Short answer: Pick the E303 if you want a mild, streetable 5.0L with an automatic. Pick the Anderson N41 cam if you drive a manual, run 1.6 rockers, and want more top-end pull.
Who Is This Comparison For?
You own a 302 (5.0L) Ford with a factory hydraulic roller block. You want more power than stock without a lumpy, grumpy idle.
- Typical cars: 1985-95 Mustang 5.0, Mark VII LSC and similar roller-cam 302 builds.
- Goal: better power with sensible street manners.
- Budget: you are choosing between a factory-style Ford Racing grind and an aftermarket Anderson Ford Motorsport profile.
Anderson N41 vs E303: Specs Side by Side
The E303 is a Ford Racing part. The N41 comes from Anderson Ford Motorsport. Both are hydraulic roller cams that use 1.6 rocker arms.
| Spec (1.6 rockers) | Stock 5.0L HO | Ford Racing E303 | Anderson N41* |
|---|---|---|---|
| Advertised duration (int/exh) | 266° / 266° | 282° / 282° | 278° / 286° |
| Duration at 0.050" (int/exh) | Not listed | 220° / 220° | 222° / 232° |
| Valve lift (int/exh) | 0.444" / 0.444" | 0.498" / 0.498" | 0.512" / 0.512" |
| Lobe separation | Not listed | 110° | 110° |
Sources: stock and E303 figures from the Ford Racing camshaft specification chart. *N41 figures are owner-reported on a Mustang forum thread. Check your cam card before buying.
What the Numbers Mean
Lift: both beat stock by a mile
- E303 adds 0.054" over the stock 0.444", about 12%.
- N41 adds 0.068", about 15%.
- The N41 has 0.014" more lift than the E303.
Duration: the exhaust side tells the story
- At 0.050", intake duration is almost identical (220° vs 222°).
- The N41 runs 232° on the exhaust, 12° longer than the E303.
- Longer exhaust duration usually helps higher-rpm breathing.
- It also tends to cost idle smoothness and low-rpm torque.
Lobe separation: a tie
Both cams sit at 110° lobe separation. That keeps the overlap moderate. Expect a noticeable but not savage idle.
Drivability: Which One Is Easier Daily?
The E303 is the milder grind on paper. Its shorter exhaust duration is the main reason.
- E303: better fit for automatics, stock-ish converters and 3.27-3.55 style gearing.
- N41: owners report it works best with 3.73 or 4.10 gears and a higher-stall converter if you drive an automatic.
- N41 owners also note: a larger mass air meter may help idle quality (forum report, not a factory spec).
Gearing and converter advice for the N41 comes from owner experience in a StangNet discussion, so treat it as a starting point.
Piston-to-Valve Clearance: Do Not Skip This
More lift means less room between valve and piston. Ford Racing itself warns that high-lift grinds may cause piston-to-valve problems.
Forum builders say the N41 clears on typical stock-piston 302 setups. "Typical" is not your engine, though.
- Install the cam and degree it to the cam card.
- Use modeling clay on the pistons with an old head gasket.
- Turn the engine over by hand and slice the clay open.
- Measure the thinnest spot, intake and exhaust.
- Check the exhaust side most carefully, since its closing event is the tight one.
Rocker warning: The N41 is designed for 1.6 rockers. Anderson's N-21 is reported as the same cam for 1.7 rockers. Do not swap ratios and hope for the best.
Which Cam Wins for Your Build?
| Your situation | Better pick | Why |
|---|---|---|
| Automatic, stock converter | E303 | Shorter exhaust duration, gentler idle |
| Manual, 3.73+ gears | N41 | More lift and exhaust duration for the top end |
| Stock heads, light mods | E303 | Extra lift may go unused |
| Aftermarket heads and headers | N41 | Flow can use the extra lift |
| Strict budget | E303 | Factory-style part, easier to find |
| Forced induction or nitrous | Check Anderson's B series | Owners say N is naturally aspirated, B is boost |
This table is reasoning from published specs, not dyno proof. We found no independent head-to-head dyno test, so we will not invent horsepower numbers.
Common Mistakes to Avoid
- Chasing the biggest lift number. Your heads, intake and gearing matter just as much.
- Ignoring the cam card. Owners have reported mismatched markings, so verify before you install.
- Skipping the clay test. A bent valve is an expensive punchline.
- Forgetting valve springs. Higher lift needs springs that suit it.
- Expecting a free lunch. More top-end usually trades away some idle polish.
Frequently Asked Questions
Is the Anderson N41 cam better than the E303?
It has more lift and longer exhaust duration, so it suits higher-rpm builds. The E303 is gentler. "Better" depends on your gears, transmission and heads.
Can I run the N41 with stock pistons?
Many owners report that it works. Still, measure your own piston-to-valve clearance first.
Will the E303 work with an automatic?
Its mild profile makes it the safer choice for automatics. A converter matched to the cam still helps.
Do I need a tune?
Any cam change shifts airflow, so a tune is wise. Confirm requirements with your cam supplier.
Related Reading
- Understanding the G40-1150 2JZGTE VVTI Turbo: another look at matching parts to power goals.
- Lifted Trucks Burn Through Front Tires: a reminder that Ford mods work best when you check the details.
Final Verdict
Choose the E303 for calm street manners and easy fitment. Choose the Anderson N41 cam for more lift and a livelier top end, if your drivetrain supports it. Whichever you pick, degree it and check clearance.
Sources
- Ford Racing Camshaft Specification Chart (stock and E303 data)
- Ford Racing roller camshaft product notes on piston-to-valve clearance
- StangNet: Anderson N41 cam questions (owner-reported N41 specs)
- StangNet: N-41 with 1.7 rockers (clearance and gearing discussion)
- StangNet: Anderson N and B series meaning
Short answer: Pick the E303 if you want a mild, streetable 5.0L with an automatic. Pick the Anderson N41 cam if you drive a manual, run 1.6 rockers, and want more top-end pull.
Who Is This Comparison For?
You own a 302 (5.0L) Ford with a factory hydraulic roller block. You want more power than stock without a lumpy, grumpy idle.
- Typical cars: 1985-95 Mustang 5.0, Mark VII LSC and similar roller-cam 302 builds.
- Goal: better power with sensible street manners.
- Budget: you are choosing between a factory-style Ford Racing grind and an aftermarket Anderson Ford Motorsport profile.
Anderson N41 vs E303: Specs Side by Side
The E303 is a Ford Racing part. The N41 comes from Anderson Ford Motorsport. Both are hydraulic roller cams that use 1.6 rocker arms.
| Spec (1.6 rockers) | Stock 5.0L HO | Ford Racing E303 | Anderson N41* |
|---|---|---|---|
| Advertised duration (int/exh) | 266° / 266° | 282° / 282° | 278° / 286° |
| Duration at 0.050" (int/exh) | Not listed | 220° / 220° | 222° / 232° |
| Valve lift (int/exh) | 0.444" / 0.444" | 0.498" / 0.498" | 0.512" / 0.512" |
| Lobe separation | Not listed | 110° | 110° |
Sources: stock and E303 figures from the Ford Racing camshaft specification chart. *N41 figures are owner-reported on a Mustang forum thread. Check your cam card before buying.
What the Numbers Mean
Lift: both beat stock by a mile
- E303 adds 0.054" over the stock 0.444", about 12%.
- N41 adds 0.068", about 15%.
- The N41 has 0.014" more lift than the E303.
Duration: the exhaust side tells the story
- At 0.050", intake duration is almost identical (220° vs 222°).
- The N41 runs 232° on the exhaust, 12° longer than the E303.
- Longer exhaust duration usually helps higher-rpm breathing.
- It also tends to cost idle smoothness and low-rpm torque.
Lobe separation: a tie
Both cams sit at 110° lobe separation. That keeps the overlap moderate. Expect a noticeable but not savage idle.
Drivability: Which One Is Easier Daily?
The E303 is the milder grind on paper. Its shorter exhaust duration is the main reason.
- E303: better fit for automatics, stock-ish converters and 3.27-3.55 style gearing.
- N41: owners report it works best with 3.73 or 4.10 gears and a higher-stall converter if you drive an automatic.
- N41 owners also note: a larger mass air meter may help idle quality (forum report, not a factory spec).
Gearing and converter advice for the N41 comes from owner experience in a StangNet discussion, so treat it as a starting point.
Piston-to-Valve Clearance: Do Not Skip This
More lift means less room between valve and piston. Ford Racing itself warns that high-lift grinds may cause piston-to-valve problems.
Forum builders say the N41 clears on typical stock-piston 302 setups. "Typical" is not your engine, though.
- Install the cam and degree it to the cam card.
- Use modeling clay on the pistons with an old head gasket.
- Turn the engine over by hand and slice the clay open.
- Measure the thinnest spot, intake and exhaust.
- Check the exhaust side most carefully, since its closing event is the tight one.
Rocker warning: The N41 is designed for 1.6 rockers. Anderson's N-21 is reported as the same cam for 1.7 rockers. Do not swap ratios and hope for the best.
Which Cam Wins for Your Build?
| Your situation | Better pick | Why |
|---|---|---|
| Automatic, stock converter | E303 | Shorter exhaust duration, gentler idle |
| Manual, 3.73+ gears | N41 | More lift and exhaust duration for the top end |
| Stock heads, light mods | E303 | Extra lift may go unused |
| Aftermarket heads and headers | N41 | Flow can use the extra lift |
| Strict budget | E303 | Factory-style part, easier to find |
| Forced induction or nitrous | Check Anderson's B series | Owners say N is naturally aspirated, B is boost |
This table is reasoning from published specs, not dyno proof. We found no independent head-to-head dyno test, so we will not invent horsepower numbers.
Common Mistakes to Avoid
- Chasing the biggest lift number. Your heads, intake and gearing matter just as much.
- Ignoring the cam card. Owners have reported mismatched markings, so verify before you install.
- Skipping the clay test. A bent valve is an expensive punchline.
- Forgetting valve springs. Higher lift needs springs that suit it.
- Expecting a free lunch. More top-end usually trades away some idle polish.
Frequently Asked Questions
Is the Anderson N41 cam better than the E303?
It has more lift and longer exhaust duration, so it suits higher-rpm builds. The E303 is gentler. "Better" depends on your gears, transmission and heads.
Can I run the N41 with stock pistons?
Many owners report that it works. Still, measure your own piston-to-valve clearance first.
Will the E303 work with an automatic?
Its mild profile makes it the safer choice for automatics. A converter matched to the cam still helps.
Do I need a tune?
Any cam change shifts airflow, so a tune is wise. Confirm requirements with your cam supplier.
Related Reading
- Understanding the G40-1150 2JZGTE VVTI Turbo: another look at matching parts to power goals.
- Lifted Trucks Burn Through Front Tires: a reminder that Ford mods work best when you check the details.
Final Verdict
Choose the E303 for calm street manners and easy fitment. Choose the Anderson N41 cam for more lift and a livelier top end, if your drivetrain supports it. Whichever you pick, degree it and check clearance.
Sources
- Ford Racing Camshaft Specification Chart (stock and E303 data)
- Ford Racing roller camshaft product notes on piston-to-valve clearance
- StangNet: Anderson N41 cam questions (owner-reported N41 specs)
- StangNet: N-41 with 1.7 rockers (clearance and gearing discussion)
- StangNet: Anderson N and B series meaning
