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20 NEW Product Innovations at the 2023 NSRA “Nats”

September 20, 2023

Small Car, Huge Win: 1955 VW Karmann Ghia “Karma” Wins the 2026 Al Slonaker Memorial Award

Under the bright lights of the 2026 Grand National Roadster Show in Pomona, surrounded by some of the finest hot rods and customs ever assembled, one car quietly—and decisively—rose to the top. Dennis Troggio’s 1955 Volkswagen Karmann Ghia, nicknamed “Karma” and built by Buddy Hale and the team at Type One Restorations, claimed the prestigious Al Slonaker Memorial Award, standing tallest among 12 exceptional contenders.

’88 Blown GMC

In Hawaiian, “wiki wiki” can mean “hurry” or “fast,” depending on its use and interpretation.
New Zealand-born transplant Kim Greenwell’s Kahului, Maui-based black-on-black, 1988 GMC Sierra 1500 is definitely “wiki wiki” with its 500-plus-horsepower, Whipple-supercharged 383 small-block stroker. Greenwell’s basic intent was to build a stock-bodied hot rod pickup that he could use to advertise his automotive repair business, Kiwi Car Care. “I was looking for a nice, straight, rust-free truck that I could paint black,” says the Kahului automotive repair shop owner. “This truck was perfect. It was low mileage, and the price was right. But the brown color definitely had to go!” That’s not the only thing that got changed. “I kept the outside of the truck as stock as possible, but under the hood it’s a true sleeper.”

The Hottest Trucks We Spotted at SEMA 2025

If there’s one thing SEMA delivers every year, it’s jaw-dropping builds—and the hottest trucks at SEMA 2025 didn’t disappoint. From slammed classics to high-flying off-road monsters, each build brought massive personality, insane attention to detail, and a presence that made the show floor buzz. These weren’t just trucks—they were rolling works of art that had enthusiasts stopping in their tracks.

Two-Hour Tech

Installing Control Freak S197 Tubular Suspension Components

Improving your S197 Mustang doesn’t have to be an arduous affair. You’re supposed to enjoy working on your car, RATHER than dreading getting off work because you “have” to wrench on the Ford. With that attitude in mind, we recently spoke with Al Kamhi, of Control Freak suspensions, to get his advice on what enthusiasts could do to further the concept of upgrading a Mustang in just an hour or two. But there’s a catch: the upgrade had to make a real difference in the car’s performance.

Author

Will Smith

Story & Photography

Introduction to Control Freak Upgrades for S197

Kamhi responded by sending us a variety of Control Freak products for the S197 platform. These parts included a tubular-steel strut tower brace that installs in under 5 minutes, yet reinforces the Mustang’s body structure to prevent unwanted torsional twist (flex) that will literally pull your tires out of alignment, thus reducing traction. This installation would hardly be exhausting, so the company also sent along an adjustable Panhard bar and matching lower control arms.

Benefits of Adjustable Arms and Panhard Bar

Adjustable arms aren’t new for the S197, but what we really like about the Control Freak design is that both the arms and the Panhard bar feature adjustable turnbuckles that make tuning them a snap. Just loosen the jam nuts on each component, then twist the turnbuckle to alter the part length, and retighten the jam nut—it couldn’t be easier.

Practical Applications and Adjustability

The adjustability built into the Panhard bar makes it easy to re-center the axle under a lowered car (lowering springs will pull the axle to one side, underneath the vehicle), while the control arms allow the user to change pinion angle in order to pick up a bit more traction at the track.

Installation Experience at G&S Custom Fabrication & Suspension

Since no one on the staff presently owns an S197, we went to G&S Custom Fabrication & Suspension, where Greg Blaydes found us a good candidate—a 2008 Mustang GT. As expected, the installation was as simple as Control Freak said it would be—the car was back on the ground in no time, and everything fit with no problems. You should be able to do this same work at home in under two hours, and when you do, drive the car after you’ve completed the installation; you’ll be glad you did—it makes that much difference.

Conclusion: Why It’s Worth Your Time

So, if it’s time you enjoyed working on your car again, and you want to make a difference with time well spent, here’s a great and worthwhile place to start.

1. Installing the strut tower brace is the easiest thing in the world. Just remove the two inner bolts on each strut tower and slip the brace over them.

2. Now just reinstall the nuts.

3. That’s it! This piece will stiffen the body structure and prevent body/chassis flex during hard cornering by providing much-needed triangulation, to give you better handling.

4. The lower control arms are stamped sheetmetal, and while they do their job on the street for normal use, they’re less than ideal when at the track under full power.

5. If you have a drive-on lift, you can leave the car on its wheels, as G&S did. The first step was to remove the bolt that secures the control arm to the axle.

6. Getting to the lower control arm front bolt is difficult with the car on its wheels, but it can be done.

7. Because the parking-brake cable runs through the lower control arm, you will need to unhook the cable from the caliper.

8. Now pass the cable through the control arm and remove the control arm from the car.

9. There’s no comparison between the old and new parts. Urethane bushings, beefier construction and adjustability make the Control Freak design far better than the Ford piece. Now is the time to adjust the length of the new arm to match the stock one.

10. Install the new control arm just as you removed the old one.

11. Tighten the jam nuts to make sure vibration doesn’t cause the turnbuckle adjuster to loosen and alter control-arm length.

12. Our favorite feature on the Control Freak arms is the turnbuckle. On some adjustable-arm designs, you have to install and then uninstall the threaded end of the arm to alter arm length. Not here—just loosen the jam nuts and turn the turnbuckle.