JPC Racing CNC-Ported Heads Install - Diggin' In

The intake port was opened up and the port divider was sharpened. The intake volume port is 207 cc.

A look inside the exhaust side of the head reveals the modified port. The exhaust port volume is 93 cc.

Four valves per cylinder are standard on the Coyote 5.0L. The intake valves measure 37 mm, while the exhaust valves are 31 mm. In comparison, the stock Three-Valve intake valves are 34 mm, while a single exhaust valve measures 37.5 mm.

According to Burcham, the valvesprings have light pressure, only 50 pounds on the seat. JPC shims the springs to 65 pounds on the seat for more control at higher rpm and big boost levels. Burcham did say that the Coyote valvetrain is very light compared to the other OHC engines in the Ford family.

We used Cometic multi-layer gaskets when putting the engine back together. The head gaskets featured the same thickness as stock gaskets (0.040-inch), so the compression ratio would remain identical with our before/after testing. They retail for $139.99 (each) from JPC Racing.

Here is the Coyote valvetrain at a glance.

The heads were bolted down using stock head bolts; Bryant torqued them using the step-method. First, he hit them with 18 lb-ft, then 30 lb-ft, and then turned all the bolts 90 degrees, only to follow up with another round of a 90-degree turn.

Always use the inside-to-outside technique and tighten in steps for even compression of the head gasket.

The cam caps are bolted down with 53 in-lb and a 45-degree turn.

Yours truly slowed the head swap process when I moved the cams for a photo-op. Bryant, unfortunately, had laid them down in a specific order. We learned, after a few phone calls, that the intake cams feature three dots while the exhaust cams have two dots.

A filter is inserted in the camshaft before the cam phaser/weighted end is bolted on.

The cams are connected in a similar fashion to the other DOHC engines from Ford.

This one, however, uses a cam phaser to adjust the camshaft timing.

The cam phaser/weighted end is secured using 133 in-lb and a 90-degree turn.

The cam follower and lash adjuster are connected as one unit.

The front chains utilize a similar tension system as the Three-Valve engines. The chains are also reinstalled in a similar manner by lining up the dots.

Cam phaser sensors are located in the front cover, which is different than the Three-Valve engine where the sensor is bolted on to the cylinder head.

Clauss puts the finishing touches on the engine before moving underneath the car to install the exhaust system.

When reinstalling the Kook's long-tube headers, we used Cometic's new exhaust gaskets...

... as well as a Kook's 3-inch, X-style midpipe with cats and a MagnaFlow after-cat exhaust.

JPC Racing uses a Dyno Dynamics chassis dyno and here are the two power curves. You can see how aggressive the horsepower curve becomes as rpm increases, and torque output was consistently above the baseline from start to finish.

JPC has released a line of camshaft profiles for naturally aspirated and supercharged combinations. Pricing and specs weren't available at press time, but we will be checking out these sticks in a future issue.