Three Valve Head Cam Intake Package - Trey Cool

The factory-installed intake manifold actually does not inhibit a stock 4.6-liter Three-Valve engine's airflow efficiency as much as stock EFI intakes for pushrod 5.0 and Two-Valve 4.6s did. However, while the stock intake breathes well on moderately upgraded engines, it hinders high-rpm performance of bullets that are modified with ported heads, higher-lift camshafts, and other pieces that enhance intake and exhaust airflow.

In this photo, Ford Racing Performance Parts' new intake manifold is on the left and the stock piece from our '08 test 'Stang is on the right. The major performance difference between the two is the deletion of Charge Motion Control Valve plates on the new manifold. While CMVCs help bring increased torque to Three-Valve modulars for improved low-rpm/street-cruising performance, they actually present a huge airflow restriction at higher engine speeds and thus limit performance considerably.

Since we (and many of you) were dying to learn what FRPP's intake is all about, the intake-manifold swap was done immediately after making three baseline dyno runs. Although Jose's Pony is outfitted with long-tube headers, a catalytic X-shape crossover tube, and free-flowing mufflers, all other factory components remained intact for the manifold-only evaluation, including the stock PCM calibration.

Ford Racing Performance Part's 62mm throttle body (PN M-9926-3V) is another element of AMP's entry-level Thre-Valve power system. The billet throttle body is markedly bigger than the OEM 55mm unit, and bolts on in minutes. While we did not experience a need for tuning after installing the new intake manifold, the addition of the larger throttle bore does warrant a PCM reflash, to ensure that air/fuel is safe. DiabloSport's new Trinity handheld flash tool (PN T-1000) is used for such calibrations.

With intake and throttle body evaluated, Chris Ciolek replaces the factory airbox with FRPP's Cold Air Tuner Kit (PN M-9603-M463). The CAI rounds out the parts included in AMP's basic Three-Valve hop-up package.

Jose's '08 Mustang GT spent a lot of time on the Dynojet chassis dyno at AMP Performance. Once the 'Stang was baseline tested, subsequent dyno runs were made after each bolt-on part was installed to determine how they enhance performance independently, and as the system that AMP designed.

Before moving on to the second segment of our project-swapping stock heads and camshafts with Fox Lake's ported Three-Valve castings and higher-lift camshafts from Comp-Chris evacuates the A/C refrigerant from the system.

Swapping heads and cams on an S197 is best done with the engine completely removed. AMP uses a unique rolling K-member cradle that Chris developed, which allows techs to drop a Pony's entire front chassis structure (engine/accessories, wiring harness, exhaust, steering rack, and so on) in short order.

Speed and efficiency is the name of the game when it comes to disassembling the top half of a Three-Valve engine.

Once the engine is out, Chris and Jesse work together as one and have Jose's 4.6 broken down to its naked short-block faster than we've ever seen it done.

Before rebuilding begins, Jesse preps the short-block by thoroughly cleaning the cylinders and passages of gasket or other debris. Ultra-fine Scotchbrite pads or a plastic razor are used on the deck surface to prevent scratching or other damage that can affect head seal.

Even at a glance, it's clear Fox Lake's Stage 3 Three-Valve cylinder heads (left) flow leaps and bounds more than stock castings. On the intake side, cfm flow numbers for the five-axis, CNC-ported heads are: 181at 0.200, 233 at 0.300, 257 at 0.400, 269 at 0.450, 278 at 0.500, 284 at 0.550, and 288 at 0.600.

Exhaust flow for Fox Lake's Three-Valve heads is just as impressive: 110 at 0.200, 144 at 0.300, 187 at 0.400, 199 at 0.450, 207 at 0.500, 212 at 0.550, 217 at 0.600.

Fox Lake uses Manley's stock-length, stock-diameter, stainless-steel race valves (www.manleyperformance.com) in its ported Three-Valve heads...

...as well as Comp Cams' high-rev springs and steel retainers, to help keep the valvetrain stable when rpm is high.

A fresh pair of multi-layered-steel gaskets (PN FR3Z-6051-A) are included as part of FRPP's Three-Valve head-changing kit (M-6067-3V46). It's important to install the gaskets without putting fingerprints on either surface (block side or head side) to ensure perfect sealing for the heads.

The Fox Lake-prepped heads are developed from Ford Racing Performance Parts bare, unported castings (PN M-6550-3V).

A set of 20 new, torque-to-yield head bolts (PN 5R3E-6065-AA) also are included in the head-changing package. Chris gives each fastener a light dressing with oil, to prevent threads from binding and galling during the torque process.

Head bolts undergo a specifc torque procedure, wherein each fastener is initially secured with 30 lb-ft of torque. Once they're torqued, Chris puts a horizontal line through the heads of each bolt, and then makes two incremental (90 degree) runs through the tightening sequence.

The stock camshaft followers and posts are reused and must be thoroughly cleaned before they're reinstalled.

AMP uses Comp Cams' Stage 2 bumpsticks for this naturally aspirated upgrade (custom-grind cams are recommended for power-adder applications). The hydraulic camshafts have 0.490-inch lift on the intake side (222 duration at 0.050), and 0.480-inch exhaust lift (235 duration at 0.050). This cam profile is perfect for the steam-making process at 4,500 rpm and beyond with a Three-Valve.

Timing chains are specific to the left (driver's side) and right cylinder heads. Chris installs the left chain first, and sets both chains up so that their darkest links are aligned with the L and R in each cam gear, and the "dot" on the crank gear (the dot must always point straight down when installing timing chains).

Jesse uses an air grinder with a mild scuffing pad to remove residual gasket material from both headers.

As it is with disassembly, engine reassembly is faster accomplished with Chris and Jessie working together. The shop's K-member cradle really is a big help for projects like this, as the exhaust and all other components will be reseated as soon as the engine is bolted in.

Jose Casas' 4.6-liter Three-Valve is all set and ready to make big steam with a freer-flowing AMP Performance top-half package! The dyno will let us know the gains.