Dodge 330 restomod project

700 miles driven on this project car. I do the work myself. If anyone is approaching a similar project I'd be happy to share my experience. I always wanted to do a restomod. I've done a very strict NCRS Top Flight Corvette, a day 2 1965 Mustang, and other projects. This car was a good restomod candidate starting as a max wedge clone with good body and paint. The finished 330 has plenty of HP, handles good, is quiet enough (loud with open cutouts). The car draws attention. There aren't many old Mopars around as Camaros, Mustangs, and Chevelles. The EFI makes the cam easy to drive. With weather hot in the 90s I've appreciated the Vintage Air and coolant temp is never a problem.

1964 Dodge 330 Sedan
Blueprint 426 Gen III hemi
Tremec TKX from SST
Malwood clutch
Aeromotive fuel system
SSI headers and motor mounts
Mancini oil filter relocation
Borgeson PS from Bergman
Ron Davis radiator
Firm feel suspension parts
QA1 shocks
Custom exhaust with electric cutouts and Flowmasters by Sounds of Speed Performance, San Jose, CA
Forgeline RS5 with Nitto tires
Holley CAN bus gauges
Coil pack covers from Billet Tech
Vintage Air
Carpet from Legendary
Hushmat
Holley Retrobrights
Lot's of little things and many hours



.

Very nice!

Good looking car

Nice.

Very cool car

Great Car !!! Could you provide some details on the Tremec installation, as far as mounting, tunnel clearance, or modifications, clutch type, etc...
I'm trying to find the path for my '65 Sedan, and considering a newer OD option, Thanks...

Silver Sport Transmission has the swap kit. SST machines the top of the transmission tail to provide more clearance allowing the tail to sit higher. The front most of the 3 TKX shifter locations is required. The neutral safety switch circuit is not supported in the front most location (only the other two locations). SST provided the shifter, shift handle that clears the bench seat and dash, and boot. The tunnel required some cutting and the frame notched. I welded in sheet metal to close the tunnel and reinforced with heavier guage steel where I notched the frame. I used billet shims to lower the k-frame 1/2". Those modifications resulted in engine angle of less than 3% and pinion angle well within tolerance. Custom drive shaft. The image of the machined TKX and front shifter location is attached.

If you purchase an off the shelf or used TKX you have to deal with the machine work and front shifter installation. SST also provides the swap trans mount. Swapping between the two rear most shifter locations is easy, the front location is a more involved process. All of this is doable but more involved.

The modifications to get the engine angle and pinion angles correct may be different with your 1965 and engine choice.

Mcleod RST clutch and hydraulic throwout. Malwood hydraulic clutch kit.

The conversion was from a 727. I had dash panels made to look like an OEM manual transmission car replacing the push buttons.

SST provided good phone and email support.

The shifter is very precise. The clutch is very precise. The TKX is noisier than I expected if lugged at all, quiet most of the time and at highway speeds. The floor has Hushmat and Hushmat Megabond Silencer. The shift lever location puts your knuckles close to the heater blower knob in 5th gear but you can avoid knuckle busters. Lowering the kframe has introduced no ill effects. The car handles well with no alignment issues. The RPMs at CA highway speeds are low. I can drive this car long distance. Good luck with your swap.

See this -

Good luck, you will love it.