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," Rick Anderson said of his coupe's 458hp, 8,300-rpm dyno
There's no telling what spending an inordinate amount of time in a dyno room surrounded by cornfields will do to you. Certainly the fumes might make you high, but could they actually help your engine rev higher? If there was ever a candidate for such an experiment, it would be Rick Anderson of Anderson Ford Motorsport in Clinton, Illinois. In addition to spearheading the aforementioned motorsports division of Anderson Ford-Mercury, Rick likes to spend every spare minute tinkering on his in-house Dynojet searching for new ways to make horsepower. In the winter, he spends even more time in the dyno room or in his home garage, about two minutes away from the dyno room.
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 all this fun-Anderson Ford Motorsport's new N-113 camshaft des
Over the years, we've developed a high level of trust with Rick. So much so that we often let him test parts for us. Those who've been on the scene for a while know Rick has a rep for building great power with supercharged 5.0s. His aforementioned specialty products help squeeze more power from pedestrian combinations. These parts have even done well in Renegade and Real Street racing classes. Of late, Rick has been going old-school a bit and chasing down big, naturally aspirated power that we haven't seen since the carbureted days.
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 was seeking, D.S.S. recommended he step up from a stock block t
Here's why the Sportsman block is a bit more rugged than the flyweight stocker. On the top
Block preparation has always been a cornerstone of the D.S.S. method of making horsepower.
Helping hold Rick's 347 together at 8,000 rpm is this 4340 forged-steel crankshaft, which
The standard rod in D.S.S. Sportsman Renegade packages is a 4340 H-beam piece. Since Rick
Why does this piston have holes in it? Well, it's not defective. In fact, these gas ports
|5.0 TECH SPECS
|RICK ANDERSON'S COUPE
|ENGINE AND DRIVETRAIN
||Trick Flow Twisted Wedge (AFM Stage V ported)
||Edelbrock Victor 5.0 (AFM Stage II ported)
||Bassani 13¼4-17¼8 stepped long-tube headers, Bassani 3-in X-pipe, and Bassani 3-in mufflers
||TTC Tremec TKO (pro-shifted by Pro Motion Performance)
||8.8 with 4.56 gears
||EEC IV with EFI Systems' Programmable Management System
||Mallory Hy-Fire VIIS with ProMaster coil
|SUSPENSION AND CHASSIS
||HP Motorsports heavy-duty upper control arms, HPM Mega-Bite lower control arms, and HPM antiroll bar
||Weld Aluma Star
||Akurer (front), Mickey Thompson (rear)
||Wilwood discs (front), stock drums (rear)
While FRPP recommends only the Sportsman block for maximums of 600 hp and 6,500 rpm, that'
Here she is as delivered to Rick, a lightweight version of the D.S.S. 347 Sportsman Renega
Of course, a built short-block is nothing without a good set of cylinder heads and a stabl
Next up was a manifold to support high-rpm power. Rick's first choice was the Edelbrock Vi
A lot of people think naturally aspirated engines don't need really big injectors, but Ric
Keeping an ample supply of fuel to those 42-lb/hr injectors are Vortech fuel rails fed by
Running big rpm for big power means plenty of airflow, so Rick had his Victor manifold por
Here's the completed engine all buttoned up with a Canton oil pan to keep it lubed all the
|ON THE DYNO