How to Build a Max Wedge for Cheap

'Of all the classic Detroit Super Stock engines, the '62-'64 Mopar Max Wedge is the wildest of the bunch. Say what you want about "real fine" 409s, High-Riser Ford 427s, Super Duty Pontiac 421s, and the like. None can match the sheer visual impact of the 413/426 Max Wedge. With that crazy cross-ram intake manifold and those beautiful upswept exhaust manifolds, it's a surefire party starter in both the looks and performance departments. But the big problem with the original Max Wedge cross-ram intake manifold is that it was part of a factory-matched system that also included big-port heads-some 20 percent larger than standard passenger-car big-block wedge stuff.

We followed Editor Glad's tip and yanked this standard-bore 440 from a '77 Dodge motorhome he saw at the Riverside, California, Pick-A-Part. The total price for everything shown here was $163.44. In recent weeks we've spotted eight more 440-powered motorhomes at the various L.A.-area Pick-A-Parts. The block bears casting number 400663-440-9 and a 10-18-77 casting date.

We followed Editor Glad's tip and yanked this standard-bore 440 from a '77 Dodge motorhome

So let's say you score an original Max Wedge cross-ram manifold at the swap meet. If you're lucky and have superdeep pockets, you can search out a set of matching original Max Wedge heads, which wear casting number 2402286 ('62 413), 2463209 ('63 Stage II 426), or 2406518 (late '63-'64 Stage III 426). Just make sure they're not full of cracks and repairs, which most are, some four decades from new. And yes, there are a number of brand-new big-port Max Wedge-style head castings from Mopar Performance, Indy Cylinder Head, and others that'll accept the cross-ram with no hassle. All it takes is money.

But what if you're one of the huddled masses with a run-of-the-mill raised-deck 413, 426, or 440 RB passenger-car wedge and you just want the look? Your non-Maxie head castings are no match (literally) for the cross-ram. Oh, sure, over the last four decades guys have tried bolting the original cross-ram onto basic 516, 915, 906, 346, and 452 big-block wedge heads, and yes, it does fit. But the massive port mismatch yields a power-snuffing flow disturbance, and the dead-end exhaust-heat crossover passages are prone to leakage unless they're plugged with molten aluminum, steel shim gaskets, or other Band-Aids.

Big-blocks built after 1973 have cast-iron crankshafts and are externally balanced. The correct externally balanced damper must be used. After steel abrading, ours looked like new, and since the inner hub was still perfectly aligned with the TDC marker in the outer ring, we reused it. At the other end of the crank a scalloped B&M flexplate is necessary.

Big-blocks built after 1973 have cast-iron crankshafts and are externally balanced. The co

But now those problems are solved thanks to Rick Allison and the guys at A&A Transmission, who have just released a picture-perfect reproduction Max Wedge cross-ram-with a twist. It has smaller passenger-car-sized intake runners in place of the sewer-sized Max Wedge openings. That means it'll bolt right up to any non-Max big-block wedge head. It's a true breakthrough that opens the door for anybody with a 413, 426, or 440 Mopar to run a cross-ram with no need to swap heads.

We scored one and had Joe Jill and the crew at Superior Automotive stick it on a budget-oriented cast crank 440 we pulled from a '78 Dodge motorhome. With 9.75:1 compression, a mild hydraulic cam, box-stock Edelbrock 500s, and light bowl blending on the motorhome heads, we got 436.9 hp at 5,500 rpm and 491.2 lb-ft of torque at 4,100 rpm on 91-octane unleaded pump gas.

We're not saying the combination shown here trumps the original 426 Max Wedge's 13.5:1 compression ratio, dual 750-cfm Carter AFBs, 0.520-lift solid cam, larger exhaust valves, and 20-percent-larger port volumes. That would defy logic, and at a supposed 425 hp at 5,600 rpm (and 480 lb-ft at 4,400 rpm), those things were intentionally underrated by at least 50 hp to fool the competition. But with a whopping 465 lb-ft way down at 3,000 rpm, it appears the A&A cross-ram's reduced runner volume complements any standard-port big-block head and does wonders for low- and midrange torque output. This isn't just a showoff piece; it really works. Best of all, for under $7,000 we got the look-and most of the power-of the mighty Max Wedge.

Tech Specs
Displacement: 446 ci (with 0.030 overbore)
Horsepower: 436.9 @ 5,500 rpm
Torque: 491.2-lb/ft @ 4,100 rpm
Compression ratio: 9.75:1
Bore/stroke: 4.350 x 3.750 (with 0.030 overbore)
Maximum safe engine speed: 6,500 rpm
Recommended shift point: 6,000 rpm

It used to be that beefy 908 '70-'72 Six Pack rods (foreground) were the hot ticket. After all, bigger is better, right? Not when they add 100 grams of reciprocating mass each. While original Max Wedge 886 rods offer the best OE strength-to-mass compromise and there are plenty of aftermarket upgrades available, the stock forged-steel 535 rods are safe up to 600 hp in a stock-stroke budget setting like this. At a weight of 830.8 grams (versus the Six Pack's 930.8 grams) Superior Magnafluxed each rod, fitted high-strength ARP fasteners, then resized them. Beam polishing was deemed unnecessary for this fairly mild, 6,500-rpm application.
It used to be that beefy 908 '70-'72 Six Pack rods (foreground) were the hot ticket. After
Block prep consisted of a 0.030 overbore and 0.006 deck job on Superior's Rottler F-67A CNC boring machine. Final honing was done on a Rottler HP6A honing machine using BHJ 131/44 torque plates. The oil pickup tube boss was enlarged from 31/48 to 11/42 inch to accept the Milodon pickup tube and ensure safe oiling up to 7,000 rpm.
Block prep consisted of a 0.030 overbore and 0.006 deck job on Superior's Rottler F-67A CN
The conventional wisdom is that 440-blocks cast after 1974 are nonrebuildable, paper-thin junk. Don't believe a word of it. With an NDT Systems CB110 Sidewinder sonic checker, the walls showed an average thickness of 0.275 inch. Generally a reading of 0.125 and above is acceptable. What's more, the deck thickness was a beefy 0.485. For comparison, we also checked a virgin '62-vintage 413 passenger-car (non-Max) block and discovered the '77 440-block (casting number 400663-440-9) to be thicker in every respect.
The conventional wisdom is that 440-blocks cast after 1974 are nonrebuildable, paper-thin

BUDGET MAX WEDGE
Description	PN	PRICE*
Long-block, '78 Dodge motorhome	CN400663-440-9	$163.44
Crankshaft, '78 Dodge cast iron	Incl. w/long-block
Balancer, stock '78 Dodge 440	Incl. w/ long-block
Flexplate, B&M	10237	79.95
Rods, stock '78 Dodge	Incl. w/ long-block
Rod bearings, Clevite CL-77 tri-metal	M77CB527P	47.95
Rod bolts, ARP 3¼8 inch	ARP-145-6002	57.95
Pistons, KB Silvolite cast hypereutectic	KB146	313.99
Piston pins, press-fit, incl. w/ KB pistonsRings, Total Seal moly	CR6490-35	80.95
Main caps and fasteners, stock Dodge	Incl. w/ long-block
Main bearings, Clevite 77 tri-metal, fully grooved	M77MS876P	55.95
Oil pan, Milodon 7-qt.	MIL-31010	145.95
Oil pickup tube, Milodon 1¼2 inch extra length	MIL-18330	39.95
Oil pump, Mopar Performance high-vol.	P4286590	89.95
Oil-pump drive, Milodon	21505	64.95
Windage tray, Milodon	32000	41.95
Dipstick, Mopar Performance	P4349629	17.88
Heads, '78 Dodge 90cc chambers	4006452, incl. w/ long-block
Valvesprings, Isky 380 lb. single with surge damper	ISK935DR	107.69
Intake valves, Milodon 2.08 stainless single-groove	MIL-45650-8	99.00
Exhaust valves, Milodon 1.74 stainless single-groove	MIL-45655-8	99.00
Retainers, Mopar Performance 8-degree chrome-moly	P4452033	127.20
Locks, Mopar Performance 8-degree single-groove	P4120618	87.90
Rocker arms, Mopar Performance 1.5:1 ratio, stamped steel	P4529743	81.88
Isky 292 Mega hydraulic flat-tappet kit, single-bolt	165129	174.88
Pushrods, Isky adjustable-length 3¼8-in. chrome moly	1693	90.00
Timing set, JP Performance double-roller three-bolt	JPRB	89.00
Intake manifold, A&A 440-port Max Wedge cross-ram	RMWACRIM-14	1,395.00

Superior's Scott Emley says, "As long as it passes the usual Magnaflux check, the cast-iron 440 crank is reliable up to 600 naturally aspirated horsepower." And at 67 pounds it weighs 20 percent less than a forged crank, thus cutting rotating mass. But due to the softer journal material (versus a forged crank), regular Clevite 77 bearings are preferred over harder HP-series Clevite bearings so that the bearings take the wear, not the crank. Superior chamfered all oil holes and set oil clearances at 0.0025 for the mains and rods.
Superior's Scott Emley says, "As long as it passes the usual Magnaflux check, the cast-iro
OK, here's the crux of the story. The bottom head is a virgin '64 Stage III Max Wedge 518 casting. It's worth about two grand. Notice how much larger the intake ports are compared to our standard 452 wedge casting. The Maxie's exhaust ports are also about 20 percent larger. But it's an established fact that an untouched 452 head can legitimately support 1 hp/ci. We're here to say the standard wedge head is plenty good for hot street and strip use. Notice the Maxie's lack of a heat crossover passage.
OK, here's the crux of the story. The bottom head is a virgin '64 Stage III Max Wedge 518
While original Max Wedges used solid flat-tappet camshafts, we chose an Isky 292 Mega hydraulic flat tappet (installed straight up at 106 degrees) with a JP Performance double-roller billet timing set. Why the juice cam? Because the passenger-side Max Wedge exhaust manifold prevents in-car valve cover removal for lash adjustment. A solid cam would also force the replacement of our dirt-cheap, stock, stamped-steel rocker arms with pricey adjustable models. Safety wire and thread-locking compound keep it all in place.
While original Max Wedges used solid flat-tappet camshafts, we chose an Isky 292 Mega hydr

Hardware & linkage kit, A&A Max Wedge	MWMK	350.00
Intake gaskets, A&A	440-045	19.95
Throttle cable kit, A&A Max Wedge	MWTC	79.95
Carburetors, dual Edelbrock 500-cfm, pair	1404	489.90
Fuel lines, A&A Max Wedge kit for Edelbrock carbs	MNFLK-EDE	95.00
Fuel fittings, A&A for Edelbrock carbs	MWCFF-2	35.00
Air cleaners, Kramer AutomotiveSpecialties Max Wedge repro.		20.00
Distributor, used Mopar electronic		29.99
Spark plugs, Autolite		20.00
Coil, Accel Super Stock	ACC-8140	29.95
Wires, Mopar Performance repro.	P4529792	35.95
Water-pump housing, Summit aluminum	SUM314441	139.95
Water pump, Milodon high-volume	MIL16260	84.95
Fuel pump, Mopar Performance/Carter high-volume	P4007039	185.95
Master gasket set, Mopar Performance	P3690175	49.95
Exhaust manifolds, Max Wedge reproductions, Mancini Racing		795.00
Ramcharger 426 valve-cover decals, Bob Mazzolini Racing		15.00
Alternator bracket set, Bouchillon Performance	BPE5250	42.51
Crankshaft pulley, Bouchillon Performance single-groove	BPE4011	50.75
Water-pump pulley, Bouchillon Performance single-groove	BPE4014	57.37
Cost of Parts:		$6,579.48
*Prices from Summit Racing

The KB Silvolite cast hypereutectic pistons (left) further reduce reciprocating mass by 38.6 grams each, compared to the stock Dodge cast-aluminum slugs (989 versus 1027.6 grams). They also raise compression from 8.2:1 to 9.75:1. The beauty is that because the hypereutectic piston incorporates over twice the silicon content of standard piston alloy, the thermal expansion of the material is less than that of traditional cast or forged pistons. This feature allows closer piston-to-wall clearance, which stabilizes the rings for better sealing and prevents piston slap, prolonging skirt life.
The KB Silvolite cast hypereutectic pistons (left) further reduce reciprocating mass by 38
The KB piston design positions the top rings closer to the combustion chambers. Thus they operate at a higher temperature and require increased endgap settings. While a typical cast or forged piston top-ring endgap might be 0.020, Emley set the Total Seal moly-filled top rings at 0.030 to allow for plenty of expansion. The second ring endgap is set at a more traditional 0.018 inch due to its greater distance from the combustion process and cooler operating temperature.
The KB piston design positions the top rings closer to the combustion chambers. Thus they
After degreeing the cam, Emley measured piston-to-valve clearance and found 0.260 inch on the intake and 0.290 inch on the exhaust. The minimum numbers are 0.100/0.125 , so the Isky 292 Mega's 0.505/0.505 lift and 244-degree-at-0.050-duration figures are supersafe thanks to the KB pistons' deep valve pockets. At TDC the piston is 0.019 below the deck except for the quench dome that fills the chamber and restores compression. Remember, the KB piston valve notches are indexed to match the E-I-I-E-E-I-I-E valve layout in the cylinder heads. Pay attention during assembly so you don't mix things up and go clang when you start it up.
After degreeing the cam, Emley measured piston-to-valve clearance and found 0.260 inch on

With its 90cc volume, the smog-era 452 head has the largest chamber of any open-chamber ('68-up) OE big-block head, but it's nothing a 0.010 deck cut won't cure. Because these heads lived on a hardworking motorhome the Magnaflux inspection process was given extra scrutiny, but no flaws were found. Though factory-equipped with induction-hardened valve seats, new hardened inserts were installed to restore valve height and then given a three-angle cut. About six hours were spent opening the bowl areas with a hand grinder. Superior's cylinder head guru, Fred Simpson, handled all head work.
With its 90cc volume, the smog-era 452 head has the largest chamber of any open-chamber ('
The magic of the A&A 440 port manifold is its smaller intake-runner openings, as highlighted by this comparison with a stock Max Wedge intake gasket. But Rick Allison also reduced and massaged the runner sizes inside the manifold to match. This strategy keeps the intake charge moving (high port velocity), a detail that increases its inertia and further enhances the ram effect. This manifold is not recommended for big-displacement stroker applications where it may limit upper-rpm breathing potential. Fear not: A&A also sells an original-size big-port Max Wedge cross-ram (and magnesium Race Hemi cross-rams) for all-out efforts where original appearance is desired.
The magic of the A&A 440 port manifold is its smaller intake-runner openings, as highlight
The tired two-piece 2.08/1.74 Chrysler valves were replaced with one-piece Milodon forged stainless valves. The smooth faces add a little weight but reduce total chamber volume for added compression. The Chrysler intake and exhaust valves weigh 136.2/111.1 grams compared to the 139.8/126.5 grams of the stainless valves. At Daytona they might care, but it's a nonissue in this case.
The tired two-piece 2.08/1.74 Chrysler valves were replaced with one-piece Milodon forged

Head gaskets are always part of the compression equation. The 252cc 1-inch-down cylinder volume, 86cc postmilling chamber volume, and 0.039-inch-thick Fel-Pro composite gasket (bottom) yield a calculated 9.75:1 compression ratio. If we substitute the 0.015-inch-thick P4286754 MP steel shim head gasket (top), compression rises to a calculated 10.4:1. We'd love the added cylinder pressure but refuse to be slaves to race gas or additives in 91-octane California. So we'll go with the thick gaskets on this all-iron mill for pump-gas compatibility.
Head gaskets are always part of the compression equation. The 252cc 1-inch-down cylinder v
With minor pocket porting, Simpson increased intake port flow an average of 24.9 cfm, with maximum numbers growing from 224 (stock) to 253 cfm at 0.600 lift, proving a little goes a long way when it comes to Chrysler big-block head modifications. On the exhaust side, flow increased an average of 32.5 cfm with peak numbers rising from 151 to 193 cfm at 0.650 lift.
With minor pocket porting, Simpson increased intake port flow an average of 24.9 cfm, with
Our hydraulic cam allows use of inexpensive 1.5:1-ratio, OE, stamped-steel rocker arms. They aren't sexy but are proven stable at 6,500 rpm thanks to their 129.4-gram light weight and rugged design. For extra reliability we junked the used motorhome parts and went with new MP replacements for $82. Isky 31/48-inch-diameter adjustable chrome-moly pushrods allow gnat's-ass hydraulic lifter preload settings and compensate for deck and head material removal.
Our hydraulic cam allows use of inexpensive 1.5:1-ratio, OE, stamped-steel rocker arms. Th

The A&A cast-aluminum cross-ram is a masterpiece of American craftsmanship. A virtual replica of the original Max Wedge item but with smaller port openings, it weighs 38.1 pounds bare. Like the original, the 15-inch-long tapered runners feed cylinders on opposite sides of the engine. The tuned runner length takes advantage of the naturally occurring pressure waves within the intake tract as the valves open and close. Chrysler's Tom Hoover and his staff originally designed the runners to deliver the maximum punch of the pressure waves-which travel at the speed of sound-to the backs of the intake valves between 4,500 and 6,000 rpm. The result is volumetric efficiency in excess of 100 percent within this rpm window. Put in basic terms, it amounts to free supercharging. The machined aluminum plugs seal the exhaust-heat crossover passages found on regular (non-Max) wedge heads like our 452's.
The A&A cast-aluminum cross-ram is a masterpiece of American craftsmanship. A virtual repl

Chrysler engineers didn't screw around when they designed the Max Wedge exhaust manifolds. Note how the three leading runners for cylinders 2, 4, and 6 are merged into a common 3-inch outlet while the No. 8 runner enters separately. This prevents the exhaust pulse from the No. 6 cylinder from partially blocking the flow from the No. 8 cylinder. This pulse separation effect is even more beneficial on the driver-side bank, where the No. 5 and 7 cylinders fire successively 90 degrees apart in crankshaft rotation. These excellent cast-iron reproductions from Mancini Racing weigh 32 pounds (driver side) and 27.5 pounds (passenger side) and are designed to fit '62-'65 B-Bodies, but may interfere if used in other Mopar body types.
Chrysler engineers didn't screw around when they designed the Max Wedge exhaust manifolds.
Superior Automotive honcho Joe Jill installs the A&A linkage, return spring, and fuel-line kit. A pair of 500-cfm Edelbrock Performer carbs may seem like overkill on a 440-cube engine. But remember, the original Stage I and Stage II Max Wedges came with dual 525-cfm Carter AFBs, which grew to dual 750s on the Stage III. Joe Jill's name has been synonymous with hot Mopar wedges and Hemis since he opened Speedwin Automotive back in 1960. Jill campaigned a string of original Max Wedge and Race Hemi package cars with close factory support throughout the '60s and '70s.
Superior Automotive honcho Joe Jill installs the A&A linkage, return spring, and fuel-line
Headers are always better, right? To see, we switched to a set of 171/48-inch headers and registered 446 hp at 5,500 rpm, a surprisingly modest gain of only 9.1 hp. The eye-opener was what happened to the torque curve. Though peak torque only rose 4 points, from 491.2 lb-ft at 4,100 rpm to 495.2 lb-ft at 3,100 rpm, note that the peak reading occurred a full 1,000 rpm lower in the curve with the headers. At the same 3,100 rpm, the manifolds were good for 474 lb-ft.
Headers are always better, right? To see, we switched to a set of 171/48-inch headers and

Dual 14-inch air cleaners are classic must-have goodies for any Max Wedge, and Kramer Automotive Specialties offers these excellent reproductions. But do they reduce power? To find out, Superior's Don Spaccarotella screwed 'em to the carbs and a dyno pull was made. With no other changes, we got 432 hp and 485 lb-ft, a small loss of 4.9 hp and 6.2 lb-ft.
Dual 14-inch air cleaners are classic must-have goodies for any Max Wedge, and Kramer Auto
Despite the many Max Wedge jetting nightmare myths, the dual Edelbrock carburetors worked great straight out of the box. The A/F ratio and EGT sensors showed a slight tendency for the driver-side bank to run a little leaner than the passenger-side bank, but the numbers were safe all the way from the 900-rpm idle speed to the 6,500-rpm redline. We removed the choke plates on this warm-weather-only bruiser. The groovy reproduction valve-cover stickers are from Bob Mazzolini Racing and contribute to the aura.
Despite the many Max Wedge jetting nightmare myths, the dual Edelbrock carburetors worked

SOURCES
A&A Transmission Camby IN 3-17/-831-3066 aandatrans.com	Kramer Automotive Specialties Herman PA 7-24/-285-5566 Kramerauto.Com
B&M	Mancini Racing Clinton Township MI 8-00/-843-2821 manciniracing.com
Bobmazzoliniracing Riverside CA 9-51/-787-8783 Bobmazzoliniracing.Com	Milodon 2250 Agate Ct. Simi Valley CA 93065 805-577-5950 www.milodon.net
Bouchillonperformance Hanahan SC 8-43/-744-6559 Bouchillonperformance.Com	Pick-A-Part Riverside CA 9-51/-685-6744 Pickapartauto.Com
Edelbrock Dept. 5.0 2700 California St. Torrance CA 90503 310-781-2222 www.edelbrock.com	Summit Racing P.O. Box 909 Akron OH 44309-0909 800-230-3030 www.summitracing.com
Isky Racing Cams N/A iskycams.com	Superiorautomotive Anaheim CA 7-14/-503-1880 Superiorautomotive.Com
KB Performance Pistons 4909 Goni Rd. Carson City NV 89706 800/560-4814	Total Seal Phoenix AZ 800-874-2753 totalseal.com