When I started this project, the end result I had in mind was to create basically a 1956 version of a 2005 Dodge Magnum station wagon. The body was to remain basically stock with only minor trim removal, while the entire running gear would be replaced with modern suspension, brakes and wheels/tires. It was mandatory for me to have a computer controlled engine and transmission for good fuel economy along with decent performance. Based upon the 1956 Dodge wagon’s curb weight of around 3600 lbs I felt that a 5.7L late model Chrylser hemi at 340-360HP would be a great starting point. The 5 speed 545RFE automatic transmission offered two overdrive gears with decent rpm splits for highway cruising with decent milage. 1st, 2nd and 3rd gear sets when coupled with 27-28″ diameter tires and a 3.50:1 axle ratio would give the old girl enough grunt for an occasional stop light drag race to put a smile on my face.
Enter the 2005 Dodge Durango

As luck would have it back in the late summer of 2008 we went to a small car show in Heber AZ. Of course it rained, and we sought shelter on the porch of one of the buildings where the show was being held. One of my friends from Show Low was on the porch as well and he asked how the Dodge was coming. Knowing that he bought, fixed and flipped cars and trucks as a business I told him that what I was looking for. I think it was not much more than 3 weeks later he called and told me that he was bidding on a 2005 Hemi Durango at an insurance auction up in Colorado. He told me that the Durango had been in a “gentle” roll over and that it had less than 20K miles on it. I told him that I would buy it and it was in my shop a week later.

Tearing Down the Durango

The Durango was even better than what my friend had discribed. Although the A pillar on the passenger side had been bent and the windshield was broken out the car did start and I was able to hook my laptop up to the DLC port and run a diagnostic check on it. Of course it was throwing codes all over the place due to the accident – like “the front driver side headlight and turnsignal cannot be found” and “the fuel gauge reports an ‘unexpected’ fuel level” on a more serious note the download showed that the impact occurred at a speed of 48 mph while the cruise control was activated. I found an empty 6 pac of 16 oz Budwiser cans in the car which might have been a factor in the crash.
Once I reset the error codes the engine and transmission got a clean bill of health so I drove it around my neighbor hood with the my computer hooked up to the DLC port data logging all the performance data. Again everything looked great so I began getting it ready to remove the engine and transmission.

Test fitting the 5.7 Hemi and Transmission in the ’56

The fit was very good. The drive line offset in the Durango was the same as the ’56 Dodge and the transmission hump was more than wide enough to accomadate the 545RFE. The engine height in the frame was right where it needed to be. I will able to use the stock Durango front engine mounts without modification. The rear transmission mount was within 2″ of the stock 1956 rear cross member. Conrad did his ‘Happy Dance’ several times around the shop.

Fabricate Engine and Transmission Mounts

The front motor mounts were very easy to fabricate. All that was needed were a couple of plates for each side that would locate the lower portion of the mount, then some gussets and a little reinforcing and then welding the mounts to the front cross member. The transmission mount was a bit more difficult in that it required a couple of complex cuts to section it so that I could fabricate a mounting plate for a stock GM transmission mount (had one in stock for the T400 in the ’39 Ford)

Fabricate Steering Column Mount

Since I now knew exactly where the engine and transmission were going to end up, I could finalize the fabrication of the steering column floor mount and dash mount.