Creative "Rules Interpreter" Jon Kaase Talks Hidden Horsepower
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- Опубліковано 24 лис 2022
- The 7 Time Engine Master's Champion, Jon Kaase shares how he got started in the racing and engine building trade. The king of Mountain Motor Pro Stock engines shares some great stories from his long (and still going) career.
For more great engine tech, check out @EnginePerformanceExpo, which returns LIVE on UA-cam on January 13th & 14th, 2023.
For more episodes of the Hidden Horsepower podcast, check out the full Hidden Horsepower playlist. • HIDDEN HORSEPOWER
For more on Joe Castello, check out @WFORadio
For more on Lake Speed Jr, check out @lakespeedjr.304 - Авто та транспорт
The Blue Oval has a place in my heart, my Grand Dad retired in 75 as head of Dyno Lab on Michigan Ave. As a kid through the 60's I went to every employee event at Engineering, I still remember when the GT's came back from LeMons, and all the little shows and meeting so many NASCAR guys, they used to give Grand Dad corn squeezings to try against his Haig & Haig and Canadian varieties. I would lave a Boss 9 for my 41 Ford, with stainless headers. Jon Kaase is a excellent Engineer.
Thanks for sharing!
I’m a true blue oval fan and my dad drilled it in my head from the time I could talk. Good post brother.
He is? It takes an "excellent engineer", $35k+ and a stroker big-block to get 1.25 hp per cubic inch naturally-aspirated?
ROFLMAO.
No one cares what's in your heart
Hey Jack ass keep your thoughts to your Self@@lollipop84858
I could listen to Kaase all day.
Agreed!
Jon Kasse is simply a great guy and absolutely no question one of the best there IS. Met him for the first time in 2004 at my first Engine Masters Challenge and year end and year out he's the same guy who is easy to approach and ask a question and get the right answer.
Class act, period!
Jon is a genius and a gentleman!
I was at EMC in '16 and '17 as a helper for a competitor. I saw his MEL engine and the teardown afterwards. I was blown away by it, and always am with his work. The guy doesn't think like "normal" guys; he thinks like an engine. Super easy to talk to, and he will treat anyone like you are somebody, like he did me. Absolutely a class act!!
I will say that you are correct and I am looking forward to seeing him sometime soon.
@@calvin99991 was that the 368 Lincoln?
@@gordocarbo Yes it was. He put up some good numbers, but beating Mr. Kaase is a monumental challenge.
I seriously thank you for your help, my 394 ci FE turned out strong in torque and horsepower.
Keith "The Shoot Out King" Szabo was one of my favorite racers. I think his dad worked for Kaase. Loved seeing his BB Ford Mustang winning many races.
The more load on the RPM. The lower the effective power production in the rpm range. The power band shifts down under load. The tach. Might read 6500rpm, but the power is as if it was turning 5500rpm. Love that quote Jon!
Jon is the man!
We use to compete in the EMC and Jon was always helping us, one way or another. Jon and the guys at his shop are a class act.
UNBELIEVABLY AMAZING INTERVIEW. I'm just in AWE!
He’s the man!
These Dumb=asses just don't have the ability to shut up for a minute & let the guest finish a thought. I can' t hear what the guy has to say because they're constantly interrupting & talking over him-
@@keithdean1327 I'm ok with it. It wasn't supposed to be a lecture. Total Seal man is quite energetic tho😂
One guy who possibly defines the clique of hooked, how many guys hooked on cars ends up making his own engines, the epitome of legend !!
He is the legend!
I've bought several things Mr. Kaase recommended & thank him dearly & Total seal for allowing him time. So much respect!
Jon is amazing!
Thanks for doing this guys…wish these interviews were going on when Grump, Joe Sherman, and Glidden were with us…would have been amazing.
Yes! I wish we could have had Grump and Glidden on as well.
I wish Prostock would have kept making teams run a factory style engine instead or just letting them make a engine that was never in a production car. To me the skill was taking that and making as much power as possible.
I'm glad 😊 that you have made it like a legend Mr. Kasse and I hope to meet you sometime sooner than later and before I am not able to travel that far anymore.
Legend for sure sure love John Kasse and his motors.
He’s the man!
I really want to see more FE stuff, those are such a great engines. Blair Patrick and his 400 ci FE with heads just exactly like my heads that were stolen from the machine shop when I was putting 2.19 intakes in and V grooving the chambers. It needs the turbocharged setup to cushion the yank on the rod during overlap. It is about the only method to cushion the piston pin and run a light rod.
Love to hear Jon Kaase talk car stuff. Nice man. In 2009 he gave me and my wife a personal tour of his shop in Georgia
That’s awesome. He’s a great guy.
This was awesome! I wish it was longer! A big thank you from Australia!
Thanks!
So many valuable lessons to be learned just listening thank you so much.
You're very welcome
Jon Kaase and Lake Speed Jr at the same table! This is awesome!
Kaase is the man!
@@TotalSealYES SIR! and with the help of TotalSeal rings I made 731hp@8500rpm with my 383 Windsor. Thanks TotalSeal!
I found on my Superstock stuff, what happens at 4000 makes a difference, even though my converter is 6200, it took me a while to learn that!!
Thank you Jon Kaase for sharing !!!
He’s the man!
Quain Stott(Southeast Gassers) is a really good guy.
Piston speed and directional change at the top is the killer...
I explain to people that the piston is trying to fly off the end of the rod.
Reducing the reciprocating weight is one of the best power gains you will encounter. Accelerating the piston, pin, circlips, rings and small rod end from a dead stop 2x every revolution requires power, every bit consumed accelerating the reciprocating assem can not be used to accelerate the vehicle.
NARROW PIN BOSSES, the shortest compression height pistons you can get away with and the longest rod you can put in the block.
FWIW the piston and rod weight reductions on ultra trick parts since the EARLY 1990's AMAZE ME!
Lighter, Faster, Stronger - the new materials and coatings are amazing!
@@TotalSeal I apprenticed to Cliff Brien for 2-3 days a week in the early 90's building short track engines. Cliff had been partnered with Les Ritchie when they were building the Thunderbolt and Cammer engines for Gas.
After Les's tragic death in May 66, he never built another drag racing engine I know of.
Jon is a living Legend!!!!!!!
Indeed!
I think just to add, 35 mins in, dry crank to get oil pressure up. then start, rev to 4000. I don't think Jon would disagree... Great video, Jon is a wealth of knowledge..
Thanks for sharing
Great interview with a legend 😊
Thanks!
I walked cabinet shop next door to jon shop in winder ga and the engines on Dyno would shake the ground I been in Jon's shop a few times it's amazing the work thay do serious hp
Worked
Those mountain motor engines are crazy!
Turn the volume down on Lake but still a great show.
Yeah. He is over animated. Craving the spotlight too much
Jon Kaase, Greg Anderson, whoever.... Lake just has to try and take the drivers seat. Sit quietly in the back seat, and let these top notch guys talk to us, and enlighten us.
Nonsense,Lake is an extrovert,it's his nature to be engaging with people in a loud and over-animated way,it has nothing to do with"craving the spotlight" nor does he want to"try and take the driver's seat while conversing with others....
Loved It...and Thank you!
Thank you john kassa I would certainly like to meet you someday
Jon is 100% First Class.
Agreed!
9 Time Master builder. God bless you 🙏😇
It was my brother’s ‘65 GTO with a Tri-Power with a Muncie that did it for me
Pontiac Power!!!
Looking forward to the hydro roller discussion, both mechanically and lubrication wise. I've been running Morels on my 600 hp sbf street engine for a few years. I've heard all kinds of stories and criticism about the lifters. I personally have had overall good performance with them. Occasional ticking when cold that doesn't last. Anyway, would love to hear John's take. Thank you
That segment is available @EnginePerformanceExpo
Too cool... the great Father of Speed
Thanks!
43:00 that 500 rpm is likely a difference between dyno dynamics and track dynamics. The harmonics takes time to establish, stabilize and develop to catch up so there is a lag on the track under acceleration. I'd guess that peak horsepower is also shifted up and out of your useful range compared to the dyno.
Would be honored to meet the man behind the Spoon Sports of Fords.
Jon Kasse builds all aftermarket versions of the cammer. Might be a good resource
Wish I was there to say hi to all my old friends.
About a half dozen years before Jon went to work for Dyno Don, Don had a set of titanium rods, and they ate the side clearance out of the crank . Don had to have the sides of the rods coated with plasma moly, or similar coating . Titanium is very abrasive .
Yes it is!
Many years ago they tried making a ring & pinion set out of titanium material. It was a disaster. Titanium is one weird material...
I thought it was just the thrust bearing? The fillets on the rest have a little clearance or at least should. Titanium is abrasive and have to have the clearance like any other material. I think titanium has been rejected because the clearance is excessive enough to cause secondary issues from the angles compromised by clearance like skirts and pins are beyond their limits to live with other things.
Titanium rods need to be degaussed according to their polarity and coated with plasma molybdenum of opposite polarity. Playing with this arena is worth it if your purses are $1,00,000,000 in a season. I enjoy learning about it for the sake of learning, but I am looking for 1000 hp from a turbocharged 410 ci Ford FE running 5140 polished and peened steel, forged pistons flat top, and a modular iron or 5140 dump truck steel crank. prefer aluminum heads. If someone copied Cleveland closed chambers with 2.19/1.6 valves and v- grooved on the inlet side and a short V-groove on the exhaust side of the plug. put high riser medium riser FE ports. Even the same port placement as the FE has but canted and moved up or down according to intake or exhaust it would be the best of both worlds. THE Chamber and a perfect port position . 4.63 port centers FEs are tough and light. With turbos you don’t have the yank on the pistons and rods on the overlap stroke as the turbo acts as a cushion with the positive constant that acts as a 5th stroke. You can use wider lobe separation on NA if you see oblong piston pin holes or rod holes. I ve even seen cap stud stretch and rod bearing loss of crush and the edges pulled away and grooving the throw. I have V-grooved iron FE heads and ported them to flow 285 cfm @28, but they perform like 315 cfm@ 28. It’s port recovery. I actually had it compared on a dyno. Same short block just a head swap. The 285cfm head beat the 310 cfm head by 35 hp. The port speed was so much higher on the 285, but it lost torque by 28ft lbs . The rpm’s were higher on the 285s peak the exhaust was lower at the same speed. On the strip in the car the 285 equipped heads were .6 faster 1/4 because it hooked up clean and ran clean at 7200 on the top end. He said that the torque at the bottom he had to pedal it and he didn’t have the power out the back. I really wish somebody would make a 4.63 Cleveland head for an FE. If you build them right, they are so good.
,,, titanium has not been rejected as a rod material ; however it has been outlawed in NHRA pro stock .
I wish you'd talk about how quickly pro stock rpm, and how quick they run them on dynos. I believe that's where you'll find why hp doesn't always equal acceleration.
great talk kaase is awesome
Yes he is!
Very interesting video!
Glad you think so!
I heard on the whispering wind, that Mr. Kaase makes a piston and head compo for the Clevland that is up there with the best. I my self got hold of new iron reproduction 4V's. Almost 55 year old tech but it still moves. Well I will find out if it does!
He does have some heads for the Cleveland that are really good.
4V heads on a Cleveland?.....prepare your bank account, it ain't gonna end well....ask me how I know......
@@imtheonevanhalen1557 Hello. Please explain.
COMBO !!!
I d love to build a 410 ci FE with a Cleveland head. A 4.63 bore center. Or a 4.165 bore and a 4.125 stroke. Put twin turbos on it to cushion the Yank on the piston at TDC overlap .
like it a bunch Thanks!
Jon is the man!
Great discussion! You should also interview the king of Ford mod motors : John Mihovetz from Accufab Racing .
Would love to have his knowledge
Don’t we all…
Could someone please post a link to Kaase's Edsel Build Breakdown? I'm having a hardtime finding details
Many Race Legends
Drag Racers lived in Atlanta during the SUPER STOCK wars !!!
Thanks!
Wanted to build my 1973 429 . for my 1977 f150 4x4. What’s a good combo?
For some reason my computer worked faster after listening to this !
LOL, Jon makes everything faster!
Why did engine masters change from Cleveland's to LSs. Which engine scored higher?
Jon Kaase is Mr. Horsepower!!!
Yes he is!
I call him Mr.Boss 👍
In high school Jon had shoulder length hair, and look at him now!!!
I am an FE guy, and I always wished Mr Kasse would make a Cleveland style 4.63 bore space head and Tunnel Ram for the FE value arrangement. That would be so cool. The FEis a strong inline design, but you can’t beat a canted valve head with the good chamber. I wish to thank you Mr Kasse for your R&D and you might not remember helping me out on my FE heads in how to manage the overlap time and cushion the pistons toss during overlap. I have a Bullet roller hyd for the street with asymmetrical exhaust lobes that cushion the toss on the end of the rod that is as good as NA can get. I would have to turbocharge it to be any better.
This here is some of the American culture at it's best.
Absolutely!
I remember that was thought to be unobtainable at one point 😅
Ti retainers shed material... the Ti gets embedded into the soft piston skirts and wear bores. Never use a Ti retainer if your spring assembly has a dampner. Dampner mows into the Ti. Light weight Tool steel retainers are often times the better choice.
I believe the reason you can build these big engines and piston speed is really not an issue is the harmonics of opposing force ...they seem to cushion themselves or cancel themselves ...
God looks after those who believe in him, John! Great quote.
Does anybody know where I could find the link of the video jon Kasse did on his tips and tricks?
Here you go! ua-cam.com/video/ElcbVBOs5TE/v-deo.htmlsi=G1GflmO-PFlLSoIJ
Thank you!!!
With 4 speed manual transmission and 411 posi track
Did he build a engine called the Croker? It was 700 cid?
Randy is ther too ! Oh man
All the guys under one roof!
Their is a big deal name that I remember quite well , The Oak Ridge Boys, WOW
What effects could manifest from over-scavenging during cruise rpm? Can vacuum from exhaust scavenging create enough force to overload bearings during steady state cruise? I think, yes.
Do you mean creating crankcase vacuum?
Example?
@@garlandjones7709 Factory camshaft selection avoids overlap. I believe emissions are only part of the motivation for avoiding overlap. Pressure * area = force. Scavenging = vacuum. Negative pressure over piston area equals tension on connecting rod. Personal experience with my vehicle build.
A friend has a pair of his Boss9s... absolute piece of jewelry they are...
He makes great products!
Nice but Kaase even says his wedge engines make more power than the Boss 9 Hemroid heads. Hemroids are inherently limited by their design, in valve size, & cam duration, overlap & lift because the valves will hit each other during overlap.
@@bradgriffith4231 If this was about power, I would just buy an SMX...
You need to do clips form this to make shorts...this will drive traffic to your site.
Thanks for the suggestion!
Who is WJ? The only engine legend that comes to mind with these initials is Warren Johnson. Is that who they are talking about?
Yes, WJ is Warren Johnson
Bbf forever ❤🇺🇸💯
👍👍
Great interview. Just wish the guys would let Jon speak. Ask a question then "Shut Up".
Your going to get to go again.
I’d rather hear Jon
WFO !!!
The rule makers unfortunately like to factor out the Fords one way or another , We just cant have this Ford to dominate ever again!............Thanks For having Jon on your show guys
We will have Jon on the channel anytime we can.
Oh PLEASE !!!
NASCAR ,BANNED the 312 Supercharged Thunderbird Engine and the FORD 427 SOH CAMMER! IN the Late 80s NASCAR Implemented the restrictor Plate , the FORD Thunderbirds were TOO FAST ! When Bill Elliot won the Championship! , Allen Kulwicki won a Championship, and David Allison ran SO STRONG with FORD POWERED CARS ! .
@bobgyetvai9444 OH please? TRUE FACTS !
@@Jerry-up8bk you been snortin a shine jug a few too many times .
Kaa
Ruined my life he said. Wow😮
Two guys talking over john kasse is annoying. Let the guy talk next time!
You are the most humble person I ever herd
Yes he is.
The 409 gm has a weird cylinder in it also
Didn't Jon have to had his Pro Stock heads over to Sonny to copy otherwise IHRA were going to penalise him?
Not sure about that, but anything is possible.