Can't wait to slap these on and see what they do with a blower at 7500 and about 12 pounds of boost!
JPC 2011 5.0L CNC cylinders heads tested
- Thread starter Justin@JPC
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Wicked97
forum member
This is amazing news!
Im all about big rpm. I want to see mine make power to 8000rpms come mid summer.
keep up the good work guys!
Im all about big rpm. I want to see mine make power to 8000rpms come mid summer.
keep up the good work guys!
No, the cyl head install didn't lose any low or midrange hp.
Yes, the valve springs are stock. We test the open/closed pressure on all springs before re-installing them.
We do have some 5.0L cam results but we are in the process of testing multiple grinds before we release the hp numbers. We basically tested the only/1st set of cams we had, which were "blower" grinds slated for my car, and we tested them on a ported head N/A engine. Not an optimum scenario, but we did see some huge gains, only in the higher rpm range, but nothing in the low to mid range to speak of.
If we don't get our N/A cams in soon I'll post up what we have and go from there. I'm itching to release the results myself.
If you don't mind me asking what is the stock I/H on the springs? What was pressure on the seat and open? What is the lift on the stock cams? What did you guys shim the I/H to? Did you determine coil bind height on the stock springs?
Sounds like you guys have lots of cool things going on. Thanks for sharing the tests and parts.
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To answer some of the previous questions:
We made 10 ft-lbs@4,200rpm which was peak torque, but there were larger gains before and after peak, such as 15 ft-lbs@5,000rpm and 15 ft-lbs @3,300rpms.
The average rwhp gain from 3,000-7,000rpm was 16.5 rwhp. If you average 3,000-7,500rpm, the average is 18.5 rwhp.
Our stock springs are shimmed to handle .500 lift and that leaves over .050 for coil bind. I'd rather not give out the rest of the information at this time, we have to hold some cards. Let's just say the spring pressures are lower than we have ever seen on a production modular engine, but the entire valve train is lighter. Thanks JB
We made 10 ft-lbs@4,200rpm which was peak torque, but there were larger gains before and after peak, such as 15 ft-lbs@5,000rpm and 15 ft-lbs @3,300rpms.
The average rwhp gain from 3,000-7,000rpm was 16.5 rwhp. If you average 3,000-7,500rpm, the average is 18.5 rwhp.
Our stock springs are shimmed to handle .500 lift and that leaves over .050 for coil bind. I'd rather not give out the rest of the information at this time, we have to hold some cards
. Let's just say the spring pressures are lower than we have ever seen on a production modular engine, but the entire valve train is lighter. Thanks JBOk, well I guess I will just have to do a little more research.
On these ported heads, im assuming you guys have done some before and after flow bench testing. At any point did they become noisy or turbulent? Did you happen to take any airspeed readings?
On these ported heads, im assuming you guys have done some before and after flow bench testing. At any point did they become noisy or turbulent? Did you happen to take any airspeed readings?
assasinator
1000hp turbo 4v
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the combo he mentioned PLUS E85. thats what my final combo will be.
stepped long tubes, boss intake, cams, ported, offroad X, airraid without insert, larger throttle body if it exists, E85.
over 500rwhp and be easy to drive. TI-vct is cool.
you know, with the short turn being so good, i bet velocity is high and choke is minimal. only ~45 degrees to turn into the cylinder is hard to beat. kinda like 3V but with killer flow. when the shops start using bigger valves and aggressively port them, you guys with really big power are going to need to rev them to the moon. even all of the extra airflow wont be very usable till 7500+ IMO. i really wish ford had used forged pistons and rods i could be comfortable with at 8k. because i would take it there. as it is 7500 will be my limit.
stepped long tubes, boss intake, cams, ported, offroad X, airraid without insert, larger throttle body if it exists, E85.
over 500rwhp and be easy to drive. TI-vct is cool.
you know, with the short turn being so good, i bet velocity is high and choke is minimal. only ~45 degrees to turn into the cylinder is hard to beat. kinda like 3V but with killer flow. when the shops start using bigger valves and aggressively port them, you guys with really big power are going to need to rev them to the moon. even all of the extra airflow wont be very usable till 7500+ IMO. i really wish ford had used forged pistons and rods i could be comfortable with at 8k. because i would take it there. as it is 7500 will be my limit.
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I honestly dont know the first thing about modular motors, especially this new Coyote. All I know is my car is stock and it has some power and is very smooth. I am more familiar with the 302 and Windsor based stuff. I just read a little bit on these new cars and it sold me on one.
I am very curious what a stock head flows on a bench and what the MCSA is?
*JZ*
forum member
Looking forward to dyno numbers and track numbers.
These heads should be even more amazing with a forced induction application.
These heads should be even more amazing with a forced induction application.
KungFuHamster
forum member
i fucking love this.
"What happened with the torque?"
It made more, just kidding George. I will have to pull up the sheets when we get in sometime tomorrow after the snow. The ported heads didn't make any sizeable #'s down low or in the mid range, so if anyone is looking for neck snapping parking lot manuevers don't expect them with the ported heads.
The price of the cyl heads exchanged is $1495 plus freight, fully assembled ready to go.
So, I could get heads from you faster if I calcined my own petrolium coke, sent to get it formed into anode, then it to Venalum, extracted aluminum, poured my own mold, and sent it to you than the time it will take to get the heads promised me by SD in October to be ready by NMRA Houston.
Cool deal... Ill have to concider this option...
Wnt2gofst
Banned
Good info. Can't wait to see some cam numbers.
Are or will you guys off a package. Pirated heads with cams installed ready to bolt on?
Sent from my iPhone4 using Tapatalk
Are or will you guys off a package. Pirated heads with cams installed ready to bolt on?
Sent from my iPhone4 using Tapatalk
Falkinman
forum member
What I can't wait to see is before and after ET's. That's all that really matters anyway. Hey Matt D, is your car stick or auto? 11.11, that's awesome!
VTXFrank
Obama SUCKS!
That's what I'm wondering as well since this will mainly be of use to those folks running the 1320.
My car is a stick car , stock 3650 tremec. Still on the stock clutch too
VTXFrank
Obama SUCKS!
My car is a stick car , stock 3650 tremec. Still on the stock clutch too
That makes your ET even more impressive!
Falkinman
forum member
I'll say it's impressive! Stock clutch too, damn. Room for improvement there for sure. Matt, how do you think your heads compare to the ones in this topic?
Justin, why stop at 4.10's or 4.30's? What about 4.56's or 4.88's? It seems like as has already been mentioned that Ford did not leave too much flow on the table in the low and mid lift ranges. At what point do you think it would make sense to change internals as far as engine speeds go?
The head room in this motor is endless , especially if it will make 475-500 rwhp with bolt ons. I dream about a 302 ci 14:1 CR direct injection 5.0.
The head room in this motor is endless , especially if it will make 475-500 rwhp with bolt ons. I dream about a 302 ci 14:1 CR direct injection 5.0.
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Well the 4.10's/4.30's were my "customer" recommendations , personally I would have a 4.88 , but most people wouldn't be happy w/that much gear on the street. The in house, Joe Marini test mule has laid down 470+rwhp so far and w/4.88's it's a blast to drive. High rpm power and a big gear, that's what I call fun!!!
Changing the internals, especially the rods, are always a good idea when you turn high rpms, meaning 7,000+. I will say, Ford did an excellent job of engineering the Coyote to handle the abuse. My feelings are the rods will be the first to go, although we haven't hurt any yet. My engine has seen 7,000+ many times making over 700rwhp, so time will tell the tale.
We will be offering an assembled camshaft/CNC cyl head package w/different cam combinations for N/A and Forced induction. We will also offer oversize stainless valves and aftermarket springs for more serious combos. We are in the process of testing the cams on each combination to make sure we get the results we like. We have been on the dyno for days making calibration adjustments attempting to optimize the tune for the cams. Needless to say we will save tuners allot of time getting the most out of the head/camshaft combination with the tests we are performing.
We should have Joe's car at the track the first day we get an "over 40deg" forecast. It weighs about 3275 w/driver, it should haul the mail with the current setup. We'll keep you guys updated after we make some passes. Thanks JB
, personally I would have a 4.88 , but most people wouldn't be happy w/that much gear on the street. The in house, Joe Marini test mule has laid down 470+rwhp so far and w/4.88's it's a blast to drive. High rpm power and a big gear, that's what I call fun!!!Changing the internals, especially the rods, are always a good idea when you turn high rpms, meaning 7,000+. I will say, Ford did an excellent job of engineering the Coyote to handle the abuse. My feelings are the rods will be the first to go, although we haven't hurt any yet. My engine has seen 7,000+ many times making over 700rwhp, so time will tell the tale.
We will be offering an assembled camshaft/CNC cyl head package w/different cam combinations for N/A and Forced induction. We will also offer oversize stainless valves and aftermarket springs for more serious combos. We are in the process of testing the cams on each combination to make sure we get the results we like. We have been on the dyno for days making calibration adjustments attempting to optimize the tune for the cams. Needless to say we will save tuners allot of time getting the most out of the head/camshaft combination with the tests we are performing.
We should have Joe's car at the track the first day we get an "over 40deg" forecast. It weighs about 3275 w/driver, it should haul the mail with the current setup. We'll keep you guys updated after we make some passes. Thanks JB
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