Terry "Beefcake" Reeves' '11...
Terry "Beefcake" Reeves' '11 Mustang GT has served as a testbed for Vortech's JT-Trim supercharger, Stainless Works' exhaust system upgrades, and now RGR/JPC Racing's CNC Stage 1 heads and Stage 1 blower cams. We'll show you the results of adding JPC's heads and cams at the end of the article, but here you can see Beefcake's GT on its way to another low 10-second, or is it a 9-second pass.
When the '11 Mustang GT hit the streets with the new Coyote 5.0 engine, the news was the engine was pretty well maxed out as far as power production. Of course, that just makes the aftermarket want to work harder to challenge that theory.
Right away, shops and engine builders wanted to see if that was true or not. We know of a few '11 GTs that were freed from their heads to see if there was improvement to be had, but minimum gain was reported. Maybe our contacts within Ford were correct in saying the engine's power output was maxed out?
Always one for going against the grain in the name of increased horsepower, Justin Burcham from JPC Racing didn't prescribe to the notion that the engine had nothing left to offer. Of course, he has one of the best engine builders on his side in Rich Groh from RGR Engines. Together, Rich and Justin have put their resources together to win multiple NMRA championships, and countless wins in numerous classes. If anyone could get more power out of these engines, Justin and Rich are the ones that could do it.
The RGR/JPC Stage 1 CNC Stage...
The RGR/JPC Stage 1 CNC Stage 1 heads (from $1,995.95) feature CNC-machined ports for better airflow over stock, a competition valve job, machined stock intake and exhaust valves; new springs, locks, retainers, and valve seals. The idea behind these heads is improve airflow and air velocity through the intake and exhaust ports. With the camshafts increased duration, this point is further driven home. Camshaft duration is the length of time the camshaft holds open the valve. Thinking of an engine as an air pump, with increased airflow and air velocity, and more air thanks to increased duration, more power will definitely be a result.
As such, they put their heads together to formulate a plan for more power. The duo worked together on a CNC program and camshaft design. Once the duo were done working their magic, they needed a car to try them on. The boys wanted a proven car, and one that would get attention, and be seen on a national stage. The heads and cams landed at Terry Reeves' doorstep.
Don't know that name, huh? Do you know the name Beefcake? More than likely you've heard of Beefcake and not Terry Reeves, but they're one in the same. Beefcake is Terry's nickname. He also goes by Meat Pie, as well, but he would prefer Beefcake.
Here's a comparison of the...
Here's a comparison of the exhaust ports between a stock head and the RGR/JPC Racing head. You can see the difference; if you can’t, you can borrow my contacts. Obviously, the RGR/JPC Racing head is on top.
Beefcake has been on the Ford performance case for several years now in a variety of Ford vehicles. Working as a salesman at Beechmont Ford in Cincinnati, Ohio, Beefcake has the inside line on new Ford vehicles, and he's not one to shy away from putting the screws to a new vehicle, even drag racing a new Taurus SHO a couple years ago. Mustangs are generally Beefcake's choice, and as soon as the '11 Mustang GTs hit the lot, he scooped one up for his latest "race car."
The RGR/JPC Racing '11 Mustang...
The RGR/JPC Racing '11 Mustang GT Coyote cams (from $899.95) feature stock lift numbers, but with increased duration to allow more air into and out of the engine to promote airflow and port velocity. The more air you can get into and out of an engine, the more power it’s going to make, especially in a supercharged engine when even more air is being forced into the engine.
Attempting a swap like this...
Attempting a swap like this with the engine in the car would work over your back. Finish Line Performance’s Brian Campbell did the smart thing by dropping the engine out of the bottom and working on it while still attached to the K-member. This will make it a lot easier to do the heads and cams swap. As you can see, Brian already has his seat ready.
Brian removes the engine’s...
Brian removes the engine’s front accessory drive system, water pump, and front cover to expose the timing chains. The timing chains run off the crank snout. Brian must remove the timing chain guards and tensioners to remove the timing chains.
As you can see, the crank...
As you can see, the crank sprockets on crank snout can remain in place. Brian removed the chains and has started loosening the factory camshafts. The camshafts are held in place my cam caps, which need are loosened in order to remove the cams.
Here’s a look at the heads...
Here’s a look at the heads with the cams and cam caps removed. The head bolts are the only thing holding the heads to the block at this point. You can see the head bolts between the valves and valve springs in this photo.
At this point Brian loosens...
At this point Brian loosens the head bolts to free the stock heads from the bottom end. Brian will take this opportunity to clean the block’s deck surface so the new heads will have a nice, flat surface with which to attach. A pristine surface enables the heads to have a good seal, especially important in a supercharged application.
Before Brian bolts the heads...
Before Brian bolts the heads on the short block he installs the headers on the RGR/JPC heads. We’ve found, even when doing a head swap on an engine while it’s still in the car, it’s easier to install the headers on the heads prior to installing them on the block. Since the factory head bolts are torque-to-yield, new head bolts are used when installing new heads. As you can see, Brian has lined up the heads with the dowel pins, and has started dropping the head bolts into place.
The heads require a specific...
The heads require a specific torque sequence. If you choose to do this yourself, which a mechanically inclined person can, have a shop manual or instructions with you. In a nutshell, the heads must be torqued to 28-31 lb-ft; then tightened 90 degrees, then another 90 degrees; alternating head bolts as you go. What is suggested is that after the initial torque is applied, a straight mark is put on each head bolt, then apply the latter torque sequences. The marks will help you keep track of which head bolts you have already torqued.
With the heads torqued in...
With the heads torqued in place, Brian turns his attention to the valvetrain. Many times when using reground cams, shims are needed to arrive at the correct amount of preload. These shims will go underneath the lash adjusters (lifters) when they’re set in place. These shims raise the height of the lash adjusters to arrive at the right amount of preload.