Jon Kaase Racing Boss 9 Engine
 

Anyone here have experience with Jon Kaase Racing and/or thoughts on this engine - 521ci version?

http://www.jonkaaseracingengines.com...1-engines.html

Thanks!

It's my second favorite motor. First is a Cammer, Then a Boss 9. The Boss is a nasty engine with gobs of torque & horse. I haven't dealt with them myself but have only heard good things about John Kaase Racing. I'm sure others will chime in.

Uniqueness - up there.
Power - up there.
Builder - one of the best.

Jon is honest, fair, meticulous and-technically brilliant. He's also a straight-forward nice man. I met Jon on several occasions and watched him run. He is candid and open about his engine-building, innovations and techniques. He's in a rare class of engine builders.

You don't mention your intended usage but I doubt this will fit into any Cobra. An FE has a 10.17" deck and this is taller.
If Jon builds it, it will make all the power you can afford.

Wish I could afford one!

Thanks for the input. You're right. As described on the website it may be too tall to fit in my SPF. However, they can put a shorter manifold on the engine, which will allow it to fit but takes the ponies down about 30 from 760 to around 730. I guess I can live with that. (irony intended) :JEKYLHYDE

Yeah, but you're not done with just a manifold change/chop.

Same as the Cammer thread, you'll need footbox work, possible firewall work, steering linkage change, custom headers (these are not off-the-shelf) and many other significant changes. I helped put a Cammer in an ERA so am familiar with the needed stuff.

Obviously, you want the wow factor of the Boss design. If so find a Falcon, Pinto or Galaxie to put it in-much easier and cheaper.

Keith, Barry or several others can easily build you a 750HP FE which is just a straight swap. (Assuming you upgrade all the gear behind it to live with 750.) If you're wanting the power level instead of the wow, that's the way to go.

If Bosses fit Cobras, I'd have Jon build a 494" version with Kinsler injection just like the original Can-Am cars. That would clear the hood at least. The Kinsler might cost as much as Jon's build.

Nice idea and I love it too but just not for Cobras...

There is at least 1 member here who already has a Boss9 in his Cobra.

Do we know who? Would he share his experience to help the OP?

Chas, this might be it.

http://clubcobra.com/forums/showthread.php?t=102621

More info and a pic from Dean:

http://clubcobra.com/forums/showthread.php?t=94325

Rod,
You dug out the info so I reached out by PM to Owen to join in. Always happy to learn something new-especially about 980HP.:eek: This could really help OP.

There was another member here doing a boss 429 that I exchanged a few PM's with quite a while ago... Name escapes me though.%/

Did anyone look at those 820 monsters? 1800+HP :eek:

IHRA Pro Stock is not suitable for a trip to the haberdasher...:CRY:

Chas, It works for me!

Hi Guys
My Boss 9 (600) is being put into a Cobra that started out as an FFR MKIII. Modifications complete and planned have changed that to mongrel Cobra, however the important areas for engine fit are still FFR.
The firewall, pass footbox, and steering link require no changes.
The driver footbox is a minor problem. When the Boss 9 was in the chassis for header construction, the standard footbox worked fine - the Boss 9 heads make it easier by pointing the exhaust port more straight down, away from the footbox. The valve covers are another matter. They should fit without footbox modification, or with some minor bending. Unfortunately, for removal, they must swing out at the lower flange, then be lifted off the top. On my car it will mean fabricating a wedge shaped part that will be installed in the footbox at the lower edge of the valve cover. There does not appear to be any obstruction inside the footbox. You may be able to avoid this mod by using hydraulic lifters and getting it right on an engine dyno.
As to hood clearance, the manifold, carb, throttle body, breather or the absence of one will influence what is possible. The Victor-style manifold and a dominator carb, no breather, will be too tall, but a custom scoop could be fabed. Any manifold from a Boss 9 will fit Kaase heads, but some of the originals can be expensive. One option that seems promising is stack injection. Kaase has my TWM manifold for a P51 setup and is looking at casting something similar for the Boss 9. Clearance will depend on port location.
The Boss 9 that made 980 hp is currently torn down for modification. Pistons were ordered based on the first prototype casting - the design evolution continued- valves were moved for flow - and my engine drifted away from the plan. So, new pistons and modified heads - more like the ones he built for his Third Place Engine Masters entry - are on the way.

Hope this helps

Hey John, thanks for responding and sharing.

I'm amazed at what does NOT need modifying on an FFR-but this is still a considerable challenge. Don't know about ERA's KMP's, SPF's etc.

Might have missed it but is yours an iron or aluminum block?

I understand that an engine project of this scope can lead down a winding and costly road until the combination jells. Jon the best guy for the job.

I see you don't post often but if time permits please update this thread and maybe a few engine/chassis photos.

Thanks for sharing.

I like this one.

http://www.jonkaaseracingengines.com...51-engine.html

I agree. Throw in a few bucks for a fuel pump, road race pan, swap the Meziere for a conventional water pump, and delete the carb spacer.

800 (or near it) HP for less than the price of a 600HP FE crate.

Popular Hor Rodding Jegs Engine Master Challenge: 2009

" As the numbers were crunched for the final score of the final competitor, Kaase had retained just enough score to capture the win with a 2,632.8 to Bischoff's 2,631.4, a spread of 1.4 points. Kaase's unprecedented fourth Challenge win convincingly earns him the title of Engine Master. "

http://www.popularhotrodding.com/eng...nge/index.html