Has anybody run one of the CNC ported maxwedge intakes from A&A transmissions? Just wondering how it ran compared to the regular version.

When I was building my car I was willing to spend $2000 to port a max wedge intake. If it could be on par with an Indy 440-25. Couldn't find anybody. When the 440-25 was first released I backed to backed a factory crossram vs an Indy 440-25. Same day on the dyno, same carbs. 498 with box stock -1 heads, .650 roller, 12-1, 2 Eddy 750's. 658@5700 vs 712@6700. From 4000 up the Indy was better.
Doug

Before when my car was just running brackets with a single dominator on an old Wieand crossram, the one that you can also get a three duce top for, they run them in Superstock a lot back in the day, the car ran 10.90's I put a 1963 maxwedge intake on it with two 750's and it slowed down to 11.20's I worked and worked with the old crossram and even went to bigger inches and the best I got the car to run was a 10.03 with the cross ram. I took a
victor Jr intake and built a two four top, and the car went 9.80's no other changes. I did see one guy who had an old max wedge intake that they cut the top off ported it and then raise the top about an inch, he said back in the day it was a couple tenths quicker. I was just wondering if the CNC version helped any over the stock one. I think the A&A manifold is already a little better, as they cast them with a little shorter runner.

Did the crossram peak at 5700??

Jon Kasse took one of my stock 63 intakes as a science project about 7 years ago. On the dyno with untouched intake the motor made 698 HP with 286 heads done by Kasse as well. Same day 45 minutes later with the ported manifold 780HP. Picked up 5 tenths right away! Largest gain we ever made with the motor!


Since that day the motor has gone through many many changes, and what ever we do still make 780? I can only think that the Intake is just maxed out? Maybe the heads? But I think its the Intake.

Yes

What carbs were on it, do you know what the heads flowed.

Id love to see this manifold.
Doug

I heard someone ask a Kaase customer some details on one of the trick intakes he used to make big power.
The customers answer made me laugh. "Giving you those details is the quickest way to become a former Kaase customer"

I had a flow sheet on the heads that I can't seem to find? From what I recall one set flowed 324? Maybe Dwayne Porters remembers he did a lot of work to them with Mike from HP motors. (If he pop's in?)


Carbs where 750's that Dale at CFM opened up to I think 950's

The motor was built for FAST racing so we where stuck using a lot of stock components


Doug I will try to get some pictures of inside the manifold?

I have only seen one old max wedge super stock cross ram that had been cut apart and ported.

Having played around with both wedge and hemi x-rams for more years than I want to admit,we modified them in many different configurations.Starting with the early modifications from Chrysler's engineers to various Diamond Engineering versions.I spent a lot of time with Jim Cavalera from Diamond and we came to the conclusiom that the only substancial benifit was increasing the interconnection volume between the two sides this allowed a better balance of air fuel equalizing the mixture so that both left and right cylinders got the same fuel making the engine more tunable at idle,off idle or intermediate transition to wide open throttle.Alan Krem and I took one of my manifolds and opened the the entire plenum area as much as possible and even raised the entire roof 1/2 inch to encrease the volume even more.We increase the interconnection area to 10 square and opened the runner entrances to max(about 4 square)This modification would exceed any CNC porting of a unmodified manifold today.We seen a slight increase in HP and minimal torque increase.Alan,Jim and myself came to the conclusiom that the entire design was flawed and both wedge and hemi manifolds were restricted buy the flat runner design and the port area at the head.We did modify this area and seen additional gains but this excluded the use of the manifold for class racing.In our opinion the time and cost of this modification wasn't worth the gains.Our remedy was to put a 5.13 gear in and wing the motor to 8200+ run fast and break engines.One successful SS racer told me he broke 5 engines just to set the record.This is the exact reason I ran a single carb on my 65 Plymouth for over 20 years.

Marlin Bogner had these heads and intake for sale about 20 years ago. I want to say he said that Batten did the heads and intake work.

I think the carbs were 800's that were opened up. Do you know or know of anyone currently running them that could provide setting them up?