For our low-deck 500-cube aluminum street wedge’s goals of street torque and moderate rpm, Indy went with the 275cc EZ-1. These heads feature CNC profiling of the port window to Max Wedge dimensions, as well as CNC porting in the all-important bowl area.

Viewed from the intake port side, the large port window and CNC work to the intake port entrance is readily apparent. The heads were set up by Indy with a COMP spring package compatible with a solid flat-tappet camshaft using a dual spring assembly, steel retainers, and 10-degree locks.

The assembly of our aluminum Maxx block bottom end was detailed in the May issue of PHR. In preparation for installing the Indy EZ-1 cylinder heads, the decks received a set of ARP studs. With a 0.039-inch Fel-Pro 1009 gasket and the full-dished Diamond pistons, the compression ratio works out to a pump gas–friendly 10:1.

With the T&D 1.6:1 ratio rockers the custom COMP solid-lifter camshaft (grind number CRB3-6579-6583-S108) delivers a gross valve spec of .594/.612 inch. The valve lash was set to .018 inch (hot) on both the intake and exhaust.

For a traditional hot rod look, it is hard to beat the appearance of an inline dual-quad system. Indy’s Mod Man intake manifold features a two-piece construction with interchangeable tops, including the dual four setup selected for our aluminum wedge.

Taking the motion of the COMP solid flat-tappet planted in the block is a set of Indy/T&D 1.6:1 ratio aluminum shaft-mounted rockers. These rockers are designed to bolt in using the production-style rocker saddles cast into the heads. T&D makes a complete line of off-the-shelf Mopar shaft-style rocker arms for small-block, big-block wedge, and Hemi applications, but these T&D rockers are made specifically for the Indy EZ-1 and are only available through Indy Cylinder Head.

The flexible Mod Man intake allows a broad range of popular induction options simply by replacing the top plate. Top plates include a blower mount, single four-barrel, Six Pack three two barrels, or the dual quad top used in our application.

A pair of 500-cfm Edelbrock carbs, #1404, is the perfect complement for the Indy Mod Man intake, providing a look that is reminiscent of the bygone muscle cars familiar to Mopar enthusiasts. With a total flow capability of 1,000 cfm, there’s more than enough to feed our hungry 500 incher!

Fully assembled and ready for the dyno, Indy’s dual-quad aluminum wedge was nothing short of a thing of beauty. For dyno trials, the engine would be fitted with a Meziere electric water pump and a set of 2⅛-inch dyno headers. We may be restricted in our choice of headers with the Valiant; a set of custom units may be our best choice to fit in the A-Body’s chassis.

Lighting the fire is a full array of ignition components from MSD, including their Pro Billet distributor, 6AL ignition box, Blaster II HVC coil, and secondary wires. Indy’s Ken Lazzari tells us Indy chooses MSD components because they’re consistent and reliable.


To The Dyno

The final details of our engine assembly included a full ignition system from MSD, including their Pro Billet distributor, 6AL ignition box, and wires. The engine was moved from the engine-building area of Indy Cylinder Heads to their well-equipped dyno cell for testing on the SuperFlow engine dyno. For testing, the engine was fitted with a Meziere electric water pump and Indy’s 2⅛-inch dyno headers. After the successful initial firing, adjustment, and warm up, the ignition timing was set to 35 degrees total advance and the valves adjusted to .018 inch hot. The combination was run at a test acceleration rate of 600 rpm per second, sweeping from just below peak torque to well past peak power.

The information display showed peak power coming in at 6,100 rpm, essentially right on our operating rpm range target, with 657 hp recorded. The dyno pull extended through to 6,700 rpm, with no sign of valvetrain instability apparent, while retaining 644 hp at that engine speed. Equally impressive, the engine showed it was making excellent torque throughout the test range, delivering a maximum of 662 lb-ft of torque at 4,500 rpm. Calculating the specific torque per cubic inch showed the engine was making very efficient use of its displacement, with over 1.32 lb-ft of torque per cubic inch, an outstanding level for a pump-gas engine. This compact and lightweight big-block Mopar was making Goliath power in just the sweet range for a true street application. Weighing in at about the mass our original iron Slant-Six, but with nearly six times the power output, this Indy Wedge is just the thing to take the street performance of our Project Valiant to the Maxx.