Blankenship also introduced Goldberg to Rick Allison, founder of A&A Transmission. Allison cut his racing teeth on the quarter-mile in the mid-'70s and found his niche building high-performance TorqueFlite transmissions. Today, his 16,000 square-foot operation is filled with CNC machines that create the parts that Allison and his team of engineers design for the TorqueFlite transmissions. Their testbeds are their own cars, ensuring that each component is fully race-proven before it's sold to a customer. Goldberg told Allison that he didn't want a reverse-pattern manual valvebody. In his conversations with those who have built A-990 clones, the fun of manually shifting an automatic quickly fades after a few miles of city driving. Allison provided Goldberg with one of his bulletproof 727s with a standard shift pattern and full kick-down capability. Because of the '65's unique column cable shifter, a Bouchillon cable kick-down kit was ordered from YearOne. YearOne also provided the flexplate and a Precision Industries torque converter with a 2,500-rpm stall speed.

TTI makes headers to fit an iron-headed Hemi with the original '65 K-member, but if raised-port aluminum heads are used-such as those on the Indy Goldberg Hemi engine-along with tti headers, a '66-'70 B-Body K-member must be used. A local Mopar collector produced a well cared for, but greasy, '66 K-member at a reasonable price. It was cleaned and all the welds checked. This must have been a "Monday morning" or "Friday afternoon" K-member because many of the welds were of poor quality. With over 600 pounds of Hemi torque being exerted on the K-member, it was decided that for safety, all the welds for the motor mounts would be redone. If a stock '65 K-member is used, it must be notched for oil pan clearance, but not so with the '66-'70 version. Once all the work was done, the K-member was sent out for powdercoating. Schumacher mounts were added as the final connection between the engine and K-member.

Remember when we said a '66-and-up B-Body V-8 K-member would allow us to use tti headers in a '65 B-body without any modifications? Well, the process of marrying the engine (with K-member, headers, and transmission) and the body is a carefully choreographed slow dance. Luckily, Goldberg has access to a hoist, and this allowed the body to be dropped straight down over the engine/K-member assembly. With the car on a hoist, the engine and transmission assembly mounted to the K-member was rolled underneath. The Hemi engine, from valve cover to valve cover, is wider than the opening between the body rails, so to facilitate this difference in dimensions, the righthand valve cover was removed. Even with this valve cover removed, there is only about 1/4-inch clearance on each side as the widest part of the engine passes between the body rail flanges. Once past the rails, the assembly was moved a small amount toward the righthand side of the car. Chrysler originally offset the engine to the righthand side of the body to provide clearance for the steering box. You will recall the righthand shock tower was modified so the righthand valve cover could be removed when the engine was in the car.

With everything in place and two friends to help, the process of dropping the body over the engine started. Once the heads cleared the body rails, the K-member was pushed back and to the right so the mounting holes would line up with the attaching points on the bottom of the rails. The attaching bolts were aligned with a drift, and then, one at a time, they were installed but not fully tightened. A jack was placed under the transmission to lift it into position and the crossmember was installed without the rubber mount to support the rear of the transmission. But something was wrong. The transmission was too tight in the tunnel. The transmission mount did not line up with the crossmember!