On The Dyno
The Dynojet chassis dyno at Anderson Ford Motorsport worked hard for the money with this tech effort. We made several runs on its rollers with Nikki Wilson's '02 GT, recording rear-wheel horsepower gains that actually went slightly beyond the 30 and 60 ponies we anticipated after installing AFM's Power Packages for stock '99-'04 Mustang GTs.
You may notice we haven't said anything about using a handheld flash tuner to change PCM calibrations after the camshafts were added. This isn't an oversight, as the 60hp package features an Abaco DBX 97B mass air that's pre-set for New Edge 'Stangs' 19-lb/hr fuel injectors.
"Best bang for the buck" has long been the mantra for Mustang enthusiasts seeking big-time performance without breaking the bank. We think these kits satisfy this need, especially when you consider the money saved by installing it yourself and skipping the dyno tuning.
| Baseline | Exhaust | Plenum &
Pulleys | Camshafts | Baseline Vs.
Camshafts |
| RPM | TQ | HP | TQ | HP | TQ | HP | TQ | HP | TQ | HP |
| 2,500 | 246.2 | 117.2 | 253.8 | 120.8 | 258.7 | 123.2 | 251.6 | 119.8 | 5.40 | 2.60 |
| 3,000 | 246.8 | 141.0 | 259.0 | 147.9 | 264.6 | 151.1 | 253.8 | 145.0 | 7.00 | 4.00 |
| 3,500 | 262.2 | 174.7 | 281.4 | 187.5 | 287.9 | 191.9 | 286.3 | 190.8 | 24.10 | 16.10 |
| 4,000 | 267.5 | 203.7 | 288.2 | 219.5 | 295.3 | 224.9 | 309.3 | 235.6 | 41.80 | 31.90 |
| 4,500 | 258.1 | 221.2 | 279.8 | 239.7 | 291.2 | 249.5 | 305.0 | 261.3 | 46.90 | 40.10 |
| 5,000 | 237.3 | 225.9 | 259.8 | 247.4 | 274.7 | 261.5 | 296.1 | 281.9 | 58.80 | 56.00 |
| 5,500 | 210.4 | 220.3 | 232.0 | 243.0 | 246.8 | 258.5 | 277.9 | 291.0 | 67.50 | 70.70 |
| 6,000 | 183.0 | 209.1 | 200.7 | 229.3 | 217.5 | 248.4 | 249.6 | 285.1 | 66.60 | 76.00 |
With Phase One of our project...
With Phase One of our project complete, Nikki's 'Stang is once-again strapped on the dyno for an evaluation. Does Anderson Ford Motorsport's 30hp Two-Valve power package really make 30 hp? Keep reading.
While the exhaust exchange...
While the exhaust exchange performed earlier represents the majority of the project's heavy lifting, swapping camshafts is the super-detailed segment of this exercise, as it involves actually going inside the Two-Valve powerplant. Rick Anderson begins removing the camshafts by loosening the timing gears.
With timing and valvetrain...
With timing and valvetrain hardware out of the way, the stock cams are lifted up and out. AFM's trick cam-chain retention tool is a useful piece of equipment for performing this task. It facilitates cam swaps that don't require removing the front cover and removing the cam chains and gears.
Nikki's hopped-up 4.6 really...
Nikki's hopped-up 4.6 really should come alive with the addition of AFM's N-22 camshafts, which, as you see, can be installed on the engine while the engine is still in the car. Rick says the new cams will give the engine a nice idle and smooth driveability at 1,800 rpm, but the 2,400- to 6,200-rpm range is where N-22s really get busy.
Factory camshaft followers...
Factory camshaft followers can be reinstalled with the cams, cam gears, and chains in place. However, before putting all of this together, replacing the OEM valvesprings with AFM's optional valvespring kit is a good idea.
AFM's Power Pipe and an Abaco...
AFM's Power Pipe and an Abaco DBX 97B mass-air meter (mounted in the inner fender well for a cooler, undisturbed intake-air charge) are the final pieces in our 60hp parts upgrade. The Power Pipe offfers Nikki's engine a lot more air volume and improved airflow over the restrictive stock tube.