Of Jon Kaase.. the winning engine combo. Dig the headers! Yes it's a MOD motor.
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Of Jon Kaase.. the winning engine combo. Dig the headers! Yes it's a MOD motor.
Tri-Y to the max!! :cool::cool::cool:
really nice.
Wild lookin' set of tubes, gonna have to go to his web site and see what sort of phenomenal power he's getting out of that hoss!!!!!!
Dave, if you find any info on the performance of that mod motor with the headers post a link to it. I went to the J. Kaase web site and did not find anything like that.Quote:
Originally Posted by Dave Severson
I'm not sure if it's posted out yet. It's part of that engine building competition that happens every year or so. I think that's hosted by Hot Rod?? I saw the pics on SBF tech site. I think they said the motor CID limit is 400 inch. But I didn't see any specs or output.
When I saw the headers I thought of the SHO motor going into the chrysler product on this site. Not sure why.. just did! LOL.
I think it may be Popular Hot Rodding that does that engine building competition. As I recall it's a pretty expensive proposition for the shops that compete, like building an engine from ground up, documenting all the details, then giving it to PHR without restrictions for their testing, and they keep the engines? It would be interesting to see the numbers on the mod, anyway.Quote:
Originally Posted by 34_40
http://www.popularhotrodding.com/enginemasters/
Ya know,
With the fab skills I've seen here at CHR, I have NO DOUBT
some of you could turn out equally beautiful headers // exhaust systems!!
Those are extremely sweet though!!
so how many of you noticed that the two headers pictured probably aren't of the same set but of two different combos???????????????
Yeah, I counted the tubes and noticed the different pairing this morning when it was posted, and that the second one hadn't been fitted with the collector yet, but I didn't make anything of it since the second one wasn't mounted to the engine. I just figured that they built two different sets, and then did some dyno runs to see if one was better than the other. As I said above, it would be interesting to see some numbers on the mod motor running them, and comparisons between the two different configurations.Quote:
Originally Posted by jerry clayton
With standard Tri-Y headers as Doug Thorley used to build them, on one side of the engine the front and rear tubes come together in a Y and the two center ones do the same; on the other side, the front and third come together and the second and fourth. Those combos dump into the collector Y. That is for engines with a 1-8-4-3-6-5-7-2 firing order. That combo of pairing is what this looks like to me.
Nothing about them on Jon's site, but then he's notorious for having a whole engine and all the "good" components developed and tested before he releases anything about the pieces!!! Same way he did the "Boss 9" engine, and many years before the Kaase CJ heads for the 385 engines.....Quote:
Originally Posted by rspears
Here's an excerpt from this year's Engine Master's competition, dang good numbers from a 4 valve mod motor with no supercharger, nitrous, or turbo!!!!!
Our five top qualifiers drew lots at the AMSOIL Engine Masters Challenge banquet to determine the running order in final eliminations. Jon Kaase drew the kick-off position and was the first to run. His wild 409-cube Ford Cobra engine was going into the finals with a second place score in qualifying, and whether this proven Engine Master could find more in the MOD motor was anyone’s guess. The experienced crew worked the tune, taking advantage of the cold morning air. Every move poured more power into the mighty MOD – these guys could do no wrong. Power output now tagged 721 peak horsepower. Torque was off the hook, with 600 lb-ft at just 3200 rpm, peaking at an astonishing 675 ft-lbs. Kaase’s effort bumped his score a remarkable 45.2 points to 2961.7.
PS--the Tri-Y's were on the engine for the dyno runs.......hard to say without pulls with other headers what the power differences are. I'm sure Jon knows!
Read more: http://www.popularhotrodding.com/eng...#ixzz2hgptzTdG
Rrumbler, I'd forgotten (CRS again) about the different pairings side to side to maximize scavenging. The SBF's 1-3-7-2-6-5-4-8 firing order would change the pairings, but I bet you're on target with the reason and I expect that's what Jerry was pointing out with his post.Quote:
Originally Posted by Rrumbler
Dave, thanks for the details, and for posting that link! Good stuff!Quote:
Originally Posted by Dave Severson
I won't make any comments directly to Jons headers for this engine but will give you a few thoughts/ideas about why some headers are built the way they are-You got to keep in mind that dyno headers are a completely different animal ( sorta like comparing giraffes and elephants neck/nose to maybe hippos and anteaters)-fro m some exhaust system that has to fit in a vehicle---of the 4 or 5 Jerry rules written on my garage wall back by where my frame fixture was is one that says ---------build the car around the headers----build the car around the doors-and a couple of others also but I'll save them for another day----------
When you want to discuss cylinder pairing in a tri y system between makes / braqnds of engines over the firing order, first keep in mind that the 90* v-8s all have a similar CRANKSHAFT but do number the cylinders differently and that a cylinder will fire every 90* of crank rotation but that on some pairings its on opposite sides of the engine and some will be the same side------this creates issues on the tri-y (maybe we should use a different term here, but what we want to do is separate this type from the individual pipes(dragster/funnycar) and the present day 4 tube merge collector-----
I want to interget a thought here about Jons pipes----the engine masters has a criteria of a very wide torgue and high curve so the individual pipes need to be very long------and in my opinion, by using the split exhaust ports, he could really have two lengths of pipes which would widen the curve----------
Over the years cars with FI stacks used lengths to compliment torque curves to aid with the use of automatic transmission (back before they did all the tq stuff((the Fords actually used a 8 inch converter from a Falcon 6 cylinder to raise the stall behind the 427 cammer & tunnel ports)) I don't know what Mopar or GM did as I was a Ford guy!!!!!!!!!!
Over the years ( since 4 -1 collectors) I have done headers to split the firing order into 2 sets of numbers and used 2 lengths of primary pipes to widen the curves out, however it wasn't that I was looking for a wider curve, but was wanting to not create a set of headers that concentrated every thing into one thight corner of the hp corral--------
I found that top fuel headers weren't big enough OD that the pipes would bulge out near the cylinder head---if they were too vertical you could get tire shake, if too laid back, loss of traction at top end and hot tires------ideal size was where a tennis ball would seal the pipe in the trailer/pits-----
I at one point in time (after rear engine fuelers) wanted to run all the pipes up into a large circular collector between the wing structs with a aprox 5 -6 inch center pipe where we would route the return line from the high speed lean out valve that would have created an ramjet/jato rocket type propelsion system but when I sought permission to try it I was pretty much in very few un printable words from people high up in racing told were to go-----------
time for some more coffee-------
You and Garlits, and others, butting heads with the NHRA hierarchy.:3dSMILE:
So the Mod Motors finished 1,2,3 all had impressive output totals!
Looks like the pushrod motors are going to be like flatheads, fun to have for nostalgia purposes, but down on power!!!!!
Dave--- the pushrod motors had the most power----------
Ok, the mod motors won the competition based on points, not peak hp.......