MoparMontana

That all depends what compression ratio you are starting with. in '34 they were only 5.6:1, but by '59 they were 8:1, so what you are starting with will greatly effect the performance increase. The most accurate benchmark that I know of first-hand is the engine and chassis we built for the Peking to Paris rally (#MDBP2P) which won it's class in 2019. With a Gen II head, an EDGY "Boy Racer" cam grind (260 duration, .410 lift), Fenton headers, Edmunds high-rise 2x1 intake, Zenith carbs, porting and a meticulously detailed build, it dynoed at 150 RWHP at 1227' elevation and 86*, for a corrected HP of 157 RWHP and 179 at the flywheel. This was not a "hot" motor, as it was built for durability and dependability on unreliable fuel, instead of bragging rights, but it was probably one of the most detailed L6 builds ever, with lightweight forged coated pistons, a modern thin ring pack, weight matched rods, undercut valves, etc. I think it's safe to assume that you can readily get 130-140 RWHP out of well-built, well designed 230 with 9:1 compression. Note that all intakes are not the same! I personally think the Offys and modern repops with a fake vintage name on them are junk. When we do our flow bench work this spring, I'll be taking my extensive vintage intake collection along.

Thank you! I appreciate your input and support. I agree 100% that folks need to understand that my Gen II EDGY heads are "hot rod" pieces, and with that comes the assumption that they will require a very high level of skill to make the appropriate modifications to work on their application. But, the reality is that a lot of folks do not have the experience or tooling to do so. I am fully aware that I am lucky to have been wrenching on vintage cars for forty-plus years, can weld cast iron, steel, and aluminum, have enough tools for several shops, and can run a lathe and a mill. But, I also remember when all of these things were intimidating as $#^&!. I do fabrications daily that would have crippled me only a few years ago. That gets back to my comment simply asking for those who don't have the experience and tooling to reach out for solutions instead of complaining about the part itself.

Combustion chamber design theory, and gasoline formulation has improved drastically in the past 70 years. And, like every part on a car, every stock part was a compromise between the engineers, the bean counters, and the warranty department. There is literally no direct comparison in performance between a milled stock head and a well-engineered aftermarket performance piece. I will be posting flow bench and dyno data that supports that in late spring/early summer.

Hi there, I seldom look at forums, but it's been raining non-stop for three days, so am doing a bit of couch and internet surfing. I am the guy that is currently casting "EDGY" heads. First off, if you ever have a question or problem with one of the heads that I have sold you, do not hesitate to email me at moparmontana@gmail.com before talking negatively about my products forums (which is exactly why I don't participate in forums). I have noticed a couple of comments on here about folks having issues with "EDGY" heads. First off, please understand that there are two versions of EDGY heads; The ones that Earl sold prior to 2017, and the ones that I started producing in January of 2018. While the two 23" heads (Earl's Gen I and my Gen II) are visually identical, that is where all comparisons end. While I wasn't aware of it at the time, there were some issues with Earl's original (lets call them Gen I) heads when I bought the pattern from him. I literally had not cast a single head yet when I got a call from one of Earl's customers saying that he had a porosity issue with his head. About a week later, I received another, this time with an overheating issue. I asked both of those customers to send me their heads so I could evaluate them, with the promise that I would send them a new head for free when I got mine (Lets call them Gen II) produced (BTW, both of these gents are now repeat customers). I spent a day at the foundry sawing up these two EDGYs and two stock heads. From what we learned, I then made a lot of changes to Earl's pattern, thus the "Gen II" designation. These improvements included, but not limited to - A different foundry, pure Ingot 357 Aluminum, T-6 heat treating, increased internal webbing, increased internal radii, improved water flow with less stagnation, modifications to eliminate core shift, shot peening to remove stress, CNC machining, final surface finishing. I use the same foundry that produces Arias hemi race blocks and heads, components for Shelby Enterprises, and some of the higher-end products for Offenhauser. In hind sight, it would have been easier to simply make a new pattern, but I had already purchased Earl's patterns, spent the money to revise it, and thought it easier to utilize his brand recognition instead of starting from scratch. In regards to 25" EDGY heads, I only produced a few. These were cast with Earl's pattern, but with no changes or updates. Again, if you have an issue with one of the units that I produced, please email me at moparmontana@gmail.com and I will make it right. Moving forward- Now that I have been working with the new foundry, a 3D pattern maker, a porting and flow expert, and continuing to set records at Bonneville, and have some recognition, I feel like we can new create all-new heads that not only have improved performance over the original EDGY design, but are also less tricky to cast and machine (keeping costs down) as well as eliminate some of the complaints that I hear regarding the original EDGY design; like the heater and temperature sender location, lack of bosses for oil filter and throttle linkage, and an option to use a stock thermostat housing. So, I am in the process of designing a few completely new head patterns (sixes and an eight) with a new combustion chamber design for the 23" (218/230 Dodge/Plymouth), 25" (251/265 Chrysler/DeSoto) and Chrysler 323" eight (if there is sufficient demand). While they are most likely still a year out, the next step is happening very soon. We (The Montana Dodge Boys) are in the process of cutting up various junk blocks and heads, and have enlisted the services of an old friend who was the cylinder head and porting guru for Alan Johnson racing for a decade. He is the guy that helped take our little 212" 1928 Dodge four cylinder Bonneville race motor from it's stock 37 horsepower to the fire-breathing 240 HP that achieved our goal of a 150.141 MPH record in 2017 (https://youtu.be/fKskvABKme0). I have also been corresponding with Tim Kingsbury, George Asche, and Bruce Mosier for some "old-school" perspective and advice. Both of the new heads will be available in two forms; a finned "hot rod" head and a stock-appearing "sleeper" head, yet both will have the benefits of high compression, better heat dissipation, improved combustion chamber design, and extra material on the gasket surface to allow for enough milling for extreme compression ratios (up to 11:1). There are also a flow-bench designed intake and headers in the works, a Borg Warner R10 overdrive adapter, porting templates, as well and some modernized, computer-designed cam grinds. Stay tuned to my website www.moparmontana.com or facebook page @moparvintagespeed for updates. Again, if you have an issue with a product or service that you received from me, feel free to reach out to me directly. Thank you, Pete

I did not! Fortunately they are just temporarily mounted. The end user plans on dismounting and balancing them. I've had them on my '31 DeSoto for 8K+ miles with no issues, but very good to know for future projects! Thank you for the info!

Great question - It's actually a brand new axle from Winters performance. -It's light (aluminum center) -All modern and readily available big Ford bearings and seals. -3.78 R&P -Several backing plate flanges available -Custom housing and axle lengths available. -Trac-loc available -Flanged axles (no need to carry a hub puller) We debated this at length but felt giving our criteria of - parts availability in remote locations, gear ratio, limited slip, custom lengths, brake drum interchangability, not having to carry a hub puller, ability to do brake work without pulling hubs, readily available brake wheel cylinders, etc. - it was a no brainer. We also have a good relationship with Winters from our Bonneville efforts, so that didn't hurt either.

Once the word got out that I was planning on producing a run of heads, I started getting messages and calls from previous customers about what they thought needed improvement. This got me to thinking that if I was going to the trouble and expense of modifying the patterns, that I should dig a little deeper. So we bandsawed up two existing Gen I EDGY heads, as well as two stock heads, and consulted with pattern makers and foundries. The improvements to the Gen II EDGY heads are as follows: -Additional internal webbing in the core to better support the combustion chambers. -Revised webbing in certain areas of the core for better coolant circulation and reduced stagnation. -Larger internal radiuses to improve strength, durability, and heat or stress crack resistance. -Changed casting method to better support the core for less risk of core shift during casting. -A modern technique incorporated into the patterns to have denser and equally-sized as-cast combustion chambers. -Multiple test pours cast and cut up to analyze progress. -Poured from pure 100% A-356 ingot. -Heat treated to T6 -Shot blasted to clean casting and relieve stress. -CNC machined for consistency.

Yes, I know. Sorry for the delay.

I wanted to use 2" springs so I had them made off the original blueprints at Eaton Spring in Detroit.

I believe they have 12 left to machine. It took quite a while to build a fixture for the mill that was easily indexible for the kids (error proof). They will then be surfaced and shipped, hopefully near the end of next week. Thanks for your patience!

I parted with one of the favorites of my extensive intake collection for this project. A pristine, polished Edmunds highrise.