Hemmings

It’s not often that your first love lasts a lifetime, but the relationship between Ken Peters and his 1969 Ford Mustang is at 45 years and counting. Ken grew up during a time when muscle cars and pony cars were cheap. Fuel efficiency was all the rage during the late 1970s, so the gas guzzlers of the muscle car era popped up at used car dealerships with low price tags. Insurance premiums for high-performance cars and young drivers continued to rise, causing parents to shy away from introducing their children to the joys of a factory hot rod. Ken Peters was a lucky one — his dad spotted a clean, 37,000-mile Mustang at the local used car lot on his way to work. He and Ken met at the dealership after school, and they ultimately purchased the car for $1,100.

The date was May 15, 1978. It was just a regular Monday for most people, but it was a special day for Ken. His 16^th birthday was approaching, and he just snagged a deal on a slick Mustang. The SportsRoof body made it look fast, even when it was sitting still. The car had some custom touches, including mag wheels and fat Goodyear Polyglas GT tires, and custom stripes that accentuated the body lines, calling attention to the quarter-panel scoops. It was a dream car for a high-school kid, and it lit a fire inside of Ken that still burns to this day.

Smithson Speed and Engineering worked out many of the details on the build, including repairing and preserving the 30-year-old black paint. RideTech suspension brings the ride height down a few inches, while the Magnum 500-styled American Racing wheels offer modern sizing with a vintage look. Photo: Tommy Lee Byrd

The Mustang remained unchanged for many years, which offered a nostalgic feeling, but the car was aging quickly. A complete restoration took place in 1993, going back to a more stock appearance with Magnum 500 wheels and an all-black paint job. Ken was happy with the fresh look, but as time wore on, age started creeping up on the restoration as well. While the car was still functional, Ken yearned for a more practical and fun combination, so he sent the car to a nearby shop, Smithson Speed and Engineering in Murfreesboro, Tennessee. Owner and operator Ben Smithson has been around hot rods and muscle cars his entire life, but the truth of the matter was that Ken has owned this Mustang longer than Ben has been alive. The age gap wasn’t an obstacle, as Ken trusted the judgment of the young hot-rodder to take his beloved Mustang and bring some excitement back into the relationship.

Smithson Speed and Engineering made a substantial parts list when the project started in May of 2022, with an understanding that it wouldn’t be a matter of simply bolting new parts in place of the old ones. While the car was apart, it received a tremendous amount of detail work in the engine bay and undercarriage, which makes this car look like a fresh build. The reality is that most of the paint on this car dates to the 1993 restoration. Ben and crew repaired a few paint imperfections and underlying rust issues, and ultimately re-sprayed the doors, roof and quarter panels with fresh clear coat to seal the repairs. From there, it was the daunting task of color sanding the fresh clear and the old clear, and then buffing the finishes until it all looked like it came out of the same paint bucket. The result is a mirror-like black finish. Upgraded lighting comes by way of Holley Retrobright LED headlights and Glass Guy Chicago handled the installation of the windshield and back glass.

The Windsor-based engine features a 4-inch bore and stroke, bringing it to 408 cubic inches. Blueprint Engines built the engine with aluminum heads and a hydraulic roller camshaft, while Smithson Speed and engineering added a Holley Sniper EFI system and backed it all up with a 4R70W overdrive transmission.Photo: Tommy Lee Byrd

“One of the hardest parts of the build was determining the wheel and tire size to go with the new stance, but I think we nailed it,” Ken says. “I love how it looks.” Stance can make or break a restomod build, and that’s where Ben’s experience came into play to dial in the proper ride height, using a complete suspension system from Ridetech. The front-suspension system included tubular control arms, adjustable coilovers and an anti-sway bar. Ben also installed Borgeson steering components to make the car react more quickly.

Out back, Ken’s Mustang features a 9-inch rear end from Speedway Motors, which is packed with 3.70:1 gears, Speedway axles and a limited slip differential. In place of the leaf springs is a four-link rear suspension system from Ridetech. This includes custom brackets, link bars and adjustable coilovers, allowing the ride height to be adjusted to Ken’s liking. In addition to the new handling characteristics, Ken has intense stopping power from Wilwood disc brakes on all four corners. With 13-inch rotors and a combination of six-piston front calipers and four-piston rear calipers, the new setup is a huge upgrade for drivability. The system is fed by a Wilwood Compact Tandem master cylinder and all new brake lines to complete the package.

Although the interior looks mostly stock, there are some hidden tricks, including Vintage Air heat and A/C, a custom stereo system and a Painless wiring harness to power it all. The upholstery was refurbished during the 1993 restoration and still looks great, so Ken kept it as is.Photo: Tommy Lee Byrd

Rolling stock is a big part of any custom build, and the combination on Ken’s Mustang is the perfect representation of a restomod build theme. The wheels are American Racing VN500 — an upsized version of the famous Magnum 500 wheels from yesteryear. The aluminum wheels have a polished finish with black details, and they’re sized at 17×7 inches up front and 17×9 inches in the rear, wrapped in Michelin rubber, sized at 225/45R17 and 275/40R17 respectively.

The horsepower department also received a big upgrade, by way of a BluePrint Engines stroker small block. The Windsor-based engine now comes in at 408 cu.in., thanks to a 4-inch stroker crankshaft. Forged I-beam connecting rods and forged pistons add durability, and a 9.8:1 compression ratio ensures that it will perform well on today’s pump gasoline. BluePrint aluminum cylinder heads feature 2.02- and 1.60-inch valves, and 190-cc intake runners to flow plenty of air. The hydraulic roller camshaft is ground on a 114-degree lobe separation angle and features .579-inch lift and a split duration of 236/248 degrees, measured at .050-inch lift.

New Vintage USA “67 Series” gauges provide information while keeping a vintage look.Photo: Tommy Lee Byrd

Up top is a Holley Sniper EFI system, fed by an in-tank fuel pump, while Holley Hyperspark ignition lights the fire. A set of Doug’s headers lead into a custom 2.5-inch stainless exhaust system, built by Smithson Speed and Engineering. The TIG-welded mandrel bent pipes feature an X-pipe and Magnaflow mufflers for a crisp exhaust note. Additional engine upgrades include a Vintage Air Front Runner serpentine accessory system and an aluminum radiator with dual electric fans from U.S. Radiator. While the engine was out, Smithson Speed and Engineering stripped the engine bay down to the metal and gave it a fresh coat of paint. Behind the 450-horse crate engine is a 4R70W overdrive automatic transmission from East Side Performance in Cookeville, Tennessee.

Although it looks like a stock 1969 Mustang inside, many hours were spent installing creature comforts, including a Vintage Air Surefit A/C and heat system, Dakota Digital cruise control, and a stereo system that consists of a Custom Autosound retro-look head unit with JL Audio amplifier, speakers and subwoofer. New Vintage USA gauges look great in the stock dash, and Smithson Speed and Engineering rewired the entire car with a Painless harness.

Photo: Tommy Lee Byrd

After a year of being combed through from front to back, this car has made its way back on the road. The black Mustang made its debut at the 2023 Goodguys Nashville Nationals, where it was awarded the Ford Muscle Pick. Although Ken didn’t build this car with the sole purpose of winning trophies at car shows, it was certainly a nice surprise on its first outing. Ken and his wife, Nish, plan to take the car on long trips to car shows and cross-country sightseeing. Now that it’s equipped with many modern details, it’s ready to keep the long-term relationship going for many years to come.

Ford recently introduced the bonkers Mustang GTD, a $300,000 street-legal race car with an 800-horsepower supercharged V8, aerodynamic aids that are illegal in the series it will compete in and a completely redone chassis designed to give it the best lap times possible. This new super pony car is not the first time Ford has built a street-legal, track-focused Mustang.

In 1995, the blue oval gang introduced a limited-edition Mustang that required buyers to possess some type of racing license (road racing or drag racing—holding either got your hot Mustang ticket punched). Currently listed on Hemmings Auctions, this 1995 Ford Mustang SVT Cobra R was one of just 250 of these special Mustangs cooked up by the company’s Special Vehicle Team.

Ford introduced an all-new Mustang in 1994, the first major refresh since the 1979 debut of the Fox-body models. Based on the SN95 platform (a.k.a. Fox-4 for its evolution from the Fox platform), the new Mustang offered not only a 215-hp GT variant, but also a Cobra option, powered by the same 240-hp 5.0-liter V8 found in the ’93 Mustang Cobra. The gang at SVT decided that the new platform deserved a top-dog model that would prove the Mustang’s worth at the track.

Enter the Mustang SVT Cobra R for 1995. Based on the standard Cobra, the R ditched the 5.0 for an even more performance-oriented version of the 5.8-liter (351-cu.in.) Windsor V8 found in the contemporary Lightning pickup. Compression was bumped from 8.8:1 to over 9.1:1. A more aggressive camshaft and freer-breathing air-meter body boosted output from 240 horsepower and 325 lb-ft of torque in SVT’s truck to 300 horsepower and 365 lb-ft of torque, both figures representing the highest output small-block Mustang up to that point. The racier Cobra R achieved those power and torque figures at several hundred rpm higher than in the Lightning, a perfectly acceptable trade off in a car destined for track duty.

The Cobra R suspension was based on the standard Mustang and Cobra setup, but with specifications for better lap times, comfort be damned. Higher rate springs and adjustable Koni shocks were fitted, as was a fatter front anti-roll bar. A strut brace connecting the top of the front struts in the engine bay was added to stiffen the unibody structure. Brakes from the standard Cobra were deemed sufficient with 13-inch rotors up front and 11.65-inch rotors in the rear. Unique to the Cobra R were a set of 17-inch alloy wheels.

There were other modifications, such as the use of an exclusive fiberglass hood with a massive center bulge to clear the physically larger engine. A 20-gallon fuel tank (30% larger than the standard GT’s tank) was included as a consideration for the thirstiness of the larger-capacity V8 at the track. A beefier Tremec five-speed was used in place of the standard BorgWarner gearbox and the rear axle final-drive gearing was shorter at 3.27:1 in place of 3.08 gears.

A larger radiator was also installed in the engine bay, as were airbags for the driver and passenger given the car’s street-legal status, but lots of other bits were removed for weight reduction, including the rear seat, radio, air conditioning, power windows, power locks, power mirrors, the sound insulation and even the fog lamps, whose absence allowed for the ducting of cool air to the brakes. All 250 Cobra Rs produced were coupes finished in Crystal White. Inside, the interior was a bit jarring with the Saddle (tan) interior treatment, including big sections of the door interiors, the dashboard, the carpet and other trim all punctuated with black fabric seats.

Faster acceleration and faster lap times were both achieved with the Cobra R. Road tests of the day praised the overall fatter torque curve of the 5.8/351 V8 and the confidence that the suspension, brakes and tires all delivered. But despite Ford’s efforts to ensure that all the Cobra Rs produced would end up in the hands of racers who would put the cars through their paces as the engineers had intended, plenty of them did end up parked as collector cars.

All 250 cars were spoken for within five days of its January 2, 1995 on sale date. In the time before internet sales of such limited vehicles were measured in minutes or hours, the Cobra R was an instant success. The Cobra R carried a $37,099 sticker price from Ford, which included the regular SVT Cobra’s “standard vehicle price” of $21,300 plus $13,699 for the “R Competition Option” and a stout $2,100 gas guzzler tax.

Seemingly immediately, the speculators were out in full force, offering the limited-production high-performance cars at a significant premium over Ford’s already beefed-up price. Over the years, plenty of other Mustangs have bested the ’95 Cobra R in performance and power, but the appeal of this track-focused car with the last of the high-performance pushrod V8s is undeniable.

This 1995 Cobra R was apparently traded in by its original owner after just 300 miles due to the lack of air conditioning. From there, it was acquired by the seller’s brother and later the seller himself. With less than 5,700 miles showing on the odometer at the time of its listing, it remains a very low mileage example.

The seller shares that it has been used at a few track days at Watkins Glen International raceway in upstate New York. Modifications from stock include the installation of Recaro seats (a definite must from the stock Mustang chairs for track use), Simpson five-point harnesses, Baer brakes, a BBK exhaust and a different anti-roll bar. According to the seller, the car otherwise remains in stock condition.

At the very least, this track-focused Mustang did get used at the track. Fortunately, if you fancy yourself behind the wheel of this very limited production, high-performance Mustang with one of Ford’s most powerful small-block pushrod V8s, you no longer need a license. Head on over to Hemmings Auctions to find more detail on this 1995 Ford Mustang SVT Cobra C.

Grand Marquis Plug Wires

I have been calling Ford dealerships to try to track down a set of original Motorcraft spark plug wires that fit my 1984 Mercury Grand Marquis LS with the 302 V-8 engine. I would like to use the factory wires, but the only information I have discovered so far is that the wires are different depending on whether my Mercury has EEC IV or not. Can you offer any help with what EEC IV is and if I have it in this car? I still need to locate the correct wires, based on the answer to this question. Tune-up time is approaching quickly.

– Ronald Nemeth, via email

The EEC IV or thick-film ignition system can easily be identified by looking at your distributor. The electronic control module for this system is made of blue or gray plastic and is bolted to the front of the distributor. A harness with four wires in it attaches from this module to the coil and Powertrain Control Module. Your vehicle, based on your VIN, would not have used EEC IV unless someone added it after purchase. Your original Ford wires should be # E8PZ-12259F and the Motorcraft number is WR-3946C. There is only one set with the original Ford part number available from a dealer in Texas listed below. The Motorcraft set is available online from Summit Racing or Rock Auto. Both O’Reilly’s and Auto Zone stores in your area should be able to order them for you as well using that same Motorcraft part number.

• North Park Lincoln Mercury – 210-341-8841 extension 261
• Summit Racing – 800-230-3030, summitracing.com
• Rock Auto – rockauto.com

1952 Ford Customline Trim Pieces

I am in the process of restoring a 1952 Ford Customline, and I am having trouble locating the parking lamp lenses and headlamp rings. All the catalogs I’ve looked at list 1949, 1950, 1951, 1953, etc. But they don’t have 1952. Any idea where I can locate these parts?

– Larry Buckley, via Hemmings.com

The 1952 lenses were specific to that year and were clear with three spokes around the perimeter. They were sunk into the fender at the ends of the grille bar. They are available from Concurs Auto Parts or Early Ford Store of California as part# FAA-13208. The mounting gasket is also listed as FAA-13211A. Concours has the headlamp retaining rings as part# 13015, which fits 1949-’57 passenger cars.

• Concours Parts & Accessories – 800-722-0009, concoursparts.com
• Early Ford Store of California – 909-305-1955, earlyfordstore.com

El Camino Vapor Canister

I’m looking for a vapor canister for a 1987 Chevrolet El Camino with a V-8 engine. I believe the original GM part number was 17075849. Thanks in advance for any help you can provide.

– Phil White, via email

The GM number you provided is a supersession of the number 17075824, which was discontinued in 1987. But guess what? That number was also superseded in 1993 by 17064622, which was the number used in earlier years for the 5-liter engine. We were able to locate the number you requested from a GM supplier, Craig Motors in California. They also showed one of the other superseded numbers, but we suspect they have just the one with both part numbers referenced. Delco sold the same 17064622 5-liter unit as number 215-22, which is available from Hall Chevrolet in Virginia.

• Craig Motors – 800-224-8111
• Hall Chevrolet of Chesapeake – 757-233-8120

Camaro V-6 Exhaust Y-Pipe

I own a 1991 Camaro RS with a 3.1 V-6 automatic, and I’m looking for new exhaust manifold Y-pipe. My local parts store doesn’t list one for a 3.1 V-6 and doesn’t clarify if the one listed for the earlier 2.8-liter will fit this car. The other one shown is for a 4.3 V-6 with a manual transmission. How much difference is there between a 4.3 and a 3.1? Love your column, it’s a great addition to Hemmings.

– Rick Anderson, via hemmings.com

The exhaust components for the 4.3-liter V-6 tend to be more like those used on the V-8s rather than the 2.8 or 3.1 V-6s. We did find that Walker produced the pipe you need, and it fit both the 1985-’89 Camaro/Firebird 2.8 as well as the 1990-’92 3.1 F-bodies. Their part number was 40442, but it has been discontinued. The exhaust donut gaskets for the 2.8 were sintered metal whereas the 3.1 gaskets were GraFoil, but the exhaust pipe is the same unit. AP Exhaust made an equivalent pipe, listed as part number 94925; however, we were unable to locate one. We suggest you contact Trans Am Creations USA and ask them to check if a good used unit is available. Hemmings advertiser Martin Johnson may also be of assistance; while his main focus is pre-1979, he may have the bend patterns for the Walker or AP number to replicate it.

• Trans Am Creations USA – 256-463-7463, tacreationsusa.com
• Martin Johnson Vintage Exhaust – 231-723-5343, martinjohnsonvintageexhaust.com

Just a couple of weeks ago, RM Sotheby’s sold a crashed, burned and seemingly left for scrap 1954 Ferrari 500 Mondial Spider for an astounding $1,875,000.

What remained of the original body was crumbled and cracking. Corrosion was evident on the frame and bulkheads. There were no doors. The original 2.0-liter four-cylinder engine was long gone, having been replaced by an American V-8 at some point after the car was imported in the late 1950s. There was literally no interior—no seats, no floors, no steering column, no gauges and no controls of any kind. The car could have been considered a “shell” in the vaguest of terms, and certainly not a rolling one as it lacked wheels or even axles.

The 500 Mondial was part of “The Lost & Found Collection” of 20 “barn-find” Ferraris. The Italian sports cars had been part of a collection in a Florida warehouse that partially collapsed in a hurricane in 2004, when the cars were then moved to Indianapolis. Virtually untouched since, the collection was auctioned in Monterey.

On a positive note, the numbers-matching gearbox was included, as was a larger 3.0-liter four-cylinder engine. Perhaps most notably, and likely the reason why the car commanded such a high price, the original chassis plate that bears serial number 0404 MD was intact.

With its verified chassis plate, this car can be restored. Even Ferrari can do it via its Classiche department, which has the expertise to bring this car back to its original condition. A fair number of people have suggested that any restoration should be done in Maranello, as it would give credence to the car’s provenance.

While that provenance seems solid enough, the originality of the car does not go much beyond its frame, gearbox and chassis plate. That wrinkled, crumpled and all but destroyed body? Well, it’s not original. As the second 500 Mondial Spider produced, 0404 MD featured bodywork from Pinin Farina. Not long after it finished 14th in the 1954 Mille Miglia, the car was rebodied with the Scaglietti design that later 500 Mondials carried.

Given the quality of its workshops, I would expect a restoration of this 500 Mondial by Ferrari itself to be the pinnacle of such a redo. But would it be “real?”

How often have you seen an ad for a junked car — perhaps a car that was at one time rare and desirable — and the comments among car guys turn to the VIN plate or body tag, as if this one small piece of stamped metal can somehow add provenance to an otherwise complete car missing that tag? While the legality of such a swap is certainly questionable, the car itself can hardly be considered the real deal. Would you want to own a Dodge Super Bee A12 that had been a standard issue Coronet in a past life? What if Chrysler itself recreated the car the same way with that original tag?
Many years back, at a particularly swanky car show, a fellow pulled in driving an open Bugatti that seemed unusual. A nearby observer clued me in. The story goes that, over the years, the original car’s body had been separated from the chassis, with each major section ending up in separate hands. Since all of those components had some sort of legitimacy as a real Bugatti, each portion was somehow able to become a “legitimate” Bugatti, with the missing parts sourced or fabricated as needed. Was the story true? Had one Bugatti spawned two? It remains a possibility.
There are other stories in the old-car world, including the trope among some Jaguar collectors regarding the original Jaguar SS 100 3.5-liter: Of the roughly 120 made, some 200 survive, attesting to some enterprising builders who have likely converted SS 1 or SS 90 models to the more coveted SS 100.

There is no doubt that, following a multi-million-dollar, ground-up restoration, this car will certainly command the estimated $4 to $5.5 million that finished examples go for today, and it will have a great story to go along with it. Financially, it may even make a sound investment, but it certainly stretches the boundaries of the idea of a true vintage car.

Yes, you are seeing correctly: at least two small vehicles are living in Paul Smith’s living room (note that comfy armchair at center left). Yes, the rest of his first floor is similarly decorated, including kitchen and bathroom (where a flathead V8’s cylinder head serves as toilet-tank lid). Yes, the full-sized vehicles live just outside, including each of the record-setting AHRA and NHRA Stockers and Super Stockers that Paul raced from 1964 to 1979. Yes, this is one nice, eligible bachelor whose lady friends never suggest moving in.

How does your man or woman cave compare?

Date: June 2016

Location: Home of Paul Smith, Eugene, Oregon

Source: Wallace Family Archive

Sports and Exotic episode 2 presented by Gullwing Motor Cars pits the fury and venom of Dodge’s infamous Viper against the narrow winding roads of North Wales–in the rain! Will the mighty V10-powered roadster take to the challenge, or will its grunt, and width prove too harrowing? Follow along as host, Jethro Bovingdon, finds out!

Looking to add a Dodge Viper to your collection? Click HERE

Not all SEMA toys are full size. Remote control vehicles have come a long way since the days of AA batteries bought in bulk and 9-volt controllers. They are a pint-sized way to get into cars without spending a ton of cash. New R/C cars are unbelievably fast and are starting to fill the gap between the plastic model of the car you want to own and the actual car itself. Want a Fox Mustang drag car? Traxxas has one that for a few hundred dollars will top out at 50 MPH (real, not scale speed) with slicks and wheelie bars. Looking at a rust-heap 240Z? You can get that too, only nicely restored and running.

Our favorites are the Chevrolet K10 Cheyenne 4×4 pickup from Traxxas and the Ford F-100 “Hoonitruck” from Associated Electrics, but there are also scale versions of favorites like the Mercedes-Benz G63 AMG 6×6, BigFoot 1, and just about any other popular car no one can afford. Check out this collection of goodies from the show.

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

SEMA 2023 – Toys of SEMA

The Toyota Land Cruiser will be back for sale in the United States in 2024. To honor that event, Toyota brought a new concept called the FJ Bruiser to the SEMA show. Based on a 1966 Toyota FJ45 Land Cruiser Pickup, the Bruiser was built with rock crawling and power parking in mind. The engine is based on the 358ci V-8 used in NASCAR cup cars. It makes 725 horsepower and can rev to 7,000 RPM for a long as you are willing to hold it there. The differentials and transfer case are geared with four 2WD speeds and four 4WD speeds, allowing the Bruiser can crawl at 12mph at 7,000 rpm in Low and 165 mph in High gear.

Photo: Douglas Glad

This is a solid-axle build with trailing arm suspension that uses a tube chassis and roll cage that are integrated into the body. It sits on 42-inch BF Goodrich Krawler T/A KX tires on 20-inch Method Double Standard wheels. The coolest part of the build is the single-track system under the chassis that can be activated when the Bruiser is high centered. The “tank mode” can be activated from inside the vehicle with a push of a button to roll the truck off the rocks like a tank.

Inside, Toyota added a plaid interior as a nod to the original Land Cruiser with a 1968 Jackie Stewart championship steering wheel designed by Momo. The Bruiser was designed and built at the Toyota Motorsports Garage.

The 2023 SEMA Show featured a more expansive dedicated space for EV and Future Propulsion, which evolved from the SEMA Electrified exhibit at recent SEMA Shows. The electric vehicle display featured battery electric, plug-in hybrid electric and fuel cell electric cars, plus a few surprises. The new space also offered a brand-new exhibit, the SEMA FutureTech Studio, which gave attendees a peek into the future of EV technology.

The EV & Future Propulsion area included over 15 exhibitor booths showcasing parts and tools, and over 75 vehicles that highlight the future of automotive innovation. The exhibit also included a SEMA Education stage, FutureTech live, where industry leaders discuss various propulsion technologies, including EV, hybrid, hydrogen, alternative fuels and other advancements in technology.

A 1955 Mercedes 300SL was of the many eye-catching builds on display. The Gullwing widebody is built on a modern Tesla Model 3 chassis, which was modified to fit the slim profile of the classic 300 SL. All the Model 3 systems from the original car work, including the sensor cameras, parking sensors, self-driving features, infotainment screen, and climate controls.

A 1955 Mercedes 300SL was of the many eye-catching builds on display. The Gullwing widebody is built on a modern Tesla Model 3 chassis, which was modified to fit the slim profile of the classic 300 SL. All the Model 3 systems from the original car work, including the sensor cameras, parking sensors, self-driving features, infotainment screen, and climate controls.

A 1955 Mercedes 300SL was of the many eye-catching builds on display. The Gullwing widebody is built on a modern Tesla Model 3 chassis, which was modified to fit the slim profile of the classic 300 SL. All the Model 3 systems from the original car work, including the sensor cameras, parking sensors, self-driving features, infotainment screen, and climate controls.

This 1973 Jaguar E-Type, built by E.C.D. Automotive design, was fully restored and features electric power via a Ampere EV Atom Drive 42kWh system. The build boasts a Cascadia Motion IM-225 module that utilizes a CM200 inverter and HVH250 motor core, a Torque Trends transmission, and CCS fast charging.

This 1973 Jaguar E-Type, built by E.C.D. Automotive design, was fully restored and features electric power via a Ampere EV Atom Drive 42kWh system. The build boasts a Cascadia Motion IM-225 module that utilizes a CM200 inverter and HVH250 motor core, a Torque Trends transmission, and CCS fast charging.

This 1973 Jaguar E-Type, built by E.C.D. Automotive design, was fully restored and features electric power via a Ampere EV Atom Drive 42kWh system. The build boasts a Cascadia Motion IM-225 module that utilizes a CM200 inverter and HVH250 motor core, a Torque Trends transmission, and CCS fast charging.

An electric 1953 Jeep Willys M38A1 isn’t something we see every day. Built by Kyle Meziere, the military vehicle preserves much of its historical elements while offering state of the art all-electric power. Designed to meet the disparate requirements of the battery fluid loop and drive unit fluid loop, the system offers an impressive 280-horsepower and 7,000 ft-lbs of torque.

An electric 1953 Jeep Willys M38A1 isn’t something we see every day. Built by Kyle Meziere, the military vehicle preserves much of its historical elements while offering state of the art all-electric power. Designed to meet the disparate requirements of the battery fluid loop and drive unit fluid loop, the system offers an impressive 280-horsepower and 7,000 ft-lbs of torque.

An electric 1953 Jeep Willys M38A1 isn’t something we see every day. Built by Kyle Meziere, the military vehicle preserves much of its historical elements while offering state of the art all-electric power. Designed to meet the disparate requirements of the battery fluid loop and drive unit fluid loop, the system offers an impressive 280-horsepower and 7,000 ft-lbs of torque.

An electric 1953 Jeep Willys M38A1 isn’t something we see every day. Built by Kyle Meziere, the military vehicle preserves much of its historical elements while offering state of the art all-electric power. Designed to meet the disparate requirements of the battery fluid loop and drive unit fluid loop, the system offers an impressive 280-horsepower and 7,000 ft-lbs of torque.

This Hypercraft racing prototype is the world’s first all-electric touring race car that is approved to compete wheel-to-wheel against gas-powered cars. It boasts 348-horsepower and 468 Nm of torque with its Hypercraft stealth drive motor, Cascadia Motion CM200DZ inverter, and a 800V, 60 kWh custom Hyperpack energy storage system. Intergrated safety features include high voltage interlock, high-capacity cooling, and a custom fire suppression system.

This Hypercraft racing prototype is the world’s first all-electric touring race car that is approved to compete wheel-to-wheel against gas-powered cars. It boasts 348-horsepower and 468 Nm of torque with its Hypercraft stealth drive motor, Cascadia Motion CM200DZ inverter, and a 800V, 60 kWh custom Hyperpack energy storage system. Intergrated safety features include high voltage interlock, high-capacity cooling, and a custom fire suppression system.

This Hypercraft racing prototype is the world’s first all-electric touring race car that is approved to compete wheel-to-wheel against gas-powered cars. It boasts 348-horsepower and 468 Nm of torque with its Hypercraft stealth drive motor, Cascadia Motion CM200DZ inverter, and a 800V, 60 kWh custom Hyperpack energy storage system. Intergrated safety features include high voltage interlock, high-capacity cooling, and a custom fire suppression system.

The E-Charger company attracted plenty of attention with its bolt-on electronic supercharger system. The E-Charger hybrid system takes a load off the engine, which provides better fuel economy while supporting more power and adding 150 ft-lbs of torque. According to SEMA smog testing, the installation proved a staggering 47 percent decrease at the tailpipe.

The E-Charger company attracted plenty of attention with its bolt-on electronic supercharger system. The E-Charger hybrid system takes a load off the engine, which provides better fuel economy while supporting more power and adding 150 ft-lbs of torque. According to SEMA smog testing, the installation proved a staggering 47 percent decrease at the tailpipe.

The E-Charger company attracted plenty of attention with its bolt-on electronic supercharger system. The E-Charger hybrid system takes a load off the engine, which provides better fuel economy while supporting more power and adding 150 ft-lbs of torque. According to SEMA smog testing, the installation proved a staggering 47 percent decrease at the tailpipe.

The E-Charger company attracted plenty of attention with its bolt-on electronic supercharger system. The E-Charger hybrid system takes a load off the engine, which provides better fuel economy while supporting more power and adding 150 ft-lbs of torque. According to SEMA smog testing, the installation proved a staggering 47 percent decrease at the tailpipe.

2023 SEMA Electric Vehicle Photo Gallery:

Maybe it’s just our lack of luck, but the promise of efficient commercial air travel has taken a noticeable turn for the worse this year. Successive trips to Arizona, Florida, and North Carolina were besieged by increasingly longer delays, the latter of which had us stranded first in a terminal and then onboard a big Boeing for nearly 12 hours in total. That’s not including a connecting flight, or the required early arrival to check bags and pass through security, or the commute home from the airport. Add it all up and the North Carolina nightmare consumed 19 hours. Had I driven, the trek would been less than 11—with stops.

Unlike Pavlov’s dog, David Conwill and I then flew to north Indiana for a series of groundbreaking features that will be unveiled in forthcoming issues. Almost on cue, our flight out was parked at the end of the runway for 30 minutes, long enough to obliterate the layover. Think “Run, Forest, run!” Two productive days in Nappanee, though, left us in a euphoric state, which only crumbled when the first leg of our return flight was grounded before takeoff by a “maintenance issue.” More than two hours later the problem was fixed. We were on our way, until the same issue “manifested” itself at 30,000 feet, forcing a diversion to Dayton, Ohio. By the time we landed —fortunately without incident —it was clear that, one, we’d miss a rebooked connecting flight; and two, we’d be stranded overnight at some far-off hub.

Monty Python sang Always Look on the Bright Side of Life. So rather than submit to more stresses beyond our control, we left the terminal, commandeered a one-way rental, and drove into the approaching nightfall. Our destination was a little over 11 hours away; a briefly frustrating fact considering we were roughly 10 hours from home that morning. Solace was found when we comically dubbed the trek “Our Cannonball Run” (Full disclosure: We had no intentions of breaking interstate records). The trek’s name left us delving into a litany of iconic road tunes that lyrically painted pictures of endless miles and a need to get somewhere quick. We narrowed our list of favorites to four. In no particular order:

Cannonball Run, by Ray Stevens:

What do you say when there are no words? (Beat it.);

Feel a song that’s never been heard? (Sing it.);

How do you know when you hear the call? (Answer it.);

What do you do when you’ve done it all? (Ball.);

Cannonball!

It’s not what you do it’s how you do it. Be anything you wanna be.

It’s not what you got it’s how you use it. You be you and I’ll be me.

It’s just a matter of style – you can’t fake it.

Mile after mile, feeling free.

If you’ve got the soul – you can make it.

Move ‘em out,

Let ‘em roll,

From sea to shining sea.

East Bound and Down by Jerry Reed:

East bound and down, loaded up and truckin’

A-we gonna do what they say can’t be done;

We’ve got a long way to go, and a short time to get there,

I’m east bound, just watch ol’ “Bandit” run.

Keep your foot hard on the pedal,

Son, never mind them brakes,

Let it all hang out ‘cause we got a run to make;

The boys are thirsty in Atlanta,

And there’s beer in Texarkana,

And we’ll bring it back no matter what it takes.

Off the silver screen, we settled on

Drivin’ My Life Away by Eddie Rabbitt:

Well, the midnight headlight blind you on a rainy night,

Steep grade up ahead, slow me down, makin’ no time,

But I gotta keep rollin’.

Those windshield wipers slappin’ out a tempo,

Keepin’ perfect rhythm with the song on the radio,

But I gotta keep rollin’.

Ooh, I’m drivin’ my life away,

Lookin’ for a better way, for me;

Ooh, I’m drivin’ my life away,

Lookin’ for a sunny day.

And finally,

Six Days on the Road by Dave Dudley:

Well, my rig’s a little old but that don’t mean she’s slow,

That’s a flame from my stack and that smoke’s a-blowin’ black as coal;

My hometown’s a-comin’ in sight,

If you think I’m a-happy, you’re right,

Six days on the road and I’m a-gonna make it home tonight.

Somewhere on the 90-mile stretch from Erie (Pennsylvania) to Buffalo (New York), the ordeal became another travel yields memory, like our trek in Hemmings’s 1940 Buick Century. Or that of Dr. Lee Harman, who purchased a 1935 Brewster Ford town car in Indiana and drove it to his Camano Island, Washington, home. In a moment of reflection while pulling into my driveway, perhaps the fouled-up flights are telling Dave and I that it’s time for another vintage ride road trip. All that remains is “To where, in what, and with which tunes.”