If you are an avid reader of MM&FF, then you're well aware that there's a new captain of the Pony-wars ship-the '11 Mustang GT. With its 412hp rating, an improved suspension, and all-new manual and automatic transmissions, the new breed of Pony is undoubtedly the best ever. And, you're also aware that as soon as we can get our hands on the first available mods, we're going to bring them to you. Well, here and now is where it begins.

In the modern world of EFI, our engines are controlled by a computer system that relies on input from several sensors. The ECU (electronic control unit) constantly evaluates these sensors to provide proper ignition timing and fueling to the engine. These sensors include the TPS (throttle position sensor), IAT (inlet air temperature), O2 for reading oxygen content in the exhaust, CAT (coolant temperature sensor), and a bevy of others, all for the purpose of keeping the engine running within its programmed parameters. With OBDII and today's available electronic tuners/monitors, virtually anyone can scan the parameters of the engine, even in real time.

Nitrous oxide injection remains to this day a very popular way of increasing the performance of a normally aspirated engine. It's much less inexpensive than a supercharger or turbocharger, and you only have to pay when you want to use it. The one problem with it-out of the box, at least-is it's either on or off. The solenoids are open or closed, unless you use a progressive nitrous controller like the one we sampled from Edelbrock.

Each month, the pages of MM&FF are jam-packed with technical information on how to extract more power from under the hood of your Mustang or Ford. We venture into the install and testing of basic bolt-on parts, from mild builds you can do at home to wild 1,000-plus-horsepower engines capable of destroying anything you line up against. The influx of easy horsepower has led to lots of fun, but also some severe drivetrain failures. Even moderate power levels (400-600 rwhp) can be disastrous.

Choosing the right cam for a supercharged 4.6L Three-Valve motor is no different than choosing one for any other motor-or is it? Right off the bat, the Three-Valve motor has that odd cylinder-head configuration, with a pair of intake valves and a single exhaust valve. The ratio of intake-to-exhaust flow obviously has an effect on the ideal cam profile, which means that picking a cam for a Three-Valve is not the same as picking one for other head configurations.