Winter 2021 Update
The latest batch of 23" Gen II EDGYs are complete and shipping started this week. Heads will be shipped in the order of when full payment was received. There are still a few of you who paid a deposit and have not responded to my request asking for the balance. Please check your email for instructions on how to do so. Thank you for your orders!
I typically over-order from the foundry, understanding that there may be rejects if we find issues when the machining begins. I am glad to say we only had two rejects from this last batch, which is outstanding! Earl used to have a reject rate of almost 25% with the foundry that he was using, so needless to say, I am really pleased with my one-on-one relationship with them. That also means that there might well be a few heads available for sale in the upcoming months. These may be the last EDGY heads ever, so if you have missed out in the past, make sure you do not drop the ball this time.
Speaking of which, now that there seems to be a little light at the end of the Pandemic Tunnel, I hope to be able to start meeting with the foundry and their pattern maker in L.A., and my flow bench R&D guy in Santa Maria again soon. We have been working behind the scenes for the past year discussing my goal of creating a complete Gen III head, intake, header, and cam package designed, engineered, and optimized specifically Mopar six-cylinder engines.
The facts are that internal combustion engine and fuel technology has evolved greatly since these engines were designed back in the 1930s, yet many cam grinds and combustion chambers are still holdovers from this era. When we started our Bonneville Landspeed Racing program back in 2007, we looked at how the guys who had been racing Ford four-bangers had been building their engines for decades and realized they were repeating methods that had not really evolved much since with first Speedweek in 1948. We called guys like Art Chrisman, Mike Stewart, H&H flatheads, and asked for advice. We heard things like, "you won't see any more power running 10:1 compression than you will running 8.8:1", or "I've tried everything, and you can't run more than 24 degrees of timing", or my favorite, "You MUST relieve the block". Thankfully, Tony, Chris and I are not very good at taking can't for an answer, and our first records in 2009 obliterated the long-held records by nearly 30% (from 96.8 to 127 MPH), using...
11.2:1 compression, 28 degrees of timing, and an un-relieved block.
Anyway, this next step is an extremely intensive one. Like we did with our Bonneville engine, we will take a sawed-up 230 block and stock and aftermarket cylinder heads to our flow expert and try various combustion chamber designs and port modifications to optimize flow and combustion. All of this data gets thrown into a computer program that then spits out optimum intake runner and plenum length, size, and taper, header tube and collector length and diameter, optimal ignition timing curve, and how different cam grinds with effect the torque and horsepower curves.
Since all of that is all theoretical, we will then have to create the patterns for casting, make a few prototype parts, and take them back to the flow bench to see how we did. Modifications to the patterns will be made, and then rinse and repeat, rinse, and repeat.
So, the bad news is that there will be no new parts for probably a year or so, but the good news is when they are ready for sale, they will be proven.
Because after all, "Without Data, It's Just Hearsay"
Keep the rubber on the road, and your chin up!
Pedro, Tony, and Chris aka The Montana Dodge Boys