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AFM Hydraulic Roller High-Rev Camshafts - Natural High
Inside A Free-Revving 347 That Stretches The Boundaries Of Hydraulic-Roller Camshafts
By Steve Turner
Photography by Courtesy of Anderson Ford Motorsport, Courtesy of D.S.S.
Horse Sense: It's important to note that Rick Anderson gets the most out of his combination-especially above the factory rev limiter-by using his familiar EFI Systems Programmable Management System. By being able to easily tune fuel timing and other attributes, he gets big power with good drive-ability. If you're going to run above 6,250 rpm, you'll need some form of aftermarket engine management, be it a piggyback system such as the PMS, an aftermarket replacement speed-density system, or a computer chip. "Not bad for a hydraulic roller,"... "Not bad for a hydraulic roller," Rick Anderson said of his coupe's 458hp, 8,300-rpm dyno pull. How's that for an understatement? For the full dyno sheet, check out the On the Dyno sidebar, while the nitty-gritty tech details are in the following captions. Don't get us wrong. Rick isn't dysfunctional. He still takes the kids to Disney World, spends time with his wife, and so on. It's just that his idea of a good time is tweaking, tinkering, and dynoing. If we had our own dyno to play with, we might just do the same thing. Fortunately, the fruits of his free time often produce horsepower for the rest of us, so let's be glad there isn't more to do in Clinton during the winter. If there was, we might not have Power Pipes, PMS tech support, or custom cams for our Mustangs. Here's the cam that started... Here's the cam that started all this fun-Anderson Ford Motorsport's new N-113 camshaft designed for naturally aspirated 347-408ci engines with a shift point of about 7,600 rpm. It offers a real hot-rod, lumpy idle till about 3,000 rpm, and, as with all AFM cams, it sells for $269. If you really want to rev it up to 8,000 as Rick does, you'll also need the AFM valvespring and titanium retainer package, which will set you back another $419.50. (You need only the $119 springs to do 7,800 rpm, but to go more than 8,000 you'll also need the $300.50 titanium locks and retainers.) Last year we followed along with Rick's development of camshafts for the NMRA's naturally aspirated Pure Street class ("Inside the Numbers," Jan. '01, p. 83). That development focused on creating camshaft lobes that were aggressive enough to make horsepower, but not so aggressive that they floated the factory hydraulic lifters mandated in Pure Street. From that successful project, Rick has introduced a new line of AFM Hydraulic Roller High-Rev camshafts designed to take hydraulic-roller-cam Mustangs to heights formerly reserved for high-maintenance solid-roller cams. Of course, the camshaft is just one part of the equation, and Rick wanted to create a purpose-built, high-rpm package to take full advantage of his new N113 camshaft. As such, he approached longtime performance coconspirator D.S.S. for its new 347 Sportsman Renegade short-block. What follows is the buildup and testing of this combination. Next month we'll follow up with back-to-back testing of several rpm-oriented EFI intakes to see which suits this combination best, so stay tuned.  For the power and rpm Rick...  For the power and rpm Rick was seeking, D.S.S. recommended he step up from a stock block to Ford Racing Performance Parts Sportsman 302 block (PN M-6010-B50). The Sportsman block is beefier than a stocker by 10 pounds. It features extra meat in the main bearing bulkheads and main caps, yet it still accepts all the stock-style gear. It also doesn't cost nearly as much as the all-out R302 block. |  Here's why the Sportsman block...  Here's why the Sportsman block is a bit more rugged than the flyweight stocker. On the top is the stock two-bolt main cap, while on the bottom is the beefier Sportsman two-bolt cap, which mates to a likewise beefier main-bearing bulkhead. It also has more rigid oil pan rails for better all-around strength. According to D.S.S., the Sportsman block adds the capability to support another 100 hp over the stocker. |  Block preparation has always...  Block preparation has always been a cornerstone of the D.S.S. method of making horsepower. "Although the B50 block comes finish-bored and honed," Tom Naegele of D.S.S. says, "we need to race prep (blueprint) the block for maximum power. Torque plate boring and honing 0.030 over can be worth [more than] 30-40 hp due to better ring seal and the unshrouding effect it has on the cylinder heads." Of course, Tom adds that equalizing the deck surface is critical to head-gasket longevity and maximum output. |  Helping hold Rick's 347 together...  Helping hold Rick's 347 together at 8,000 rpm is this 4340 forged-steel crankshaft, which is standard in all $4,999.95 Sportsman Renegade packages (D.S.S. offers this price for 306, 308, 331, 347 ci.). Tom says crank deflection becomes a problem with externally balanced engines past 7,000 rpm, so Rick's crank was internally balanced with Mallory metal, which set him back an extra $550. "If you plan on being over 7,000 rpm all the time," Tom says, "plan on spending some extra money ($300-$600) for internal balancing, or replacing your front and rear main bearings all the time." |  The standard rod in D.S.S....  The standard rod in D.S.S. Sportsman Renegade packages is a 4340 H-beam piece. Since Rick was after big rpm with no power adder, D.S.S. used the optional 4340 Ultra Light I-beams in this engine, which added $100 to the price of the engine. Tom says lightweight parts can free up some power, but more importantly, they reduce stress on the crank, rods, and block. |  Why does this piston have...  Why does this piston have holes in it? Well, it's not defective. In fact, these gas ports are quite desirable in a high-rpm engine and supply extra outward pressure to the cylinder walls. This helps the thin, 0.043/0.043/3mm ring package seal, but it also means they'll wear out more quickly. The gas-ported pistons and low-tension ring package each add $150 to the engine price, while the 0.090-inch-wall lightweight pins were a no-cost option. The piston action doesn't stop there. Rick had D.S.S. internally mill the head and skirt of the pistons for maximum weight loss, which cost another $175. Tom says, "Race cars get rings at least every season. Don't even think about this for a low-maintenance street machine. A 51/464-51/464-31/416 ring package is better suited to 6,500 and below." |
Ford E-250 Research
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