Three-Valve technology is just now coming into its prime. Ford Racing is releasing a Three-Valve Aluminator, and C&L and Ford Racing have both released performance intake manifolds. Likewise, camshaft technology has been improving as well.
One major supplier of performance camshafts is Anderson Ford Motorsport (AFM). Rick Anderson is always on the leading edge of camshaft technology, and has been concentrating his efforts on a new Three-Valve cam profile-the N-93 (PN AF-N93; $749 per pair). It offers 0.492-inch lift on the intake with 240 degrees of duration at 0.050-inch, and 0.492-inch lift on the exhaust and 252 degrees of duration at 0.050-inch. Its predecessor, the N-73, features 0.492-inch lift on the intake with 232 degrees of duration at 0.050-inch, and 0.492-inch lift on the exhaust with 244 degrees of duration at 0.050-inch.
Our test subject is a naturally aspirated Three-Valve test mule from Hurricane Performance
"We tightened them up a bit," said Rick Anderson when asked about the difference. Anderson is known for his cam profiles, and for good reason. AFM cams are highly sought after in the Mustang world, and Anderson puts in long hours, painstakingly varying cam profiles until he gets the desired results. The real difference is in the lobe separation-110 degrees over 108 degrees on the N-73s.
Nevertheless, what really matters is how the camshafts perform. So when the first set was available, we called dibs. And since we wanted to see how they performed on a naturally aspirated combination (what they are designed for), we called Jason Combs at Hurricane Performance in Orange Park, Florida.
With the battery disconnected and valve covers off, Jason Combs of Hurricane Performance u
Hurricane's Three-Valve project car, an '06 GT owned by Hurricane Performance co-owner Josh Klugger, was the subject of previous MM&FF tech stories, including the aforementioned C&L intake and N-73 cams. With the current combination, the GT has been consistently laying down 11.50s in the quarter-mile at 118 mph. In the eighth-mile, which is how it usually competes, the coupe has been as quick as 7.40s at 93 mph.
This prevents him from removing the accessories and timing cover, therefore making the job
Camshafts in hand, we headed to Hurricane for some thrashing. Since the car had just returned from a race, we had some good baseline track numbers. And since we were just a day away from our track day at Gainesville Raceway, we had to rush. For a fair baseline, Tony Gonyon of TunersInc (Orange Park, Florida) strapped the coupe to the Dynojet, making small adjustments to the tune to maximize output of the N-73s. The results were 412 rwhp and 357 lb-ft of torque.
The next morning, Combs removed the cam covers on the Three-Valve and began the swap. A couple of hours later, he was putting on the finishing touches. When Gonyon hit the key, the Three-Valve came to life. I couldn't believe how aggressive it sounded.
So before we made the first pull on the Dynojet, I gave Rick Anderson a call. When I told him how nasty the cams sounded, he replied with a chuckle. "Yeah, we tried a few different profiles before we chose this one," Anderson said. "That's what we were going for."
Gonyon made a few partial pulls, monitoring the air/fuel ratio. Everything looked good, so he made a full pull. The results were 422 rwhp and 360 lb-ft of torque-a 12hp and 3-lb-ft increase at peak. More importantly, though, was the 10-lb-ft increase in torque from 5,900 rpm to redline.
Combs loosens the nut holding the camshaft to the sprocket and variable cam timing phasers
Gonyon then made some adjustments to the tune, to see if an increase or decrease in either fuel or spark would work better with the new cam profile. After a few pulls, it was clear that the previous tune was ideal, with one exception. "It likes a little more timing on the low end," said Gonyon-two degrees, to be exact. After a long cool-down period, Gonyon made one last pull on the dyno. The results were 428 rwhp and 362 lb-ft of torque-a 16hp and 5-lb-ft difference.
Combs then unbolts the camshaft retaining caps...
The next day, we hit the track at Gainesville Raceway. A few runs with Gonyon behind the wheel yielded equivalent to what it had run before-high-11.40s at 118 mph. Gonyon began looking at the data being logged by his laptop, and realized we were missing something. The power band had been moved up, requiring him to shift later.
...and removes the camshaft.
After icing down the intake (it was almost 90 degrees out, and even hotter on track), Gonyon rolled back to the starting line and waited for the tree. The results were impressive: 11.38 at 120 mph. "Instead of shifting at 7,200 rpm like before, I shifted at 7,500. Looking at the data log, rpm only dropped to 5,200, allowing us to stay in the power band and get down the track quicker," Gonyon said. The 60-ft time was equivalent to before-1.56. And that was at 3:15 in the afternoon.
With that, we called it a day. "I think the car will run in the 11-teens with some better weather," said Gon-yon. It's impressive for a naturally aspirated Three-Valve. Not to mention the clatter the car now makes. If you're looking to give your N/A Three-Valve some extra bark and bite, these are the cams for you. To see video of our track test and hear how this car sounds, visit www.musclemustangfastfords.com.
He places the new camshaft in place and torques the caps to 89 lb-in. Since the valve spri
Do not torque any of the bolts until all of the caps are flush with the cylinder head.
Combs then reinstalls the phaser bolt and tightens it.
The wedge can now be removed.
Combs now uses engine oil to lubricate every lobe on the new camshaft before installing th
Combs puts a dab of silicone each place the timing cover meets the cylinder head...
....and reinstalls the valve covers.
He then reinstalls the coils, reconnects all the connectors, and remounts the intake tube
Tony Gonyon of TunersInc turned the key on the Three-Valve, bringing it to life. He monito
After a long cool-down period, the pale coupe pumped out a whopping 428 rwhp and 362 lb-ft
The next day, at Gainesville Raceway, Gonyon made a few runs shifting at 7,200 rpm. The re
He then took a closer look at the data being logged by his laptop and realized that we wer
With some time to kill and the weather getting close to 90 degrees, we iced down the intak
Back out on the track, Gonyon upped his shift points to 7,500 rpm. When he went through th