Steve Turner
Former Editor, 5.0 Mustang & Super Fords
October 1, 2002
Photos 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.

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.

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.

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5.0 TECH SPECS
RICK ANDERSON'S COUPE
ENGINE AND DRIVETRAIN
Block FRPP Sportsman
Cylinder Heads Trick Flow Twisted Wedge (AFM Stage V ported)
Intake Manifold Edelbrock Victor 5.0 (AFM Stage II ported)
Camshaft AFM N-113
Power Adder None
Exhaust Bassani 13¼4-17¼8 stepped long-tube headers, Bassani 3-in X-pipe, and Bassani 3-in mufflers
Fuel Pump Aeromotive
Fuel Injectors 42 lb/hr
Transmission TTC Tremec TKO (pro-shifted by Pro Motion Performance)
Rearend 8.8 with 4.56 gears

ELECTRONICS
Engine Management EEC IV with EFI Systems' Programmable Management System
Ignition Mallory Hy-Fire VIIS with ProMaster coil
Gauges Auto Meter

SUSPENSION AND CHASSIS
Springs FRPP drag
Struts/Shocks AVO
Rear Suspension HP Motorsports heavy-duty upper control arms, HPM Mega-Bite lower control arms, and HPM antiroll bar
Wheels Weld Aluma Star
Tires Akurer (front), Mickey Thompson (rear)
Brakes Wilwood discs (front), stock drums (rear)

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ON THE DYNO
RPM POWER TORQUE
5,100 361.1 371.9
5,200 372.0 375.8
5,300 384.9 381.5
5,400 394.6 383.8
5,500 405.8 387.5
5,600 413.8 388.1
5,700 421.8 388.7
5,800 428.8 388.3
5,900 434.7 387.0
6,000 437.4 382.9
6,100 443.1 381.5
6,200 443.2 375.4
6,300 444.8 370.8
6,400 454.7 373.1
6,500 457.4 369.6
6,600 456.4 363.2
6,700 452.8 354.9
6,800 456.2 352.4
6,900 458.6 349.1
7,000 454.3 340.9
7,100 453.5 335.5
7,200 448.7 327.3
7,300 444.0 319.4
7,400 442.1 313.8
7,500 432.1 302.6
7,600 428.3 296.0
7,700 422.1 287.9
7,800 415.2 279.6
7,900 404.1 268.6
8,000 394.3 258.9
8,100 388.4 251.8
8,200 378.1 242.2
8,300 319.0 201.8
Avg. 422.6 337.9