Regardless of the business model or the marketing approach, it still took engineering support to make the whole program fire on all cylinders. Chrysler’s factory racer support group was working together with aftermarket suppliers like camshaft manufacturers like Isky or Racer Brown in developing specific lift and duration figures designed specifically for Chrysler engines or intake manifold companies like Edelbrock designing unique runner and plenum styles that work with Chrysler’s cylinder heads, and Hooker Headers in creating applications that work in numerous Chrysler ‘A, B, and E-Body ‘B’ platforms vehicles. It was whatever it took to provide the brand-loyal Mopar owners a competitive edge over their Ford, Mercury, Chevrolet, Pontiac, and Oldsmobile rivals. Sure, those crosstown OEMs had no problem stuffing their big engines with lumpy camshafts, stratosphere-like compression ratios, and massive carburetors, into their intermediate and pony car offerings. But once that car rolled off the dealer’s lot, that enthusiastic buyer who wanted to tear up Main Street or Detroit Dragway was on his own when it came to factory performance technical support. Chrysler saw that kink in their competitor’s armor and used it as a sales tool to lure those performance buyers into Dodge and Plymouth muscle machines. Simply called ‘Chrysler Hi-Performance Parts, the first catalog was printed in 1968. All though there were performance package bulletins sent to dealers as early as 1962 regarding special engine and body components related to 413/426 Max Wedge cars, it flew under the radar as the sales divisions of Dodge and Plymouth were not in synch with the Mopar parts group when it came to consumer marketing, but that all changed very rapidly.