JPC 2011 5.0L CNC cylinders heads tested

[beefcake]

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

Jesus 3275 with driver, lol.

my stuff is 3900 lol, i'm big, but not that big lol

 

[Germeezy3]

A 10 sec N/A run would be absolutely epic!

 

[Justin@JPC]

Beefcake, We have all kinds of cool lightweight parts for you to try out! We can start you off with a set of Bogarts. We have aluminum dis and dat. Lightweight is what we do. We are making some front and rear bumper supports, but of course they are for, cough, "off-road" use only. Not made-a for'e impacto'aaaayy, get it?

Evolution guys went 10's already N/A, we just want to go fasterererrrrrr.

 

[BMR Tech]

Justin, who all has gone 10's n/a?

Evolution and Livernois?

I would imagine your head/cam package along with a Boss intake....will be a super combo.

 

[GeorgeInNePa]

Justin, who all has gone 10's n/a?

Evolution and Livernois?

I would imagine your head/cam package along with a Boss intake....will be a super combo.

One of the guys from Md, Kelly Performance, I think...

 

[beefcake]

One of the guys from Md, Kelly Performance, I think...

he's on a 200 shot

 

[GeorgeInNePa]

he's on a 200 shot

Didn't he go 10.9, with ported heads, before he went to teh nawz?

 

[pacettr]

I was more concerned with torque, but thanks for all the info!

hp = (tq x rpm)/5252

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.

Boss 302 long block = good

 

[Justin@JPC]

Evo went 10.97 N/A and I think Revolution Performance/Adam Browne went a high ten, or very low 11. I'm not sure about Livernois, but that wouldn't surprise me.

I just got word that we should have the new N/A cams by the end of next week, so the second they hit the door we will start installing/testing them.

 

[GeorgeInNePa]

Evo went 10.97 N/A and I think Revolution Performance/Adam Browne went a high ten, or very low 11. I'm not sure about Livernois, but that wouldn't surprise me.

I just got word that we should have the new N/A cams by the end of next week, so the second they hit the door we will start installing/testing them.

That's who I was thinking of.

Livernois went 10.9s with full bolt-ons, ported heads, and different intake/throttle body.

 

[assasinator]

Evo went 10.97 N/A and I think Revolution Performance/Adam Browne went a high ten, or very low 11. I'm not sure about Livernois, but that wouldn't surprise me.

I just got word that we should have the new N/A cams by the end of next week, so the second they hit the door we will start installing/testing them.

man i can wait for the boss intake to get here and some cams. woo these are going to rock.

 

[Germeezy3]

man i can wait for the boss intake to get here and some cams. woo these are going to rock.

The Boss intake is a true short runner, runners in a box intake. Its pretty much state of the art! I can't wait until the 5.0 breaks 100 rwhp per liter N/A!

 

[kevmac]

In terms of flywheel horsepower, JPC has knocked that down already.

That is my ultimate goal with this engine, 500 rwhp N/A all day long on 93. No heat soaked blower, belt issues and all the other problems to deal with.

Would be a lot of fun to take it to a track day at Daytona and let it all out! LOL

Kev

 

[D98GT]

I believe the heads will be great especially when equipped with some cams to take advantage of them. It's crazy how this new motor LOVES to rev and keeps making nice power up top.

I want to be a test dummy for some cams

 

[DennyMcLain]

Went to your website and the increase in flow really is quite good looking at your average increase in flow. Your pricing is also very livable.

Rule of thumb is increasing head intake volume typically raises the curve of the powerband. What are the cc’s of the intake ports vs stock ports and have you done anything to the combustion chambers?

From our cam testing, which we'll release #'s soon, to the cyl head testing, it seems as when we add airflow there are huge gains at the higher rpm range while the lower rpms stay very close to stock. Ford has optimized the airflow of these engines at the lower rpms and adding airflow=adding rpms.

The Mustang enthusiast is going to have to realize that the red line on your tachometer just means "keep going" after these items are installed. The Coyote engine will be very happy at 6,500rpm+ once all of the induction items are installed and it will love every minute of it. If 3,000rpm grunt is what the end user is looking for, install a Whipple.

Coyote Recipe=4.10's/4.30's+Longtubes w/full exhaust + tune + CAI + cnc heads + cams + Boss intake=apprx 475-500rwhp and a Helluva lot of fun!!!

 

[Vxer1000]

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!

I want to see someone take one of these bad boys to 8500rpm and keep it reliable. Then you'll see a 550HP naturally aspirated 5.0.

 

[Vxer1000]

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.

Your car does have forged rods and a forged crank. The pistons are hyper-eutectic which may not necessarily limit you in a naturally aspirated engine. My dad used to work at Ford Engine Buildup where they build and test all the new prototype engines and the old 2V modular motors were capable of spinning to very high rpm (8000+) with similar pistons and the non-forged rods. Not that they made any power with those weak heads, but the bottom end in your 5.0 is quite substantial.

 

[Germeezy3]

I want to see someone take one of these bad boys to 8500rpm and keep it reliable. Then you'll see a 550HP naturally aspirated 5.0.

The airflow is definitely there, its just a matter of engine internals...valvetrain stability and optimizing valve events and TiVCT to make the power up that high.

Your car does have forged rods and a forged crank. The pistons are hyper-eutectic which may not necessarily limit you in a naturally aspirated engine. My dad used to work at Ford Engine Buildup where they build and test all the new prototype engines and the old 2V modular motors were capable of spinning to very high rpm (8000+) with similar pistons and the non-forged rods. Not that they made any power with those weak heads, but the bottom end in your 5.0 is quite substantial.

They are powder forged rods, which are fine for N/A operation the question of strength is more for forced induction applications. I think the problem will be other things as far as track car builds for extended periods of high rpms.

 

[Vxer1000]

The airflow is definitely there, its just a matter of engine internals...valvetrain stability and optimizing valve events and TiVCT to make the power up that high.



They are powder forged rods, which are fine for N/A operation the question of strength is more for forced induction applications. I think the problem will be other things as far as track car builds for extended periods of high rpms.

Those powdered forged rods are holding 624HP with FRPP's supercharger. They don't warranty it, but I doubt they would market it this way if the rods couldn't handle it, otherwise there would be a lot of disgruntled customers. These guys know what they are doing and tend to stay on the conservative side. If you ever got to see the inside of Ford's Engine Buildup Facility you would drown in your own drool. It makes every shop I've ever seen look 2nd or 3rd rate.

Even the best built motors have their limitations when it comes to high rpm.

 

[assasinator]

The airflow is definitely there, its just a matter of engine internals...valvetrain stability and optimizing valve events and TiVCT to make the power up that high.



They are powder forged rods, which are fine for N/A operation the question of strength is more for forced induction applications. I think the problem will be other things as far as track car builds for extended periods of high rpms.

they have been racing them with hundreds of passes at 7200. how many does it take?

answer: it takes metallgurical statistics. the rods are fine and you are wrong.