Kaase's Hemi vs. Wedge

A good read! I wonder if the Ford guys argue about this as much as us:

HRM HEMI vs WEDGE

Neither of the 2 heads shown is either a hemi, or a wedge. Both are quench chambers with rotated valve positions and irregular non-geometric (viz. not full or partial hemispherical) outline.
My definition of a wedge is based on characteristics of the original (factory production) wedge engines, the 1949 Cadillac and Oldsmobile, followed by the Pontiac, SBC, FE, Windsor, B/RB, LA, nailhead, AMC, etc.
1. parallel valves
2. single stem angle aligned toward intake port axis
3. quench chamber
4. single rocker shaft or stud/pedestal
My definition of a hemi is based on characteristics of the original (factory production) hemi engines, the pre-WW2 1926 Harley-Davidson and British bikes, followed by the 1951 etc. Chrysler, DeSoto, & Dodge Gen-1, and (finally) Plymouth Gen-2.
1. opposing valves with a large included angle (total of both stem axes), exactly like current high performance Toyota etc. DOHC 4-valve engines
2. valves aligned toward their port axis
3. minimal quench, only at the annular non-domed piston edge
4. double rocker shafts

An author who claims someone "settles" a question (viz. all arguments presented and resolved) doesn't understand the question or the answer.

Attended a Kasse workshop one time--back when we were just starting to do lots of 572's etc with alum rods--you had to grind your butt off on inside and outside of the bores--PIA to see what you needed to do next--John showed us how he cut "windows " in an old piston top stuck it on a rod and you could see down in there to see what needed grinding next--genius! easy simple effective time saver He like all builders always found that a pushrod rubbed somewhere after you had the thing almost built so he came up with a long fluted reamer that was pushrod size and length--put the drill on it jab it in about where pushrod would be and "lean" on that baby and grind your way to some room--he taped off what must have been a 50K engine and used the vacuum just like I do when in a jam--made me feel better that guys like him did same short cuts to get one going
He also never used a giant water tank with his dyno --he ran water to it and just dumped it in field behind the shop as it ran--gotta LOVE that guy!!!!! All in all one of the smartest practical engine guys I have ever met--he even line honed blocks on a darn table with no cabinet--guys in shop just stood there and squirted honing oil on it as he ran the drill--wipe table off go to the next deal--What a guy!!!!

One is a twisted wedge one is a more twisted wedge, or you could call either of em a poly. Also an intake can make a 50 hp difference so it I don't understand why they used two different intakes since it seems from reading the article that both heads could use the same one.

Found On Road Dead

I agree with Boff. Not a real hemi vs. not a real wedge. Interesting and useful data, but does nothing to settle any of the traditional debates.

Good read yea, if, it wasn't wrote by a media guy like all the magazines do

I got huge respect for Kaase but that article is seriously flawed in approach and assumptions. Doesn't really answer nuthin.

Agree the canted valve P51 appreas to be too far removed from a conventional wedge thst the article isn't conclusive. However, the Boss 9 chamber looks pretty similar to a G3 Hemi, quench area and all. Would be curious to see what the valve angles are on the Boss 9 vs. most G3 heads.

"90% of all fords are on the road today"....................

THE OTHER 10% MADE IT HOME!!!!!
hahahahhahahahhaa
I said that to one of my drof friends, man did he get mad.

Don

Kaase is a brilliant engineer and engine builder, IMHO the errors and non sequiturs were the author's work.

I've always like that article. I think it is a great example of how that flow doesn't really tell the whole story. More flow on the bench does not necessarily translate into more power on the dyno.

And as Larry Widmer maintains, dyno power doesn't always make the best ET, he thinks that "transitional power" (change in RPM) is more important than steady state.

That is what I was saying, the authors always spin it their way. Could have saved a lot of reading by just showing the numbers.

Couldn't agree more. Wish he was on 'our' side. Anytime he's doing something new I pay attention. Dave

Fix OR Repair Daily

F@#$ked On Race Day

Kevin

We have a few on "our" side but woefully underpaid. Ford people have deep roots and pockets. If Mopar goes away I'll move to Ford, if they go away, I quit.