Jesse Allen of AMP Performance puts the finishing touches on Jose Casas' newly top-halfed
Making Mustangs stronger by way of performing a cylinder heads, camshaft(s), and intake manifold swap has a long history with our Mustang hobby. Yes, the infamous HCI," exchange is a tried-and-true performance upgrade for bone-stock Ponies of any vintage, and over the years, we've presented many derivatives of the top-half trio for 5.0-liter engines using aftermarket pieces that we feel offer enthusiasts the best bang for their hard-earned bucks every time the throttle hits the floor.
It has only been a short time that we've been able to explore the effects of a full "top-half" exchange on Ford's 4.6-liter modular engine. Prior to 2006, complete upper-end upgrades for modular Mustang engines had been somewhat limited. Despite camshaft development and a wide variety of CNC-ported heads being offered for Two-Valve and Four-Valve bullets, affordable, non-custom intake manifolds for either were virtually nonexistent.
The Three-Valve engines of '05-'10 Mustang GTs unfortunately suffered from the same limitations with regard to development of affordable, aftermarket intake manifolds. It took nearly two years for sheetmetal pieces to hit the S197 scene, and an additional 365 days before a bolt-on, cast intake left the foundry. One of the reasons for the long delay is the fact that the factory-installed, composite intake is a solid piece in its own right-performing well on stock engines, and also holding its own on engines that are upgraded naturally aspirated mods and power adders.
Despite the manifold's great efficiency, however, engineers at Ford were forced to consider making improvements after studying the stock intake's effect on the engines in Ford Racing's FR500C Continental Challenge Mustangs. Basically, the stock piece's small runners choked the high-winding trey-valve, just as it hit the sweet spot in its power band (approximately 6,000-6,500 rpm). The result of all the intensive research and development is Ford Racing Performance Parts' new Three-Valve intake (PN M-9424-463V; $599.95), which was finally dispersed to the masses in 2010-nearly four years into S197's production before releasing its new manifold.
The arrival of FRPP's long-awaited Three-Valve intake piques our strong interest in seeing how it performs in a naturally aspirated environment, as one of the major players in a good, old H/C/I swap. That's right-no nitrous, blowers, or turbochargers are being used in this experiment. However, based on the intake's high-flow runner design, Three-Valve cylinder heads, and the general dynamics of modular engines, we suspect the new piece probably is exceptional when used with power adders. That's long been the case with its aftermarket Two- and Four-Valve counterparts, which have more than made their mark on boosted '99-'04 GTs, Mach 1s, and Cobras.
While we've experimented with two-thirds of the Three-Valve HCI swap in the past (bolted on various ported heads and higher-lift cams), we're excited about finally being able to take this type of performance testing all the way. The Mustang specialists at AMP Performance of Phoenix, Arizona, offer two upgrade packages for naturally aspirated S197s that we're checking out in this tech effort. Both performance systems are founded on the new intake manifold. They're amenable to enthusiasts on simple budgets (FRPP's manifold, CAI, and 62mm throttle body; $1,453 plus labor), as well as those who can afford to spend a bit more for serious "all-raw" power (everything in System 1, plus Fox Lake Power Products' ported Three-Valve cylinder heads and Comp camshafts; $4,443).
Your tech editor joined AMP's shop boss, Chris Ciolek, and technician Jesse Allen for a marathon parts-on/parts-off evaluation of both packages. The end results of all our efforts were outstanding, as you'll see when you read through this report in its entirety. Be sure to fully process the all-important dyno data.
The factory-installed intake manifold actually does not inhibit a stock 4.6-liter Three-Va
In this photo, Ford Racing Performance Parts' new intake manifold is on the left and the s
Since we (and many of you) were dying to learn what FRPP's intake is all about, the intake
Ford Racing Performance Part's 62mm throttle body (PN M-9926-3V) is another element of AMP
With intake and throttle body evaluated, Chris Ciolek replaces the factory airbox with FRP
Jose's '08 Mustang GT spent a lot of time on the Dynojet chassis dyno at AMP Performance.
Before moving on to the second segment of our project-swapping stock heads and camshafts w
Swapping heads and cams on an S197 is best done with the engine completely removed. AMP us
Speed and efficiency is the name of the game when it comes to disassembling the top half o
Once the engine is out, Chris and Jesse work together as one and have Jose's 4.6 broken do
Before rebuilding begins, Jesse preps the short-block by thoroughly cleaning the cylinders
Even at a glance, it's clear Fox Lake's Stage 3 Three-Valve cylinder heads (left) flow lea
Exhaust flow for Fox Lake's Three-Valve heads is just as impressive: 110 at 0.200, 144 at
Fox Lake uses Manley's stock-length, stock-diameter, stainless-steel race valves (www.manl
...as well as Comp Cams' high-rev springs and steel retainers, to help keep the valvetrain
A fresh pair of multi-layered-steel gaskets (PN FR3Z-6051-A) are included as part of FRPP'
The Fox Lake-prepped heads are developed from Ford Racing Performance Parts bare, unported
A set of 20 new, torque-to-yield head bolts (PN 5R3E-6065-AA) also are included in the hea
Head bolts undergo a specifc torque procedure, wherein each fastener is initially secured
The stock camshaft followers and posts are reused and must be thoroughly cleaned before th
AMP uses Comp Cams' Stage 2 bumpsticks for this naturally aspirated upgrade (custom-grind
Timing chains are specific to the left (driver's side) and right cylinder heads. Chris ins
Jesse uses an air grinder with a mild scuffing pad to remove residual gasket material from
As it is with disassembly, engine reassembly is faster accomplished with Chris and Jessie
Jose Casas' 4.6-liter Three-Valve is all set and ready to make big steam with a freer-flow
On The Dyno
Jose Casas' '08 Mustang GT arrived for surgery in predominantly stock form, with the exception of long-tube headers and a free-flowing exhaust system. Both AMP power systems were tested on the shop's Dynojet chassis dyno. Performance changes were recorded with the Ford Racing Performance Parts Three-Valve intake manifold installed, and then as each basic air-induction piece was added. The 'Stang was also tested after installing CNC-ported Fox Lake Three-Valve heads and Comp camshafts in addition to all of the initial hop-up parts.
Tuning was required for every step of our bolt-on procedure, with the exception of the one
Not surprisingly, enhanced breathing brought about by the HCI extended our test-Pony's rev window, allowing it to make impressive power from 4,900 to 6,900 rpm. It's hard to pinpoint exactly which piece is the key to the overall gains, as the entry-level pieces and intake manifold showed us only modest increases in rear-wheel horsepower and an across-the-board decline in rear-wheel torque within the 2,600- to 6,100-rpm parameters. But this doesn't mean the bolt-ons aren't effective and shouldn't be considered. To the contrary, we think the larger throttle body and CAI (and sharp tuning) are essential pieces for the overall HCI upgrade.
This HCI top-half mod from AMP Performance is a safe bet for enthusiasts who want to make steam naturally, and we're confident it will really show off for those who wish to add forced induction to their '05-'10 'Stangs.