalog at it to get it faster on freeway on-ramps and through the curves of Summit Point Raceway, while keeping the spring rates livable, of course. Underhood the dependable 5.0 is still performing reliably with over 150K on the clock, but it may not be there too much longer. Wade’s putting his pennies aside with an eye toward a Coyote 5.0 swap that’ll give him an easy 412 hp, new reliability, and good mileage.