Last year Gary did a 1963 Dodge 330 for the Power Tour. It got a lot of attention because it was unique. These Chryslers from this era are so ugly they are really kind of neat.
While they were in WI he spotted a 1963 wagon which was a pretty nice car. The wagon was originally white but it had been sprayed a light blue. He bought the car, drove it home and then restored and modified it to it's present state. It's now painted Viper red just like his other '63. This car is a "440" trim package so it's a bit fancier than the other car too with a bit more trim and those deflector shields on the rear etc.
This car is a "restomod" type of deal with the Edelbrock Pro Flo 2 system, rack and pinion front end and Gear Vendors' overdrive unit.
The engine build was fun for me and it's a 440 that's .060 over. The core engine had some rusty cylinders so it had to go to .060 from STD to make it nice again. It was about a '71 or so engine so it had a steel crank which we ground .010-.010 and I set it up with conservative clearances. It has stock rods with new bolts, Sealed Power stock replacement cast pistons, stock oil pump, roller timing chain, custom ground hydraulic cam that's 208-214 at .050 on a 112 lobe sep in the engine on 106. It has Crane rockers and I changed the stock Edelbrock springs to something lighter, 100lbs seat 240 open. It has a "truck" style rear sump pan in order to clear the steering rack, Mopar Performance windage tray and that's about all really. It has headers too. I did the break in and dyno running with some other headers so that the coating would not get damaged. He had dual exhaust done at a local shop and the car has mufflers and an X pipe from Cherry Bomb.
Since we wanted to get the tuneup as "right" as possible and do all of the break in work with the engine out of the car Gary wanted to run the engine on the dyno.
I pretty much had to do the fuel and spark mapping from scratch because Edelbrock didn't have a program that I could flash which was designed for an engine as mild as this one. Everything I tried was just too lean down low and at idle this engine pulls so much manifold vacuum and I think at a 600 rpm idle it's still pulling about 17 inches or something like that.
The system was pretty easy to get set up and I had it running well after a couple of nights worth of work. This was really my first experience with using EFI and computer controlled timing and once I had it close it was very straightforward to give the engine what it needed.
Any sufficiently advanced technology is indistinguishable from magic --Arthur C. Clarke