Terry "Beefcake" Reeves' '11 Mustang GT has served as a testbed for Vortech's JT-Trim supe
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 1 heads (from $1,995.95) feature CNC-machined ports for bett
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 exhaust ports between a stock head and the RGR/JPC Racing head.
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 GT Coyote cams (from $899.95) feature stock lift numbers, b
Attempting a swap like this with the engine in the car would work over your back. Finish L
Brian removes the engine’s front accessory drive system, water pump, and front cover to ex
As you can see, the crank sprockets on crank snout can remain in place. Brian removed the
Here’s a look at the heads with the cams and cam caps removed. The head bolts are the only
At this point Brian loosens the head bolts to free the stock heads from the bottom end. Br
Before Brian bolts the heads on the short block he installs the headers on the RGR/JPC hea
The heads require a specific torque sequence. If you choose to do this yourself, which a m
With the heads torqued in place, Brian turns his attention to the valvetrain. Many times w
Here is a better explanation of where the shims go. The lash adjusters (lifters) drop into
Competing in the NMRA's Super 'Stang class, Beefcake enjoyed instant success. Knowing he was going to compete at every event, Justin knew he was the ideal candidate for the heads and cams. Beefcake's GT already served as a testbed for other performance products so his car was the perfect candidate.
The heads chosen for Beefcake's GT are RGR/JPC CNC Stage 1 units. The heads feature a RGR custom competition valve job, custom machining of the stock intake and exhaust valves, and new bronze valve guides, seals, locks, retainers, and springs. RGR/JPC has both Stage 1 and Stage 2 heads available, but for Beefcake's car, the Stage 1 heads were chosen for this test.
Using engine assembly lube, Brian dabs the lash adjusters before inserting them into the h
To go along with improved cylinder heads, RGR/JPC offers cam grinds in both naturally aspirated and blower-specific applications. JPC calls them its Stage 1 N/A, and Stage 1 Blower grinds. Remember, with a Four-Valve engine, there are four cams—one for the exhaust, and one for the intake on each cylinder head. The Stage 1 blower grinds in Beefcake's engine feature 225 degrees of duration at 0.050 on the intake side and 235 degrees of duration on the exhaust side. Lift numbers come in at 0.470-inch on the intake, and 0.450-inch on the exhaust side. Justin says the lift numbers are stock, but the magic comes from the extended duration built into the cams. The increased duration keeps the valves open longer, which allows the engine to take in and exit more air than the stock cams.
Beefcake's GT received the blower grinds because his GT features a Vortech JT-Trim supercharger system, but before we give away any more information, let's get the install, which took place at Finish Line Performance in Milford, Ohio. Beefcake is such a valued customer that Finish Line Performance's website has a Beefcake's Corner page.
Brian has set the cams in place on the heads. Remember, the cams are intake and exhaust sp
Horse Sense: If you are looking for one-stop shopping, JPC Racing offers an '11-'12 Mustang GT 500hp Top Dog package (Starting at $5,795.95), consisting of a JPC full exhaust, JPC/RGR CNC‘d heads and cams, a Boss intake, a JLT Performance cold-air intake, new head gaskets and head bolts, and a JPC-tuned SCT SF3 tuner.
Brian bolts the cam caps over the cams in the same arrangement as they came off. If you lo
Brian holds the cam while he torques the cam sprocket to spec. The cam sprockets have a ch
Here’s a closer look at the cam sprockets, and the chain used to connect them and keep the
Here you can see Brian is attaching the driver-side timing chain. He lines up the timing m
Just like the links in the chains of your old GT, Mach 1, or Hutch Trick Star, the timing
Here’s a shot of the crank sprockets. The driver-side chain is on the inside while the pas
Brian reinstalled the front cover at this point, using the factory gasket with a dab of si
Now Brian bolts on Beefcake’s ATI balancer, water pump, cam covers, and engine harness. Yo
Brian reinstalls the Vortech JT-Trim supercharger on the engine before raising it back up
On The Dyno
To make sure he wouldn't scatter a short-block during this test, Beefcake selected Manley rods and Diamond Racing pistons to withstand the boost. Topped with the stock heads and cams, the built short-block received its boost from a Vortech JT-Trim. In that form, Beefcake raced the car at the NMRA 2011 Bradenton opener.
The car went back to Finish Line Performance for the RGR/JPC CNC Stage 1 heads and Stage 1 blower cams. The results are shown in the dyno graph from Dog House Racing's Dynojet.
Notice the stock cams and heads give out around 6,600 rpm, but the RGR/JPC heads and cams extend the power band all the way up to 7,500 rpm. In any powerplant, rpm equals horsepower, but when you're relying on crankshaft speed, the higher the rpm the more horsepower is possible. Since a centrifugal supercharger relies heavily on crankshaft speed, the RGR/JPC heads and cams shine even brighter, allowing the Beefcake's engine to rev to the moon and make power all the way up.
Case in point, before the heads and cams were swapped, peak power came in at 6,000 rpm, but with the RGR/JPC heads and cams, peak power moved up to 7,200 rpm. With the stock heads and cams, peak power equaled 585 horsepower, but with the RGR/JPC heads and cams, that number jumped to 637 horsepower. Torque numbers followed suit, up from 486 lb-ft to 504 lb-ft.
Heads & Cams