Jon Kaase SR71 Cylinder Heads

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Post  68formalGT on February 4th 2019, 12:01 pm

Lem Evans wrote:
c.evans wrote:
BBFTorino wrote:How old are the C heads? When did they appear on the scene?

I think the C-460 heads appeared in 1994.  At least that's date on the 4 pages of instructions that came with the heads.
Charlie

1994 is correct.

Wow, 10 years after the A heads. Quite an impressive improvement in that amount of time though.
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Post  rmcomprandy on February 5th 2019, 10:00 am

68formalGT wrote:
Lem Evans wrote:
c.evans wrote:
BBFTorino wrote:How old are the C heads? When did they appear on the scene?

I think the C-460 heads appeared in 1994.  At least that's date on the 4 pages of instructions that came with the heads.
Charlie

1994 is correct.

Wow, 10 years after the A heads. Quite an impressive improvement in that amount of time though.

The "C" head was merely a C3 small block "Yates" NASCAR platform cylinder head made larger to fit the big block engine size.

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Post  68formalGT on February 5th 2019, 10:12 am

rmcomprandy wrote:
68formalGT wrote:
Lem Evans wrote:
c.evans wrote:
BBFTorino wrote:How old are the C heads? When did they appear on the scene?

I think the C-460 heads appeared in 1994.  At least that's date on the 4 pages of instructions that came with the heads.
Charlie

1994 is correct.

Wow, 10 years after the A heads. Quite an impressive improvement in that amount of time though.

The "C" head was merely a C3 small block "Yates" NASCAR platform cylinder head made larger to fit the big block engine size.

As well as it worked I wonder why they never made a Cleveland head larger to fit a big block? Was it because the Cleveland was banned in NASCAR?
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Post  c.evans on February 5th 2019, 11:10 am

68formalGT wrote:
rmcomprandy wrote:
68formalGT wrote:
Lem Evans wrote:
c.evans wrote:
BBFTorino wrote:How old are the C heads? When did they appear on the scene?

I think the C-460 heads appeared in 1994.  At least that's date on the 4 pages of instructions that came with the heads.
Charlie

1994 is correct.

Wow, 10 years after the A heads. Quite an impressive improvement in that amount of time though.

The "C" head was merely a C3 small block "Yates" NASCAR platform cylinder head made larger to fit the big block engine size.

As well as it worked I wonder why they never made a Cleveland head larger to fit a big block? Was it because the Cleveland was banned in NASCAR?

You could say that the Ford E-460 Pro Stock head was a "Cleveland head"for a big block. While it was a porters head, it had the basic construction for a canted valve head. Probably more accurately, we could go back in time and call the TFS A-460 heads a "Cleveland head" for a big block.
Charlie

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Post  68formalGT on February 5th 2019, 11:59 am

c.evans wrote:
68formalGT wrote:
rmcomprandy wrote:
68formalGT wrote:
Lem Evans wrote:
c.evans wrote:
BBFTorino wrote:How old are the C heads? When did they appear on the scene?

I think the C-460 heads appeared in 1994.  At least that's date on the 4 pages of instructions that came with the heads.
Charlie

1994 is correct.

Wow, 10 years after the A heads. Quite an impressive improvement in that amount of time though.

The "C" head was merely a C3 small block "Yates" NASCAR platform cylinder head made larger to fit the big block engine size.

As well as it worked I wonder why they never made a Cleveland head larger to fit a big block? Was it because the Cleveland was banned in NASCAR?

You could say that the Ford E-460 Pro Stock head was a "Cleveland head"for a big block. While it was a porters head, it had the basic construction for a canted valve head. Probably more accurately, we could go back in time and call the TFS A-460 heads a "Cleveland head" for a big block.
Charlie

Wasn't the Cleveland valve angles around 8* with a 3* side angle where the A460 is more around 13* and 4*? How much better performance would there be with the Cleveland angles in the A460 head or more like a Profiler 221 set up to take the A460 intake and exhaust?
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Post  Lem Evans on February 5th 2019, 12:19 pm

The C3 was/is an improved cleveland by Robert Yates.

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Post  68formalGT on February 5th 2019, 1:42 pm

Lem Evans wrote:The C3 was/is an improved cleveland by Robert Yates.  

That's a small block head though, not an adaptation for a big block.
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Post  JBR-3 on February 5th 2019, 2:20 pm

Yates modified the Cleveland to seek an advantage that was, at the time, not yet outlawed.
The Yates change was to make the chamber smaller for the sky-high compression they wanted.
Also, by making the valves parallel, there was no limit to cam overlap, because the big canted valves
would eventually hit each other. To achieve all this, he had to make the valves smaller, which is almost
never a step in the right direction. Smaller valves are lighter though, to be sure. The ports were not
raised, at least at first, I think in subsequent revisions though the ports were raised.
Overall, his changes did result in more power, even with the smaller valves.

I suspect that valve-clipping was one factor that limited cam design in the Boss 9, that Glidden
knew to be an obstacle, a source of frustration.

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Post  Lem Evans on February 5th 2019, 3:18 pm

68formalGT wrote:
Lem Evans wrote:The C3 was/is an improved cleveland by Robert Yates.  

That's a small block head though, not an adaptation for a big block.

Like Randy said......the C460 head was a scaled up version of the C3 that Yates did for Ford.

Forget about the Cleveland.....something like a big block version of the D3 is the ticket.

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Post  rmcomprandy on February 5th 2019, 8:14 pm

Lem Evans wrote:
68formalGT wrote:
Lem Evans wrote:The C3 was/is an improved cleveland by Robert Yates.  

That's a small block head though, not an adaptation for a big block.

Like Randy said......the C460 head was a scaled up version of the C3 that Yates did for Ford.

Forget about the Cleveland.....something like a big block version of the D3 is the ticket.

The D3 is merely C3H with a larger intake port, having a 2 degree cant of the intake valve only.  The C3H was made for outlaw oval track and for drag racing and is a raised intake port version of the original C3.
The D4 was the latest NASCAR head for a stock block type engine, just before Ford went to the FR9.

The SC1 is the head between the D3 and D4 which Edelbrock copied and now sells in a porters version.  
THAT head up-scaled to a big block version would be really BAD ASS.

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Post  68formalGT on February 5th 2019, 8:25 pm

rmcomprandy wrote:
Lem Evans wrote:
68formalGT wrote:
Lem Evans wrote:The C3 was/is an improved cleveland by Robert Yates.  

That's a small block head though, not an adaptation for a big block.

Like Randy said......the C460 head was a scaled up version of the C3 that Yates did for Ford.

Forget about the Cleveland.....something like a big block version of the D3 is the ticket.

The D3 is merely C3H with a larger intake port, having a 2 degree cant of the intake valve only.  The C3H was made for outlaw oval track and for drag racing and is a raised intake port version of the original C3.
The D4 was the latest NASCAR head for a stock block type engine, just before Ford went to the FR9.

The SC1 is the head between the D3 and D4 which Edelbrock copied and now sells in a porters version.  
THAT head up-scaled to a big block version would be really BAD ASS.

Damn, if Ford would have stayed in NHRA pro stock some of that development could have happened with the big block.
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Post  Lem Evans on February 5th 2019, 11:20 pm

c.evans wrote:
68formalGT wrote:
rmcomprandy wrote:
68formalGT wrote:
Lem Evans wrote:
c.evans wrote:
BBFTorino wrote:How old are the C heads? When did they appear on the scene?

I think the C-460 heads appeared in 1994.  At least that's date on the 4 pages of instructions that came with the heads.
Charlie

1994 is correct.

Wow, 10 years after the A heads. Quite an impressive improvement in that amount of time though.

The "C" head was merely a C3 small block "Yates" NASCAR platform cylinder head made larger to fit the big block engine size.

As well as it worked I wonder why they never made a Cleveland head larger to fit a big block? Was it because the Cleveland was banned in NASCAR?

You could say that the Ford E-460 Pro Stock head was a "Cleveland head"for a big block. While it was a porters head, it had the basic construction for a canted valve head. Probably more accurately, we could go back in time and call the TFS A-460 heads a "Cleveland head" for a big block.


E460 was a copy of the "Olds" prostock head

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Jon Kaase SR71 Cylinder Heads - Page 8 Empty Many questions

Post  Ol'Blue77 on February 15th 2019, 9:48 am

This maybe can only be answered by Kaase, but in your opinion, what will make more power. The new SR-71's or the Boss 9 heads? And also I read on another forum where a guy said that these heads will not fit on a A460 block because of the 18-bolt deal. Is this true?

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Post  rmcomprandy on February 15th 2019, 10:19 am

Ol'Blue77 wrote:This maybe can only be answered by Kaase, but in your opinion, what will make more power. The new SR-71's or the Boss 9 heads? And also I read on another forum where a guy said that these heads will not fit on a A460 block because of the 18-bolt deal. Is this true?

The Boss9 heads are hard to beat for power.  Both heads fit an A460 block just fine.

Boss9 heads usually use external rear oil returns to the pan.

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Post  738drvr on February 17th 2019, 5:44 pm

Ol'Blue77 wrote:This maybe can only be answered by Kaase, but in your opinion, what will make more power. The new SR-71's or the Boss 9 heads? And also I read on another forum where a guy said that these heads will not fit on a A460 block because of the 18-bolt deal. Is this true?

Roger at Kaases’ told me that they are about even in power potential.
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Jon Kaase SR71 Cylinder Heads - Page 8 Empty Turbo applications?

Post  Lukesportsman on March 9th 2019, 11:43 am

What do you guys think about the SR-71 if used in a forced induction application. It lacks the wow factor of Boss9, but the simplicity, space and cost savings are all leaning towards the 71s. I have 2 SCJ configured BB's and have been dragging my feet in dipping my feet into the A head arena. These seem like the new ticket, but is there any draw backs to their use in boosted applications?

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Post  738drvr on March 9th 2019, 12:41 pm

Call Kaase. They will tell you straight up. My only thought is that it is still a 10 bolt head. Always will be a limit at some high boost level with only 10 bolts.
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Post  BOSS 429 on March 9th 2019, 3:08 pm

738drvr wrote:Call Kaase. They will tell you straight up. My only thought is that it is still a 10 bolt head. Always will be a limit at some high boost level with only 10 bolts.





tell that to the guys running them with boost
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Post  BOSS 429 on March 9th 2019, 3:10 pm

Lukesportsman wrote:What do you guys think about the SR-71 if used in a forced induction application.  It lacks the wow factor of Boss9, but the simplicity, space and cost savings are all leaning towards the 71s.  I have 2 SCJ configured BB's and have been dragging my feet in dipping my feet into the A head arena.  These seem like the new ticket, but is there any draw backs to their use in boosted applications?  


you dont need a killer head to make power with boost
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Post  BOSS 429 on March 9th 2019, 3:14 pm



Roger at Kaases’ told me that they are about even in power potential. [/quote]





that might be true for jons BOSS head
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Post  738drvr on March 9th 2019, 4:07 pm

Rich, of course. The Boss 9 head is an improved factory head. Not a race head(I think that’s your point).
The SR71 is a very good head just like the Boss 9 head. It “ain’t” an A441.
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Post  BOSS 429 on March 9th 2019, 5:17 pm

738drvr wrote:Rich, of course. The Boss 9 head is an improved factory head. Not a race head(I think that’s your point).
The SR71 is a very good head just like the Boss 9 head. It “ain’t” an A441.





DONT count out a TM head
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Jon Kaase SR71 Cylinder Heads - Page 8 Empty Many questions #2 and a Story

Post  Ol'Blue77 on March 9th 2019, 5:35 pm

Question 1:
What makes the Kaase Boss 9 Heads "not a race head"? Valves, fluid flow, head material?
Question 2:
What makes the SR-71 more of a race head?
Question 3:
I know that flat top and dome pistons need the valve reliefs for the Boss 9 heads, but do 38cc dish pistons need valve reliefs? I can't find Diamond or Mahle dish pistons that say they work with the Boss 9 heads.
Question 4:
Do the SR-71 heads have enough of a valve angle on them that the piston would need valve reliefs?
Story:
I am planning to build a 545 stroker, Hampton 8-71, Hilborn mechanical injection and stuffing this into a 65 Galaxie. About a year ago, I was dead set on the Boss 9's but now these SR-71's are out, and I am stuck between the two. I want the 38cc pistons so that I will have 8.5:1 compression and with the Hampton running 6-8 pounds, that will give around 12:1-13:1.
This is for a drag race build, in hopes to compete at Drag Week. Not necessarily to win but at least finish and average in the 9's or 10's.


Last edited by Ol'Blue77 on March 9th 2019, 9:23 pm; edited 1 time in total

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Post  738drvr on March 9th 2019, 9:03 pm

You’re building a street engine. Either set of heads would be more than enough for what you’re doing. I would use carbs for that build. Mechanical injection is really best at the track not the street.
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Post  BBFTorino on March 9th 2019, 9:19 pm

Man, if you're going with a big Roots type blower, I'd use the Boss heads!!

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