Smith and Burgess were in agreement on two key ideas. First, the proprietary engine would need design input from the OE manufacturers likely to utilize it in future models and, the 145-Tribute project had been the best way to develop project management skills and expertise to make this new endeavor successful. Recommendations from the OEs were received during meetings, after which, Product Development team reconvened. Led by Scott Sjovall and Jeff Bailey, the team took the ball and ran with it after the completion of the 145ci project in October 2003. Sjovall, then Manager of Research and Development, had responsibilities throughout the S&S organization, so he was hands on when he could be. But Bailey lived his life through the development of the new engine. “The motor is elegantly simple, durable, a pleasure to ride and an excellent foundation for even more performance.” Said Scott Sjovall - S&S Vice President of Product Development. “I think I can speak for everyone at S&S when I say we love to talk about the X-Wedge and answer questions.”

Burgess left S&S for Global Motorsports in October 2004 and, a few months later, in December of 2004, Bailey emerged from the R&D area with a prototype running on a dyno. By April of 2005 there was a prototype in a chassis and running around Viola, Wisconsin. The project internally named “Fred” during the development process was replaced with the formal X-Wedge name during the summer of 2006. In December of 2006, the X- Wedge was introduced to the world in an article written by Kevin Cameron at Cycle World, which coincided with final design input from the OE manufacturers. Shortly thereafter it sprung onto Bikernet.com. During all of this excitement, preliminary testing showed it would easily meet 2008 CARB laws and 2010 EPA laws! To wrap up an already crazy 2006, five X-Wedge engines shipped to the Project X builders in December. A plan to have S&S employees ride to all the major events in 2007 on X-Wedge powered bikes lead to six additional prototypes being built before the calendar rolled over and the formal unveiling took place in early 2007 at both the Cincinnati V-Twin Expo and Daytona Bike Week.

The all-new S&S X-Wedge (pronounced “cross” or “ex”) is a 56-degree, closed-loop fuel-injected, three-cam, overhead valve v-twin designed to deliver the performance expected of an S&S engine, while complying with EPA laws. Initially, the X- Wedge will go to OE manufacturers of production customs in engine sizes of 117 and 121ci—with larger packages to come later. The 56-degree v-twin utilizes three belt-driven, large base-circle cams; two exhaust cams and a common intake cam achieve almost straight pushrod angles that combine with automotive-style rockers and roller tappets to create an incredibly quiet, EPA noise conscious valve train. The X-Wedge is actually 5db quieter than a 41/8” S&S 117ci engine from 2000rpm through 5000rpm!

Induction on the X-Wedge is done with the new S&S single-bore throttle body pumping fuel and air into a wedge-shaped combustion chamber contained in a head with a five stud bolt pattern and increased fin area for maximum cooling abilities. By design the X-Wedge got its name from its cross-wedge combustion chamber—designed so that the intake and exhaust ports are in alignment with the valve stem plane to maximize performance. The head has the fuel injector mounted directly in it to improve injector aim for even more efficient combustion. A non-structural rocker cover allows various OE builders to design a look specific to their brand.