Mustang 4.6L Three-Valve Dyno Runs

Same as dyno 7 but with the addition of a dual 62mm throttle body, Meziere electric water pump, 3.5" aluminum driveshaft, and 12lb lightweight flywheel.

334.94rwhp 347.70rwtq or 376hp 386lbft (crank)

The result is a ~14rwhp ~10rwtq gain with ~8.5rwhp ~7.5rwtq recovered by reducing drivetrain losses. These outputs are the maximum possible from the stock cylinder head, camshaft, and intake manifold (HCI) combination.












Dyno 9: Best Daily Driver Combination

Same as dyno 7 but with the addition of stage 1 CNC ported heads, a dual 62mm throttle body, and a 3.5" aluminum driveshaft.

338.80rwhp 346.20rwtq or 385hp 389lbft (crank)

This combination produces excellent low rpm torque for the best possible highway fuel economy on stock axle gearing while the ported heads improve higher rpm breathing. The result is a broad torque curve with 300+rwtq available from 2700-5900rpm for excellent street performance from idle to 6600rpm. CNC ported heads and a 62mm throttle body are expensive, and thus yield too little bang for the buck, but the good news is that DIY porting your existing stock heads and stock 55mm throttle body could save a whopping ~$2300. The results are rewarding with the proper tools and knowledge, and maximum HP/TQ outputs would match those of a stock Gen 2 F-150 5.0L Coyote engine. Parts cost ~$4000 (or ~$1700 if DIY).

Adding a Meziere electric water pump and a 12lb aluminum flywheel (i.e. Dyno 8 + stage 1 CNC ported heads) would raise outputs to 347rwhp & 353rwtq or 390hp & 392lbft at the crank, maximizing performance from the stock camshaft/intake manifold combination while minimizing drivetrain losses.

Same as dyno 6 but with the popular Ford Performance Hot Rod NSR camshafts instead of the stock camshafts.

341.65rwhp 329.16rwtq or 391hp 374lbft (crank)

That's a peak ~21rwhp gain and ~4rwhp loss over the stock camshafts, with torque gains only from 5100+rpm. From 3500-5000rpm, torque output is virtually unchanged from the stock camshafts but below 3500rpm, torque output is reduced with a 20+rwtq loss between 2500-3000rpm. The power band is shifted higher up the rpm scale with 300+rwtq available from 3400-5900rpm. Parts cost ~$2900.











Dyno 11: Hot Rod NSR Camshafts 2

Same as dyno 10 but with full length headers instead of the more popular "tuner friendly" 3/4 length headers.

342.50rwhp 335.00rwtq or 393hp 381lbft (crank)

The result is a small increase in midrange torque since the inertial scavenging effect of the longer primary tube length of these headers is more effective.

Also same as dyno 7 but with the popular Ford Performance Hot Rod NSR camshafts instead of the stock camshafts (peak ~21rwhp gain and ~3rwhp loss). At least 300rwtq is available from 3300-6000rpm. Parts cost ~$2900.












Dyno 12: Brenspeed Detroit Rocker NSR Camshafts

Same as dyno 6 but with Brenspeed Detroit Rocker camshafts instead of the stock camshafts, as featured in the Episode 2 Brenspeed High Mile 3V Mustang.

343.48rwhp 328.91.03rwtq or 392hp 374lbft (crank)

The result is a ~23rwhp gain and 4rwtq loss over the stock camshafts, with an average 15rwtq loss between 2000-3300rpm. At least 300rwtq is available from 3500-5900rpm. Parts cost ~$2900.











Dyno 13: Mutha Thumpr NSR Camshafts (GT400 Package)

Same as dyno 7 but with CompCams Mutha Thumpr camshafts #127020 instead of the stock camshafts. These are the longest duration camshafts available that don't require upgraded valve springs or phaser limiters. They also produce a rough thumping idle quality, hence the name.

351.55rwhp 333.89rwtq or 400hp 379lbft (crank)

That's a peak ~30rwhp gain and ~4rwhp loss over the stock camshafts, with torque gains only from 5000+rpm. Below 5000rpm, torque output is reduced with a ~15-20rwtq loss between 2500-3000rpm, and 300+rwtq is available from 3400-6100rpm. Parts cost ~$2900.












Dyno 14: Ford Performance Intake Manifold & 62mm Throttle Body

Same as dyno 12 but with the Ford Performance intake manifold and 62mm throttle body instead of the stock intake manifold with charge motion delete plates and stock 55mm throttle body, as featured in the Episode 3 Brenspeed High Mile 3V Mustang.

357.13rwhp 328.07rwtq or 407hp 373lbft (crank)

The result is a ~14rwhp gain but with a loss of up to 12rwtq between 3500-4800rpm. At least 300rwtq is available from 3900-6200rpm. Parts cost ~$4100.











Dyno 15: Stage 1 Ported Heads & Cams

Same as dyno 13 but with stage 1 CNC ported heads.

365.94rwhp 344.76rwtq or 413hp 388lbft (crank)

That's a peak gain of 13hp and 9lbft compared to the dyno run with the stock heads. Torque output is increased from 3200rpm upwards with no loss of torque at lower rpm. At least 300rwtq is available from 3400-6400rpm, and maximum HP/TQ outputs match those of a stock Gen 1 Mustang 5.0L Coyote engine. Note that the stock 24lb/hr fuel injectors reach their maximum duty cycle at this power level.
1/4 mile 11.89sec @ 113.81mph @ 3580lb.
Parts cost ~$4700.












Dyno 16: Stage 3 Ported Heads & Cams

Same as dyno 13 but with stage 3 CNC ported heads, a dual 62mm throttle body, and 39lb/hr injectors.

380.85rwhp 348.39rwtq or 429hp 391lbft (crank)
(SAE corrected)

That's a peak gain of 29hp and 13lbft compared to the dyno run with the stock heads and throttle body. However, the torque output is only increased from 4800rpm upwards and there's a slight torque loss below 4700rpm. The power band is shifted higher up the rpm scale with 300+rwtq (SAE) available from 3900-6500rpm. Parts cost ~$7300.

Same as dyno 16 but with XFI 127500 SPR camshafts instead of the Mutha Thumpr NSR.

383.80rwhp 354.40rwtq or 432hp 398lbft (crank)

The higher valve lift of these camshafts takes full advantage of the increased airflow of the stage 3 ported heads, permitting increased cylinder filling and torque production even at lower rpm. The result is a fatter torque curve with 300+rwtq available from 3000-6650rpm, and 340+rwtq available from 4000-5700rpm. Maximum HP/TQ outputs match those of a stock Gen 2 Mustang 5.0L Coyote engine.
1/4 mile 11.87sec @ 116.03mph @ 3595lb.
Parts cost ~$7500.

A similar combination with a 22lb stock flywheel instead of a 12lb lightened flywheel put down 379.2rwhp 350.0rwtq SAE and ran the 1/4 mile in 11.78sec @ 115.84mph @ 3565lb.





Dyno 18: Maximum HP Combination (HCI)

Same as dyno 17 but with a JPC intake manifold.

393.60rwhp 348.90rwtq or 449hp 396lbft (crank)

The JPC manifold produces more HP & torque than the stock manifold with CMDPs from 5300rpm upwards but where HP production with the stock manifold tails off at 6300rpm, the JPC manifold continues making HP all the way to 7000rpm. Although the peak-to-peak HP gain is ~20rwhp, the difference increases to a whopping ~40rwhp at 7000rpm.
Below 5300rpm the torque output is reduced by up to ~16lbft as the characteristic double hump 4300rpm & 5100rpm torque peaks of the stock intake manifold are flattened. At least 300rwtq is available from 3500-6900rpm.
1/4 mile 11.78sec @ 116.97mph @ 3650lb.
Parts cost ~$8100.












Dyno 19: 302ci Stroker & HCI

Combining a 3.800" stroker crankshaft with the 3.554" cylinder bore of an honed 3V block increases displacement from the stock 281ci (4601cc) to 302ci (4942cc). The compression ratio is also increased from 9.8:1 to 10.5:1 when using pistons with a 6cc dish. This stroker combination was dressed with Livernois stage 3 ported heads, XFI 127600 SPR camshafts, Livernois cam phaser limiters, FRPP intake manifold, FRPP dual 62mm throttle body, FRPP 39lb injectors, SPEC 12lb aluminum flywheel, and a Shaftmaster aluminum driveshaft. Parts cost ~$11200.

413.32rwhp 359.49rwtq or 464hp 399lbft (crank)
(SAE corrected)

This represents the pinnacle of N/A performance from a production 4.6L 3V aluminum engine block.
Another almost identical combination put down 410rwhp & 364rwtq.


Dyno 20: 323ci Big Bore Stroker & HCI

Combining a 3.750" stroker crankshaft with the 3.700" cylinder bore of the FRPP Boss Modular 5.0L cast iron block increases displacement to 323ci (5286cc). This stroker combination is similar to the previous 302ci stroker combination apart from the bigger displacement and higher compression ratio. Parts cost ~$13100.

426.09rwhp 384.37rwtq or 479hp 427lbft (crank)

The Boss 5.0L block was conceived to handle 1000+HP at the crank, and a 323ci N/A stroker build making less than half of that really doesn't do it justice despite matching the awesome Gen 3 Mustang 5.0L Coyote engine for power. Consequently this block is far more popular in high HP forced induction applications such as this 875rwhp 800rwtq twin turbo set up, and this 887rwhp 745rwtq 4.0L Whipple supercharged set up, where its potential can be fully exploited.