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Extreme Performance Engine Control User Manual

1. To change the Cranking Fuel Function click on the Edit menu and then the Fug sub menu and then click on Cranking Fuel The Cranking Fuel function will then appear See Figure 38 Cranking Fuel Menu Window Title Bar Ford Motorsport S YO Extreme Performance File EI Data Acquisition Data Logging Tools Options Window Help Fuel Spark Nitrous Oxide Engine RPM Limits Manual Fuel Spark Control Engine Configuration InputOutput Configuration Module Configuration Frogrammable Outputs Analog Channel Calibration Idle Fuel Fart Throttle Fuel Ve OT Fuel AT Fuel E C T Fuel T F Fuel M A F Fuel Cranking Fuel Injector Offset Transistional Fuel Enrichment Analog Channel 0 Fuel Main Menu Bar An arrow indicates another level of sub menus exist Analog Channel 1 Fuel Analog Channel 2 Fuel Main Edit Menu Fuel Sub Menu Figure 38 Cranking Fuel M enu Click on the cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 39 Cranking Fuel Function Note the original curve is shown ina blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed lin
2. Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Pll Ei Engine E C T Spark Coolant Adder PBTC Temperature BO OO0000 80 000000 100 000000 120 000000 140 000000 160 000000 180 000000 G ren values 200 000000 i shown as blue 220 000000 Godina 240 000000 300 000000 Spark Function Type in a new value and use the arrow keys to change cells Changes shown as red dashed line Currentlly selected cell is highlighted by an outline box Engine Codan Temperature F Click on Help to get help on Accent current window Click on Accept to record changes and save to the EPEC module Click on Undo to restore changes to original values Click on Close to Undo changes and close window Use TAB key to move to different objects within the window Figure 72 ECT Spark Advance Function M anifold Absolute Pressure M AP Spark MAP Spark is a spark modifier a positive value adds spark a negative value subtracts Spark which allows you to modify spark from the base spark as intake manifold pressure changes The MAP spark function is supplied for driveability however it will affect vehicle repeatability The MAP Spark adder is calculated from the MAP Spark
3. Accept will acceot the new values Undo will undo the changes and restore the original settings Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Throttle Position Configuration Idle Part Transistion Paint Click on Accept to record changes i me i and save to the Part WOT Transition Point EPEC module Throttle Mode Husternysis Click on Undo to restore changes to original values Unda Click on Cancel to Undo changes and close window Cancel Click on Help to get help on current window Use TAB key to move to different objects within the window Figure 113 TP Sensor Configuration PIP Configuration The Profile Ignition Pickup PIP Configuration values include the following parameters Crank to Run Transition RPM Crank to Run Hysteresis and the Signature PIP Angle These five parameters are used by the EPEC Module to determine the current Crank RUN operation mode and how the EPEC module synchronizes with the distributor signal The Crank to Run Transition RPM and Crank To Run Hysteresis values are used in conjunction to determine when the engine mode changes from CRANK to RUN The Crank to Run Transition RPM is the engine speed in which the EPEC module will ch
4. TP Input Voltage The TP Input Voltage is the current This value is not calibratable it is driven indicated input voltage from the TP by the TP sensor sensor ACT Fuel Multiplier TheACT Fuel Multiplier is the current This value is not calibratable directly It is value of the ACT Fuel Multiplier calibrated through the ACT Fua Function Page 190 of 198 Extreme Performance Engine Control Acronyms and Terms ACT Spark Adder The ACT Spark Adder is the current This value is not calibratable directly It is value of the ACT Spark Adder calibrated through the ACT Spark Function Crank Fuel PW The Crank Fuel PW is the current This value is not calibratable directly It is value of the Crank Fuel PW calibrated through the Crank Fue Function ECT Fuel Multiplier The ECT Fuel Multiplier is the current This value is not calibratable directly It is value of the ECT Fuel Multiplier calibrated through the ECT Fug Function ECT Spark Adder The ECT Spark Adder is the current This value is not calibratable directly It is value of the ECT Spark Adder calibrated through the ECT Spark Function Injector Offset Adder The Fuel Offset Adder is the current This value is not calibratable directly It is value of the Injector Offset Adder calibrated through the Injector Offset Function Battery Voltage The Battery Voltage is the current This value is not calibratable it is driven battery voltage by the input voltage to t
5. MAP Spark i Analog Channel 0 Volts gt Analog Channel Analog Channel 0 Spark Adder 0 Spark j Analog Channel 0 Volts gt gt Analog Channel 1 Spark Adder Analog Channel 1 Spark j Analog Channel 0 Volts gt gt Analog Channel 2 Spark Adder Analog Channel 2 Spark Programmable Output 0 Spark Adder Programmable Output 1 Spark Adder Programmable Output 2 Spark Adder Programmable Output 3 Spark Adder Nitrous Stage 1 Spark Retard Nitrous Stage 1 Spark Retard Figure 54 Spark Strategy Block Diagram Page 72 of 198 Extreme Performance Engine Control EPEC Control Strategy Page 73 of 198 Extreme Performance Engine Control EPEC Control Strategy Idle Spark Advance The Spark Control Strategy is comprised of either Idle Part Throttle or WOT spark Functions tables Only one of these tables are used at once and is selected by the current Throttle Mode Idle Part WOT The Idle Part Throttle and WOT Spark advance is calculated from one of 3 functions Idle Spark Part Throttle Spark or WOT Spark See Figure 55 Idle Part Throttle WOT Spark Strategy Diagram pm Idle Spark pp RPM Spark Adder Engine Speed a oars Part Throttle Spark Throttle Mode L WOT saa WOT Spark Figure 55 Idle Part Throttle W OT Spark Strategy Diagram To change the Idle Spark Advance click on the Edit menu Once the options appear click on Spark see Figure 56 Idl
6. Module Configuration Programmable Outputs TP Spark Analog Channel Calibration Analog Channel 0 Spark Analog Channel 1 Spark Analog Channel 2 spark Main Edit Menu Spark Sub Menu Figure 79 TP Spark M enu To modify the TP Spark Advance function click on the cell you want to modify and type a new value then move out of that cal using the arrow keys See Figure 80 TP Spark Advance Function Also note the original curve is shown in a blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 91 of 198 Extreme Performance Engine Control EPEC Control Strategy T P Spark Function lel EF Absolute T P Spark Type in a new value Throttle Adder BTC and use the arrow keys Changes shown Position Deg to change cells as red dashed line a aonan 5 000000 10 000000 15 000000 URALA Currentlly selected 25 000000 cell is highlighted SU 000000 by an outline box Cu
7. Open Log Set dialog box will appear see Figure 137 Open Log Set Dialog Box Select the Log Set you would like to open and click on Open This will open the previously stored Data Log Set IMPORTANT Once you have the log set open you must have the EPEC module connected to the computer to save the currently open log set to the EPEC module When you open a previously stored log set you will have to re enter the total sample time This gives you the ability to change the total sample time each time you open a stored log set Page 148 of 198 Extreme Performance Engine Control Open Log Set x Log Set U Sample 1 117 13 96 12 12 45 4M Log Comment Open Cancel Figure 137 Open Log Set Dialog Box D elete Log Set Data Logging The Delete Log Set menu item is used to delete a stored Data Log set When you select this menu item the Delete Log Set dialog box will appear see Figure 138 Delete Log Set Dialog Box Select the Log Set you would like to delete and click on Delete Page 149 of 198 Extreme Performance Engine Control Data Logging Delete Log Set ET Log Set Figure 138 D dete Log Set Dialog Box When you select Delete the Data Log Delete Confirmation dialog box will appear This is your last chance not to delete the selected Data Acquisition Set If you select Yes the Data Acquisition Set will be deleted and cannot be restored See Figure 139 Delete Log Set C
8. Spark Sub Menu Figure 59 Part Throttle Spark M enu By clicking on the Part Throttle Spark menu item a two dimensional function table will appear for the Part Throttle range Part Throttle is typically from 10 degrees to 50 degrees of throttle movement This function table allows you to specify a spark curve based on Engine Speed RPM To modify the Part Throttle Spark Advance function click on the cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 60 Part Throttle RPM Spark Advance Function Also note the original curve is shown in a blue solid line and the new curve is displayed ina red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 77 of 198 Extreme Performance Engine Control EPEC Control Strategy A Part RPM Spark Function ii 2 Engine Speed R P M Spark a ma Rev Min Adder PETC to change cells q Current values S000 000000 15 000000 shown as blue 3500 00000
9. The Module Configuration values include the following parameters Module Type Override Type Override Engine Speed and Override Throttle Angle These three parameters are used by the EPEC Module to determine when to Override the EEC IV Module The Module Type parameter gives you the ability to select either a piggy back Extender or a stand alone type of operation If you are using the supplied wiring harness you must select the Extender mode of operation This parameter gives you the ability to adapt the EPEC module to a variety of different applications The Override Type parameter gives you the ability to select four different types of EEC IV override The EPEC module supports the Always Override Use RPM as Override Use TP as Override and Use RPM AND TP as Override Table shows the function of each of the Override Type settings Always Override Always override EEC IV module in all conditions operates like a standalone module UseRPM as Override Use RPM ONLY to override EEC IV module Note EPEC Override Throttle A ngle setting is ignored Use TP as Override Use TP ONLY to override EEC IV module Note EPEC Override Engine Speed setting is ignored Use RPM and RP as Override Use RPM AND TP to override EEC IV module Note Both the EPEC Override Engine Speed setting and the EPEC Override Throttle Angle settings are used The RPM must be greater than the set point AND
10. cell is highlighted Kern ke di 45 000000 by an outline box 1 50 000000 55 000000 60 000000 65 000000 a0 000000 0 000000 Ralaive Thnatie Anga Deg Click on Help to get help on current window Sucre ON Accepi Click on Undo to Click on Close to use TAE YO to record changes move to different and save to the restore changes io Unuo changes objects within the original values and close window EPEC module window Figure 48 Transitional Fue Enrichment TP M ultiplier Function Programmable O utput 0 3 Fuel M ultipliers The EPEC module has 4 user Programmable Outputs available Each of these outputs has 2 fuel multipliers associated with it for a total of 8 fuel multipliers One fuel multiplier is used when the output is OFF and the other is used when the output is ON These fuel multipliers provide the ability to modify the amount of fuel delivered when external devices are switched ON and OFF The Programmable Output Fue multipliers are accessible from the Programmable Output configurations To edit these fuel multipliers click on the Edit menu and then the Programmable Outputs sub menu and then the desired Programmable Output channel The Programmable Output configuration window will appear for the selected output channel See Figure 49 Programmable Output Channel 0 3 Menu
11. input of the analog channel to the ground of the external device The Analog Channel calibration parameters allow you to calibrate the analog channel This calibration accounts for input circuit component tolerances to get more accurate input voltage measurements To change the Analog Input Channel calibration click on the Edit menu and then the Analog Input Calibration sub menu Then click on the desired channel number The Analog Input Calibration Window will then appear See Figure 124 Analog Channel 0 3 Calibration Menu There are 2 calibration parameters for each of the Analog Input Channels This is a 2 step process in which you must calibrate the zero and span of the input channel You will need an accurate digital voltmeter and a good adjustable voltage source to calibrate the analog inputs You will need to setup a Data Acquisition window to view the analog input channe s indicated voltage E See EPEC for WI na OW S chapter on setting up a Data Acquisition window Step 1 Set the zero value equal to 0 Step 2 Set the span value equal to 10 00 Step 3 Using the voltmeter monitor the actual input voltage Set the input voltage on the analog input channel as indicated by the Data Acquisition to 10 00 volts Record the value indicated by the voltmeter Step 4 Enter the value that you recorded in Step 3 in the Span parameter of the Analog Input Channel Calibration window and click on Accept Your
12. ratio that will be used while the EPEC Manual Fuel Spark Control This value is module is in Manual Mode ONLY used when the EPEC module is in Manual Mode Signature PIP Angle The EPEC Module synchronizes with This value is calibratable through the PIP the engine using the 1 PIP This Configuration parameters signal is shorter in duration than all the other signals from the distributor The Signature PIP Angle is the difference between a normal signal and the 1 signal Manual Spark Angle The Manual Spark Angle is the Spark This value is calibratable through the advance that will be used while the Manual Fuel Spark Control This value is EPEC module is in Manual Mode ONLY used when the EPEC module is in Manual Mode Boost Retard The Boost Retard value is the amount This value is not calibratable directly itis of Spark Retard the EPEC is calibratable thorough the Boost Retard delivering to the engine Function EPEC Override Throttle Angle The EPEC Override Throttle Angle This value is calibratable through the value tells the EPEC module where Module Configuration parameters you would like the EPEC module to override the EEC IV module This value is used in conjunction with the EPEC Override Engine Speed Crank to Run Hysteresis The Crank to Run Hysteresis tells the This value is calibratable through the PIP EPEC module how much of a filter on Configuration parameters Crank mode is re
13. sub menu and then click on TP Fuel The TP Fuel function will then appear See Figure 32 TP Fuel Menu Page 52 of 198 Extreme Performance Engine Control EPEC Control Strategy Window Title Bar Ford Motorsport SYO Extreme Performance Eile Data Acquisition Data Logging Jools Options Window Help dle Fue Spark Part Throttle Fuel Nitrous Oxide wW O T Fuel Main Menu Bar Engine RPM Limits AT Fuel Manual Fuel Spark Control E C T Fuel T F Fuel kiA FP Fuel An arrow indicates another level of sub Cranking Fuel menus exist Injector Offset Programmable Outputs Transistianal Fuel Enrichment Analog Channel Calibration Analog Channel 0 Fuel Engine Configuration InputfOutput Configuration Module Configuration Analog Channel 1 Fuel Analog Channel 2 Fuel Main Edit Menu Fuel Sub Menu Figure 32 TP Fue M enu Click on the cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 33 TP Fuel Function Note the original curve is shown in a blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original
14. Fie Enrichment 7 Figure 45 Base Transitional Fuel Enrichment Function Transitional Fuel Enrichment TP M ultiplier Changes shown as red dashed line solid lin Current values shown as blue e Thre le Ange Rats Dagas Click on Accept to record changes and save to the EPEC module Click on Undo to restore changes to original values 15 000000 100 000000 250 000000 00 000000 750 OO0000 1000 000000 1250 000000 1500 000000 1750 000000 2000 000000 2250 000000 Click on Close to Undo changes and close window ma Ei Throttle Angle Transitional Rate Fuel Deg Sec Enrichment Type in a new value and use the arrow keys to change cells Currentlly selected cell is highlighted by an outline box Click on Help to get help on current window Use TAB key to move to different objects within the window The EPEC module also supplies a Transitional Fuel Enrichment Throttle Position Correction This allows you to change the transitional fuel enrichment amount based on current throttle position Frequently the additional fuel enrichment demands will decrease as current throttle position increases even though the throttle angle rate remains the same The Transitional Fuel Enrichment TP Correction is calculated from the Transitional Fuel Enrichment TP Multiplier Function see Figure
15. Fuel Manual Fuel Spark Control E C T Fuel T F Fuel M S F Fuel An arrow indicates another level of sub Cranking Fuel menus exist Injector Offset Programmable Outputs Transistianal Fuel Enrichment Analog Channel Calibration Analag Channel 0 Fuel Engine Configuration InputfOutput Configuration Module Configuration Analog Channel 1 Fuel Analog Channel 2 Fuel Main Edit Menu Fuel Sub Menu Figure 41 Injector Offset Fuel M enu Click on the cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 42 Injector Offset Function Note the original curve is shown ina blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 59 of 198 Extreme Performance Engine Control EPEC Control Strategy lel Ea Injector Offset Adder ms NM Injector Offset Function Type in a new value and use th
16. J gt Boost Retard Current Total Boost Retard Boost Retard Figure 67 Boost Retard Spark Strategy Diagram Page 82 of 198 Extreme Performance Engine Control EPEC Control Strategy NOTE In order for the Boost Retard to be functional you must have a analog M AP sensor capable of measuring vacuum and boost GM or Chrysler type installed connected and have the correct transfer function programmed into the EPEC module To change the Boost Retard click on the Edit menu Once the options appear click on Boost Retard see Figure 68 Boost Retard Spark Menu Window Title Bar Ford Motorsport S O Extreme Performance File Data Acquisition Data Logging Tools Options Window Help Euel Idle Spark Nitrous Oxide Par Throttle Spark Main Menu Bar Engine RPM Limits WOT Spark Manual Fuel Spark Control ACT Spark DT Boost Retard ECT Spark M A F Spark O Nitrous Spark Retard Programmable Outputs TP Spark Analog Channel Calibration Analog Channel 0 Spark Analog Channel Spark Analog Channel 2 spark Engine Configuration InputfOutput Configuration Module Confiquration Main Edit Menu Spark Sub Menu Figure 68 Boost Retard Spark M enu By clicking on the Idle Spark menu item a two dimensional function table will appear for the Idle throttle range Idle is typically from a closed throttle plate to 10 degrees of throttle movement This
17. Type the new name in the New Revision Name box You can enter any notes for the new revision in the Revision Notes box or you can enter them later from the Open Calibration dialog box When you click on the OK button the currently open calibration will be saved as a new revision IMPORTANT If the EPEC module is connected to the PC when you open a calibration it WILL be written to the EPEC module NOTE You are not limited to the MS DOS 8 3 file naming convention you can enter revision and calibration names up to 32 characters in length You can include any characters including spaces Page 27 of 198 Extreme Performance Engine Control EPEC for Windows Save New Revision Current Cal Default Calibration Current Rey 1988 1993 5 0L Must x New Revision Mame New Revision Comment Cancel Help Figure 6 Save Calibration Dialog Box Save Calibration As The Save Calibration As menu item is used to save the currently open calibration as a new Calibration and Revision When you select this menu item the Save Calibration As dialog box will appear see Figure 7 Save Calibration As Dialog Box To save a calibration click on the File menu and select Save Calibration As The Save Calibration As dialog box will then appear Type the new calibration name in the New Calibration N ame box Click on the Initial Revision Name box and type the new initial revisi
18. Undo will undo the changes and restore the original settings Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 103 of 198 Extreme Performance Engine Control EPEC Control Strategy k Engine RPM Limiters Fuel Res Limit Rew Min Click on Accept to record changes Spark Rew Lirit and save to the RFM EPEC module Stage Hey Limit Click on Undo to Aew Min restore changes to original values Click on Cancel to Undo changes and close window Cancel Click on Help to get help on current window Use TAB key to move to different objects within the window Figure 90 EngineRPM Limiter Parameters M anual Fuel Spark Control This should be used cautiously It is intended to be used when testing on the dynamometer it allows you to specify the spark advance and Air Fuel ratio the engine is operating regardless of any other fuel or spark function This is a total override of any values calibrated in the base program sO no mater what speed and throttle angle you are at the computer will deliver the spark advance and Air Fue ratio specified in this window if you have selected M anual Mode NOTE If you are using the TFI or CCDTFI ignition types the spark value here needs to be added to the base s
19. e Easy to use and understand menu system e Onscreen status bar of calibration and module connection status e Low battery computer crash protection e Online Users Manual e Most advanced calibration editing functions available e Calibration Revision Control e Calibration Revision Notes e On Screen Data Acquisition for watching internal EPEC Parameters e High Speed Data Logging EPEC for Windows Desktop The desktop is the main window in the EPEC for Windows calibration software From the desktop you can access the EPEC module calibration screens Data Acquisition screens and Data Logging screens IMPORTANT If you do not have a mouse all menus and buttons with an underlined letter such as File can be opened by holding the Alt key and pressing the underlined letter i e Alt F for File EPEC for Windows Main Menu Figure 3 EPEC Desktop shows the EPEC desktop When EPEC for Windows is started the main menu will appear at the top of the desktop window There are various menu items contained on the EPEC for Windows desktop File Edit Data Acquisition Data Logging Tools Options Window and Help All of the EPEC functions can be accessed from these menus including opening calibrations viewing a data acquisition window and uploading logged data from the EPEC module Page 24 of 198 Extreme Performance Engine Control EPEC for Windows NOTE When EPEC for Windows is started the EDIT menu will not app
20. the fuel injectors respond slower thus taking longer to open The Injector Offset function is intended to compensate for this lag time Injector Offset is a function of Battery Voltage however you should never let the battery voltage get low You should either run an alternator or make sure your batteries are fully charged NOTE The Injector Offset value is added to the Fuel Pulse Width and is not affected by any of the fuel multipliers such as MAP Fuel ACT Fuel ECT Fuel Transitional Fuel or TP Fuel The Injector Offset is added to the fuel pulse in the following manner FuelPulse Width BaseFuelPulseWidth x FuelMultipliers InjectorOffset The Injector Offset is calculated from the Injector Offset Function see Figure 40 Injector Offset Fuel Strategy Diagram Page 58 of 198 Extreme Performance Engine Control EPEC Control Strategy Battery Voltage gt Injector Offset Adder Injector Offset Figure 40 Injector Offset Fuel Strategy Diagram To change the Injector Offset Fuel Function click on the Edit menu and then the Fua sub menu and then click on Injector Offset The Injector Offset function will then appear See Figure 41 Injector Offset Fuel Menu Window Title Bar Ford Motorsport S O Extreme Performance Eile Data Acquisition Data Logging Tools Options Window Help ale Fue Spark Part Throttle Fuel Nitrous Oxide wW O T Fuel Main Menu Bar Engine RPM Limits AT
21. 1 Vehicle Speed Sensor Vehicle Speed Sensor Page 168 of 198 Extreme Performance Engine Control EPEC Hardware 1988 1993 Pin Name 1994 1995 Pin Name M anual Transmission Only MRLJE Ignition Diagnostic M onitor Ignition Diagnostic M onitor rn None None Vehicle Speed Sensor Vehicle Speed Sensor cc Engine Coolant Temperature Engine Coolant Temperature Sensor Sensor eee ate U Spark Output SPOUT Spark Output SPOUT Power 12v Power 12v Page 169 of 198 Extreme Performance Engine Control EPEC Hardware Number TS _ tana amie M anual Transmission Only Ce bk ZN o eooac ZNA T ZRIN o area ZETA None None Power 12v Power 12v mu MRLJE 1988 1993 5 0L EPEC Adapter H arness Schematic Page 170 of 198 To EEC IV Module p o00000O0OOOOe amp Oo 00 0 00 00 90 000000000 0s Co Oo 0 C0 CC OC 0 O OuUO O O O 02 GO 2 oO N o000000000 O To EPEC Module D1 Cl D16 C16 Keep Alive Power Vehicle Speed Sensor IDM Vehicle Speed Sensor Engine Coolant Temperature Mass Air Flow A C Clutch Signa Injector 3 Injector 4 Injector 5 Injector 6 enition Ground self Test Output Fuel Pump Monitor vase Ground dle Speed Contro uel Pump Contro Air Charge Temperature VREF JR Valve Position Right EGO Sensor Neutral Gear Switch Canister Purge Control hermactor Air Diverter
22. 165 166 Page 8 of 198 Extreme Performance Engine Control Figure 157 Figure 158 Figure 159 Figure 160 Figure 161 Figure 162 Figure 163 Figure 164 Figure 165 Figure 166 Figure 167 Figure 168 Figure 169 Figure 170 Figure 171 Figure 172 Computer Interface Schematic Power Ground Schematic 1988 1993 5 0L Mustang Adapter Harness Schematic 1994 1995 5 0L Mustang Adapter Harness Schematic Programmable Output Nitrous Oxide Schematic Programmable Output ON Nitrous Configuration Programmable Output OFF Nitrous Configuration Shift Lamp Schematic Shift Lamp ON Configuration Shift Lamp OFF Configuration __ Cooling Fan Schematic Cooling Fan ON Configuration __ Cooling Fan OFF Configuration __ Fuel Pump Schematic Fuel Pump ON Configuration Fuel Pump OFF Configuration __ 166 167 T72 173 176 177 178 179 179 180 ISl 182 183 184 184 185 Page 9 of 198 t f gt ul mm 3 G etting Started In This Chapter Thank You EPEC System Overview Off Highway or Racing Use Warning No Parts Warranty What You Need to Use the EPEC System Computer Requirements for EPEC Software Vehicle Applications EPEC Kit Contents fal Installing EPEC for Windows Software Starting and Quitting EPEC for Windows Software Starting EPEC for Windows Quitting EPEC for Windows EPEC for Windows License Agreement EPEC System Registration EPEC System P
23. 46 Transitional Fuel Enrichment TP Multiplier Strategy Diagram Page 62 of 198 Extreme Performance Engine Control EPEC Control Strategy Relative Throttle Angle Transitional TP Fuel Transitional Fuel TP Multiplier Figure 46 Transitional Fuel Enrichment TP M ultiplier Strategy Diagram NOTE The TFE percent enrichment value uses the current fuel pulse width to calculate the additional fuel delivered This additional fuel is added and delivered to the engine with the normal fuel injector pulses The Transitional Fuel Enrichment value is calculated as follows TransitionalFuelPulseWidth ms FuelPulseWidth ms X TFE X TFETPMultiplier To change the Transitional Fuel TP Multiplier Function click on the Edit menu and then the Fuel sub menu and then the Transitional Fuel sub menu Click on the TP Multiplier menu item The TFE TP Multiplier function will then appear See Figure 47 Transitional Fuel Enrichment TP Multiplier M enu Window Title Bar I Ford Motorsport S O Extreme Performance Eile Data Acquisition Data Logging Tools Options Window Help ale Fue Spark Part Throttle Fuel Nitrous Oxide wW O T Fuel Main Menu Bar Engine RPM Limits AT Fuel Manual Fuel Spark Control E C T Fuel T F Fuel M S F Fuel An arrow indicates another level of sub Cranking Fuel menus exist Injector Offset Programmable Outputs Transistional Fuel Enrichment Analog
24. Air Fuel Function Type in a new value and use the arrow keys to change cells Changes shown PUT PUT as red dashed line Ld 14 750000 13 799805 Engine Speed Rewhin Click on Help to get help on current window Click on Accept to record changes and save to the EPEC module Click on Undo to restore changes to original values Click on Close to Undo changes and close window Use TAB key to move to different objects within the window Figure 24 Idle RPM Air Fuel Function Fuel M odifiers The base fuel functions are used for a fully warmed up engine however to obtain good driveability you may need to modify one or more of the following fuel modifiers NOTE If you are drag racing your vehicle you will want to make sure you have a very good base calibration such that on a fully warmed up engine does not use the fuel modifiers especially the temperature modifiers These fuel modifiers can drastically affect the repeatability of your runs and thus the ability to win bracket races Air Charge Temperature ACT Fuel The Air Charge Temperature Fuel ACT function is a fuel multiplier that allows you to modify your delivered fuel amount based on Air Inlet Temperature A value of 1 1 will add 10 fuel and a value of 0 90 will remove 10 fuel Be careful since this table can make sizable modifications to you
25. CT Sensor Ster Function Iof x A C T Input Air Charge Type in a new value Voltage Temperature and use the arrow keys Changes shown volts CF to change cells as red dashed line 0 312500 0 625000 Currentlly selected 0 937500 200 000000 cell is highlighted 1 250000 144 000000 O AT OMNA bor 1 562500 132 000000 1 875000 120 000000 2187500 105 000000 2500000 90 000000 2817505 76 000000 3 125000 61 000000 AJET ingan Visine Velik Click on Help to get help on Accent current window Click on Accept Use TAB key to Click on Undo to Click on Close to l to record changes 7 n move to different restore changes to Undo changes i PA and save to the e objects within the original values and close window EPEC module window Figure 97 ACT Sensor Transfer Function ECT Transfer Function The Engine Coolant Temperature ECT sensor measures the coolant temperature of the engine The EPEC Strategy uses the ECT Transfer Function to correlate the voltage read from the ECT Sensor to the actual Engine Temperature The ECT sensor is a Thermistor which is an electronic device that changes resistance with temperature The EPEC module is compatible with the Ford ECT sensors The ECT sensor is first converted to a voltage ECT Volts This voltage value is then used as the input or X value to the ECT Tr
26. Channel 0 2 Fuel Menu Analog Channel 0 3 Fuel Function Spark Strategy Block Diagram Idle Part Throttle WOT Spark Strategy Diagram Idle Spark Menu Idle RPM Spark Advance Function Idle Part Throttle WOT Spark Strategy Diagram Part Throttle Spark Menu Part Throttle RPM Spark Advance Function Idle Part Throttle WOT Spark Strategy Diagram WOT Spark Menu Wide Open Throttle RPM Spark Advance Function ACT Spark Strategy Diagram ACT Spark Menu ACT Spark Advance Function Boost Retard Spark Strategy Diagram Boost Retard Spark Menu Boost Retard Function ECT Spark Strategy Diagram ECT Spark Menu ECT Spark Advance Function MAP Spark Strategy Diagram MAP Spark Menu MAP Spark Advance Function Nitrous Spark Menu Nitrous Spark Retard Values TP Spark Strategy Diagram TP Spark Menu TP Spark Advance Function Programmable Output Spark Menu Programmable Output 0 4 Spark Function Analog Channel 0 2 Spark Strategy Diagram Analog Channel 0 2 Spark Menu Analog Channel 0 3 Spark Function Nitrous Oxide Menu Nitrous Oxide Globals Nitrous Oxide Stage Parameters Engine RPM Limits Menu Engine RPM Limiter Parameters Manual Fuel Spark Control Menu Manual Fuel Spark Control Engine Configuration Menu Engine Configuration ACT Sensor Strategy Block Diagram ACT Transfer Function Menu ACT Sensor Transfer Function ECT Sensor Strategy Block Diagram ECT Transfer Function Menu Figure 100 ECT Sensor Transfer Function Figur
27. Diagram Page 160 of 198 Extreme Performance Engine Control EPEC Hardware M AP Sensor Schematic Figure 153 shows the schematic wiring diagram for the Manifold Absolute Pressure MAP Sensor This sensor is NOT contained within the production Ford wiring harness and must be installed by you The production Ford MAP BP sensor can only measure vacuum so this MAP sensor must be an analog type capable of measuring both vacuum and boost Sensors such as the GM 2or 3 bar or the Chrysler 2 bar are capable of measuring both vacuum and boost The EPEC Module is compatible with both the GM and Chrysler MAP sensors however the MAP Sensor Transfer Function must be calibrated to the specific sensor you are using There are 3 circuits associated with the MAP sensor VREF 5v Signal Return and the MAP signal The VREF and Signal Return can be obtained within the production Ford wiring harness from the TP sensor or the production Ford MAP BP sensor The MAP sensor is only connected to the EPEC module and does not connect to the EEC IV module in any way This sensor must be added to your system if you will be using the Boost Retard or MAP Fuel functionality of the EPEC module If you do not plan on using the MAP sensor functions the MAP sensor does not need to be installed IMPORTANT Be sure to solder and tape all connections wiring is the most common cause of system problems To EEC IV Module Pin 26 VREF nalog MAP Sensor To EPEC Module Pi
28. Diagram MAP Fuel Menu MAP Fuel Function Cranking Fuel Strategy Diagram Cranking Fuel Menu Cranking Fuel Function Injector Offset Fuel Strategy Diagram Injector Offset Fuel Menu Injector Offset Function Base Transitional Fuel Strategy Diagram Transitional Fuel Enrichment Menu Base Transitional Fuel Enrichment Function Transitional Fuel Enrichment TP Multiplier Strategy Diagram Transitional Fuel Enrichment TP Multiplier Menu Transitional Fuel Enrichment TP Multiplier Function 12 14 23 26 27 28 29 30 30 31 31 32 33 33 34 35 35 36 37 38 44 46 46 48 49 49 50 50 31 J2 32 53 54 54 55 56 56 37 58 59 59 60 61 61 62 63 63 64 Page 6 of 198 Extreme Performance Engine Control Figure 49 Figure 50 Figure 51 Figure 52 Figure 53 Figure 54 Figure 55 Figure 56 Figure 57 Figure 58 Figure 59 Figure 60 Figure 61 Figure 62 Figure 63 Figure 64 Figure 65 Figure 66 Figure 67 Figure 68 Figure 69 Figure 70 Figure 71 Figure 72 Figure 73 Figure 74 Figure 75 Figure 76 Figure 77 Figure 78 Figure 79 Figure 80 Figure 81 Figure 82 Figure 83 Figure 84 Figure 85 Figure 86 Figure 87 Figure 88 Figure 89 Figure 90 Figure 91 Figure 92 Figure 93 Figure 94 Figure 95 Figure 96 Figure 97 Figure 98 Figure 99 Programmable Output Channel 0 3 Menu Programmable Output 0 4 Fuel Function Analog Channel 0 2 Fuel Strategy Diagram Analog
29. Dialog Box Log Parameters To add parameters to the Data Log Set simply select the Parameter Category then from the Available Parameters list select the desired parameter and click on Add The parameter will disappear from the Available Parameters list and appear on the Selected Parameters list AS you fill the Selected Parameters list the Max Samples value will change The value of the Max Samples depends on how many parameters you select Once you have selected all the parameters you wish to log move to the Total Sample Time entry box and type the total time you wish to log data Typical sample times are 9 20 seconds When you type a new value for the Total Sample Time the Number of Samples and the Sample Rate values will change The maximum Sample Sate is 100 samples per second The Number of Samples is the total number of samples the EPEC module will take Once this many samples are taken the EPEC module will stop logging data IMPORTANT The Sample Rate and Number of Samples depends on the number of parameters you have selected and the Total Sample Time You should balance the number of selected parameters and the Total Sample Time to obtain the highest Sample Rate This is however up to you Page 146 of 198 Extreme Performance Engine Control Data Logging New Log Set Parameter Category Trigger 1 Trigger 2 Arm Data Logger when Log Parameters Log Trigger l Accept Urda Close Help Figure 135 N
30. It is amount of air in Lbm Hr that the calibrated using the MAF Transfer engine is ingesting function MAF Input Voltage The MAF Input Voltage is the current This value is not calibratable it is driven input voltage from the MAF Meter by the MAF Sensor Air Charge Temperature The Air Charge Temperature ACT is This value is not calibratable directly It is ACT the current indicated Air temperature calibrated using the ACT Transfer function ACT Input Voltage The ACT Input Voltage is the current This value is not calibratable it is driven indicated input voltage from the ACT by the ACT Sensor sensor Engine Coolant Temperature The Engine Coolant Temperature This valueis not calibratable directly Itis ECT ECT is the current indicated Engine calibrated using the ECT Transfer temperature function ECT Input Voltage The ECT Input Voltage is the current This value is not calibratable it is driven indicated input voltage from the ECT by the ECT Sensor sensor Barometric Pressure The Barometric Pressure is the current This value is not calibratable it is driven indicated barometric pressure NOTE by the MAP Sensor this value is obtained from the MAP sensor when the EPEC module is powered up Absolute Throttle Position The Absolute Throttle Position is the This value is not calibratable directly It is current indicated absolute throttle calibrated using the TP Transfer Function position
31. JR Valve Regulator Spark Output 1ZV GND Injector 7 Left EGO Sensor Barometric Pressure Sensor Signal Return hrottle Position self Test Input xO Ground Mass Air Flow Injector 8 WOT A C Cut Control PIP 12v ector Injector 2 GND VPWR 12v Mass Air Flow Open Open PIP Output Spark Output Injector 1 Input Injector 2 Input Injector 4 Input Injector 3 Input Injector 8 Output Injector 1 Output Injector 7 Output Injector 2 Output Ignition Ground GND Battery VPWR 12v Keep Alive Power Mass Air Flow Throttle Position PIP Input Spark Input Injector 8 Input Injector 7 Input Injector 5 Input Injector 6 Input Injector 3 Output Injector 6 Output Injector 4 Output Injector 5 Output Case Ground GND Battery Extreme Performance Engine Control SS ee FP a mm FR mi zi LI u Keep Alive Power Vehicle Speed Sensor DM Vehicle Speed Sensor ngine Coolant Temperature Mass Air Flow A C Clutch Signa Injector 3 Injector 4 Injector 5 Injector 6 enition Ground self Test Output Fuel Pump Monitor vase Ground dle Speed Contro uel Pump Contro Air Charge Temperature VREF JR Valve Position Right EGO Sensor Neutral Gear Switch Canister Purge Control hermactor Air Diverter JR Valve Regulator Spark Output y GND Injector 7 Left EGO Sensor Barometric Pressure Sensor Signal Return hrottle Position self Test Inpu
32. Open Throttle Spark Advance click on the Edit menu Once the options appear click on Spark see Figure 62 WOT Spark Menu Window Title Bar Ford Motorsport S O Extreme Performance File Data Acquisition DataLogging Jools Options Window Help Euel Idle Spark Nitrous Oxide Part Throttle Spark Main Menu Bar Engine RPM Limits WOT Spark Manual Fuel Spark Control ACT Spark Boost Retard ECT Spark M A F Spark O Nitrous Spark Retard Programmable Outputs TP Spark Analog Channel Calibration Analog Channel 0 Spark Analog Channel 1 Spark Analog Channel 2 spark Engine Configuration InputfOutput Configuration Module Configuration Main Edit Menu Spark Sub Menu Figure 62 WOT Spark M enu By clicking on the WOT Spark menu item a two dimensional function table will appear for the wide open throttle range Wide Open Throttle is typically from 50 degrees to 90 degrees of throttle movement This function table allows you to specify a spark curve based on Engine Speed RPM To modify the Wide Open Throttle Spark Advance function click on the cel you want to modify and type a new value then move out of that cell using the arrow keys See Figure 63 Wide Open Throttle RPM Spark Advance Function Also note the original curve is shown in a blue solid line and the new curve is displayed ina red dashed line This indicates how much you are changin
33. Page 64 of 198 Extreme Performance Engine Control EPEC Control Strategy Window Title Bar Ford Motorsport S O Extreme Performance File Data Acquisition Data Logging Tools Options Window Help Fuel spark Nitrous Oxide Main Menu Bar Engine RPM Limits Manual Fuel Spark Control Engine Configuration Input Output Configuration Module Configuration Frogrammable Outputs Channel 0 Analog Channel Calibration Channel 1 Channel 2 Channel 3 Main Edit Menu Programmable Outputs sub menu Figure 49 Programmable O utput Channel 0 3 M enu Click on the On Fuel Multiplier or on the Off Conditions tab then the Off Fuel Multiplier cell and type a new value then move out of that cell by using the tab key See Figure 50 Programmable Output 0 4 Fuel Function At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 65 of 198 Extreme Performance Engine Control EPEC Control Strategy gt Programmable Output Channel 0 Programmable Output Enable On rigger Trigger 1 Us
34. Strategy Block Diagram To change the MAF Transfer Function click on the Edit menu and then the Input Output Configuration sub menu Click on the MAF Transfer Function menu iten The MAF Transfer Function will then appear See Figure 102 MAF Transfer Function Menu Window Title Bar I Ford Motorsport SYO Extreme Performance File Data Acquisition Data Logging Tools Options Window Help Fuel Spark Nitrous Oxide l E An arrow indicates Engine RPM Limits another level of sub Manual Fuel Spark Control ments ex Main Menu Bar Engine Configuration Inpu put Configuration ACT Transfer Function Module Contiquration E UT Transfer Function A Transfer Function MAP Transter Function LP Transfer Function T F sensor Configuration FLP Contigration Main Edit Menu Spark Output Configuration Programmable Outputs Analog Channel Calibration Input Output Configuration sub menu Figure 102 M AF Transfer Function M enu Click on the cal you want to modify and type a new value then move out of that cal using the arrow keys See Figure 103 MAF Sensor Transfer Function Note the original curve is shown in a blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept th
35. Window eeseseses i i i iCtS 143 Data Logging eee 145 Data Logging Overview eae 146 New Log Set eee 146 O pen Log Set eee 149 D elete Log Se 150 New UploadLogData eee 151 GraphingLogData eee 152 Opening Log Data Files 153 EPEC Hardware 0 156 Fuel Injector Output Schematic eee 157 Spark O utput Schematic eee 157 Programmable O utput Schematic _ eee 158 Nitrous Controls Schematic eee 159 Data Logging Schematic __ eee 160 TP Sensor Schematic ___ eee 161 M AP Sensor Schematic _ 2 eae 162 ACT Sensor Schematic 2 eee 162 ECT Sensor Schematic __ eee 163 M AF Sensor Schematic 2 eee 163 Stage Rev Limiter Schematic 2 eee 164 Analog Input Schematic ___ _ eee 165 Computer Interface Schematic ____ eee 166 Power G round SCchemati OZ Z OOOO 166 EPEC Module Pin Assignments eesesesa si i i i i i i itits 167 EEC IV Module Pin Assignments eeeses a iasi i i i i is 169 1988 1993 5 0L EPEC Adapter Harness Schematic 88888 171 1994 1995 5 0L EPEC AdapterHarnessSchematic 88888 172 ApplicationNotes eee 175 Programmable O utput A pplication Note 176 Adding an Additional Nitrous Oxide Stage 176 Controlling Shift Lamp 178 Controlling a Cooling Fan 180 Controlling a Fuel Pump 183 Page 4 of 198 Extreme Performance Engine Control AcronymsandTerms ees 186 Acronyms eee 187 EPEC Parameters and Terms ees eesesesai i i i i i 187 UserNotes 1
36. any time while in the program Edit M enu The Edit Menu contains the following menu items Fue Spark Nitrous Oxide Engine RPM Limits Manual Fuel Spark Control Engine Configuration Input Output Configuration Module Configuration Programmable Outputs and Analog Channel Calibration The edit menu is shown in Figure 13 Edit Menu This menu can be accessed by either clicking on it with the mouse or pressing AIt E All of the calibration parameters contained within the EPEC Module are accessed from the edit menu The Edit menu has a very logical layout for ease of use The Fuel sub menu is for accessing all of the fuel parameters contained within the EPEC Module The Spark sub menu Is for accessing all the spark parameters within the EPEC module and so on For detailed descriptions of each of the Edit sub menus refer to EPEC Control Strategy chapter Page 32 of 198 Extreme Performance Engine Control EPEC for Windows Title Bar Ford Motorsport SYO Extreme Performance File JERR Data Acquisition DataLogging Tools Options Window Help Euel Spark u Nitrous Oxide EPEC Menu Bar Engine RPM Limits Edit Menu Manual Fuel Spark Control Engine Contiquration Input Outout Configuration Module Co nfiquration An Arrow indicates another level of sub menus exist Programmable Outputs Analog Channe
37. engine limits to protect your engine from over revving or to provide assistance for Staging the car like an aftermarket two step Fuel Rev Limit The Fuel Rev Limit specifies the RPM at which the EPEC Module will shut off fuel flow to the engine by not activating the injectors The EPEC module will cut fuel Fuel Cut Flag ON at this engine speed The fuel will turn back on at this setting minus 200 RPM So if you have this value set at 6000 RPM the fuel will be cut as soon as the engine speed is greater than Page 101 of 198 Extreme Performance Engine Control EPEC Control Strategy 6000 RPM and the fue will turn back on at 5800 RPM This is typically set slightly higher than the spark rev limiter described below NOTE The fuel rev limiter does not lean out the engine If the fuel rev limiter is active no fuel is delivered Spark Rev Limit The Spark Rev Limit specifies the RPM at which the computer will shut off soark delivery to the engine by not firing the coil This is updated every cylinder event and is similar to other aftermarket spark type rev limiters The EPEC module will cut spark Spark Cut Flag ON at this engine speed The spark will turn back on at this setting minus 200 RPM So if you have this value set at 6000 RPM the spark will be cut as soon as the engine speed is greater than 6000 RPM and the spark will turn back on at 5800 RPM IMPORTANT If you are running the EPEC module with an EDIS type ignition system
38. ew Data Log Set D ialog Box Log Trigger The second step in creating the Log Set is to configure the trigger The trigger is the conditions that will start the data logging This trigger can range from a simple trigger to a complex trigger A simplest trigger would be to set the condition to Imm This will trigger as soon as you press and release the Logger Arm switch A complex trigger can be based on 2 parameters that you select IMPORTANT You must have the Logger Arm switch and lamp wired to the EPEC module in order for the D ata Logging features to operate See EPEC Hardware Chapter Once you have selected all the parameters you would like to view and configured the Logger Trigger click on Accept to save the Data Log Set When you click on Accept the Save Log Set Dialog box will appear see Figure 136 Save Log Set Dialog Box Cancel will cancel close the N ew Log Set Dialog box and will not save your configuration IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new Data Logging configuration values WILL BE written to the EPEC module Page 147 of 198 Extreme Performance Engine Control Data Logging Hew Acquisition Set x Acquisition Hame Acquisiton Motes Cancel Help Figure 136 Save Log Set Dialog Box Open Log Set The Open Log Set menu item is used to open a stored Data Logging configuration When you select this menu item the
39. indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 75 of 198 Extreme Performance Engine Control Idle APM Spark Function Current values shown as blue solid line Engine Speed R P M Spark Keaton ma FewMin Adder ETE to change cells 0 000000 2500 000000 4500 000000 4501 000000 4700 000000 EPEC Control Strategy Currentlly selected cell is highlighted by an outline box 4900 000000 5100 000000 5300 000000 5500 000000 Changes shown 5700 000000 as red dashed line 5900 000000 Engine Speed RewMlin Click on Help to get help on Accept current window Use TAB key to move to different objects within the window Click on Accept to record changes and save to the EPEC module Click on Undo to Click on Close to restore changes to Undo changes original values and close window Figure 57 Idle RPM Spark Advance Function Part Th
40. of the other properties will be ignored by the EPEC module and the output will not be functional NOTE You can disable an output channel by setting the Trigger Enable property to Disable If the output is disabled it will be driven to the OFF state This gives you the ability to disabling a channel without having to change the triggers The second property that must be configured are the Trigger conditions There are 2 trigger conditions for both the ON condition and the OFF condition These 2 triggers can be AN D ed or OR ed together to perform logical trigger operations Each trigger has three programmable fields Parameter Operator and the Constant The Parameter field can be any internal EPEC value such as Engine Speed Air Charge Temperature etc The Operator is the mathematical operator such as Greater Than Greater Than or Equal to Less Than etc The Constant field is the programmable value that the parameter field will be compared against The programming for a typical trigger may look as follows Parana Opera Conant Lota marese gt ao AND mene e wor This trigger configuration states that in order for the trigger to be true the Engine Speed must be greater than 4000 RPM AND the Throttle Mode must be equal to Wide Open Throttle If the current Engine Speed is not greater than 4000 RPM or the Throttle mode is not equal to Wide Open Throttle th
41. settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 53 of 198 Extreme Performance Engine Control EPEC Control Strategy STP Fuel Function Relative T P Fuel Je in SIE and use the arrow keys Ku Angle Multiplier ae 0 000000 0 750000 5 000000 10 000000 Currentlly selected 1 08 15 000000 cell is highlighted T F Fuel 20 000000 by an outline box Multiplier I 25 00000 l 30 000000 35 000000 Current values 40 000000 shown as blue solid line 45 000000 50 000000 Relative Throttle Angle Deg Click on Help to get help on current window Use TAB key to move to different objects within the window Click on Accept to record changes and save to the EPEC module Click on Undo to Click on Close to restore changes to Undo changes original values and close window Figure 33 TP Fuel Function M anifold A bsolute Pressure M AP Fuel The Manifold Absolute Pressure Fuel MAP function is a fuel multiplier that allows you to modify your delivered fuel amount based on Manifold Absolute Pressure A value of 1 1 will add 10 fuel and a value of 0 90 will remove 10 fuel Be careful since this table can m
42. the total soark advance delivered to the engine If you are familiar with distributor curve springs and weights the spark strategy replaces these mechanical parts and allows you to program the exact spark advance curve you desire This section will take you through the basic spark control strategy and typical settings Fundamentally the spark advance works off three basic tables Idle Spark Part Throttle Spark and Wide Open Throttle WOT Spark These 3 functions deliver spark based on which throttle mode the engine is currently operating under The Total Spark advance my then be modified based on other inputs or outputs such as Nitrous Oxide Controls or Boost Retard Typically Total Soark advance values for optimum output range from 26 to 36 BTC depending on the cylinder head piston dome combustion chamber fuel type etc However the spark advance values can be greatly influenced by multitude of other things and the proper spark advance is very engine dependent You will need to experiment to obtain the exact spark advance curve that is required for your particular application Figure 54 Spark Strategy Block Diagram shows all of the Spark parameters available This includes 2 dimensional functions scalar values and control options Table 3 Spark Strategy Parameters outlines the both the calibratable and non calibratable functions for the entire Spark strategy The non calibratable values can be either generated by another function or direct
43. throttle position value and the calculation of all other throttle related parameters Initial TP TP Sensor gt TP Volts gt i gt Absolute TP Relative TP TP Transfer Function Idle gt Part Breakpoint Pe Part gt WOT Breakpoint Throttle Mode Hysterysi Throttle Angle Rate TP Mode Figure 107 TP Sensor Strategy Block Diagram To change the TP Transfer Function click on the Edit menu and then the Input Output Configuration sub menu Click on the TP Transfer Function menu item The TP Transfer Function will then appear See Figure 108 TP Sensor Transfer Function Menu Page 118 of 198 Extreme Performance Engine Control EPEC Control Strategy Window Title Bar I Ford Motorsport SYO Extreme Performance File Data Acquisition DeataLogging Tools Options Window Help a Fuel Spark Nitrous Oxide Aaroa ndee Main Menu Bar Engine RPM Limits another level of sub Manual Fuel Spark Control menus exist Engine Configuration InputOutput Configuration ACT Transfer Function Module Contiquration E UT Transfer Function A Transfer Function MAP Transter Function LP Transfer Function T F sensor Configuration FLP Contigration Main Edit Menu Spark Output Configuration Programmable Outputs Analog Channel Calibration Input Output Configuration sub menu Figure 108 TP Sensor Transfer Function M enu Clic
44. to open The current selections should be highlighted then click on the Open button The Cancel button will close the Open Calibration dialog box without opening it The Help button will open the on line help for the Open Calibration dialog box NOTE The Open Calibration dialog box can be selected at any time by pressing the control key and pressing O ctrl O IMPORTANT If the EPEC module is connected to the PC when you open a calibration it WILL be written to the EPEC module Page 26 of 198 Extreme Performance Engine Control EPEC for Windows NOTE You can edit the revision comments when you save a calibration or at any time by clicking in the comments box in the O pen Calibration dialog box and typing new comments Open Calibration E1 Calibrations Revisions Calibration Default Calibration List Calibration Revisions Revision Notes Revision Notes Open Button Cancel Button Help Button Figure 5 Open Calibration Dialog Box Save Calibration The Save Calibration menu item is used to save a new revision of the currently open calibration When you select this menu item the Save Calibration dialog box will appear see Figure 6 Save Calibration Dialog Box To save a calibration revision click on the File menu and select Save Calibration The Save New Revision dialog box will then appear
45. value will be Armed NOTE If the logger is armed this value will always indicate Armed The Log Lamp Output is the current state of the Log Indicator lamp The EPEC Override flag is a status flag that indicates which module is controlling the engine NOTE if this value is indicates EEC IV none of the calibration parameters you have set in the EPEC module have an effect on the operation of the engine The Nitrous Oxide Arm Input Switch is the current state of the Nitrous Oxide Arm Input Switch When the switch is closed this input is connected to ground and this value will be On Page 189 of 198 Acronyms and Terms This value is not calibratable it is driven by the Stage Rev Limit Input Switch This value is not calibratable it is driven by the output pin This value is not calibratable it is driven by the output pin This value is not calibratable it is driven by the output pin This value is not calibratable it is driven by the output pin This value is not calibratable This value is not calibratable directly itis calibrated by the Spark RPM limiter This value is calibratable and for Ford applications it should be set to Normal This parameter is supplied to interface to different Ignition modules This value is not calibratable it is driven by the Logger Arm Input Switch If the data logger is armed it will always reflect Armed This value is not calibr
46. very good Nitrous Oxide control strategy however there are only 2 stages provided This application note will detail how to add a third or more Nitrous Oxide stages The first steo in creating another Nitrous Oxide Output stage is to fabricate the wiring required for the additional Nitrous Oxide Output stage Nitrous Oxide solenoids should be controlled using a relay since the current requirements for the solenoid are much higher than the EPEC module can drive directly Figure 163 Programmable Output shows the schematic diagram for a Nitrous Oxide solenoid using a Programmable Output Channel To EPEC Module lt Channel 0 Pin Al Channel 1 Pin A4 O Channel 2 Pin A3 Nitrous Solenoid 7 Optional Indicator Lamp Channel 3 Pin A2 Figure 163 Programmable O utput N itrous O xide Schematic The second step is to configure the Programmable Output Channel to control the ON and OFF conditions of the third stage of nitrous oxide There are many ways to configure this output to control the nitrous solenoid depending on how you may want the solenoid to function For this application note we will assume you are using the first two nitrous oxide output stages supplied by the EPEC Module The ON condition for the third stage of nitrous oxide will only use the second stage of Nitrous Oxide as the trigger By setting the Programmable Output to trigger on the second Stage of nitrous oxide output the third stage will inherit
47. was to mix with all the fuel The reason why WOT Air Fuel ratios are richer more fuel for each unit of air is to ensure all the oxygen mixes with fuel and thus ensuring all the oxygen is utilized Another factor is during camshaft overlap some raw fuel is scavenged or goes directly out the exhaust port and thus is not available for combustion Figure 21 Fuel Strategy Block Diagram shows all of the fuel parameters available This includes 2 dimensional functions scalar values and control options Table 1 Fuel Strategy Parameters outlines both the calibratable and non calibratable functions for the entire fuel strategy The non calibratable values can be either generated by another function or directly from a sensor Calibratable Functions Scalars Injector Offset 2 dimensional function Used for injector response time correction Idle Fuel 2 dimensional function Used when Throttle Mode is Idle to determine Air Fuel Ratio Part Throttle Fuel 2 dimensional function Used when Throttle Mode is Part Throttle to determine Air Fuel Ratio TP Fuel 2 dimensional function Used to determine the TP Fue Multiplier ACT Fuel 2 dimensional function Used to determine the ACT Fuel Multiplier ECT Fuel 2 dimensional function Used to determine the ECT Fuel Multiplier Page 41 of 198 WOT Fuel 2 dimensional function Used when Throttle Mode is WOT to determine Air Fuel Ratio Extreme Performance Engine Control EPEC Control Strategy N
48. will only use Engine Speed Figure 168 Shift Lamp OFF Configuration shows the OFF condition for the shift lamp control The Page 178 of 198 Extreme Performance Engine Control Application Notes Programmable Output is triggered when the engine speed is less than 5000 rpm and will delay 100 ms before it will turn off We will not retard spark when the Programmable Output turns off so we set the Spark Adder value to 0 0 We will also not modify fuel so we set the Fuel Multiplier to 1 0 Programmable Output Channel 0 Off Trigger Trigger 1 Fw aoe Trigger 2 Delay After OFF Trigger mS OFF Fuel Multiplier Off Spark Adder On Conditions Off Conditions Accept Undo Close Help Figure 168 Shift Lamp OFF Configuration This example is shown to give an idea of how to control a shift indicator lamp The actual configuration you use to control the shift indicator may be slightly different from this example depending on how you may want to control the shift lamp Controlling a Cooling Fan The EPEC module does not provide a cooling fan control strategy however you can Implement a cooling fan control using a Programmable Output Channel This application note will detail how to implement cooling fan control directly from the EPEC Module The first step in creating the cooling fan control is to fabricate the wiring required for the cooling fan You must use a relay to drive the cooling fan sinc
49. 0 Sinu 4000 00000 i Currentlly selected 4500 000000 cell is highlighted 000 p00000 by an outline box 5500 000000 6000 000000 Changes shown 6500 000000 as red dashed line 7000 OOO000 tt a ee rog 000000 TEE ha Se 8000 000000 ee PENI Gi 20 Prana BO aww Engine Speed fRewhin Click on Help to get help on Accept current window Click on Accept to record changes and save to the EPEC module Use TAB key to move to different objects within the window Click on Undo to Click on Close to restore changes to Undo changes original values and close window Figure 60 Part Throttle RPM Spark Advance Function WOT Spark Advance The Spark Control Strategy is comprised of either Idle Part Throttle or WOT spark tables Only one of these tables are used at once and is selected by the current Throttle Mode Idle Part WOT The Idle Part Throttle and WOT Spark advance is calculated from one of 3 functions Idle Spark Part Throttle Spark or WOT Spark See Figure 61 Idle Part Throttle WOT Spark Strategy Diagram hee Idle Spark Engine Speed a a saa Part Throttle p gt RPM Spark Adder Spark Throttle Mode _woT saa WOT Spark Figure 61 Idle Part Throttle W OT Spark Strategy Diagram Page 78 of 198 Extreme Performance Engine Control EPEC Control Strategy To change the Wide
50. 0000 0 000000 20 000000 40 000000 Current values 0 000000 ne 80 000000 100 000000 120 000000 140 000000 160 000000 Currentlly selected cell is highlighted by an outline box Air Charge Temperature F Click on Help to get help on Accept current window iGO Recep Click on Undo to Click on Close to TE so BS to record changes etera aanas td inao chahies move to different and save to the 9 g objects within the original values and close window EPEC module g window Figure66 ACT Spark A dvance Function Boost Retard Boost Retard is only a spark subtractor a positive value subtracts spark which allows you to retard spark from the base spark as boost pressure increases This function of course is intended to be used on engines with either superchargers or turbochargers The boost retard function is dependent on engine speed RPM and is specified in terms of degrees retard per PSI of boost Typical values range from 0 5 degrees psi to 2 degrees psi The boost retard function is only functional under boost and will not modify spark advance under vacuum For a value of 0 5 degrees psi and if boost is at 10 psi 5 degrees of spark will subtracted The Boost Retard is calculated from the Boost Retard Function see Figure 67 Boost Retard Spark Strategy Diagram Boost Pressure Engine Speed gt as
51. 4 are supported by the EPEC for Windows software coml com4 To access the Communications settings select the Options menu by either clicking on it with the mouse or pressing Alt O Then select Communications The Communications dialog box will then appear as shown in Figure 18 Communication Configuration Dialog Box To select a different communications port either click on it or hold the Alt key while pressing the port number 1 4 then select OK NOTE If a portis grayed out this means that port is not available and you cannot select it Communication Configuration i Comm Port 2 C Comm Port 3 C Comm Port 4 Cancel Help Figure 18 Communication Configuration Dialog Box Units The units menu item has 2 sub menus to select the display units for all of the calibration edit screens If you select a unit from this menu it will globally change all of the open edit windows Window Menu The Window Menu contains the following menu items Minimize Close Close All Tile and Cascade The Window menu is shown in Figure 19 Window Menu This menu can be accessed by either clicking on it with the mouse or pressing Alt W The Minimize menu item is used to shrink the current window down to an icon view The Close menu item is used to close the window This close is the same as the Close button on each window The Close All menu item
52. 71 ECT Spark Menu By clicking on the ECT Spark menu item the ECT Spark function will appear Window Title Bar Ford Motorsport S O Extreme Performance File EGG Data Acquisition DataLogging Tools Options Window Help Idle Spark Nitrous Oxide Part Throttle Spark Main Menu Bar Engine RPM Limits WOT Spark Manual Fuel Spark Control ACT Spark DO Boost Retard ECT Spark M A F Spark O Nitrous Spark Retard Programmable Outputs TP Spark Analog Channel Calibration Analog Channel 0 Spark Analog Channel Spark Analog Channel 2 spark Engine Configuration InputfOutput Configuration Module Configuration Main Edit Menu Spark Sub Menu Figure 71 ECT Spark M enu To modify the ECT Spark Advance function click on the cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 72 ECT Spark Advance Function Also note the original curve is shown in a blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original Page 85 of 198 Extreme Performance Engine Control EPEC Control Strategy value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line
53. 97 Your Notes 197 Page 5 of 198 Extreme Performance Engine Control Figure l Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure ll Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Figure 21 Figure 22 Figure 23 Figure 24 Figure 25 Figure 26 Figure 27 Figure 28 Figure 29 Figure 30 Figure 31 Figure 32 Figure 33 Figure 34 Figure 35 Figure 36 Figure 37 Figure 38 Figure 39 Figure 40 Figure 41 Figure 42 Figure 43 Figure 44 Figure 45 Figure 46 Figure 47 Figure 48 Table of Figures EPEC System Block Diagram Setup Program Invocation EPEC Desktop File Menu Open Calibration Dialog Box Save Calibration Dialog Box Save Calibration As Dialog Box Delete Calibration Dialog Box Export Calibration Dialog Box Export Calibration Save Dialog Box Import Calibration Dialog Box Import Calibration Save Dialog Box Edit Menu Data Acquisition Menu Data Logging Menu Tools Menu Options Menu Communication Configuration Dialog Box Window Menu Help Menu Fuel Strategy Block Diagram Idle Part WOT Fuel Strategy Diagram Idle Part WOT Fuel Menu Idle RPM Air Fuel Function ACT Fuel Strategy Diagram ACT Fuel Menu ACT Fuel Function ECT Fuel Strategy Diagram ECT Fuel Menu ECT Fuel Function TP Fuel Strategy Diagram TP Fuel Menu TP Fuel Function MAP Fuel Strategy
54. A P MAO Of S ST OD SE TJ Extreme Performance Engine Control M 12650 C80 M 12650 C81 Ford Motor Company Copyright 1994 1997 General Systems Research Extreme Performance Engine Control Table of Contents Getting Started Thank You No Parts Warranty What You Need to Use the EPEC System Computer Requirements for EPEC Software Vehicle Applications EPEC Kit Contents Starting EPEC for Windows Quitting EPEC for Windows EPEC for Windows License Agreement EPEC System Registration EPEC System Problem Suggestion Report Additional EPEC System Items Low Impedance Injector Drivers EPEC User Manual Serial Interface Cables EPEC for Windows EPEC for Windows a Closer Look EPEC for Windows Desktop EPEC for Windows Main Menu EPEC for Windows Status Bar FileMenu Open Calibration Save Calibration Save Calibration As Close Calibration Delete Calibration Export Calibration Import Calibration Exit Edit Menu D ata Logging M enu Tools M enu Options M enu Communications Page 2 of 198 Extreme Performance Engine Control Units 36 Window Menu e eese s esa isi i 36 HelpMenu eee 37 EPEC Control Strategy eae 40 Fuel Strate 0 41 Base Fuel Idle Part Throttle WOT Air Fuel Ratio 46 Fuel Modifiers 48 Air Charge Temperature ACT Fuel 48 Engine Coolant Temperature ECT Fuel 50 Throttle Position TP Fuel 52 Manifold Absolute Pressure MAP Fuel 54 Cranking Fuel 56 Inje
55. Air Fuel Ratios To modify one of the functions Idle Part Throttle or WOT click on the cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 24 Idle RPM Air Fuel Function NOTE You can change either the Air Fuel Ratio or the RPM value EPEC gives you full tuning control Also note the original curve is shown in a blue solid line and the new curve is displayed ina red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 47 of 198 Extreme Performance Engine Control EPEC Control Strategy Engine Speed Desired Rew Min Ain Fuel Ratio LAI ELE d 0 000000 400 000000 1000 000000 Currentlly selected cell is highlighted Desired i 1500 000000 by an outline box AinF uel 2000 000000 13 500000 Ratio 2500 000000 13 500000 ALi Lely 3000 000000 13 500000 3500 000000 13 500000 Current values shown as blue 4000 000000 13 500000 solid line 4500 000000 13 500000 s000 000g 13 500000 St Idle APH
56. Bar Engine RPM Limits AT Fuel Manual Fuel Spark Control E C T Fuel T F Fuel M S F Fuel An arrow indicates another level of sub Cranking Fuel menus exist Injector Offset Programmable Outputs Transistional Fuel Enrichment Analog Channel Calibration Analag Channel 0 Fuel Engine Configuration InputfOutput Configuration Module Configuration Analog Channel 1 Fuel Analog Channel 2 Fuel Main Edit Menu Fuel Sub Menu Figure 44 Transitional Fuel Enrichment M enu Click on the cal you want to modify and type a new value then move out of that cell using the arrow keys See Figure 45 Base Transitional Fuel Enrichment Function Note the original curve is shown in a blue solid line and the new curve is displayed in a red dashed line This Page 61 of 198 Extreme Performance Engine Control EPEC Control Strategy indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Transitional Fuel Enrichment Traitor
57. Channel Calibration Analag Channel 0 Fuel Engine Configuration InputfOutput Configuration Module Configuration Analog Channel 1 Fuel Analog Channel 2 Fuel Main Edit Menu Fuel Sub Menu Figure 47 Transitional Fuel Enrichment TP M ultiplier M enu Click on the cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 48 Transitional Fuel Enrichment TP Multiplier Function Note the original curve is shown in a blue solid line and the new curve is displayed in a red dashed Page 63 of 198 Extreme Performance Engine Control EPEC Control Strategy line This indicates how much you are changing the calibration from it original value At this r point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Transitional Fuel TP Multiplier lel Ed Relative Transitional Type in a new value Throttle Angle TP Fuel rs keys Deg Multiplier 1 25 000000 0 500000 Current values 0 000000 shown as blue solid line 35 000000 Currentlly selected 40 000000
58. Click on Undo to Click on Close to use U KEY IO to record changes restore chandesto ndo chandes move to different and save to the 9 g objects within the original values and close window I EPEC module g window Figure27 ACT Fuel Function Engine Coolant Temperature ECT Fuel The Engine Coolant Temperature Fuel ECT function is a fuel multiplier that allows you to modify your delivered fuel amount based on Engine Coolant Temperature A value of 1 1 will add 10 fuel and a value of 0 90 will renove 10 fuel Be careful since this table can make sizable modifications to your fuel flow Under most Warm Engine conditions you will not need to use this however under very cold operating conditions you may need to richen fuel multiplier greater than 1 0 the Air Fuel ratio for good engine operation The ECT Fuel Multiplier is calculated from the ECT Fuel Function see Figure 28 ECT Fuel Strategy Diagram gt ECT Fuel Mutiplier ECT Fuel Figure 28 ECT Fuel Strategy Diagram Page 50 of 198 Extreme Performance Engine Control EPEC Control Strategy To change the ECT Fuel Function click on the Edit menu and then the Fuel sub menu and then click on ECT Fuel The ECT Fuel function will then appear See Figure 29 ECT Fuel Menu Window Title Bar Ford Motorsport S O Extreme Performance Eile Data Acquisition Data Logging Tools Optio
59. Cursors Cursors Current Y value at cursor Display Grid Current Time Value at cursor Figure 145 D ata Logging Graph Page 154 of 198 EPEC Hardware In This Chapter Fuel Injector Output Schematic Spark Output Schematic Programmable Output Schematic Nitrous Controls Schematic Data Logging Schematic TP Sensor Schematic MAP Sensor Schematic ACT Sensor Schematic ECT Sensor Schematic MAF Sensor Schematic Stage Rev Limiter Schematic Analog Input Schematic Computer Interface Schematic Power Ground Schematic EPEC Module Pin Assignments EEC IV Module Pin Assignments 1988 1993 5 0L EPEC Adapter Harness Schematic 1994 1995 5 0L EPEC Adapter Harness Schematic Page 155 of 198 Extreme Performance Engine Control EPEC Hardware Fuel Injector Output Schematic Figure 146 shows the schematic wiring diagram for the fuel injector control All of this wiring is contained within the wiring harness adapter provided with the EPEC kit this wiring diagram is provided for reference There are 2 different wiring harness adapters depending on the EPEC kit required 1988 1993 5 0L Mustang or 1994 1995 5 0L Mustang Both adapters are shown There are 16 circuits associated with the fuel injector control Once the wiring harness adapter is installed into the vehicle the 8 injector outputs are routed from the EPEC module to the fuel injectors The other 8 circuits are route
60. EM 6000 A A General Systems Research EPEC System Registration PO Box 604 Dearborn MI 48128 o o EPEC for Windows Software Version Found in Hep About EPEC Module Software Version Found in Help About Describe your application Page 17 of 198 Extreme Performance Engine Control Getting Started EPEC System Problem Suggestion Report The EPEC System both hardware and software has been extensively tested under most conditions However if you believe the system is not functioning properly for any reason or if you havea suggestion for the EPEC system please fill out the Bug Suggestion Form below in aS much detail as possible Please include any steps taken to re create the bug and send it to us We would love to hear from you EPEC Bug Report Suggestion Form General Systems Research EPEC Bug Report PO Box 604 Dearborn M I 48128 From Name Address Page 18 of 198 Extreme Performance Engine Control Getting Started Additional EPEC System Items Low Impedance Injector Drivers The EPEC Module as delivered will not support low impedance injectors these require Peak and Hold type injector drivers These injector drivers can be installed at an additional cost if your application requires them If you require peak and hold type injector drivers fill out the order form enclose a check for the total amount and ship the EPEC module for the upgrade to the address shown below EPEC Pe
61. Extreme Performance Engine Control EPEC Control Strategy Part gt WOT Breakpoint Part Throttle J Breakpoint Idle Figure 111 Throttle M odes To change the TP Configuration Values click on the Edit menu and then the Input Output Configuration sub menu Click on the TP Sensor Configuration menu item The TP Configuration Window will then appear See Figure 112 TP Sensor Configuration Menu Window Title Bar Ford Motorsport SYO Extreme Performance File Data Acquisition Data Logging Tools Options Window Fuel Spark Nitrous Oxide PEET Main Menu Bar Engine RPM Limits another level of sub Manual Fuel Spark Control menus exist Engine Configuration Inpu put Configuration AT Transfer Function Module Contiquration E C T Transter Function A Treaster Function MAP Transter Function LP Transfer Function T F sensor Configuration FLP Contigration Main Edit Menu Spark Output Configuration Frogrammable Outputs Analog Channel Calibration Input Output Configuration sub menu Figure 112 TP Sensor Configuration M enu Page 122 of 198 Extreme Performance Engine Control EPEC Control Strategy Click on the cell you want to modify and type a new value then move out of that cell using the TAB key See Figure 113 TP Sensor Configuration At this point you can click on Accept Undo or Cancel
62. Fuel Function Jof x Engine E C T Fuel Type in a new value ae ea a cone Changes shown Temperature as red dashed line 40 000000 20 000000 U QU0000 Currentlly selected EET E ae za 20 000000 I cell is highlighted Fuel 40 000000 by an outline box as E cl ae u 20 000000 l 100 000000 Current values shown as blue 120 000000 solid line 140 000000 160 000000 200 Engine Coolant Temperature F Click on Help to get help on current window Click on Accept Click on Undo to Click on Close to to record changes restore changes to Undo changes and save to the original values and close window EPEC module g Use TAB key to move to different objects within the window Figure 30 ECT Fuel Function Throttle Position TP Fuel The Throttle Position Fuel TP function is a fuel multiplier that allows you to modify your delivered fuel amount based on Relative Throttle Angle A value of 1 1 will add 10 fuel and a value of 0 90 will remove 10 fuel Be careful since this table can make sizable modifications to your fuel flow The TP Fuel Multiplier is calculated from the TP Fue Function see Figure 31 TP Fuel Strategy Diagram Relative Throttle Angle gt TP Fuel Multiplier Figure 31 TP Fue Strategy Diagram To change the TP Fuel Function click on the Edit menu and then the Fuel
63. Function See Figure 73 MAP Spark Strategy Diagram Page 86 of 198 Extreme Performance Engine Control EPEC Control Strategy gt MAP Spark Adder MAP Spark Figure 73 MAP Spark Strategy Diagram NOTE In order for the Boost Retard to be functional you must have a analog M AP sensor capable of measuring vacuum GM or Chrysler type installed connected and have the correct transfer function programmed into the EPEC module To change the ECT Spark Advance click on the Edit menu Once the options appear click on Spark see Figure 74 MAP Spark Menu By clicking on the MAP Spark menu item the MAP Spark function will appear Window Title Bar Ford Motorsport S O Extreme Performance File EGG Data Acquisition DataLogging Tools Options Window Help Idle Spark Nitrous Oxide Part Throttle Spark Main Menu Bar Engine RPM Limits WOT Spark Manual Fuel Spark Control ACT Spark DO Boost Retard ECT Spark M A F Spark O Nitrous Spark Retard Programmable Outputs TP Spark Analog Channel Calibration Analog Channel 0 Spark Analog Channel Spark Analog Channel 2 spark Engine Configuration InputfOutput Configuration Module Configuration Main Edit Menu Spark Sub Menu Figure 74 MAP Spark M enu To modify the MAP Spark Advance function click on the cell you want to modify and type a new value then move out of that cell using the ar
64. Help Fuel Spark Nitrous Oxide oan a An arrow indicates Engine RPM Limits another level of sub Manual Fuel Spark Control menja Main Menu Bar Engine Configuration InputOutput Configuration ACT Transfer Function Module Contiquration E UT Transfer Function A Transfer Function MAP Transter Function LP Transfer Function T F sensor Configuration FLP Contigration Main Edit Menu Spark Output Configuration Programmable Outputs Analog Channel Calibration Input Output Configuration sub menu Figure 96 ACT Transfer Function M enu Click on the cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 97 ACT Sensor Transfer Function Note the original curve is shown in a blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 110 of 198 Extreme Performance Engine Control EPEC Control Strategy A A
65. Hot in Start and Run Fuse Link p EEC Power Relay x 5 BATTERY Toii Pue aa ra e er To RECIV Pins 40 and gog M oe To EEC IV Pin 20 EEC IV EPEC Case Ground To Chassis Figure 160 Power Ground Schematic EPEC Module Pin Assignments The following table describes the EPEC module pin numbers and their associated functions Page 166 of 198 Extreme Performance Engine Control EPEC Hardware Al Programmable Output Channel O 0 5A output Typically used to drive an indicator lamp directly or a relay for higher current loads A2 Programmable Output Channel 3 0 5A output Typically used to drive an indicator lamp directly or a relay for higher current loads A3 Programmable Output Channel 2 0 5A output Typically used to drive an indicator lamp directly or a relay for higher current loads A4 Programmable Output Channel 1 0 5A output Typically used to drive an indicator lamp directly or a relay for higher current loads A6 A7 A8 A9 A10 A11 A12 B1 B2 B4 B5 B7 B8 B10 P Analog Input Channel 1 Analog Input Channel 1 Positive Input Analog Input Channel 0 Analog Input Channel 0 Positive Input Analog Input Channel 2 Analog Input Channel 2 positive input Connect directly to the negative terminal of the battery Stage 1 Nitrous Output Connect to relay to drive the stage 1 nitrous and fuel solenoids 0 5 A Max output load ee Stage 2 Nitrous indicator Lamp Connect to an indicator lamp directly 0 5 A Max ou
66. License Agreement If you do not agree to the terms of this agreement promptly return this kit to the place from which you obtained it for a full refund General Systems Research License 1 GRANT OF LICENSE General Systems Research grants you the right to use the enclosed General Systems Research software product which includes online or electronic documents the SOFTWARE in the manner provided below General Systems Research grants to you as an individual a personal nonexclusive license to make and use copies of the SOFTWARE for the sole purposes of managing designing developing and testing your system You may Install copies of the SOFTWARE on an unlimited number of computers provided that you are the only individual using the SOFTWARE If you are an entity General Systems Research grants you the right to designate one individual within your organization to have the right to use the SOFTWARE in the manner described above If this is a License Pack General Systems Research grants you the right to designate as many individuals as the primary user of the SOFTWARE as described in this section up to the number of individual licenses authorized above 2 UPGRADES If the SOFTWARE is an upgrade whether from General Systems Research or another supplier you may use or transfer the SOFTWARE only in conjunction with the upgraded product If the SOFTWARE is an upgrade from a General Systems Research product you may now use that upgrad
67. M limiter This value is not calibratable it is driven by the Nitrous Enable Input Switch Extreme Performance Engine Control Stage Rev Limit Input Switch Nitrous Stage 1 Output Nitrous Stage 2 Output Nitrous Stage 1 Lamp Output Nitrous Stage 2 Lamp Output Signature Pickup Spark Cut Flag Spout Level Logger Arm Input Switch Log Lamp Output EPEC Override Nitrous Oxide Arm Switch Input The Stage Rev Limit Input Switch is the current state of the Stage Rev Limit Input Switch When the switch is closed this input is connected to ground and this value will be Enabled The Nitrous Stage 1 Output is the current state of the Nitrous Stage 1 Output The Nitrous Stage 2 Output is the current state of the Nitrous Stage 2 Output The Nitrous Stage 1 Lamp Output is the current state of the Nitrous Stage 1 Indicator lamp The Nitrous Stage 2 Lamp Output is the current state of the Nitrous Stage 2 Indicator lamp The Signature Pickup flag indicates that the EPEC module has detected a signature PIP signal from the distributor The Spark Cut Flag is a status flag that Indicates when the EPEC module is in Spark cut mode This flag is set when the Spark Rev Limiter is active The SPOUT Level is a calibration flag that will invert the SPOUT Output The Logger Arm Input Switch is the current state of the Logger Arm Input Switch When the switch is closed this input is connected to ground and this
68. M manufactures a 2 bar and a3 bar MAP sensor ACT Transfer Function The Air Charge Temperature ACT sensor measures the temperature of the incoming air into the engine The EPEC Strategy uses the ACT Transfer Function to correlate the voltage read from the ACT Sensor to the actual Air Temperature that is entering the engine The ACT sensor is a Thermistor which is an electronic device that changes resistance with temperature The EPEC module is compatible with the Ford ACT sensors The ACT sensor is first converted to a voltage ACT Volts This voltage value is then used as the input or X value to the ACT Transfer Function The output or Y of the ACT Transfer Function is the temperature that corresponds to the input voltage Figure 95 ACT Sensor Strategy Block Diagram shows the block diagram from the ACT Sensor to the actual ACT F value ACT Sensor gt ACT Volts ACT Transfer Function Figure 95 ACT Sensor Strategy Block Diagram To change the A CT Transfer Function click on the Edit menu and then the Input Output Configuration sub menu Click on the ACT Transfer Function menu item The ACT Transfer Function will then appear See Figure 96 ACT Transfer Function Menu Page 109 of 198 Extreme Performance Engine Control EPEC Control Strategy Window Title Bar I Ford Motorsport SYO Extreme Performance File Data Acquisition DeataLogging Tools Options Window
69. Name Address Page 21 of 198 Extreme Performance Engine Control Getting Started Page 22 of 198 EPEC for Windows In This Chapter EPEC for Windows a Closer Look EPEC for Windows Desktop EPEC for Windows Main Menu EPEC for Windows Status Bar File Menu Open Calibration Save Calibration Save Calibration As Close Calibration Delete Calibration Export Calibration Import Calibration Exit Edit Menu Data Acquisition Menu Data Logging Menu Tools Menu Options M enu Communications Units Window M enu Hep Menu Extreme Performance Engine Control EPEC for Windows EPEC for Windows a Closer Look The EPEC for Windows software is your interface to the EPEC module This interface includes the opening of calibrations calibration editing data acquisition and data logging This interface is a very advanced easy to use interface not found in any other aftermarket engine control system This chapter will take you through the basics of EPEC for Windows including the menu and navigating your way around the EPEC system EPEC for Windows is a fully menu driven software package specifically written for Microsoft Windows It has a very logical menu layout which is easy to understand and navigate through and contains many advanced features not available on any other engine control or calibration system today EPEC for Windows provides the following advanced features not found in any other calibration system available today
70. OFF Condition Tab On Conditions Off Conditions Accept Unda Click on Accept to record changes and save to the EPEC module Click on Undo to restore changes to original values Figure 82 Programmable O utput 0 4 Spark Function Analog Channel 0 2 Spark EPEC Control Strategy Use TAB key to move to different objects within the window Click on Close to Click on Help to Undo changes get help on and close window current window There are 3 Analog Input channels and each of them have a input voltage range of Ov 10v The Analog Channel Spark Adders can be used to modify total spark advance to the engine based on any external analog type sensor or input The values entered in these tables are straight adders to your spark advance a positive value adds spark advance a negative value subtracts spark advance The Analog Channel Spark adder is calculated from the Analog Channel Spark Function See Figure 83 Analog Channel 0 2 Spark Strategy Diagram Analog Channel 0 2 Volts Analog Channel 0 2 Spark Figure 83 Analog Channel 0 2 Spark Strategy Diagram gt Analog Channel 0 2 Spark Adder To change one of the Analog Channel s Spark Function click on the Edit menu and then the Spark sub menu and then one of the Analog Channel X Fuel menu items The selected Analog Channel spark function will then appear See Fi
71. Output Configuration Menu Spark Output Configuration Module Configuration Menu Module Configuration Programmable Output 0 4 Menu Programmable Output Channels 0 4 ON Conditions Programmable Output Channels 0 4 OFF Conditions Data Acquisition Menu New Acquisition Set Dialog Box Save Acquisition Set Dialog Box Open Acquisition Set Dialog Box Delete Acquisition Set Dialog Box Delete Acquisition Confirmation Data Acquisition Window Data Logging Menu New Data Log Set Dialog Box Log Parameters New Data Log Set Dialog Box Log Trigger Save Log Set Dialog Box Open Log Set Dialog Box Delete Log Set Dialog Box Delete Log Set Confirmation New Upload Log Data Dialog Box New Upload Log Data File Name Dialog Box Extreme Graph Desktop Open Log Data Dialog Box Log Data Selection Dialog Box Data Logging Graph Fuel Injector Output Schematic Ignition System Schematic Programmable Output Schematic with a Relay Programmable Output Schematic without relay Nitrous Controls Schematic Diagram Data Logging Schematic TP Sensor Schematic Diagram MAP Sensor Schematic ACT Sensor Schematic ECT Sensor Schematic MAF Sensor Schematic Stage Rev Limit Schematic Analog Input Schematic 115 116 116 117 118 119 120 121 122 122 123 124 125 126 127 128 129 130 133 134 135 140 142 142 142 143 143 144 146 147 148 149 150 151 151 152 152 153 153 154 155 157 158 159 159 160 161 161 162 163 163 164
72. P Configuration Values click on the Edit menu and then the Input Output Configuration sub menu Click on the PIP Configuration menu item The PIP Configuration Window will then appear See Figure 115 PIP Configuration Menu Page 124 of 198 Extreme Performance Engine Control EPEC Control Strategy Window Title Bar Ford Motorsport S O Extreme Performance File Data Acquisition DeataLogging Tools Options Window Help a Fuel Spark Nitrous Oxide An arrow indicates Engine RPM Limits another level of sub menus exist Main Menu Bar Manual Fuel Spark Control Engine Configuration InputOutput Configuration ACT Transfer Function Module Contiquration E UT Transfer Function A Transfer Function MAP Transter Function LP Transfer Function T F sensor Configuration Programmable Outputs Analog Channel Calibration FLP Contigration Main Edit Menu Spark Output Configuration Input Output Configuration sub menu Figure 115 PIP Configuration M enu Click on the cell you want to modify and type a new value then move out of that cell using the TAB key See Figure 116 PIP Configuration At this point you can click on Accept Undo or Cancel Accept will accept the new values Undo will undo the changes and restore the original settings Close will Undo and close the window IMPORTANT If the EPEC
73. Spark Extreme Performance Engine Control Acronyms and Terms Crank Fuel Function 2 dimensional function used to The input or X value to this function is determine the Cranking Fuel Pulse ECT and the output or Y value is the Width based on ECT Crank PW ECT Fuel Function 2 dimensional function used to The input or X value to this function is determine the ECT Fuel Multiplier ECT and the output or Y valueis the ECT value ECT Spark Function 2 dimensional function used to The input or X value to this function is determine the ECT Spark Adder ECT and the output or Y valueis the ECT value Injector Offset Function 2 dimensional function used to The input or X value to this function is determine the Injector offset adder Battery Voltage and the output or Y value based on battery voltage is the Injector Offset value TP Fuel Function 2 dimensional function used to Theinputor X value to this function is TP determine the TP Fuel Multiplier and the output or Y valueis the TP Fue value MAP Sensor Transfer 2 dimensional function used to The input or X value to this function is Function convert from MAP volts to MAP In of MAP Volts and the output or Y value is Hg the MAP value Transitional Fuel Enrichment 2 dimensional function used to The input or X value to this function is Function determine the fue enrichment Throttle Angle Rate and the output or Y percentage based on Throttle Angle val
74. Spark U een U ooa fs ECT Spark M A F Spark Nitrous Spark Retard Engine Configuration InputfOutput Configuration Module Confiquration Programmable Outputs TP Spark Analog Channel Calibration Analog Channel 0 Spark Analog Channel Spark Analog Channel 2 spark Main Edit Menu Spark Sub Menu Figure 65 ACT Spark M enu To modify the ACT Spark Advance function click on the cell you want to modify and typea new value then move out of that cell using the arrow keys See Figure 66 ACT Spark Advance Function Also note the original curve is shown in a blue solid line and the new curve is displayed ina red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 81 of 198 Extreme Performance Engine Control EPEC Control Strategy A CT Spark Function Pel EI Air Charge ACT Spark Type in a new value Temperature Adder BTC Rae le aes F o change Cells 40 000000 0 000000 q 20 00
75. Spark cannot be cut You must rev limit the Fuel Rev Limit Stage Rev Limit This is similar to a two step device It cuts the spark at each cylinder event This is activated when a trigger is activated such ac a clutch pedal depressed It will cut the spark to hold the engine at a given speed IMPORTANT If you are running the EPEC module with an EDIS type ignition system Spark cannot be cut You cannot use this feature To modify the Engine RPM Limits parameters go to the Edit menu then select Engine RPM Limits See Figure 89 Engine RPM Limits Menu Page 102 of 198 Extreme Performance Engine Control EPEC Control Strategy Window Title Bar Ford Motorsport S O Extreme Performance File Data Acquisition Oata Logging Tools Options Window Help Fuel spark Nitrous Oxide Engine RPM Limits pees Manual Fuel Spark Contral Engine RPM Limits SS ee Menu Item Engine Configuration InputfOutput Configuration Module Configuration Programmable Outputs Analog Channel Calibration An arrow indicates another level of sub menus exist Main Edit Menu Figure 89 EngineRPM Limits M enu Click on the cal you want to modify and type a new value then move out of that cal using the TAB key See Figure 90 Engine RPM Limiter Parameters At this point you can click on Accept Undo or Cancel Accept will accept the new values
76. Strategy The fuel strategy calculates the fuel flow to your engine If you are familiar with carburetors this is equivalent to setting main jet sizing power valve selection and idle air bleeds This section will take you through the basic fuel control strategy and typical settings If you are not already familiar with Air Fuel ratios the following will help The air fuel ratio setting is the ratio of the pounds of air the engine is ingesting measured by the Mass Air Flow meter divided by the amount of fuel delivered The limiting factor on performance is the engine hardware and the amount of air the engine is capable of ingesting The goal is to have the EPEC deliver the amount of fuel to get the maximum engine output torque and horsepower Typical Air Fuel ratios for optimum output range from 11 5 1 to 13 5 1 depending on the camshaft overlap engine burn rate and cylinder to cylinder air and fuel distribution That s right even with port fuel injection the air and fuel to each cylinder is not the same as all fuel injectors do not flow exactly the same and intake manifold design does not provide the same air flow to each cylinder based on local restrictions With that said a typical starting point for Wide Open Throttle Air Fuel ratio is 12 5 1 Part throttle and idle typically run closer to 14 6 1 or stoichiometry stoichiometry is the chemically correct amount of fuel that would be completely burned if all the air in the combustion chamber
77. The Absolute TP however is only used to calculate the Relative TP and Initial TP The Relative TP value is the amount of throttle opening using the Initial TP as the starting point i e if the Initial TP is 5 degrees and the Absolute TP is 7 degrees then the Relative TP is 2 degrees IMPORTANT All calibration functions based on Throttle Position are based on the Relative TP value The EPEC module uses this strategy to alleviate the user of precise TP settings The idle hard stop setting does not matter to the EPEC module since it uses Relative TP as long as it has enough range to span idle part throttle and wide open throttle Page 117 of 198 Extreme Performance Engine Control EPEC Control Strategy The Throttle Angle Rate is also calculated from the Absolute TP value The Throttle Angle Rate is how fast the throttle is being opened in degrees per second The TP Mode is determined based on the Relative TP value and the programmable breakpoints The EPEC Strategy uses the TP Transfer Function to correlate the voltage read from the TP Sensor to the actual throttle position The TP sensor is first converted to a voltage TP Volts This voltage value is then used as the input or X value to the TP Transfer Function The output or Y of the TP Transfer Function is the absolute throttle position that corresponds to the input voltage Figure 107 TP Sensor Strategy Block Diagram shows the block diagram from the TP Sensor to the actual
78. This value is calibratable through the Nitrous Stage 1 configuration This value is calibratable through one Nitrous Stage 1 configuration This value is calibratable through the Nitrous Stage 2 configuration This value is calibratable through one Nitrous Stage 2 configuration This value is calibratable through the Nitrous Oxide Global parameters This value is calibratable through the Nitrous Oxide Global parameters This value is calibratable through the Engine RPM Limiters parameters This value is not calibratable directly itis calibratable through one of 3 different functions Idle Fuel Part Throttle Fuel or WOT Fuel Extreme Performance Engine Control Idle Part Transition Point Part gt WOT Transition Point Throttle Mode Hysteresis Nitrous Maximum RPM Nitrous ON Max RPM Delay After Background Timer Total Spark Advance Fuel Pulse Width Time Since Last PIP Analog Channel 0 2 Volts EPEC Override Engine Speed Crank to Run Transition RPM Dwell Angle The Idle gt Part Transition Point tells the EPEC module where you would like to set the Idle transition point between Idle and Part Throttle The Part gt WOT Transition Point tells the EPEC module where you would like to set the Part Throttle transition point between Part Throttle and WOT The Throttle Mode Hysteresis tells the EPEC module how much of a filter on throttle modes is required The Nitrous Maximum RPM
79. Throttle angle must be greater than the set point before the EPEC Page 128 of 198 Extreme Performance Engine Control EPEC Control Strategy er Y module will override the EEC IV module To change the Module Configuration Values click on the Edit menu and then the Module Configuration menu item The Module Configuration Window will then appear See Figure 119 Module Configuration Menu Window Title Bar Ford Motorsport SYO Extreme Performance File Data Acquisition DeataLogging Jools Options Window Help Euel spark Nitrous Oxide An arrow indicates Engine RPM Limits another level of sub menus exist Main Menu Bar Manual Fuel Spark Control Engine Configuration InputfOutput Configuration Module Configuration Programmable Outputs Analog Channel Calibration Module Configuration Menu Item Main Edit Menu Figure 119 M odule Configuration M enu To change the Module Type value select the down arrow on the right side of the Module Type value and select either Extender M ode piggy back or Stand Alone To change the Override Type value select the down arrow on the right side of the EPEC Override Type value and select the override type you would like to use Move to the EPEC Override Engine Speed or EPEC Override Throttle Angle values by pressing the TAB key Type a new value then move out of that cel
80. Transfer Function menu item The MAP Transfer Function will then appear See Figure 105 MAP Transfer Function Menu Window Title Bar I Ford Motorsport SYO Extreme Performance File Data Acquisition Data Logging Tools Options Window Help Fuel Spark Nitrous Oxide mm An arrow indicates Engine RPM Limits another level of sub Manual Fuel Spark Control MENUS BASI Main Menu Bar Engine Configuration Inpu put Configuration ACT Transfer Function Module Contiquration E UT Transfer Function A Transter Function MAP Transter Function LP Transfer Function T F sensor Configuration FLP Contigration Main Edit Menu Spark Output Configuration Programmable Outputs Analog Channel Calibration Input Output Configuration sub menu Figure 105 M AP Transfer Function M enu Click on the cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 106 MAP Sensor Transfer Function Note the original curve is shown in a blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close wil
81. Window To view the data acquisition window you must either create a new data acquisition set See Creating a New Acquisition Set or open a previously stored acquisition set see Opening a Stored Acquisition Set Once you create or open an acquisition set the Data Acquisition Set window will appear see Figure 132 Data Acquisition Window Page 142 of 198 Extreme Performance Engine Control Data Acquisition IMPORTANT You must have the EPEC Module attached to the computer before you use a D ata Acquisition set otherwise the D ata Acquisition will not work correctly You can create a new Data Acquisition set without being connected to the EPEC M odule however do not start the D ata Acquisition until the EPEC M odule has been connected Display data in English or Metric HM Open Acquisition Set Sample 6 27 96 2 30 00 PH TIER Units Function Title Samples Taken Start Sampling Data Stop Sampling Data Start Take one sample of Stop Data Close the Acquisition Get One Sample Window Get Help EJ za Figure 132 D ata A cquisition W indow The Data A cguisition Window has various controls on it While the Data A cguisition Window is open you can start or stop taking data Take one sample of data close the window display the data in English or Metric units The data acquisition window also tells you how many samples have been taken As EPEC for windows tak
82. age 159 of 198 Extreme Performance Engine Control EPEC Hardware IMPORTANT Be sure to solder and tape all connections wiring is the most common cause of system problems Data Logging Arm Lamp To EPEC Module Pin B5 Data Logging Arm Switch Figure 151 D ata Logging Schematic TP Sensor Schematic Figure 152 shows the schematic wiring diagram for the Throttle Position Sensor All of this wiring is contained within the wiring harness adapter provided with the EPEC kit this wiring diagram iS provided for reference There are 2 different wiring harness adapters depending on the EPEC kit required 1988 1993 5 0L Mustang or 1994 1995 5 0L Mustang Both adapters are shown There are 3 circuits associated with the TP Sensor Once the wiring harness adapter is installed into the vehicle the TP signal is routed from the TP sensor to both the EEC IV module and the EPEC module The other 2 circuits are routed between the EEC IV module and the TP Sensor The TP Sensor input is always visible from the EPEC module even when the EEC IV is running the engine IMPORTANT The readings seen on the TP Sensor from the EPEC module are always available however these do not reflect the reading taken by the EEC IV module None of the readings taken by EEC IV are available to the EPEC module To EEC IV Module Pin 26 VREF To EEC IV Module Pin 47 TP TP Sensor and EPEC Module Pin D4 To EEC IV Module Pin 46 SIGRTN Figure 152 TP Sensor Schematic
83. ailable parameters by a logical grouping As you change the Parameter Category the Available Parameters list will change You should become familiar with the Parameter Categories and the Available Parameters in each category Page 139 of 198 Extreme Performance Engine Control Data Acquisition Hew Acquisition Setup x Parameter Configuration Parameter Category Available Parameters Selected Parameters Remove ance Figure 127 N ew Acquisition Set Dialog Box To add parameters to the Data Acquisition Set simply select the Parameter Category then from the Available Parameters list select the desired parameter and click on Add The parameter will disappear from the Available Parameters list and appear on the Selected Parameters list Once you have selected all the parameters you would like to view click on Accept to save the Data Acquisition Set When you click on Accept the Save Acquisition Set Dialog box will appear see Figure 128 Save Acquisition Set Dialog Box Cancel will cancel close the N ew Data Acquisition Dialog box and not save your configuration Hew Acquisition Set x Acquisition Hame Acquisiton Motes x oe Figure 128 Save A cquisition Se D ialog Box O pening a Stored Acquisition Set The Open Acquisition Set menu item is used to open a stored Data Acquisition configuration When you select this menu item the Open Acquisition Set dialog box will
84. ak and Hold Driver Order Form General Systems Research Peak and Hold Drivers PO Box 604 Dearborn MI 48128 ee _xwe 12000 Shipping amp Handling 10 00 Allow 2 4 weeks for delivery From Name Address Page 19 of 198 Extreme Performance Engine Control Getting Started EPEC User M anual If you do not have the facility to print a full copy of the EPEC User Manual a bound copy can be purchased for 75 00 plus 10 00 shipping and handling If you wish to purchase a copy of the EPEC User Manual fill out the order form below and enclose a check or money order for the proper amount EPEC User M anual Order Form General Systems Research EPEC User M anual PO Box 604 Dearborn M I 48128 Shipping amp Handling 10 00 Allow 2 4 weeks for delivery ot From Name Address Page 20 of 198 Extreme Performance Engine Control Getting Started Serial Interface Cables A 6 ft serial interface cable was supplied with your EPEC kit however if you require an extra long cable one can be custom manufactured to your specific requirements If you wish to purchase a custom serial interface cable fill out the order form below and enclose a check or money order for the proper amount EPEC Serial Cable Order Form G eneral Systems R esearch EPEC Serial Cable PO Box 604 D earborn M I 48128 Length Cost per foot Up to 75ft X 2 00 Shipping amp Handling Allow 2 4 weeks for delivery From
85. ake sizable modifications to your fuel flow The MAP Fuel Multiplier is calculated from the MAP Fuel Function see Figure 34 MAP Fuel Strategy Diagram Manifold Pressure gt MAP Fuel Multiplier MAP Fuel Figure 34 MAP Fug Strategy Diagram This is useful on boosted engines where you may want to add fuel as a function of boost pressure Page 54 of 198 Extreme Performance Engine Control EPEC Control Strategy NOTE The MAP sensor indicates only ABSOLUTE PRESSURE not gauge pressure where atmospheric pressure is 29 92 In Hg At 10 In Hg of vacuum the MAP sensor will indicate 19 92 In Hg At 10 psi of boost the M AP sensor will indicate approximately 49 92 In Hg To change the MAP Fuel Function click on the Edit menu and then the Fuel sub menu and then click on MAP Fuel The MAP Fuel function will then appear See Figure 35 MAP Fuel Menu Window Title Bar Ford Motorsport S O Extreme Performance Eile Data Acquisition Data Logging Tools Options Window Help ale Fue Spark Part Throttle Fuel Nitrous Oxide wW O T Fuel Main Menu Bar Engine RPM Limits A C T Fuel Manual Fuel Spark Control E C T Fuel T F Fuel WA Fuel An arrow indicates another level of sub Cranking Fuel menus exist Injector Offset Programmable Outouts Transistional Fuel Enrichment Analog Channel Calibration Analog Channel 0 Fuel Engine Configuration InputOutout Configuratio
86. all the Stage 2 nitrous parameters and the Nitrous Global Parameters such as Minimum Engine Speed Maximum Engine Speed Minimum Throttle Angle etc For this example we will also want the third stage of Page 175 of 198 Extreme Performance Engine Control Application Notes nitrous to be delayed 1 5 seconds after the second stage of nitrous Figure 164 Programmable Output ON Nitrous Configuration shows the ON conditions for the 3rd stage of Nitrous Oxide control The Programmable Output is triggered when the 2nd stage of nitrous turns on but will turn on 1500 milliseconds 1 5 seconds after the 2nd stage turns on We also will retard the spark 5 degrees when the Programmable Output stage is ON so we set the Spark Adder value to 5 0 degrees We will not modify the amount of fuel delivered so we will set the Fuel Multiplier to 1 0 Programmable Output Channel 0 Programmable Output Enable On Trigger Trigger 1 Trigger 2 Delay After On Trigger On Fuel Multiplier On Spark Adder On Conditions Off Conditions Accept Undo Close Help Figure 164 Programmable O utput ON Nitrous Configuration The OFF condition for the third stage of nitrous oxide will only use the second stage of Nitrous Oxide as the trigger except the OFF trigger will be set to the opposite value of the ON trigger We will also not want any delay after the OFF trigger is reached Figure 165 Programmable Out
87. alues are the current fuel multiplier values from the Analog Channel 02 Fug M ultiplier Functions The Analog Channel 0 2 Spark Adder values are the current Spark adder values from the Analog Channel 0 2 Spark Functions Acronyms and Terms This value is not calibratable directly It is calibrated through the A nalog Channel 0 2 Fuel Functions This value is not calibratable directly It is calibrated through the A nalog Channel 0 2 Spark Functions Page 195 of 198 Extreme Performance Engine Control User Notes U ser N otes In This Chapter Your Notes Page 196 of 198 Extreme Performance Engine Control EPEC User Notes Page 197 of 198
88. analog input channel should now be calibrated and indicate a more accurate voltage value in the Data Acquisition window IMPORTANT If the value entered in the Span parameter is less than 10 00 volts the maximum input voltage value that can be measured by the Analog Input Channel is equal to the value of the Span parameter IMPORTANT If the E P E C module is attached to the computer and you click on ACCEPT the new values WILL BE written to the E P E C module Page 136 of 198 Extreme Performance Engine Control EPEC Control Strategy Window Title Bar Ford Motorsport S O Extreme Performance s Edit Main Menu Bar An arrow indicates another level of sub menus exist Analog Channel Calibration Main Edit Menu Analog Channel Calibration Sub Menu Figure 124 Analog Channel 0 3 Calibration M enu A Analog Channel 0 Calibration Click on Accept to record changes and save to the EPEC module KESE Click on Undo to restore changes to original values Click on Cancel to Undo changes and close window Click on Help to ge help on current window Use TAB key to move to different objects within the window Figure 125 Analog Channel 0 3 Calibration Page 137 of 198 J u D ata Acquisition BO In This Chapter Data Acquisition Overview Creating a New Acquisition Set Opening a Stored Acqu
89. and Terms Page 185 of 198 Extreme Performance Engine Control Acronyms and Terms Acronyms The Table 4 shows the acronyms and their associated meanings PPP Profilelgnition Pickup ere Degrees Before Lop Genter Table 4 A cronym List EPEC Parameters and Terms ACT Sensor Transfer Function 2 dimensional function used to The input or X value to this function is convert from ACT volts to ACT F ACT Volts and the output or Y value is the ACT value 2 dimensional function used to convert from ECT volts to ECT F ECT Sensor Transfer Function The input or X value to this function is ECT Volts and the output or Y value is the ECT value MAF Function Sensor 2 dimensional function used to convert from MAF volts to Air Mass Transfer The input or X value to this function is MAF Volts and the output or Y value is the Air Mass value 2 dimensional function used to TP Sensor Transfer Function The input or X value to this function is TP ACT Fuel Function ACT Spark Function convert from TP volts to Throttle Angle 2 dimensional function used to determine the ACT Fuel multiplier value 2 dimensional function used to determine the ACT Spark adder value Page 186 of 198 Volts and the output or Y value is the TP value The input or X value to this function is ACT and the output or Y value is the ACT Fuel The input or X value to this function is ACT and the output or Y value is the ACT
90. and then the Fuel sub menu and then one of the Analog Channel x Fuel menu items The selected Analog Channel fuel function will then appear See Figure 52 Analog Channel 0 2 Fuel Menu Page 66 of 198 Extreme Performance Engine Control EPEC Control Strategy Window Title Bar E Ford Motorsport SYD Extreme Performance Eile Data Acquisition Data Logging Jools Options Window Help E Fue Spark Part Throttle Fuel Nitrous Oxide wW O T Fuel Main Menu Bar Engine RPM Limits AT Fuel Manual Fuel Spark Control E C T Fuel T F Fuel M AP Fuel An arrow indicates I another level of sub Cranking Fuel menus exist Injector Offset Programmable Outputs Transistianal Fuel Enrichment Analog Channel Calibration Analog Channel 0 Fuel Engine Configuration InputfOutput Configuration Module Configuration Analog Channel 1 Fuel Analog Channel 2 Fuel Main Edit Menu Fuel Sub Menu Figure 52 Analog Channel 0 2 Fue M enu Click on the cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 53 Analog Channel 0 3 Fuel Function Note the original curve is shown in a blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will a
91. ange from CRANK to RUN The Crank to Run Hysteresis is the filter buffer zone so the EPEC module does not switch from one mode to the other due to engine instantaneous acceleration decelerations Page 123 of 198 Extreme Performance Engine Control EPEC Control Strategy The Signature PIP Angle tells the EPEC module what the angular difference is between a normal PIP and the PIP for the number 1 cylinder The EPEC module uses this value to determine the location of the number 1 cylinder Figure 114 PIP Strategy Block Diagram shows how the different parameters are used and calculated The Number of Engine Cylinders PIP Edge Filter PIP Time Filter Signature PIP Angle Crank to Run Transition RPM and Crank to Run Hysteresis are all programmable for your specific application The following table shows typical values for a 5 0L Mustang ome j ej e Crank to Run Transition RPM Crank to Run at 400 RPM Run to Crank at 350 RPM Crank to Run Hysteresis Filter buffer zone for changing modes Signature PIP Angle 13 5 The number 1 cylinder PIP is 13 5 degrees shorter than a normal PIP A normal PIP angle is 360 cylinders Number Of Engine Cylinders Engine Speed Crank Flag Distributor PIP Engine Position Signature PIP Angle Crank to Run Transition RPM Crank to Run Hysterysis Figure 114 PIP Strategy Block Diagram To change the PI
92. ansfer Function The output or Y of the ECT Transfer Function is the temperature that corresponds to the input voltage Figure 98 ECT Sensor Strategy Block Diagram shows the block diagram from the ECT Sensor to the actual ECT F value ECT Sensor gt ECT Volts ECT Transfer Function Figure 98 ECT Sensor Strategy Block Diagram Page 111 of 198 Extreme Performance Engine Control EPEC Control Strategy To change the ECT Transfer Function click on the Edit menu and then the Input Output Configuration sub menu Click on the ECT Transfer Function menu item The ECT Transfer Function will then appear See Figure 99 ECT Transfer Function Menu Window Title Bar Ford Motorsport SYO Extreme Performance File Data Acquisition DeataLogging Tools Options Window Help ZE Fuel Spark Nitrous Oxide aE Main Menu Bar Engine RPM Limits another level of sub Manual Fuel Spark Control menus exist Engine Configuration Inpu put Configuration ACT Transfer Function Module Configuration E C T Transter Function MLAF Transfer Function MAP Transter Function LP Transfer Function T F sensor Configuration FLP Contigration Main Edit Menu Spark Output Configuration Programmable Outputs Analog Channel Calibration Input Output Configuration sub menu Figure 99 ECT Transfer Function M enu Click on the cal y
93. appear see Figure Page 140 of 198 Extreme Performance Engine Control Data Acquisition 129 Open Acquisition Set Dialog Box Select the Acquisition Set you would like to open and click on Open This will open the previously stored Data Acquisition Set Open Acquisition Set x Acquisition Set mm Sample 6 27 96 2 30 00 PM Acquisition Comment Open Cancel Figure 129 Open Acquisition Set Dialog Box D eleting an Acquisition Set The Delete Acquisition Set menu item is used to delete a stored Data Acquisition set When you select this menu item the Delete Acquisition Set dialog box will appear see Figure 130 Delete Acquisition Set Dialog Box Select the Acquisition Set you would like to delete and click on Delete Page 141 of 198 Extreme Performance Engine Control Data Acquisition Delete Acquisition Set E Acquisition Set mm Sample 6 27 96 2 30 00 PM Acquisition Comment F Delete Figure 130 Delete A cquisition Set Dialog Box When you select Delete the Data Acquisition Delete Confirmation dialog box will appear This is your last chance not to delete the selected Data Acquisition Set If you select Yes the Data Acquisition Set will be deleted and cannot be restored See Figure 131 Delete Acquisition Confirmation DELETE ACQUISITION SET Eq Delete Sample 3 6 27 96 2 43 04 PM Figure 131 D dee A cquisition Confirmation Viewing the Data Acquisition
94. as alaptop computer provided that you arethe computer s primary user and that you use only one copy of the EPEC software at a time For more information see your EPEC license agreement IMPORTANT The EPEC software installation program may not require all disks supplied with EPEC for Windows Which disks are specifically used depends on the version of MS Windows you are running IMPORTANT If you use a virus protection program on your computer override it or turn it off before you run the EPEC Setup Program EPEC Setup may not run properly with virus protection turned on After running Setup be sure to restart your virus protection program gt Tolnstall EPEC for Windows Restart your computer Start Microsoft Windows either Windows 95 or Windows 3 1x Insert the disk labeled Disk 1 Setup in driveA From the File menu in the Program M anager Choose Run PB UN Pe Page 13 of 198 Extreme Performance Engine Control Getting Started 5 Typea setup See Figure 2 Setup Program Invocation 6 Press ENTER 7 Follow the Setup instructions on the screen EEI Type the name of a program folder or document and Windows will open it for you Cancel Browse Figure 2 Setup Program Invocation You must install the Acrobat Reader to obtain access to the on line help This is done the first time you run EPEC for Windows If you do not currently have the Acrobat Reader installed EPEC for windows will install it f
95. atable It will reflect the output state of the Logger lamp This value is calibratable by the Module configuration parameters This value is not calibratable It is driven by the Nitrous Oxide Arm Input switch Extreme Performance Engine Control Acronyms and Terms Programmable Output Enable This is a calibration value that will This values are calibratable by the enable or disable the Programmable programmable output channels They are Output Channels provided as a simple method of disabling each of the Programmable Output Channels Throttle Mode The Throttle Mode is a status value This value is not calibratable directly the that indicates which throttle mode the throttle mode is calibratable through the EPEC module is currently in NOTE TP Sensor Configuration parameters You can change the points at which the EPEC module changes from idle to part throttle to wide open throttle in the TP Sensor Configuration Ignition Type The Ignition Type is a calibration This item is calibratable through the switch that tells the EPEC module SPOUT Configuration parameters what type of ignition system you are using EPEC Override Type The EPEC Override Type is a This item is calibratable through the calibration switch that tells the EPEC Module Configuration parameters module how to override the EEC IV module Air Mass The Air Mass is the current indicated This value is not calibratable directly
96. ccept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 67 of 198 Extreme Performance Engine Control EPEC Control Strategy Piel Ed Analog Analog Channel U Channel U Volts Volts Fuel Multiplier 0 000000 0 400000 1 000000 Analog 1 500000 Channel O panoni Fuel Multiplier 2 500000 O 3 000000 3 500000 4 000000 4 500000 Analog Channel 0 Fuel Function Type in a new value and use the arrow keys to change cells Currentlly selected cell is highlighted by an outline box Ss Changes shown mr Ni ss as red dashed line Analog Channel U Yolts Volts Click on Help to get help on current window Click on Accept to record changes and save to the EPEC module Click on Undo to restore changes to original values Click on Close to Undo changes and close window Use TAB key to move to different objects within the window Figure 53 Analog Channel 0 3 Fuel Function Page 68 of 198 Extreme Performance Engine Control EPEC Control Strategy Spark Strategy The spark strategy calculates
97. ck on Help to get help on current window Use TAB key to move to different objects within the window Figure 77 N itrous Spark Retard V alues Throttle Position TP Spark TP Spark is a spark modifier a positive value adds spark a negative value subtracts spark which allows you to modify spark from the base spark as Throttle Angle changes The TP Spark adder is calculated from the TP Spark Function See Figure 78 TP Spark Strategy Diagram Relative TP gt TP Spark Adder TP Spark Figure 78 TP Spark Strategy Diagram NOTE In order for the TP spark function to be functional you must have an TP sensor installed connected and have the correct transfer function programmed into the EPEC module To change the TP Spark Advance click on the Edit menu Once the options appear click on Spark see Figure 79 TP Spark Menu By clicking on the TP Spark menu item the TP Spark function will appear Page 90 of 198 Extreme Performance Engine Control EPEC Control Strategy Window Title Bar X7 Ford Motorsport SYO Extreme Performance File EI Data Acquisition Osata Logging Tools Options Window Help Idle Spark Nitrous Oxide Part Throttle Spark Main Menu Bar Engine RPM Limits WOT Spark Manual Fuel Spark Control ACT Spark 7 oo eee Boost Retard ECT Spark M A F Spark Nitrous Spark Retard Engine Configuration InputfOutput Configuration
98. ctor Offset 58 Transitional Fuel Enrichment TFE 60 Transitional Fuel Enrichment TP Multiplier 62 Programmable Output 0 3 Fuel Multipliers 64 Analog Channel 0 2 Fuel Multipliers 66 Spark Strategy eee 69 Idle Spark Advance 74 Part Throttle Spark Advance 76 WOT Spark Advance 78 Air Charge Temperature ACT Spark 80 Boost Retard 82 Engine Coolant Temperature ECT Spark 84 Manifold Absolute Pressure MAP Spark 86 Nitrous Oxide Spark Retard 88 Throttle Position TP Spark 90 Programmable Output Channel 0 3 Spark 92 Analog Channel 0 2 Spark 94 Nitrous Oxide Strategy 7 eee 96 Nitrous Oxide Globals 98 Nitrous Oxide Stage 1 and Stage 2 Controls 100 Engine RPM Limiters eee 101 Fue Rev Limit 101 Spark Rev Limit 102 Stage Rev Limit 102 M anual Fuel Spark Control eee 104 Engine Configuration eee 106 Input OutputConfiguration ee 109 ACT Transfer Function 109 ECT Transfer Function 111 MAF Transfer Function 113 MAP Transfer Function 115 TP Transfer Function 117 TP Sensor Configuration 120 PIP Configuration 123 Spark Output SPOUT Configuration 126 ModuleConfiguration 2 eee 128 Page 3 of 198 Extreme Performance Engine Control Programmable OutputChannelsO 3 2 eesesesesasiai i lw tltwst 130 DataAcquisition eee 139 DataAcquisitionOverview eae 140 Creating a New Acquisition Set 7 eee 140 O pening a Stored Acquisition Set 7 eee 142 Deleting an Acquisition Set 2 eee 142 Viewing the D ata Acquisition
99. d and MAP Fuel functions are based on the MAP sensor The EPEC Strategy uses the MAP Transfer Function to correlate the voltage read from the MAP Sensor to the actual intake manifold pressure IMPORTANT The EPEC module is not compatible with the Ford MAP sensors Ford MAP sensors cannot measure positive pressure over 30 In of Hg they can only measure manifold vacuum up to 30 In of Hg You MUST use a GM analog type 2 or 3 bar MAP Sensor OR a Chrysler analog type M AP Sensor The MAP sensor is first converted to a voltage MAP Volts This voltage value is then used as the input or X value to the MAP Transfer Function The output or Y of the MAP Transfer Function is the absolute intake manifold pressure that corresponds to the input voltage Figure 104 MAP Sensor Strategy Block Diagram shows the block diagram from the MAP Sensor to the actual Manifold Pressure value There two other values that are calculated Page 115 of 198 Extreme Performance Engine Control EPEC Control Strategy from the MAP Sensor The Boost Pressure and Barometric Pressure are calculated based on the MAP Sensor Barometric Pressure o gt ye MAP Sensor gt MAP Input Voltage Manifold Pressur Boost Pressure MAP Transfer Function Figure 104 M AP Sensor Strategy Block Diagram To change the MAP Transfer Function click on the Edit menu and then the Input Output Configuration sub menu Click on the MAP
100. d between the EEC IV module and the EPEC module These are the injector outputs from the EEC IV module This gives the EPEC module the ability to dynamically select which module will be driving the fuel injectors IMPORTANT The fuel injectors are only driven by the EPEC module when the EPEC is overriding the EEC IV module Otherwise the EEC IV module is driving the injectors and the EPEC module strategy is your calibration is not having any effect on engine operation This includes all fuel calibration parameters contained within the EPEC Module To EEC Power Relay 12v A Injector 1 Injector2 Injector 3 Injector4 Injector5 Injector 6 Injector 7 Injector 8 To EPEC Module Pin C12 To EPEC Module Pin C14 lt To EPEC Module Pin D11 lt To EPEC Module Pin D13 lt J To EPEC Module Pin C11 lt To EPEC Module Pin C13 To EPEC Module Pin D12 To EPEC Module Pin DI4 lt 4 1988 1993 5 0L Mustang Pin Number 1994 1995 5 0L Mustang Pin Number To EPEC Module Pin C7 e Beor _____p To EEC IV Pin 58 gt To EEC IV Pin 58 To EPEC Module Pin C8 HCN Injector To EEC IV Pin 59 4S To EEC IV Pin 59 To EPEC Module Pin C10 4 ppe pectori S To EECV Pin 12 4S To EEC IV Pin 39 To EPEC Module Pin C9 q He pecori To EEC IV Pin 13 4 gt To EEC IV Pin 35 To EPEC Module Pin D9 lt _____FEe ector To BEC IV Pin 14 4S To EEC IV Pin 15 To EPEC Module Pin D10 q4 Mnjector To BEC IV Pin 15 4S To EEC IV Pin 12 To EPEC Module Pin D8 qH ector To BEC IV Pi
101. d on public roads and offers such parts only for track or off highway competitive or performance use Such parts have a special warning label which reads This part has been designated and is intended for off highway applications only Installation on a vehicle intended for use on public roads may violate US Canadian state or provincial laws and regulations including those relating to emission requirements and motor vehicle safety standards NOTE In California this part may legally be used only on a racing vehicle which will never be operated on public roads In addition installation of this part may adversely affect the warranty coverage on you vehicle No Parts Warranty Competition parts are sold as is without any warranty whatsoever Implied warranties including warranties of merchantability or fitness for a particular purpose are excluded The entire risk as to the quality and performance of such parts is with the buyer Should such parts prove defective following ther purchase the buyer and not the manufacturer distributor or retailer assumes the entire cost of all necessary servicing or repair Ford Motor Company vehicle and parts warranties are voided if the vehicle or part is used for competition or if they fail as a result of modification What You Need to Use the EPEC System Computer Requirements for EPEC Software To use the EPEC Calibration Software for Windows you need Any IBM compatible machine wi
102. d with you kit The EPEC system has the EPEC Module an Adapter Harness an Auxiliary Harness and aPC Serial Interface Cable The EPEC system is supplied as a piggy back system to the EEC IV system however if your system requires a standalone type of operation the EPEC system can also fit your needs The EPEC module connects to the EEC IV system through an adapter harness This adapter harness is a T type harness that uses both the EEC IV module and the EPEC module to control the powertrain the engine You can calibrate exactly when the EEC IV module is controlling the engine or the EPEC module is controlling the engine This piggy back arrangement gives you the greatest flexibility and allow you to only control or modify the fuel or spark delivery where you see fit The EPEC adapter harness connects the EPEC and EEC IV modules to the engine sensors and actuators in such a way that the EPEC module can decide which module is to perform the controlling functions for more information on the wiring harness schematics see the EPEC Hardware chapter A small pig tail wiring harness is also supplied with the EPEC system This is for all the auxiliary functions that are supported within the production Ford wiring harness such as nitrous oxide controls analog inputs programmable outputs etc The EPEC module communicates with the EPEC for Windows software through a serial port on your PC Through this link the EPEC system provides all the calibration
103. data acquisition and data logging functionality The EPEC for Windows software is your window or view inside of the EPEC module The EPEC system Is a very flexible control system and its specific operation is entirely up to you Figure 1 EPEC System Block Diagram shows a block diagram of the EPEC system and its connections to the EEC IV system In the next chapters of this book we will take you through the EPEC for Windows user interface EPEC Module Strategy Data Acquisition Data Logging and all the different calibration parameters that are contained within the EPEC module So if you are ready lets take a journey into the EPEC world of engine control Page 11 of 198 Extreme Performance Engine Control Getting Started To EPEC St oo Auxiliary Functions EPEC Module em pone EPEC Adapter Harness Vehicle Wiring Harness Figure 1 EPEC System Block Diagram Off Highway or Racing Use Warning Because US Canadian state or provincial laws and regulations may prohibit removal or modification of components that were installed on vehicles by Ford Motor Company to meet emission requirements or to comply with motor vehicle safety regulations applicable to vehicles manufactured for use on public roads Ford Motor Company recommends that vehicles equipped with parts designated for off highway use not be operate
104. e EET Saak M A F Spark Nitrous Spark Retard Engine Configuration Input Output Configuration Module Configuration Programmable Outputs TP Spark Analog Channel Calibration Analog Channel 0 Spark Analog Channel Spark Analog Channel 2 spark Main Edit Menu Spark Sub Menu Figure 76 Nitrous Spark M enu By clicking on the Nitrous Spark Retard menu item window with a spark retard value for each stage will appear NOTE You can also access the spark retard values for each stage in the Nitrous Oxide Control windows under the Nitrous Oxide Stage 1 or Nitrous Oxide Stage 2 menu items To modify the Nitrous Spark Retard for each stage click on the cell you want to modify and type a new value then move out of that cell using the TAB key See Figure 77 Nitrous Spark Retard Values IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 89 of 198 Extreme Performance Engine Control EPEC Control Strategy Type in a new value and use the arrow keys to change cells A Nitrous Spark Retard Nitrous Stage 1 Spark Retard Nitrous Stage 2 Spark Retard Click on Accept to record changes and save to the EPEC module Click on Undo to restore changes to Urda original values Click on Close to Undo changes Cancel and close window Cli
105. e TAB key to z objects within the Trigger 2 window Delay After On Trigger mS On Fuel Multiplier ON Fuel Multiplier On Spark Adder OFF Condition Tab ETC On Conditions UH Conditions lt Accept Click on Accept to record changes and save to the EPEC module Click on Undo to Click on Close to Click on Help to restore changes to Undo changes get help on original values and close window current window Figure 50 Programmable O utput 0 4 Fuel Function Analog Channel 0 2 Fuel M ultipliers There are 3 Analog Input channels and each of them have a input voltage range of Ov 10v The Analog Channel fuel multipliers can be used to modify fuel delivered to the engine based on any external analog type sensor or input The values entered in these tables are straight multipliers to your fuel flow so a value of 1 1 will deliver 10 extra fuel and a value of 0 9 will deliver 10 less fuel Be careful since this table can make sizable modifications to your fuel flow The Analog Channel Fuel Multiplier is calculated from the Analog Channel Fuel Function see Figure 51 Analog Channel 0 2 Fuel Strategy Diagram Analog Channel 0 2 Volts gt Analog Channel 0 2 Fuel Multiplier Analog Channel 0 2 Fuel Figure51 Analog Channel 0 2 Fuel Strategy Diagram To change one of the Analog Channel s Fuel Function click on the Edit menu
106. e will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 57 of 198 Extreme Performance Engine Control EPEC Control Strategy St Crank Fuel Function Engine Crank Fuel Type in a new value and use the arrow keys Coolant Pui rns to change cells i Changes shown Temperature anti 40 000000 CA ooon 20 000000 0 000000 Currentlly selected 0 000000 cell is highlighted 40 oooo0d by an outline box 60 000000 80 000000 100 000000 120 000000 Current values 140 000000 shown as blue 160 000000 solid line Engine Coolant Temperature F Click on Help to get help on Accept P current window Click on Accept Click on Undo to Click on Close to Usa TAB kay 10 to record changes restore dhandes ia nda chandes move to different and save to the 9 g objects within the original values and close window j EPEC module g window Figure 39 Cranking Fuel Function Injector Offset The Injector Offset Fuel function is a time based function which is an adder to the fuel pulse width which allows you to compensate for different injectors As the battery voltage IS reduced
107. e 101 MAF Sensor Strategy Block Diagram Figure 102 MAF Transfer Function Menu 65 66 66 67 68 12 74 75 76 76 77 78 78 79 SO SO l 82 52 83 84 85 85 86 87 87 S8 89 90 90 9 92 93 94 94 95 96 99 100 101 103 104 105 106 107 108 109 110 III III 112 113 114 114 Page 7 of 198 Extreme Performance Engine Control Figure 103 Figure 104 Figure 105 Figure 106 Figure 107 Figure 108 Figure 109 Figure 110 Figure lll Figure 112 Figure 113 Figure 114 Figure 115 Figure 116 Figure 117 Figure 118 Figure 119 Figure 120 Figure 121 Figure 122 Figure 123 Figure 124 Figure 125 Figure 126 Figure 127 Figure 128 Figure 129 Figure 130 Figure 131 Figure 132 Figure 133 Figure 134 Figure 135 Figure 136 Figure 137 Figure 138 Figure 139 Figure 140 Figure 141 Figure 142 Figure 143 Figure 144 Figure 145 Figure 146 Figure 147 Figure 148 Figure 149 Figure 150 Figure 151 Figure 152 Figure 153 Figure 154 Figure 155 Figure 156 MAF Sensor Transfer Function MAP Sensor Strategy Block Diagram MAP Transfer Function Menu MAP Sensor Transfer Function TP Sensor Strategy Block Diagram TP Sensor Transfer Function Menu TP Sensor Transfer Function TP Sensor Strategy Block Diagram Throttle Modes TP Sensor Configuration Menu TP Sensor Configuration PIP Strategy Block Diagram PIP Configuration Menu PIP Configuration SPOUT
108. e Spark Menu Page 74 of 198 Extreme Performance Engine Control EPEC Control Strategy Window Title Bar Ford Motorsport S O Extreme Performance File Data Acquisition Data Logging Tools Options Window Help Fuel Idle Spark Nitrous Oxide Par Throttle Spark Main Menu Bar Engine RPM Limits WOT Spark Manual Fuel Spark Control ACT Spark DT Boost Retard ECT Spark M A F Spark O Nitrous Spark Retard Programmable Outputs TP Spark Analog Channel Calibration Analog Channel 0 Spark Analog Channel 1 Spark Analog Channel 2 spark Engine Configuration InputfOutput Configuration Module Configuration Main Edit Menu Spark Sub Menu Figure 56 Idle Spark M enu By clicking on the Idle Spark menu item a two dimensional function table will appear for the Idle throttle range Idle is typically from a closed throttle plate to 10 degrees of throttle movement This function table allows you to specify a spark curve based on Engine Speed RPM To modify the Idle Spark Advance function click on the cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 57 Idle RPM Spark Advance Function NOTE You can change either the Spark Advance value or the RPM value EPEC gives you full tuning control Also note the original curve is shown in a blue solid line and the new curve Is displayed ina red dashed line This
109. e Tools Options Window Help New Log Set Open Log Set Delete Log Set ew iol Gena iog Eata OpenGraph Log Data Figure 15 Data Logging M enu Tools M enu The Tools menu only contains 1 menu item the calculator The calculator is the MS Windows calculator that is shipped with Windows This is provided as a convenient way to access it instead of searching though the program manager to find it Figure 16 Tools Menu shows the Tools Menu Page 34 of 198 Extreme Performance Engine Control EPEC for Windows X7 Ford Motorsport S O Extreme Performance File Data Acquisition Data Logging Mie Options Window Help Figure 16 Tools M enu Options M enu The Options Menu contains the following menu items Communications and Units The Options menu is shown in Figure 17 Options Menu This menu can be accessed by either clicking on it with the mouse or pressing Alt O Ford Motorsport SYO Extreme Performance File Edit Data Acquistion Data Logging Tools IS UEGEM window Help Communications Units Display in English Units Display in Metric Units Figure 17 Options M enu Page 35 of 198 Extreme Performance Engine Control EPEC for Windows Communications The Communications menu item is used to select which PC communication port the EPEC module will be connected to This port can be changed at any time and once set will retain that setting until it is changed Communications ports 1
110. e arrow keys to change cells Battery Changes shown Voltage as red dashed line Molts 0 000000 6 000ga r OOOO00 5 000000 Offset 3 OO0000 Adder 10 000000 ie a Ss 11 000000 12 000004 13 000000 14 00000 14 000000 4 D Currentlly selected cell is highlighted by an outline box Injector Current values shown as blue solid line Battery Voltage Walts Click on Help to get help on Accept current window Click on Accept to record changes and save to the EPEC module Click on Undo to restore changes to original values Click on Close to Undo changes and close window Use TAB key to move to different objects within the window Figure 42 Injector Offset Function Transitional Fuel Enrichment TFE The Transitional Fuel Enrichment function is the equivalent to Pump Shot on a carburetor This is required because your foot can move the accelerator and the engine can begin to take in air faster than the Mass Air Flow meter can respond The quicker you move the accelerator the more you will have to compensate The EPEC module measures how fast you move the accelerator by calculating the Throttle Angle Rate deg sec Fuel enrichment is specified in percent This percentage enrichment is applied to the current fuel pulse width You will need to experiment with this on your vehicle Ty
111. e new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window Page 114 of 198 Extreme Performance Engine Control EPEC Control Strategy IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module me Ed M A F Input Air Mass Voltage Lom Hr Molts SG 0 000000 C 100 000000 0 571045 0 884033 1 090942 1 239014 1 466018 1 691040 1 890015 1 989014 2 449951 HAF Sensor fer Function Type in a new value and use the arrow keys to change cells Current values E T shown as blue solid line Currentlly selected cell is highlighted by an outline box Air Mass fLhmHri M A F Input Voltage Molts Click on Help to get help on Accept aia current window Click on Accept to record changes and save to the EPEC module Click on Undo to restore changes to original values Click on Close to Undo changes and close window Use TAB key to move to different objects within the window Figure 103 MAF Sensor Transfer Function M AP Transfer Function The Manifold Absolute Pressure MAP sensor measures the ABSOLUTE manifold pressure in the intake manifold The Boost Retar
112. e the EPEC module cannot drive the cooling fan directly Figure 169 Cooling Fan Schematic shows the schematic diagram for a cooling fan control using a Programmable Output Channel Page 179 of 198 Extreme Performance Engine Control Application Notes To EPEC Module Channel 0 Pin Al Channel 1 Pin A4 Channel 2 Pin A3 ooling Fan Channel 3 Pin A2 Figure 169 Cooling Fan Schematic The second step is to configure the Programmable Output Channel to control the ON and OFF conditions of the cooling fan The ON condition for the cooling fan will use 2 triggers This will provide the cooling fan control with a Wide Open Throttle Cutoff Figure 170 Cooling Fan ON Configuration shows the ON conditions for the cooling fan control The Programmable Output is triggered when the Engine Coolant Temperature ECT is greater than 200 degrees AND the Throttle Mode is not equal to WOT We do not want to delay before turning on the cooling fan so we will set the delay to 0 We do not want to change the spark advance when the Programmable Output stage is ON so we set the Spark Adder value to 0 degrees We do not modify the amount of fuel delivered so we will set the Fuel Multiplier to 1 0 Page 180 of 198 Extreme Performance Engine Control Application Notes Programmable Output Channel O Programmable Output Enable On Trigger Trigger 1 Trigger 2 Delay After On Trigger On Fuel Multiplier On Spa
113. ear The EDIT menu will appear when you open a calibration EPEC for Windows Status Bar The EPEC for Windows status bar is located along the bottom of the desktop window The Status bar is an onscreen display of the currently open calibration and the module connection status The status bar is split into 4 different areas the open calibration name is shown on the left of the status bar The Connected button indicates when the EPEC module is connect to the PC a blank button box means the EPEC for Windows software does see the EPEC module attached to the PC The Powered button indicates when the EPEC module is powered up and ready to communicate a blank button means the EPEC module is not powered The Loaded button indicates if the current open calibration has been written and verified in the EPEC module a blank button means that the current calibration has not been verified in the EPEC module The Metric button indicates which units are currently selected this button will either display English or Metric IMPORTANT Many computers have modems installed If the EPEC for Windows software is using acomm port that is connected to a modem the Connected button may appear Title Bar Ford Motorsport S O Extreme Performance File Edit Deta Acquisition DeataLogging Tools Options Window Help EPEC Menu Bar Currently Selected Units Calibration Loaded Stat
114. ecord changes etera aanas td inao chahies move to different and save to the 9 g objects within the original values and close window EPEC module g window Figure 100 ECT Sensor Transfer Function M AF Transfer Function The Mass Air Flow MAF sensor measures amount of air entering the engine The base fuel amount Idle Part WOT Air Fuel ratio is based on the readings from the MAF sensor The EPEC Strategy uses the MAF Transfer Function to correlate the voltage read from the MAF Sensor to the actual engine air flow The MAF sensor is a hot wire anemometer The EPEC module is compatible with the Ford type MAF sensors The MAF sensor is first converted to a voltage MAF Volts This voltage value is then used as the input or X value to the MAF Transfer Function The output or Y of the MAF Transfer Function is the air mass that corresponds to the input voltage Figure 101 MAF Sensor Strategy Block Diagram shows the block diagram from the MAF Sensor to the actual Air Mass value VERY IMPORTANT The base fuel flow is based on the air flow into the engine This air flow is determined by the MAF Transfer Function If this function is not configured correctly the Air Fuel values in the Idle Part WOT fuel functions will give incorrect results Page 113 of 198 Extreme Performance Engine Control EPEC Control Strategy MAF Transfer Function Figure 101 M AF Sensor
115. ed Dwell TFI CCDTFI Ignition System is selected Typical values for the Dwell Angle are 30 45 degrees and 6 ms 6000 us for CCDTFI The last parameter Spout Level gives you the ability to invert the Spark Output signal for compatibility with other ignition systems The following table shows typical settings for the Soark Output Configuration parameters I a a Use with 1988 1993 5 0L M ustang Use CCDTFI for 1994 1995 5 0L Mustang Ignition Type Standard TFI Dwell Angle Used with Standard TFI ONLY Page 126 of 198 Extreme Performance Engine Control EPEC Control Strategy Parme a Dwell Time Used with CCDTFI ONLY Spout Level Rising Edge Standard Ford Mode To change the Spark Output Configuration Values click on the Edit menu and then the Input Output Configuration sub menu Click on the Spark Output Configuration menu item The Spark Output Configuration Window will then appear See Figure 117 SPOUT Output Configuration Menu Window Title Bar Ford Motorsport SYO Extreme Performance File Data Acquisition DeataLogging Tools Options Window Help Fuel Spark Nitrous Oxide oe An arrow indicates Engine RPM Limits another level of sub Manual Fuel Spark Control gee eae Main Menu Bar Engine Configuration InputOutout Configuration ACT Transfer Function Module Contiquration EU T Transter Function A Treaster Function MAP Transter Function LP Transfe
116. ed product only in accordance with this license agreement 3 COPYRIGHT The SOFTWARE including images applets photographs animation s video audio music and text incorporated into the SOFTWARE is owned by General Systems Research and protected by United States copyright laws and international treaty provisions Therefore you must treat the SOFTWARE like any other copyrighted material eg a book or musical recording except that you either a make one copy of the SOFTWARE solely for backup or archival purposes or b transfer the SOFTWARE to a single hard disk provided you keep the original solely for backup purposes You may not copy the printed materials accompanying the SOFTWARE 4 OTHER RESITRICTIONS You may rent or lease the SOFTWARE but you may transfer the SOFTWARE and user documentation on a permanent basis provided you retain no copies and the recipient agrees to the terms of this license agreement You may NOT reverse engineer decompile or disassemble the SOFTWARE except to the extent such foregoing restriction is expressly prohibited by applicable law Page 16 of 198 Extreme Performance Engine Control Getting Started EPEC System Registration If you would like to be notified of future updates to the EPEC system such as EPEC for Windows upgrades Module upgrades etc fill out the registration form below and we will be happy to send you any future information on the EPEC system EPEC System Registration 97
117. ed spark advance PLUS 10 degrees your base spark advance for a total spark advance of 30 degrees before top dead center If you are using the EDIS ignition system the spark advance will be the sum of all the spark advance values from all the functions tables There is no base timing considerations IMPORTANT All of the spark adders are cumulative so be very cautious if you take advantage of the full flexibility of this system you will have several adders or subtractors to the base spark tables and will more than likely need to look at the Data Acquisition Window or use Data Logging to see the actual spark advance angle The total spark advance value is also clipped internally in the EPEC module between 40 and 50 degrees so if all your tables call for 70 degrees of spark advance the EPEC module will only deliver 50 degrees Page 71 of 198 Extreme Performance Engine Control EPEC Control Strategy Boost Pressure y Boost Retard i Boost Retard p Idle Idle Spark j RPM Spark Adder Engine Speed o Sl Pat Bart Throttle o Spark i Throttle Mode i L wot WOT Spark Manual Spark Angle j Relative TP TP Spark Adder TP Spark po gt E Total Spark Advance i ACT p gt ACT Spark Adder ACT Spark CT Spari Control Type i ECT za yr ECT Spark Adder ECT Spark MAP il p MAP Spark Adder
118. emove your foot so if you lift the system will not come back on To modify the Nitrous Oxide Global calibration parameters go to the Edit menu then the Nitrous sub menu and select Globals See Figure 86 Nitrous Oxide Menu Page 98 of 198 Extreme Performance Engine Control EPEC Control Strategy Window Title Bar Ford Motorsport S O Extreme Performance File BRIS Data Acquisition DataLogging Tools Options Window Help Nitrous Oxide Globals Engine RPM Limits Stage 1 Man Menu Bar Manual Fuel Spark Control stage Engine Configuration lnputfOutput Configuration Module Configuration Nitrous Sub Menu Frogrammable Outputs Analog Channel Calibration An arrow indicates another level of sub menus exist Main Edit Menu Figure 86 Nitrous Oxide M enu Click on the cell you want to modify and type a new value then move out of that cell using the TAB key See Figure 87 Nitrous Oxide Globals At this point you can click on Accept Undo or Cancel Accept will accept the new values Undo will undo the changes and restore the original settings Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 99 of 198 Extreme Performance Engine Control EPEC Control Strateg
119. en the trigger will not be true IMPORTANT If you set the logical value to N A the second trigger condition will be ignored regardless of its configuration IMPORTANT You must be VERY CAREFUL not to program the triggers in such a way that they will turn ON and OFF ata very high rate It is very easy to program an ON trigger and an OFF trigger to simultaneously be true An example of this would be an ON trigger that was set to ON Trigger Engine Speed gt 4000 Page 131 of 198 Extreme Performance Engine Control EPEC Control Strategy OFF Trigger Engine Speed lt 4100 This would cause the output to toggle at a very high rate when the Engine Speed is between 4000 and 4100 rpm probably not a condition that is desirable The third property that must be set is the Delay property This value is programmed in milliseconds and is the time delay from the trigger occurrence to the output being driven This value can be programmed to a value anywhere between 0 ms and 32000 ms 32 seconds The fourth and fifth property to complete the configuration are the Fuel Multiplier and Spark Adder You have the ability to modify the amount of fuel and spark delivered to the engine while the output is ON or OFF IMPORTANT The fuel multiplier is cumulative with all the other fuel multipliers in the system so BE CAREFUL A value 1 1 will richen the fuel amount by 10 and a value o
120. erformance Engine Control EPEC Hardware Indicator Lamp Optional To EPEC Module Pin A6 Stage Rev Limit Enable Switch Figure 157 Stage Rev Limit Schematic Analog Input Schematic Figure 158 shows the schematic for 1 channel of the Analog Input These input channels are used to measure and data log input voltages from external devices such as pressure transducers thermocouples etc These inputs can be logged along with other parameters such as Air Mass Fuel Pulse Width etc They can also be used as a trigger condition for the data logger or an ON or OFF condition for the Programmable Output channels IMPORTANT Many sensors cannot be connected directly to the EPEC Module they must be conditioned by an external device to produce a Ov 10v An example of this type would be a thermocouple You must have an external signal conditioning circuit for the thermocouple used in the application it cannot be connected directly to the EPEC module The Analog Inputs have a range of measurement of Ov 10v DC IMPORTANT Be sure to solder and tape all connections wiring is the most common cause of system problems Page 164 of 198 Extreme Performance Engine Control EPEC Hardware To EPEC Module Channel 0 Pin All Channel 1 Pin A10 Channel 2 Pin A9 External Voltage Source To EPEC Module Channel 0 Pin B11 Channel 1 Pin B10 Channel 2 Pin B9 Figure 158 Analog Input Schematic Computer Interface Schematic Fig
121. es data from the EPEC module you will see the data values changing IMPORTANT You can take data while you are calibrating the EPEC module however this may slow down the response of your computer If you find the computer speed unacceptable while the Data Acquisition Window is taking data you can Stop the Data Acquisition Window from taking data while you are calibrating You do not have to close the Data Acquisition Window to calibrate any parameter within the EPEC module Page 143 of 198 D ata Logging In This Chapter Data Logging Overview New Log Set Open Log Set Delete Log Set N ew Upload Log Data Graphing Log Data Opening Log Data Files Page 144 of 198 Extreme Performance Engine Control Data Logging D ata Logging Overview Data Logging is the high speed internal recording EPEC module parameters Data Logging offers many advantages over the Data Acquisition such as high speed up to 100 samples per second instead of 4 samples per second data is logged internal to the EPEC module and uploaded instead of logged by a computer inside the car You also have the ability to set alog trigger which will start the logging of data Once the data is logged it can be uploaded by the EPEC for windows software for viewing All of the data logging features are controlled through the Data Logging menu See Figure 133 Data Logging Menu IMPORTANT You must have the Logger Arm switch and lamp wired to the EPEC module
122. ess the Nitrous Oxide Arm Switch This switch has two functions when depressed this switch will arm the Nitrous System and when it is released the nitrous timers start For example if your Nitrous Oxide Arm input is connected to the transmission brake when you press the transmission brake the Nitrous Oxide System will arm nitrous indicator lamps will illuminate indicating that the Nitrous System is armed and is ready Once you release the transmission brake the Nitrous Oxide System will activate in the programmed number of Milliseconds So if you entered 50ms N ote 1ms 0 001 seconds and a spark retard of 4 degrees for stage one activation and 1100ms and a spark retard of 6 degrees for stage two The first stage will activate 0 050 seconds after you released the transmission brake and the spark will be retarded 4 degrees The second stage will come on 1 100 seconds after you after you released the transmission brake and the spark will be retarded an additional 6 degrees total 10 degrees 4 degrees from stage one 6 degrees for stage two This is explained further in the table below Time from Comments transmission brake release Car staged at the line transmission brake applied Throttle at WOT total WOT spark advance calibrated to 32 degrees BTC 0 050 sec First stage of Nitrous is activated spark retarded 4 degrees Total Spark advance 28 degrees BTC 1 100 sec Second stage of Nitrous is activated spark retarded 6 additional deg
123. f 0 90 will lean the fuel amount by 10 There is a fuel multiplier for both the ON condition and the OFF condition for each of the Programmable Output channels for a total of 8 fuel multipliers IMPORTANT The spark adder is cumulative with the other spark adders in the system so BE CAREFUL A positive value will add spark advance and a negative value will remove spark advance retard There is a spark adder for both the ON condition and the OFF condition for each of the Programmable O utput channels for a total of 8 spark adders To change the Programmable Output Channel configuration click on the Edit menu and then the Programmable Outputs sub menu Then click on the desired channel number The Programmable Output Window will then appear See Figure 121 Programmable Output 0 4 Menu Page 132 of 198 Extreme Performance Engine Control EPEC Control Strategy Window Title Bar Ford Motorsport S O Extreme Performance File Data Acquisition Data Logging Jools Options Window Help Fuel Spark Nitrous Oxide Main Menu Bar Engine RPM Limits Manual Fuel Spark Control Engine Configuration InputfOutput Configuration Module Configuration Programmable Outputs Channel O Analog Channel Calibration Channel 1 Channel 2 Channel 3 Main Edit Menu Programmable Outputs sub menu Figure 121 Programmable O utput 0 4 M enu To change the Tr
124. ff Switch 2 2 Vehicle Speed Sensor Vehicle Speed Sensor IDM IDM 5 4 4 6 Vehicle Speed Sensor Vehicle Speed Sensor 6 1 7 Engine Coolant Temperature Engine Coolant Temperathre 7 1 21 41 21 O 8 uel Pump Monitor Fuel Pump Monitor 8 O O 41 O Mass Air Flow Mass Air Flow O Gr AIC Clutch Signa a AIC Clutch Signal a O O O 11 canister Purge Contro Se Canister Purge Control i O O O 12 Injector 6 Injector 6 12 O O O O 13 Injector 7 Injector 7 13 O O Injector 8 Injector 8 O a O 4 iers i Injector 5 gt a O 16 Ignition Ground gees Ignition Ground 16 O O 17 elf Test Output OO a T ee ee Self Test Output 17 O O O O 1g Data LIJEN Data 18 O O 19 Data ae ee ees Data 19 o O O 20 Case Ground eg ELI Case Ground 20 O O 21 dle Speed Contro COo Be T TLE Idle Speed Control 21 O a uel Pump Contro HA TIT Fuel Pump Control a oe ax O O i u O 25 Air Charge Temperature Air Charge Temperature 25 O O ey Se VREF a 2 ET RE 2a VREF 5 O O O O 27 R Valve Position OOO O eee EGR Valve Position 27 O O 31 Thermactor Air Bypass E Thermactor Air Bypass 31 O O O 32 High Fan Contro a A PET U KU High Fan Control 32 O O olz GR Valve Regulator TITO Valve Regulator O O 34 ermactor Atr Diverter PET 808 lt 7 4 Thermactor Air Diverter 34 O O O 35 Injector 4 Injector 4 35 oO O O 36 Spark Output EH Spark Output 36 O O a Cle I2v C I2v F ois O O O 16 ND 1E u ND
125. formance Engine Control EPEC Hardware To EPEC Module lt Stage 1 Pin B3 Stage 2 Pin B2 To EPEC Module 4 Stage 1 Pin B1 Stage 2 Pin B4 Nitrous Solenoid S Optional Indicator Lamp To EPEC Module Pin A5 Nitrous Arm Switch To EPEC Module Pin A7 Nitrous Enable Switch Figure 150 N itrous Controls Schematic D iagram Data Logging Schematic Figure 151 shows schematic diagram for the input to the High Speed Data Logger This input circuit consists of a switch and an indicator lamp The switch is used to arm the data logger Once the data logger is armed it will look for the programmed trigger Once the trigger condition is true the EPEC module will then begin taking data The indicator lamp performs 2 functions First it shows when the data logger is armed and is looking for the log trigger to occur Second the indicator lamp will flash when the EPEC Module is currently taking data When the data logging is complete the lamp will stay off NOTE If the ignition switch is turned off before the EPEC module is finished taking data the data set will not be complete however the data can still be uploaded by the calibration software IMPORTANT The data that is logged by the EPEC module is stored in battery backed memory This memory is powered by the Keep Alive 12v power to the EPEC module In order for the data logging function to work properly the Keep Alive power must be connected directly to the vehicle battery P
126. function table allows you to specify a spark curve based on Engine Speed RPM To modify the Idle Spark Advance function click on the cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 69 Boost Retard Function Also note the original curve is shown in a blue solid line and the new curve is displayed ina red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window Page 83 of 198 Extreme Performance Engine Control EPEC Control Strategy IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Boost Retard Function _ oy x Engine Speed Boost Retard Type in a new value Rewin Deg PSN and use the arrow keys to change cells O OOOOOO C O 000000p 500 000000 1000 000000 Currentlly selected i 1500 000000 l cell is highlighted eee E Ee 2000 000000 by an outline box DegiPSh 2500 000000 2000 000000 3500 000000 4000 000000 4500 000000 5000 000000 Engine Speed Revwhir Click on Help to Accept get help on i c
127. g Fuel Function and the Spark Timing is fixed at base timing The Fuel Cut Flag is a status flag that indicates when the EPEC module is in fuel cut mode This flag is set when the Fuel Rev Limiter is active The Nitrous Enable Input Switch is the current state of the Nitrous Oxide Enable Switch When the switch is closed this input is connected to be ground and this value will Enabled Page 188 of 198 Acronyms and Terms This function is only used when the Throttle Mode is equal to WOT The input or X value to this function is RPM and the output or Y value is the Desired A F Ratio This function is only used when the engine is under boost The input or X value to this function is RPM and the output or Y value is the Boost Retard in deg psi The input or X value to this function is MAP and the output or Y value is the MAP Fud The input or X value to this function is Analog Channel 0 2 volts and the output or Y value is the Analog Channel 0 2 Spark Adder The input or X value to this function is Analog Channel 0 2 volts and the output or Y value is the Analog Channel 0 2 Fuel Multiplier This parameter should be set to Enabled This parameter should be set to Enabled This value is not calibratable directly itis calibrated by the Crank to Run transition RPM and the Crank to Run Hysteresis values This value is not calibratable directly itis calibrated by the Fuel RP
128. g the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 79 of 198 Extreme Performance Engine Control A WOT RPM Spark Function Current values shown as blue solid line Changes shown as red dashed line Engine Speed Rev Min Accept Click on Accept to record changes and save to the EPEC module Click on Undo to restore changes to original values Engine Speed R P M Spark ae RewMin Adder PBTC to change cells 0 000000 1000 000000 1500 000000 2000 000000 2500 000000 3000 000000 3500 000000 4000 000000 4500 000000 5000 000000 5500 000000 Click on Close to Undo changes and close window Figure 63 Wide Open Throttle RPM Spark Advance Function Air Charge Temperature ACT Spark ACT Spark is a spark modifier a positive value adds spark a negative value subtracts spark which allows you to modify spark from the base spark as air inlet temperature changes The ACT spark function is supplied for driveability
129. ge 38 of 198 EPEC Control Strategy In This Chapter Fuel Strategy Base Fuel Idle Part Throttle WOT Air Fuel Ratio Fuel Modifiers Air Charge Temperature ACT Fuel Engine Coolant Temperature ECT Fuel Throttle Position TP Fuel Manifold Absolute Pressure MAP Fuel Cranking Fuel Injector Offset Transitional Fuel Enrichment TFE Transitional Fuel Enrichment TP Multiplier Programmable Output 0 3 Fuel Multipliers Analog Channel 0 2 Fuel Multipliers Spark Strategy Idle Spark Advance Part Throttle Spark Advance WOT Spark Advance Air Charge Temperature A CT Spark Boost Retard Engine Coolant Temperature ECT Spark Manifold Absolute Pressure MAP Spark Nitrous Oxide Spark Retard Throttle Position TP Spark Programmable Output Channel 0 3 Spark Analog Channel 0 2 Spark Nitrous Oxide Strategy Nitrous Oxide Globals Nitrous Oxide Stage 1 and Stage 2 Controls Engine RPM Limiters Fuel Rev Limit Spark Rev Limit Stage Rev Limit Manual Fuel Spark Control Engine Configuration Input Output Configuration Extreme Performance Engine Control EPEC Control Strategy ACT Transfer Function ECT Transfer Function MAF Transfer Function MAP Transfer Function TP Transfer Function TP Sensor Configuration PIP Configuration Spark Output SPOUT Configuration Module Configuration Programmable Output Channe s 0 3 Analog Channels 0 2 Calibration Page 40 of 198 Extreme Performance Engine Control EPEC Control Strategy Fuel
130. ghted by an outline box Current values shown as blue solid line hlanifold Pressure in H Click on Help to get help on current window Accept Click on Accept to record changes and save to the Click on Undo to restore changes to original values Click on Close to Undo changes and close window Use TAB key to move to different objects within the EPEC module window Figure 36 M AP Fuel Function Cranking Fuel The Cranking Fuel function is a time based value which allows you to modify your delivered fuel amount at crank The value entered in the Cranking Fuel function is the pulse width delivered to the injectors every cylinder event Start with a low value and increase gradually until the engine fires You must be careful not to make this value to large or engine flooding or even cylinder bore washing can result Cranking fuel is a function of Engine Coolant Temperature and colder starting conditions will most likely require more Cranking Fuel The Cranking Fuel PW is calculated from the Cranking Fuel Function see Figure 37 Cranking Fuel Strategy Diagram IMPORTANT When the engine is in Crank mode fuel delivery is shut off at Wide Open Throttle gt Cranking Fuel PW Cranking Fuel Figure 37 Cranking Fuel Strategy Diagram Page 56 of 198 Extreme Performance Engine Control EPEC Control Strategy
131. gure 84 Analog Channel 0 2 Spark Menu Page 94 of 198 Extreme Performance Engine Control EPEC Control Strategy Window Title Bar X7 Ford Motorsport SYO Extreme Performance File EI Data Acquisition Osata Logging Tools Options Window Help Idle Spark Nitrous Oxide Part Throttle Spark Main Menu Bar Engine RPM Limits WOT Spark Manual Fuel Spark Control ACT Spark 7 oo eee Boost Retard ECT Spark M A F Spark Nitrous Spark Retard Engine Configuration InputfOutput Configuration Module Configuration Programmable Outputs TP Spark Analog Channel Calibration Analog Channel 0 Spark Analog Channel 1 Spark Analog Channel 2 spark Main Edit Menu Spark Sub Menu Figure 84 Analog Channel 0 2 Spark M enu Click on the cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 85 Analog Channel 0 3 Spark Function Note the original curve is shown in a blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC m
132. harness adapter does NOT contain the ECT circuit therefore connections between the ECT signal and the EPEC Module must be made by you The ECT readings from the EPEC module are always available even when EEC IV is controlling the engine IMPORTANT The readings seen on the ECT Sensor from the EPEC module are always available however the EPEC readings do not reflect the readings taken by the EEC IV module N one of the readings taken by EEC IV are available to the EPEC module or software IMPORTANT Be sure to solder and tape all connections wiring is the most common cause of system problems To EEC IV Module Pin 7 ECT and EPEC Module Pin B8 ECT Sensor o t To EEC IV Module Pin 46 SIGRTN Figure 155 ECT Sensor Schematic M AF Sensor Schematic Figure 156 shows the schematic wiring diagram for the Mass Air Flow Sensor All of this wiring is contained within the wiring harness adapter provided with the EPEC kit this wiring diagram is provided for reference There are 2 different wiring harness adapters depending on the EPEC kit required 1988 1993 5 0L Mustang or 1994 1995 5 0L Mustang Both adapters are shown There are 4 circuits associated with the MAF Sensor Once the wiring harness adapter is installed into the vehicle the MAF and MAF Return signals are routed from the MAF sensor to both the EEC IV Page 162 of 198 Extreme Performance Engine Control EPEC Hardware module and the EPEC module The other 2 circuits are t
133. he ACT Transfer Scalar C Function C u Current Engine Coolant Temperature determined from the ECT Transfer Function Current Manifold Absolute Pressure determined from the MAP Transfer Function Page 42 of 198 Extreme Performance Engine Control EPEC Control Strategy Analog Channel 0 3 Scalar Current input voltage on each of the Volts Analog Channels Desired Air Fuel Scalar Current Desired Air Fuel Ratio based on Throttle Mode and one of the 3 tables Idle Fuel Part Throttle Fuel or WOT Fuel TP Fuel Scalar Current Throttle Position Fuel Multiplier determined from the TP Fuel Function ACT Fuel Scalar Current Air Charge inlet Temperature Fuel Multiplier determined from the ACT Fue Function ECT Fuel Scalar Current Engine Coolant Temperature Fuel Multiplier determined from the ECT Fuel Function MAP Fuel Scalar Current Manifold Absolute Pressure Fuel Multiplier determined from the MAP Fuel Function Analog Channel 0 2 Scalar Current Analog Channel 0 2 Fuel Fuel Multipliers determined from each of the Analog Channel 0 2 Fuel Function Throttle Angle Rate Scalar Current Throttle Angle Rate determined from the Relative Throttle Position Transitional Fuel Scalar Current Transitional Fuel Enrichment Enrichment based on Base Transitional Fuel function Transition TP Fuel Scalar Current Transitional TP Fuel Multiplier based on the TP Correction function Transitional Fuel Scalar Current Trans
134. he EPEC module Engine Speed The Engine Speed is the current This value is not calibratable It is driven engine speed in RPM by the distributor PIP signal RPM Spark Adder The RPM Spark Adder is the current This value is not calibratable directly It is value of the RPM spark calibrated through one the 3 functions Idle Spark Part Throttle Spark or WOT Spark depending on the current Throttle Mode TP Fuel Multiplier The TP Fuel Multiplier is the current This value is not calibratable directly It is value of the TP Fuel Multiplier calibrated through the TP Fuel Function Manifold Pressure The Manifold Pressure is the current This value is not calibratable directly It is value of the intake manifold pressure calibrated through the MAP Transfer in In of Hg Function MAP Input Voltage The MAP Input Voltage is the current This value is not calibratable This value value of the of the MAP Sensor isdriven by the MAP Sensor voltage Throttle Angle Rate The Throttle Angle Rate is the current This value is not calibratable This value value of the Throttle Angle Rate is driven by how fast the throttle is opened TP Spark Adder The TP Spark Adder is the current This valueis not calibratable directly It is value of the TP Spark Adder calibrated through the TP Spark Function Number Of EngineCylinders TheNumber of Engine Cylinders tells This value is calibratable through the the EPEC module how many Engine Conf
135. he cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 27 ACT Fuel Function N ote the original curve is shown in a blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 49 of 198 Extreme Performance Engine Control EPEC Control Strategy Mm ACT Fuel Function Type in a new value and use the arrow keys to change cells mE Fuel ier i m Air Charge JA C T Temperature Multipl Changes shown Fi i de fed dasnaa ling 40 000000 2 000000 20 000000 5 0 000000 Currentlly selected AET SA 20 000000 cell is highlighted Fuel i 40 oooood by an outline box Multiplier t 0 000000 y 50 000000 100 000000 Current values shown as blue 120 000000 solid line 140 000000 160 000000 Air Charge Temperature F Click on Help to get help on Accept current window IGE on JAGGEPI
136. he indicator lamp does not require more than 0 5 amps of current Figure 166 Shift Lamp Schematic shows the schematic diagram for a shift indicator lamp using a Programmable Output Channel Page 177 of 198 Extreme Performance Engine Control Application Notes Shift Lamp To EPEC Module Channel 0 Pin Al Channel 1 Pin A4 Channel 2 Pin A3 Channel 3 Pin A2 Figure 166 Shift Lamp Schematic The second step is to configure the Programmable Output Channel to control the ON and OFF conditions of the shift lamp The ON condition for the shift lamp will only use Engine Speed as the trigger You could use other conditions such as Throttle Mode depending on the functionality you require Figure 167 Shift Lamp ON Configuration Shows the ON conditions for the Shift Lamp control The Programmable Output is triggered when the Engine Speed is greater than 5200 rom We do not want to change the Spark advance when the Programmable Output stage is ON so we set the Spark Adder value to 0 degrees We will not modify the amount of fuel delivered so we will set the Fuel Multiplier to 1 0 Programmable Output Channel 0 Programmable Output Enable On Trigger Trigger 1 Fw p Trigger 2 Delay After On Trigger On Fuel Multiplier On Spark Adder On Conditions Off Conditions Accept Undo Close Help Figure 167 Shift Lamp ON Configuration The OFF condition for the shift lamp
137. he power and ground connections to the MAF Sensor IMPORTANT The readings seen on the MAF Sensor from the EPEC module are always available even if EEC IV is running the engine however the EPEC readings do not reflect the readings taken by the EEC IV module None of the readings taken by EEC IV are available to the EPEC module IMPORTANT Be sure to solder and tape all connections wiring is the most common cause of system problems To EEC Power Relay 12v To EEC IV Pin 50 MAF lt _MAP o and EPEC Module Pin D3 ass Air Flow Sensor To EEC IV Module Pin 9 MAFRTN q_ _MAFRTIN NN and EPEC Module Pin C2 Figure 156 M AF Sensor Schematic Stage Rev Limiter Schematic Figure 157 shows schematic diagram for the input to the Stage Rev Limiter This input circuit consists of a switch connected between the EPEC pin A6 and ground The switch is used to enable the Stage Rev Limiter 2 step The Stage Rev Limiter will be enabled whenever the Stage Rev Limit switch is depressed This switch should be a normally open momentary switch IMPORTANT The Stage Rev Limiter is ONLY functional when the EPEC module is running the engine If EEC IV is running the engine the Stage Rev Limiter is not functional You must calibrate the Stage Rev Limiter value higher than the EEC IV Override Engine Speed IMPORTANT Be sure to solder and tape all connections wiring is the most common cause of system problems Page 163 of 198 Extreme P
138. high speed type outputs such as additional injectors Below is a list of some possible output functions that the Programmable Output Channels can control e Cooling Fan Controls e Electric Water Pump Control e Fuel Pump Control e Additional Nitrous Oxide Stages e Alternator Cutout e Air Conditioning Compressor Cutout e Burnout RPM range indicator e Shift Lamp e Transmission Shift Control These outputs are driven by the EPEC software and have a resolution update rate of approximately 2 4 milliseconds The Programmable Output Channels are all identical in function and any of the 4 channels can be used for any function you wish There are 4 different calibration properties to the Programmable Output channels for both the ON condition and the Page 130 of 198 Extreme Performance Engine Control EPEC Control Strategy OFF condition The Programmable Output channels provide a ground path through the EPEC module to the external load that you connect This means to connect an indicator lamp for example you would connect one terminal of the lamp to 12v and the other terminal of the lamp to one of the Programmable Output Channels see EPEC Hardware chapter The ON condition means the ground path is supplied and the OFF condition means the ground path is open The first property is the Trigger Enable property The channel must be Enabled before it will be functional If the channel is not enabled all
139. however it will affect vehicle repeatability If you are experiencing detonation at elevated temperatures and a higher octane fuel is not available then you can use this parameter to subtract spark advance retard to a level where the detonation disappears The ACT Spark adder is calculated from the ACT Spark Function See Figure 64 ACT Spark Strategy Diagram ACT Spark Figure 64 ACT Spark Strategy Diagram EPEC Control Strategy mE E Currentlly selected cell is highlighted by an outline box Click on Help to get help on current window Use TAB key to move to different objects within the window gt ACT Spark Adder Page 80 of 198 Extreme Performance Engine Control EPEC Control Strategy NOTE In order for the ACT spark function to be functional you must have an ACT sensor installed connected and have the correct transfer function programmed into the EPEC module To change the ACT Spark Advance click on the Edit menu Once the options appear click on Spark see Figure 65 ACT Spark Menu By clicking on the ACT Spark menu item the ACT Spark function will appear Window Title Bar Ford Motorsport S O Extreme Performance File Data Acquisition DeataLogging Tools Options Window Help uu Fuel Idle Spark i Nitrous Oxide Part Throttle Spark Main Menu Bar Engine RPM Limits WOT Spark Manual Fuel Spark Control ACT
140. i O Ke O OCS ERS eee OCS g 41 41 O 42 A C Pressure Switch AIC Pressure Switch SS 2 O O alai Left EGO Sensor Left EGO Sensor i O O a 0 43 lt Right EGO Sensor OE Ee aeS e Right EGO Sensor U Cs O 45 Barometric Pressure Sensor T TTJJ Barometric Pressure Sensor 45 O O O 46 Signal Return SERRE T S T eee Signal Return 46 O O O 47 Throttle Position E T T POENE NE H Throttle Position 47 O O Q 48 elf Test Input SSS T S TST Self Test Input 48 O O u CU de ZONU S O ka O 40 20 50 Mass Air Flow Mass Air Flow 50 20 Q Q 54 WOT A C Cut Control WOT A C Cut Control 54 55 Low Fan Control SSS T SSTT mw Fan Control 55 Jaa oe E ector Injector 1 60 GND GND 60 To EPEC Module mh D1 Cl Cl Maid 12v U ass Air Flow ttt pen Open PIP Output Spark Output Extreme Performance Engine Control EPEC Hardware Page 173 of 198 Application N otes In This Chapter Programmable Output A pplication N otes Adding an Additional Nitrous Oxide Stage Controlling Shift Lamp Controlling a Cooling Fan Controlling a Fue Pump Page 174 of 198 Extreme Performance Engine Control Application Notes Programmable O utput A pplication N otes This section details some of the common applications that can be implemented with the Programmable Output Channels Though not a complete list these should get you started with your own applications Adding an Additional Nitrous Oxide Stage The EPEC module provides a
141. ick on Undo to Click on Close to a to record changes 7 n move to different restore changes to Undo changes i PA and save to the e objects within the original values and close window EPEC module window Figure 109 TP Sensor Transfer Function TP Sensor Configuration The Throttle Position TP Configuration values include three parameters Idle gt Part Breakpoint Part gt WOT Breakpoint and the Throttle Mode Hysteresis These three parameters are used by the EPEC Module to determine the current operating throttle mode The Idle gt Part Breakpoint is the throttle angle at which the EPEC Module changes from Idle to Part Throttle The Part gt WOT Breakpoint is the throttle angle at which the EPEC Module changes from part throttle to WOT The Throttle M ode Hysteresis is the amount of throttle angle that is used as a filter buffer zone so the EPEC does not switch from one mode to the other due to the noise on the TP signal line Figure 110 TP Sensor Strategy Block Diagram shows how the Throttle M ode is determined using the Throttle Mode Configuration values Figure 111 Throttle Modes shows how the Throttle Mode Configuration values relate to actual throttle movement The blue section as shown is the Idle area of throttle movement The red section as shown is the Part Throttle area of throttle movement and the green section as shown is the Wide Open Throttle area of
142. igger Enable value select the down arrow on the right side of the box and select Enable or Disable To change the trigger you must first select the parameter category for the parameter list i e fuel Spark etc then select the desired parameter in the trigger Once you select the desired parameter you must select the operator that will be used as the comparison These operators depend on the parameter you select The table below shows all the operator types however not all of these operators will be available for all the parameters available O perator Operator M eaning Symbol gt Greater Than Page 133 of 198 Extreme Performance Engine Control Once the parameter and the operator are selected you must enter a value that will be used in the comparison type a new value then move out of that cell using the TAB key See Figure 122 Programmable Output Channels 0 4 ON Conditions and Figure 123 Programmable Output Channels 0 4 OFF Conditions IMPORTANT If you select Imm or Nvr as the comparison type the parameter and the constant values are ignored Programmable Output Channel 0 rogrammable Output Enable _ Enable Disable Channel Trigger 1 Trigger 2 Delay After On Trigger mS ON Trigger Filter On Fuel Multiplier ON Fuel Multiplier On Spark Adder ON Spark Adder BIC OFF Condition Tab On Conditio
143. iguration parameters cylinders the engine has Engine Displacement The Engine Displacement value tells This value is calibratable through the the EPEC module the displacement of Engine Configuration parameters the engine Injector Size The Injector Size value tells the EPEC This value is calibratable through the module the size of the injectors Engine Configuration parameters attached to the EPEC module Page 191 of 198 Extreme Performance Engine Control Acronyms and Terms The Fuel Rev Limit value tells the Fuel Rev Limit Stage Rev Limit Nitrous Stage 1 Spark Retard Nitrous Stage 2 Spark Retard Nitrous Stage 1 Minimum RPM Nitrous Stage 1 Delay Nitrous Stage 2 Minimum RPM Nitrous Stage 2 Delay Nitrous ON Throttle Angle Nitrous OFF Throttle Angle Spark Rev Limit Desired Air Fuel Ratio EPEC module where you would like to cut fuel When the Engine Speed is above this value the Fuel Cut Flag will be set The Stage Rev Limit value tells the EPEC module where you would like to set the Stage Rev Limiter This rev limiter is only active when the Stage Rev Limit input switch input is grounded The Nitrous Stage 1 Spark Retard value tells the EPEC module how much to retard spark advance when the Stage 1 Nitrous is activated The Nitrous Stage 2 Spark Retard value tells the EPEC module how much to retard spark advance when the Stage 2 Nitrous is activa
144. in order for the D ata Logging features to operate See EPEC Hardware Chapter Ford Motorsport S O Extreme Performance File Edit Data Acquisition QR tiem Tools Options Window Help New Log Set Open Log Set Delete Log Set Hew El sj etate Cag Mata OpenfGraph Log Data Figure 133 Data Logging M enu New Log Set The New Log Set menu item is used to configure a new Data Log Set When you select this menu item the New Log Set dialog box will appear see Figure 134 New Data Log Set Dialog Box Log Parameters and Figure 135 New Data Log Set Dialog Box Log Trigger Creating a new Log Set is a 2 step process you must select the parameters you wish to Data Log and configure the trigger that will start the data logging To select the parameters to data log select the Parameter Category The Parameter Category is used to sort the Available Parameters by a logical grouping As you change the Parameter Category the Available Parameters list will change You should become familiar with the Parameter Categories and the Available Parameters in each category Page 145 of 198 Extreme Performance Engine Control Data Logging New Log Set Parameter Category Available Parameters Selected Parameters Add Remove Total Sample Time Seconds Humber of Samples Sample Rate 0 0 Samples Second Hax Samples O Log Parameters Log Trigger Accept Urda Close Help Figure 134 N ew Data Log Set
145. indow Title Bar Ford Motorsport SYO Extreme Performance File Data Acquisition Data Logging Jools Options Window Help Fuel Spark Nitrous Oxide Main Menu Bar Engine RPM Limits Manual Fuel Spark Control Engine Configuration InputfOutput Configuration Module Configuration Programmable Outputs Channel O Analog Channel Calibration Channel 1 Channel 2 Channel 3 Main Edit Menu Programmable Outputs sub menu Figure 81 Programmable O utput Spark M enu Click on the On Spark Adder or on the Off Conditions tab then the Off Spark Adder cell and type a new value then move out of that cell by using the tab key See Figure 82 Programmable Output 0 4 Spark Function At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 93 of 198 Extreme Performance Engine Control Programmable Output Channel 0 Programmable Output Enable On rigger Trigger 1 Trigger 2 Delay After On Trigger mS On Fuel Multiplier ON Spark Adder On Spark Adder ETC
146. irectly to the nitrous oxide solenoids The current draw of typical nitrous oxide solenoids is too high for the EPEC M odule to activate directly and damage may occur Once your Nitrous Oxide system hardware is wired which includes the Nitrous Oxide Arm Switch the device to trigger or start the Nitrous timers which typically can be a transmission brake button clutch switch or line lock button nitrous oxide solenoids Nitrous Oxide Indicator Lamps and Nitrous Oxide Enable switch the calibration is quite simple as described below IMPORTANT Be sure to solder and tape all connections wiring is the most common cause of system problems The EPEC system allows for two stages of nitrous oxide controls Each stage is activated turned on after a programmable time delay once the trigger is activated There are two steps to Arm the Nitrous Oxide system First you must enable the Nitrous System by closing the Nitrous Oxide Enable Switch Page 96 of 198 Extreme Performance Engine Control EPEC Control Strategy IMPORTANT The Nitrous Oxide Enable switch cannot be ON when the EPEC module is powered up If it is the Nitrous System will not ARM when the Nitrous Oxide Arm Switch is depressed If the Nitrous Oxide Enable Switch is ON when the EPEC module is powered up you must turn the switch off then back on again This is done intentionally to protect against accidental Nitrous O xide discharge Secondly you must depr
147. is a short cut to close all open windows instead of closing each one manually The Tile menu item is used to tile all open windows within the desktop window The Cascade menu item will arrange all open windows in the desktop on top of each other but they are still accessible Below the Cascade menu item is a list of all open windows on the desktop You can use this list to bring the window to the top if it is open but not visible Page 36 of 198 Extreme Performance Engine Control EPEC for Windows Ford Motorsport SYD Extreme Performance File Edt Data Acquisition Data Logging Tools Options Window Help Minimize Close Ctrl F5 Close All Ctrl F 6 Tile Cascade 1 Idle RPM Air Fuel Function 2 Idle RPM Spark Function Figure 19 Window M enu Help M enu The Help Menu contains menu items associated with the help system The Help menu is shown in Figure 20 Help Menu This menu can be accessed by ether clicking on it with the mouse or pressing Alt H From the Help menu you can open different parts of the EPEC Users Guide or you can open the entire book on line You do not have a carry a large printed book with you to the track To Access any of the Help topics simply click on the topic you want or press the hot key while holding down the Alt key Page 37 of 198 Extreme Performance Engine Control EPEC for Windows F Ford Motorsport S O Extreme Performance Help on Help Figure 20 Help M enu Pa
148. isition Set Deleting an Acquisition Set Viewing the Data Acquisition Window Page 138 of 198 Extreme Performance Engine Control Data Acquisition D ata Acquisition Overview Data Acquisition is the on screen view of internal EPEC module parameters This can be used to watch parameters within the EPEC module for calibration system debug or any other purpose Data Acquisition is a very easy way to find out how the EPEC module is controlling the system The data acquisition screen is updated 4 times a second depending on the speed of your computer If you require more resolution you have to use the Data Logging feature which takes samples of data at a very high rate see Data Logging chapter Data Acquisition is completely controlled from the Data Acquisition Menu on the EPEC for Windows Desktop See Figure 126 Data Acquisition Menu Ford Motorsport S O Extreme Performance Pieri Data Logging Tools Options Window Help New Acquisition Set Open Acquisition Set Delete Acquisition Set Figure 126 Data Acquisition M enu Creating aNew Acquisition Set The New Acquisition Set menu item is used to configure a new data acquisition set When you select this menu item the New Acquisition Set dialog box will appear see Figure 127 New Acquisition Set Dialog Box To create a new acquisition set you must select the parameters you wish to view This is a 2 step process the parameter category is used to sort the av
149. itional Fuel PW based on PW Transitional Fuel Enrichment and Transitional TP Fuel values Fuel Pulse Width Scalar Current Fuel Pulse Width that is being delivered to the engine Table 1 Fuel Strategy Parameters IMPORTANT All of the fuel multipliers are cumulative so be very cautious if you take advantage of the full flexibility of this system you will have several multipliers to the base fuel tables and will more than likely need to look at the D ata Acquisition Window or use Data Logging to see the actual requested A F ratio and or Fuel Pulse Width Page 43 of 198 Extreme Performance Engine Control Engine Speed Injector Size Air Mass Battery Voltage gt Injector Offset Injector Offset j ride Idle Fuel j O Part Engine Speed Part Throttle Desired A F O Fuel Throttle Mode i _ WOT pm WOT Fuel Relative TP gt pm gt TP Fuel TP Fuel ACT P gt ACT Fuel ACT Fuel ECT gt po M gt ECT Fuel ECT Fuel MAP gt pm yr MAP Fuel MAP Fuel Analog Channel 0 Volts gt Analog Channel 0 Fuel Analog Channel 0 Fuel i Analog Channel 0 Volts gt Analog Channel p Analog Channel 1 Fuel 1 Fuel j Analog Channel 0 Volts gt Analog Channel 2 Fuel Analog Channel 2 Fuel Programmable Output 0 Fuel Programmable Output 1 Fuel Programmable Output 2 Fuel Programmable Outpu
150. k on the cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 109 TP Sensor Transfer Function N ote the original curve is shown in a blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 119 of 198 Extreme Performance Engine Control EPEC Control Strategy A T FP Sensor Xfer Function lel ES T F Input Absolute Type in a new value Voltage Throttle and use the arrow keys to ch U volts Pasition Deg aaa 0 000000 TO 000000 0 533252 0 666626 Currentlly selected Absolute I J 0 999575 cell is highlighted Throttle 1 333252 Py AM AUNE Box Pasition 1 666504 Deg T 1 999756 Current values 2333130 shown as blue i solid line 2 RRS 2 999756 T F Input Voltage Molts Click on Help to get help on current window Accept lick on A ii Use TAB key to alieko peep Cl
151. l Undo and close the window Page 116 of 198 Extreme Performance Engine Control EPEC Control Strategy IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module HAP Sensor fer Function Jof x nifold PSSUTE He M A P Input hla Type in a new value Voltage Pr and use the arrow keys to change cells volts ln 0 000000 10 0000000 0 306030 0 430054 Currentlly selected aa 1 Aa cell is highlighted Manifold 3 415039 by an outline box Pressure m i i 3 904053 iln H F i 4 400024 Current values 4 896973 shown as blue solid line 4 096973 4 896973 hLALP Input voltage Molts Click on Help to Accept get help on current window Click on Accept Click on Undo to Click on Close to to record changes restore changes to Undo changes angled toe original values and close window EPEC module g Use TAB key to move to different objects within the window Figure 106 MAP Sensor Transfer Function TP Transfer Function The Throttle Position TP sensor measures the angular throttle opening There are several values calculated from the TP sensor including Absolute TP Relative TP Throttle Angle Rate and TP Mode Absolute TP is the absolute throttle opening assuming a starting point of O degrees
152. l 0 Programmable Output Enable On Trigger Trigger 1 Trigger 2 Delay After On Trigger mS On Fuel Multiplier On Spark Adder On Conditions I UH Conditions Accept Undo Close Help Figure 173 Fuel Pump ON Configuration Page 183 of 198 Extreme Performance Engine Control Application Notes The OFF condition for the fuel pump will also use Time Since Last PIP as the trigger condition Figure 174 Fue Pump OFF Configuration shows the OFF condition for the fuel pump control The Programmable Output is triggered when the Time Since Last PIP is greater than 1 500 000 microseconds 1 5 seconds There is no delay before it will turn off so we will set the delay to 0 0 We will not retard spark when the Programmable Output turns off so we set the Spark Adder value to 0 0 We will also not modify fuel so we set the Fuel Multiplier to 1 0 Programmable Output Channel 0 OFF Trigger Trigger 1 Trigger 2 Delay After OFF Trigger mS Off Fuel Multiplier Off Spark Adder On Conditions Off Conditions Accept Undo Close Help Figure 174 Fuel Pump OFF Configuration This example is shown to give an idea of how to control a fuel pump The actual configuration you use to control the fuel pump may be slightly different from this example depending on how you may want to control the fuel pump Page 184 of 198 Acronyms and Terms In This Chapter Acronyms EPEC Parameters
153. l Calibration Figure 13 Edit M enu Data Acquisition M enu The Data Acquisition Menu contains the following menu items New Acquisition Set Open Acquisition Set and Delete Acquisition Set The Data Acquisition menu is shown in Figure 14 Data Acquisition Menu This menu can be accessed by either clicking on it with the mouse or pressing Alt D Data Acquisition is an on screen display of internal EPEC parameters For more information on Data Acquisition see the EPEC for Windows chapter Ford Motorsport S O Extreme Performance File Edt Semi ea Data Logging Tools Options Window Help Set New Acquisition Open Acquisition Set Delete Acquisition Set Figure 14 Data Acquisition M enu Page 33 of 198 Extreme Performance Engine Control EPEC for Windows D ata Logging M enu The Data Logging M enu contains the following menu items New Log Set Open Log Set Delete Log Set New Upload Log Data and Open Graph Log Data The Data Logging menu is shown in Figure 15 Data Logging Menu This menu can be accessed by either clicking on it with the mouse or pressing AIt L The Data Logging menu is used to setup upload and display the data that is recorded internally within the EPEC module For more information on Data Logging see the Data Logging chapter Ford Motorsport S O Extreme Performance File Edit Data Acquisition enigs pele
154. l using the TAB key See Figure 120 Module Configuration At this point you can click on Accept Undo or Cancel Accept will accept the new values Undo will undo the changes and restore the original settings Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 129 of 198 Extreme Performance Engine Control EPEC Control Strategy A Module Configuration Click on Accept to record changes and save to the E P E C Override Type EPEC module Condition E P E C Override Engine Speed crept Click on Undo to RFM restore changes to original values E F E L Override Throttle Angle indo Undo changes and close window Cancel Click on Help to get help on current window Use TAB key to move to different objects within the window Figure 120 M odule Configuration Programmable Output Channels 0 3 The EPEC module contains 4 Programmable Output Channels These channels can be used to drive indicator lamps external loads or relays These output functions can be used to control anything from a simple control such as a fuel pump to more complex functions such a third stage of Nitrous Oxide output These outputs are limited to low speed type operations and cannot be used to drive
155. libration parameters contained within the EPEC M odule To Ignition Switch CRANK To Ignition Switch 12v A A gt Coil Wire to Distributor To EEC IV Pin 4 IDM lt To EPEC Module Pin D5 PIP lt To EPEC Module Pin C6 SPOUT lt o om SPOUT SHORTING PLUG da TFI Module To EPEC Module Pin C15 and EEC IV Pin 16 IGNGND lt To Engine Block 1988 1993 5 0L Mustang 1994 1995 5 0L Mustang To EPEC Module Pin D6 4 _ PTo EEC IV Pin 36 gt To EEC IV Pin 36 To EPEC Module Pin C5 To EEC IV Pin 56 gt To EEC IV Pin 56 Figure 147 Ignition System Schematic Programmable O utput Schematic Figure 148 and Figure 149 show a typical schematic of one programmable output channel There are two ways of wiring a programmable output depending on the current requirements of the load which ts to be driven Each channel of the programmable outputs is capable of driving 0 5 amp of current If the load is less than 0 5 amps such as an Indicator lamp the load can be connected directly to the EPEC Module as shown in Figure 149 If the load current is greater than 0 5 amp then a relay must be used because the EPEC Module will not drive the load directly as shown in Figure 148 IMPORTANT Be sure to solder and tape all connections wiring is the most common cause of system problems Page 157 of 198 Extreme Performance Engine Control EPEC Hardware To EPEC Module lt Channel 0 Pi
156. ll disappear Then click on Accept in the New Upload Log Data Dialog Box EPEC for Windows will then begin to upload the data from the EPEC module A progress bar will be displayed to indicate the uploading progress Enter File Name for Enter File Name for Log Data RAR Data Enter File Name for Log Data RAR File name Folders ox c extreme logdata Cancel Network U I Read only Save file as oo Figure 141 N ew U pload Log D ata File N ame D ialog Box Graphing Log D ata The Open Graph Log Data menu item is used to graph logged data from the EPEC module When you select this menu item the Extreme Graph application will appear see Figure 142 Extreme Graph Desktop Logged data is stored as individual files on your hard disk These files are used by the graphing program provided with EPEC for Windows These files can also be loaded by spreadsheet programs such as M icrosoft Excel for more advanced graphing Page 151 of 198 Extreme Performance Engine Control Data Logging dt Extreme Graph File Options Window Graph Menu Bar Open Log file button Figure 142 Extreme Graph D esktop O pening Log Data Files To open a log data file click either on the Open Log File button on the Extreme Graph toolbar or select File then Open When you select Open the Open Log Data File dialog box will appear see Figure 143 Open Log Data Dialog Box To open a sto
157. ly from a sensor Calibratable Functions Scalars Boost Retard 2 dimensional function Used when the engine is under boost to determine the Boost Retard per psi Idle Spark 2 dimensional function Used when the Throttle Mode is Idle to determine Spark advance Part Throttle Spark 2 dimensional function Used when Throttle Mode is Part Throttle to determine Spark advance WOT Spark 2 dimensional function Used when the Throttle M ode is WOT to determine Spark advance ACT Spark 2 dimensional function Used to determine the ACT Spark adder ECT Spark 2 dimensional function Used to determine the ECT Spark adder MAP Spark 2 dimensional function Used to determine the MAP Spark Adder Analog Channel 0 2 Spark 2dimensional function Used when to determine the Analog Channel 0 2 Spark adders Programmable Output 0 3 Scalar There are 2 spark adders for each Spark channel ON and OFF spark adders TP Spark 2 dimensional function Used to determine the TP Spark adder Page 69 of 198 Extreme Performance Engine Control EPEC Control Strategy Name Type N otes Nitrous Stage 1 Spark Scalar Used when the Nitrous Oxide Stage 1 is active to retard spark Nitrous Stage 2 Spark Scalar Used when the Nitrous Oxide Stage 2 is active to retard spark Manual Spark Angle Scalar Used only in Manual Control as the Total Spark Advance Control Type Calibration Switch Used to specify the Control Type ether Automatic
158. ment and Injector Size To modify the Engine Configuration parameters go to the Edit menu then select Engine Configuration See Figure 93 Engine Configuration M enu Page 106 of 198 Extreme Performance Engine Control EPEC Control Strategy Window Title Bar Ford Motorsport S O Extreme Performance File Data Acquisition DeataLogging Tools Options Window Help Fuel spark Nitrous Oxide mite i i iton Main Menu Bar Engine RPM Limits Engine Configuraiton Menu item Manual Fuel Spark Control Engine Configuration InputfOutput Configuration Module Configuration Frogrammable Outputs Analog Channel Calibration An arrow indicates another level of sub menus exist Main Edit Menu Figure 93 Engine Configuration M enu Click on the cell you want to modify and type a new value then move out of that cell using the TAB key See Figure 94 Engine Configuration At this point you can click on Accept Undo or Cancel Accept will accept the new values Undo will undo the changes and restore the original settings Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 107 of 198 Extreme Performance Engine Control S Engine Configuration Number of Engine Cylinders E
159. menu item the Export Calibration dialog box will appear see Figure 9 Export Calibration Dialog Box To export a calibration click on the calibration you want to export in the calibration list then click on the revision of that calibration you want to export The current selections should be highlighted then click on the Export button The Cancel button will close the Export Calibration dialog box The Help button will open the on line help for the Export Calibration dialog box Export Calibration El Calibrations Default Calibration Revision Notes Export Cancel Figure 9 Export Calibration Dialog Box Page 30 of 198 Extreme Performance Engine Control EPEC for Windows Once you select the Export button the Export Calibration Save dialog box will appear See Figure 10 Export Calibration Save Dialog Box Type the MS DOS path and file name in the File Name box and select OK to save the selected calibration asa MS DOS file IMPORTANT Once the calibration is exported to a MS DOS file you can import the calibration on another computer Enter Export Path and File Name EE File name Folders ox c Lextreme Cancel Network z I Read only List files of type Drives Figure 10 Export Calibration Save Dialog Box Import Calibration The Import Calibration menu item is used to import an exported MS DOS file to a calibration This is used
160. module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 125 of 198 Extreme Performance Engine Control EPEC Control Strategy A PIP Configuration Click on Accept to record changes and save to the EPEC module Crank to Run Transition RPM Socept Click on Undo to restore changes to original values Crank to Run Hysterpsis Click on Cancel to Undo changes and Signature PIF Angle close window Click on Help to get Cancel help on current Help window Use TAB key to move to different objects within the window Figure 116 PIP Configuration Spark Output SPOUT Configuration The Spark Output SPOUT Configuration values include the following parameters Ignition Type Dwell Angle Dwell Time and SPOUT Level These four parameters are used by the EPEC Module to determine the current Spark Output mode of operation The Ignition Type parameter gives you the ability to select three different types of ignition systems The EPEC module supports the Standard TFI Ignition system Computer Controlled Dwell TFI Ignition System and the Ford Distributorless Ignition System EDIS The Dwell Angle and Dwell Time values are not used at the same time by the EPEC module The Dwell Angle is used ONLY when the Standard TFI Ignition System is selected The Dwell Time is used ONLY when the Computer Controll
161. n Module Configuration Analog Channel 7 Fuel Analog Channel 2 Fuel Main Edit Menu Fuel Sub Menu Figure35 MAP Fug M enu Click on the cal you want to modify and type a new value then move out of that cell using the arrow keys See Figure 36 MAP Fuel Function Note the original curve is shown in a blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 55 of 198 Extreme Performance Engine Control EPEC Control Strategy SWAP Fuel Function if WAP Fuel Pressure hultiolier MEE Chances shown NN ia a ae ln Hay d dashed lt eit ma 0 000000 C2 oooh 5 000000 10 000000 MAP 15 000000 Fuel 4 20 000000 Wultiplier 25 000000 O 30 000000 a Eee eee eee eee ae 35 000000 40 000000 45 000000 50 000000 Type in a new value and use the arrow keys to change cells Manifold Currentlly selected cell is highli
162. n 42 gt To EEC IV Pin 13 To EPEC Module Pin D7 q FECI Iyector8 BEC IV Pin 52 gt To EEC IV Pin 14 Figure 146 Fuel Injector Output Schematic Spark Output Schematic Figure 147 shows the schematic wiring diagram for the ignition system control All of this wiring is contained within the wiring harness adapter provided with the EPEC kit this wiring diagram iS provided for reference There are 2 different wiring harness adapters depending on the EPEC kit required 1988 1993 5 0L Mustang or 1994 1995 5 0L Mustang Both adapters are shown There are 3 circuits associated with the ignition system control Once the wiring harness adapter is installed into the vehicle the SPOUT output is routed from the EPEC module to the TFI Ignition Module The GNGND is routed from the TFI Ignition Module to both the EPEC Module and the EEC IV Module The last circuit is the EEC IV SPOUT signal This signal is routed between the EPEC Module and the EEC IV Module This gives the EPEC module the ability to dynamically select which module will be driving the ignition system Page 156 of 198 Extreme Performance Engine Control EPEC Hardware IMPORTANT The ignition system is only driven by the EPEC module when the EPEC is overriding the EEC IV module Otherwise the EEC IV module is driving the ignition system and the EPEC module strategy is your calibration is not having any effect on engine operation This includes any spark ca
163. n Al Channel 1 Pin A4 Channel 2 Pin A3 Channel 3 Pin A2 To EPEC Module Channel 0 Pin Al Channel 1 Pin A4 Channel 2 Pin A3 Channel 3 Pin A2 Figure 149 Programmable O utput Schematic without relay Nitrous Controls Schematic Figure 150 shows the inputs to the Nitrous Oxide Control System and one stage of the outputs The nitrous solenoids must be driven by a relay since most nitrous oxide solenoids have a very low impedance typically 2 8 ohms There are two indicator lamp outputs to the nitrous oxide control system These lamps indicate when the nitrous oxide system is armed and ready to Operate There are two inputs to the nitrous oxide control system first is the Nitrous Oxide Enable Switch and the Nitrous Arm Switch The Nitrous Oxide Enable Switch is used to enable and disable the nitrous oxide system The nitrous oxide enable is a switch connected between EPEC pin A7 and ground This is a normally open switch The second input to the nitrous oxide control system is the Nitrous Oxide Arm Switch This switch is connected between EPEC pin A5 and ground however this switch must be a normally open momentary type switch An optional indicator lamp is shown connected in parallel with the nitrous oxide solenoid This indicator lamp will turn on whenever the nitrous oxide solenoid is activated IMPORTANT Be sure to solder and tape all connections wiring is the most common cause of system problems Page 158 of 198 Extreme Per
164. n B7 MAP GM or Chrysler Type To EEC IV Module Pin 46 SIGRTN Figure 153 M AP Sensor Schematic ACT Sensor Schematic Figure 154 shows the schematic wiring diagram for the Air Charge Temperature Sensor The connections between the sensor and the EEC IV module are contained within the production wiring harness The EPEC kit contains the same wiring harness adapter as the Ford Motorsport Extender The Extender wiring harness adapter does NOT contain the ACT circuit therefore connections between the ACT signal and the EPEC Module must be made by you The ACT readings from the EPEC module are always available even when EEC IV is controlling the engine IMPORTANT The readings seen on the ACT Sensor from the EPEC module are always available however the EPEC readings do not reflect the readings taken by the EEC IV module N one of the readings taken by EEC IV are available to the EPEC module or software Page 161 of 198 Extreme Performance Engine Control EPEC Hardware To EEC IV Module Pin 25 ACT and EPEC Module Pin A8 ACT Sensor o t To EEC IV Module Pin 46 SIGRTN Figure154 ACT Sensor Schematic ECT Sensor Schematic Figure 155 shows the schematic wiring diagram for the Engine Coolant Temperature Sensor The connections between the sensor and the EEC IV module is contained within the production wiring harness The EPEC kit contains the same wiring harness adapter as the Ford Motorsport Extender The Extender wiring
165. nd close window Use TAB key to move to different objects within the EPEC module window Figure 75 MAP Spark Advance Function Nitrous Oxide Spark Retard Nitrous Oxide Spark Retard is only a spark subtractor a positive value subtracts spark which allows you to retard spark from the base spark when each stage of Nitrous Oxide is activated There are two values for Nitrous Oxide Spark Retard one for each stage of nitrous the E P E C controls These two values are additive i e if stage one Is calibrated for 5 degrees retard and stage 2 is calibrated for 7 degrees retard and both stages of Nitrous Oxide are activated a total of 12 degrees of spark will be removed from the base spark Page 88 of 198 Extreme Performance Engine Control EPEC Control Strategy NOTE In order for the Nitrous Oxide Controls to be functional the Nitrous Enable Switch Nitrous Arm Switch Throttle Position Sensor and each stage of Nitrous Oxide must be connected to the EPEC module To change the Nitrous Spark Retard click on the Edit menu Once the options appear click on Spark see Figure 76 Nitrous Spark Menu Window Title Bar Ford Motorsport SYO Extreme Performance File Data Acquisition DeataLogging Tools Options Window Help Fuel Idle Spark Nitrous Oxide Part Throttle Spark Main Menu Bar Engine RPM Limits WOT Spark Manual Fuel Spark Control ACT Spark oo eee COCO terr
166. ngine Displacement Cubie_Inches Injector Size LbrnHr Unde Cancel Help Use TAB key to move to different objects within the window Figure 94 Engine Configuration Page 108 of 198 EPEC Control Strategy Click on Accept to record changes and save to the EPEC module Click on Undo to restore changes to original values Click on Cancel to Undo changes and close window Click on Help to get help on current window Extreme Performance Engine Control EPEC Control Strategy Input O utput Configuration There are 6 basic sensors for the EPEC system These are Air Charge Temperature Sensor ACT Engine Coolant Temperature Sensor ECT Mass Air Flow Sensor MAF Manifold Absolute Pressure Sensor MAP Throttle Position Sensor TP and Profile Ignition Pickup PIP from the distributor The Input Output Configuration allows you to enter values for each of these sensors These values describe each of the sensors to the EPEC module These values should only be entered once and should only change if you install new hardware The default configuration has standard 86 93 5 0L MAF Mustang or 1994 and 1995 5 0L MAF Mustang configurations The EPEC module is compatible with all Ford Sensors except the MAP sensor which must be a GM or Chrysler analog type MAP sensor Ford MAP sensors are not capable of measuring positive manifold pressure or boost however G
167. ngine will have the spark advance and Air Fuel you have specified so be sure you are ready for these values The engine should be running with the EPEC module connected to the IBM PC To change either Air Fuel or Spark advance click on the desired cell and type in your new value then move out of that cell using the TAB key See Figure 92 Manual Fuel Spark Control At this point you can click on Accept Undo or Cancel Accept will accept the new values Undo will undo the changes and restore the original settings Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 105 of 198 Extreme Performance Engine Control EPEC Control Strategy A Manual Fuel Spark Control Control Type Click on Accept to record changes Manual A F Ratio and save to the EPEC module Manual Spark Angle Accept Click on Undo to Manual Control Condition ATE restore changes to original values Click on Cancel to Undo changes and close window Cancel Click on Help to get help on current window Use TAB key to move to different objects within the window Figure 92 M anual Fuel Spark Control Engine Configuration The Engine Configuration allows you to specify the Number of Cylinders Engine Displace
168. ns Window Help dle Fue Spark Part Throttle Fuel Nitrous Oxide wW O T Fuel Main Menu Bar Engine RPM Limits AT Fuel Manual Fuel Spark Control E C T Fuel T F Fuel ba Fuel An arrow indicates another level of sub Cranking Fuel menus exist Injector Offset Programmable Outputs Transistianal Fuel Enrichment Analog Channel Calibration Analog Channel 0 Fuel Engine Configuration InputfOutput Configuration Module Configuration Analog Channel 1 Fuel Analog Channel 2 Fuel Main Edit Menu Fuel Sub Menu Figure 29 ECT Fue M enu Click on the cell you want to modify and type a new value then move out of that cell using the arrow keys See Figure 30 ECT Fuel Function Note the original curve is shown in a blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 51 of 198 Extreme Performance Engine Control EPEC Control Strategy S E CT
169. ns j Off Conditions lt Accept Unda Click on Accept to record changes and save to the EPEC module Click on Undo to restore changes to original values Click on Close to Undo changes and close window EPEC Control Strategy Use TAB key to move to different objects within the window Figure 122 Programmable O utput Channels 0 4 ON Conditions Page 134 of 198 Click on Help to get help on current window Extreme Performance Engine Control EPEC Control Strategy Programmable Output Channel 0 OFF Trigger Filter Use TAB key to move to different objects within the Delay After UM Trigger window mS Off Fuel Multiplier OFF Fuel Multiplier Off Spark Adder OFF Spark Adder ON Condition Tab OFF Condition Tab On Conditions OM Conditions Accept Urda Click on Accept to record changes and save to the EPEC module Click on Undo to Click on Close to Click on Help to restore changes to Undo changes get help on original values and close window current window Figure 123 Programmable O utput Channels 0 4 OFF Conditions At this point you can click on Accept Undo or Cancel Accept will accept the new values Undo will undo the changes and restore the original setting
170. odule is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 95 of 198 Extreme Performance Engine Control EPEC Control Strategy amp Analog Channel 0 Spark Function Pi fel EF Analog Analog Tupe in o Mani Channel 0 Channel O ene USE MIE ATOME O Ey as ee h U IE TU Volts volts Spark Adder SNES mm aan Changes shown 3 000000 as red dashed line 3 500000 Currentlly selected Analog a Ld 4 000000 cell is highlighted channel U 4 500000 by an outline box Spark E ee Ke 5 000000 ATC 5 500000 Current values 6 O00000 shown as blue 6 500000 solid line 7 000000 10 000000 Click on Help to get help on current window Accept Click on Accept Click on Undo to Click on Close to to record changes restore changes to Undo changes and save to ne original values and close window EPEC module g Use TAB key to move to different objects within the window Figure 85 Analog Channel 0 3 Spark Function Nitrous Oxide Strategy The EPEC module has built in Nitrous Oxide Controls This will enables you to have the computer turn on the Nitrous Oxide System and retard spark advance for you You will have to wire the output from the computer to a relay system which turn on your Nitrous System CAUTION Do not connect the output from the EPEC module d
171. on name You can enter any notes for the new revision in the New Calibration Comment box or you can enter them later from the Open Calibration dialog box When you click on the OK button the currently open calibration will be saved as a new calibration IMPORTANT If the EPEC module is connected to the PC when you open a calibration it WILL be written to the EPEC module NOTE You are not limited to the MS DOS 8 3 file naming convention you can enter revision and calibration names up to 32 characters in length You can include any characters including spaces Page 28 of 198 Extreme Performance Engine Control EPEC for Windows Save Calibration As Current Cal Default Calibration Current Rev 1998 1993 5 0L Must EJ New Calibration Name Initial Revision Name New Calibration Name Your Choice New Revision Name Your Choice ok New Calibration Comment Cancel Help Figure 7 Save Calibration As Dialog Box Close Calibration The Close Calibration menu item is used to close the currently opened calibration If you close the calibration and changes have been made EPEC for windows will warn you that you have made changes and ask if you would like to save the changes Select Yes or No If you select Yes the Save Calibration dialog box will appear D elete Calibration The Delete Calibration menu item is used to delete stored calibrations When you select
172. onfirmation IMPORTANT You cannot delete any of the log sets from the MS DOS prompt These log sets are all stored in a single file and cannot be deleted from the MS DOS prompt DELETE LOG SET ET Delete Sample 1 117 13 96 12 12 45 4M Figure 139 D dete Log Set Confirmation N ew U pload Log Data The New Upload Log Data menu item is used to upload logged data from the EPEC module When you select this menu item the New Upload Log Data dialog box will appear see Figure 140 New Upload Log Data Dialog Box Logged data is stored as individual files on your hard disk These files are used by the graphing utility provided with EPEC for Windows and can be loaded by spreadsheet programs such as Microsoft Excel for more analyzing Page 150 of 198 Extreme Performance Engine Control Data Logging Hew Log Data Using Log Set 11 13 96 12 12 45 AM Upload Log Data to File Hame Log Data Comment Accept Mu Cancel ee Help of Figure 140 N ew U pload Log Data Dialog Box To save the log data to a file first enter any comments you desire then click on the Browse File Name button When you click on this button another dialog box will appear so you can select the file name to store the logged data Type the desired name in the File Name entry box and click OK See Figure 141 New Upload Log Data File Name Dialog Box When you select OK the New Upload Log Data File Name Dialog Box wi
173. ools Options Window Help dle Fue Spark Part Throttle Fuel Nitrous Oxide wW O T Fuel Main Menu Bar Engine RPM Limits AT Fuel Manual Fuel Spark Control E C T Fuel Encine Conf T F Fuel ngine Configuration MAP Fuel An arrow indicates Input Clutput Configuration l another level of sub Cranking Fuel menus exist Injector Offset Programmable Outputs Transistianal Fuel Enrichment Analog Channel Calibration Analog Channel 0 Fuel Module Configuration Analog Channel 1 Fuel Analog Channel 2 Fuel Main Edit Menu Fuel Sub Menu Figure 23 Idle Part WOT Fue M enu Page 46 of 198 Extreme Performance Engine Control EPEC Control Strategy By clicking on one of the options Idle Fuel Part Throttle Fue or WOT Fuel a two dimensional function table will appear for the requested fuel range This function table allows you to specify an Air Fuel curve based on Engine Speed RPM The three functions Idle Part WOT allow you to specify a different Air Fuel curve for each operating condition Recommended starting points for each function are shown in Table 2 Recommended Air Fuel Ratios O perating Range Recommended Air Fuel Idle Air Fuel Ratio 13 0 1 to 14 0 1 Depends on camshaft overlap Part Throttle Air Fuel Ratio 12 5 1to 15 0 1 Depends on camshaft overlap and fuel economy WOT Air Fuel Ratio 11 0 1 to 13 5 1 for optimal power Table 2 Recommended
174. or Manual N on Calibratable V alues Engine Speed Current Engine Speed Throttle Mode Scalar Current Throttle Mode based on Relative Throttle position Relative Throttle Position Scalar Current Relative Throttle Position relative to initial Throttle Position ACT Current Air Charge inlet Temperature ECT Current Engine Coolant Temperature Boost Pressure Current intake manifold boost pressure Boost Retard Scalar Current boost retard based on Boost Retard Function TP Spark Scalar Current Throttle Position Spark adder based on TP Spark Function ACT Spark Scalar Current ACT Spark adder based on ACT Spark Function ECT Spark Scalar Current Engine Coolant Temperature Spark adder based on ECT Spark Function Analog Channel 0 2 Spark Scalar Current Analog Channel 0 2 Spark adder based on Analog Channel 0 2 Spark Functions Total Spark Advance The total spark advance delivered to the engine Table 3 Spark Strategy Parameters Page 70 of 198 Extreme Performance Engine Control EPEC Control Strategy IMPORTANT If you are using a distributor type ignition system the actual spark advance will be the sum of all the spark advance values from all the tables PLUS your initial set Base Spark Advance Typically you should set Base Spark Advance to 10 degrees before top dead center Thus if your total spark advance from the EPEC module is delivering 20 degrees you will be delivering 20 degrees your request
175. or you If the Acrobat installation program starts follow the directions on the screen Starting and Quitting EPEC for Windows Software Starting EPEC for Windows 1 In Windows 3 1 or 3 11 open the program group Ford Motorsport Extreme Performance 2 Double click the Ford Motorsport EPEC icon OR 1 In Windows 95 click the Start button on the Task Bar 2 Click the Programs menu 3 Select the Ford Motorsport EPEC menu item 4 Select the Ford Motorsport EPEC program item For information about using your computer s operating system or the mouse see your Windows system documentation Once you ve started EPEC for Windows the EPEC desktop will appear after the program loads This is your interface to the EPEC Control Module All calibration configuration logging etc will be performed by using the EPEC menu Quitting EPEC for Windows 1 Select the File Menu on the EPEC desktop menu 2 Select the Exit menu item OR Page 14 of 198 Extreme Performance Engine Control Getting Started 1 Hitthe x key while holding down the ctrl key lt ctrl x gt Page 15 of 198 Extreme Performance Engine Control Getting Started EPEC for Windows License Agreement Authorized Licenses 1 IMPORTANT READ CAREFULLY By opening the sealed packet s OR exercising your rights to make and use copies of the SOFTWARE as may be provided for below you agree to be bound by the terms of this General Systems Research
176. otes Used to determine the MAP Fuel Multiplier Used to determine the each of the Analog Channel 0 2 Fuel Multiplier Used to determine the Fuel PW in crank mode Name MAP Fuel Type 2 dimensional function Analog Channel 0 2 Fuel Crank Fuel 2 dimensional function 2 dimensional function Used to determine the Base Transitional Fuel Enrichment Used to determine the Transitional Fuel TP Correction Base Transitional 2 dimensional function Fuel TP Correction 2 dimensional function Scalar Programmable 0 3 Fuel There is 2 fuel multipliers for each channel an ON and OFF fuel multiplier Scalar Manual Air Fuel Scalar Ratio Injector Size Used to specify injector size Used to specify desired A F in manual mode Control Type Scalar Used to specify the Control Type either Automatic or Manual N on Calibratable Values Base Transitional Scalar This value is the current Base Fuel Enrichment Transitional Fuel amount Engine Speed Current Engine Speed Air Mass Scalar Current Air Mass determined by the MAF Transfer Function Battery Voltage Current Battery Voltage Throttle Mode Scalar Current Throttle Mode Idle Part Throttle or WOT based on the Relative Throttle Position Relative Throttle Scalar Current Throttle Position relative to Position theinitial Throttle Position Scalar Current Air Charge inlet Temperature determined from t
177. ou want to modify and type a new value then move out of that cell using the arrow keys See Figure 100 ECT Sensor Transfer Function Note the original curve is shown in a blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 112 of 198 Extreme Performance Engine Control EPEC Control Strategy A E CT Sensor Ster Function Iof x E C T Input Engine E in es Hae ana use the arrow Keys Ka Voltage Coolant mere cele as red dashed line alts Temp erature 0 312500 B00 oooga 0 625000 260 000000 Seea 0 937500 250 000000 cell is highlighted 1 250000 by an outline box 1 562500 132 000000 1 675000 120 000000 2 107500 105 000000 2 500000 50 000000 2 012500 6 000000 3 125000 61 000000 ECT irgi voltage Veli Click on Help to get help on Accent current window iGO ACCEPI Click on Undo to Click on Close to TE so BS to r
178. park advance so if you have 10 degrees base spark and 16 degrees specified in this cell then you will actually have 26 degrees of spark delivered to the engine If you are running the EDIS ignition system the value specified here will reflect the actual spark advance To modify the Manual Fuel Spark Control parameters go to the Edit menu then select M anual Fuel Spark Control See Figure 91 Manual Fuel Spark Control Menu Page 104 of 198 Extreme Performance Engine Control EPEC Control Strategy Window Title Bar I Ford Motorsport SYO Extreme Performance File Data Acquisition Data Logging Tools Options Window Help Evel park Nitrous Oxide Engine RPM Limits Manual Fuel Spark Control Main Menu Bar Engine Contiquratian Manuel Fuel Spark Control M It InputfOutput Configuration ace Module Configuration Programmable Outputs Analog Channel Calibration An arrow indicates another level of sub menus exist Main Edit Menu Figure 91 M anual Fuel Spark Control M enu To use the Manual Fuel Spark control the Control Type must be set for Manual Control If the Control Type is set to Automatic Control the Manual A F Ratio and Manual Spark Angle values are not used To change the Control Type click on the down arrow in the box and click on Manual Operation Once you do this the e
179. pically transient engine response Is worse at low engine speeds however if your vehicle has good transient response with the base fuel calibration do not play with this parameter too much The Base Transitional Fuel is calculated from the Base Transitional Fuel Enrichment Function see Figure 43 Base Transitional Fuel Strategy Diagram Page 60 of 198 Extreme Performance Engine Control EPEC Control Strategy Throttle Angle Rate gt Transitional Fuel Enrichment Base Transitional Fuel Figure 43 Base Transitional Fuel Strategy Diagram NOTE The TFE percent enrichment value uses the current fuel pulse width to calculate the additional fuel delivered This additional fuel is added and delivered to the engine with the normal fuel injector pulses The Transitional Fuel Enrichment value is calculated as follows FuelPulseWidth ms TransitionalFuelPulseWidth ms X TFE X TFETPMultiplier To change the Transitional Fuel Enrichment Function click on the Edit menu and then the Fuel sub menu and then the Transitional Fuel sub menu Click on the Base Transitional Fuel menu item The Base Transitional Fuel function will then appear See Figure 44 Transitional Fuel Enrichment Menu Window Title Bar I Ford Motorsport S O Extreme Performance Eile Data Acquisition Data Logging Tools Options Window Help ale Fue Spark Part Throttle Fuel Nitrous Oxide wW O T Fuel Main Menu
180. provided for manual transmissions many times the rev limiters are hit during a shift This will turn off the nitrous oxide so it will not be flowing while the engine is being rev limited Once the engine RPM is below this value the nitrous system will re activate This parameter is provided so the nitrous system does not oscillate during a shift This parameter is not calibratable it is only provided for reference This value is not calibratable directly itis calibrated by all of the spark functions This value is not calibratable directly itis calibrated by all of the fuel functions This value is not calibratable It is only provided for reference This value is not calibratable It is driven by the external device connected each of the channels This value is calibratable through the Module Configuration parameters This value is calibratable through the PIP Configuration parameters This value is calibratable through the SPOUT Configuration parameters This value for most systems should be set to 45 deg Extreme Performance Engine Control Acronyms and Terms Parameter Term Dwell Time The Dwell Time is the length of time This value is calibratable through the the spark output signal is left on SPOUT Configuration parameters This value for Ford ignition systems should be set to 6 ms 6000 Manual A F Ratio The Manual A F Ratio is the Air Fuel This value is calibratable through the
181. put OFF Nitrous Configuration shows the OFF condition for the 3rd stage of Nitrous Oxide control The Programmable Output is triggered when the 2nd stage of nitrous turns off and will not delay after the 2nd stage turns off We will not retard spark when the Programmable Output turns off so we set the Spark Adder value to 0 0 We will also not modify fuel so we set the Fuel Multiplier to 1 0 Page 176 of 198 Extreme Performance Engine Control Application Notes Programmable Output Channel 0 OFF Trigger Trigger 1 Trigger 2 Delay After OFF Trigger mS OFF Fuel Multipher OFF Spark Adder On Conditions OM Conditions Accept Undo Close Help Figure 165 Programmable O utput OFF Nitrous Configuration This example is shown only to give an idea of how to add additional nitrous oxide output stages The actual configuration you use to add nitrous oxide output stage may be slightly different from this example depending on how you may want to control the 3rd stage of nitrous oxide Controlling Shift Lamp The EPEC module does not provide a shift lamp control strategy however you can implement a shift lamp using a Programmable Output Channel This application note will detail how to implement a shift lamp control directly from the EPEC Module The first step in creating shift lamp control is to fabricate the wiring required for the shift lamp Indicator lamps can be driven directly from the EPEC Module if t
182. quired Injector Duty Cycle The Injector Duty Cycle is the current This value should be kept under 95 duty cycle of the injectors however it is driven by the current air fuel setting and all of the fue multipliers Boost Pressure The Boost Pressure is the current boost This value is not calibratable It is driven the engine is under in psi by the MAP sensor MAP Fuel Multiplier The MAP Fua Multiplier is the This value is not calibratable directly It is current value of the MAP Fue calibrated through the MAP Fua Multiplier Function Transitional Fuel PW The Transitional Fuel PW value is the This valueis not calibratable directly itis amount of additional fuel PW the calibratable thorough the Base EPEC is delivering to the engine Transitional Fuel and the TP Correction Functions Transitional TP Fuel The Transitional TP Fuel Multiplier is This valueis not calibratable directly It is Multiplier the current value of the Transitional calibrated through the TP Correction TP Fuel Multiplier Function Transitional Fuel Enrichment The Transitional Fuel Enrichment is This value is not calibratable directly It is the current value of the Transitional calibrated through the Base Transitional Fuel Enrichment Fuel Function Page 194 of 198 Extreme Performance Engine Control Parameter Term Analog Channel 02 Fua Multiplier Analog Channel 0 2 Spark Adder The Analog Channed O2 Fua Multiplier v
183. r Function T F sensor Configuration FLP Contigration Main Edit Menu Spark Output Configuration Programmable Outputs Analog Channel Calibration Input Output Configuration sub menu Figure 117 SPOUT Output Configuration M enu Click on the cal you want to modify and type a new value then move out of that cal using the TAB key See Figure 118 Spark Output Configuration At this point you can click on Accept Undo or Cance Accept will accept the new values Undo will undo the changes and restore the original settings Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Page 127 of 198 Extreme Performance Engine Control EPEC Control Strategy A SPOUT Configuration Ignition Type Le li k A Standard TFI Condition rains saith to record changes Dwell Angle Standard TFI Only Set a Deg Dwell Time CLO TFI Only Ecce Click on Undo to US restore changes to original values spout Level Unde Condition ann Click on Cancel to Undo changes and close window Click on Help to get Cancel help on current Help window Use TAB key to move to different objects within the window Figure 118 Spark Output Configuration M odule Configuration
184. r fuel flow Under most Warm Engine conditions you will not need to use this however under very cold operating conditions you may need to richen fuel multiplier greater than 1 0 the Air Fuel ratio for good engine operation The ACT Fuel Multiplier is calculated from the ACT Fuel Function see Figure 25 ACT Fuel Strategy Diagram Page 48 of 198 Extreme Performance Engine Control EPEC Control Strategy gt ACT Fuel Multiplier ACT Fuel Figure 25 ACT Fuel Strategy Diagram To change the ACT Fuel Function click on the Edit menu and then the Fuel sub menu and then click on ACT Fuel The ACT Fuel function will then appear See Figure 26 ACT Fuel Menu Window Title Bar Ford Motorsport S O Extreme Performance Eile Data Acquisition Data Logging Tools Options Window Help ale Fue Spark Part Throttle Fuel Nitrous Oxide wW O T Fuel Main Menu Bar Engine RPM Limits AT Fuel Manual Fuel Spark Control E C T Fuel T F Fuel M S F Fuel An arrow indicates another level of sub Cranking Fuel menus exist Injector Offset Programmable Outputs Transistianal Fuel Enrichment Analog Channel Calibration Analag Channel 0 Fuel Engine Configuration InputfOutput Configuration Module Configuration Analog Channel 1 Fuel Analog Channel 2 Fuel Main Edit Menu Fuel Sub Menu Figure26 ACT Fuel M enu Click on t
185. red log data file select the file name in the file list box then select OK File List Box Directory tree w Open Log Data File File name Folders Fe sagas logdata suing 507 log Drives Current Drive Log Data Comment Comments for selected log file Figure 143 Open Log Data Dialog Box Once you select the file to load the Log Data Selection Dialog Box will appear see Figure 144 Log Data Selection Dialog Box This dialog box will list all of the parameters that are stored in Page 152 of 198 Extreme Performance Engine Control Data Logging the log data file you have opened There is also 4 buttons to aid in the selection process The Select All button will select all of the parameters in the list The Deselect All button will reset the selection so none of the parameters are selected The Accept button will accept the currently selected parameters and the Cancel button will close the dialog box You can also select each parameter in the list manually by clicking on it Once you have selected all of the parameters you would like to view click on the Accept button and the graph will then appear Figure 144 Log Data Selection Dialog Box IMPORTANT Only select the parameters that you wish to view The more parameters you select to graph the slower the response time of your computer will be If you select all of the parameters the
186. rees Total Spark Advance 22 degrees BTC NOTE You could calibrate stage II to come on before stage as both stages are timed independently from the trigger Page 97 of 198 Extreme Performance Engine Control EPEC Control Strategy IMPORTANT The timer starts from the time the trigger is activated AND the Relative Throttle Angle is greater than Minimum Throttle Angle AND RPM is greater than Minimum RPM for operation of the Nitrous Oxide System in other words if you release the trigger and the Throttle Angle is not at the Minimum Angle for the Nitrous Oxide system to be operational the timer will start after the Throttle Angle gets to the specified Minimum Angle Nitrous Oxide Globals The Nitrous Oxide Globals apply to both Stage 1 and Stage 2 There are four parameters that are apply to both Stage 1 and Stage 2 1 Nitrous On Throttle Angle The minimum throttle angle for the Nitrous Oxide system to activate 2 Nitrous Off Throttle Angle The throttle angle at which the Nitrous Oxide system will turn off 3 Nitrous Maximum RPM The engine speed at which the Nitrous Oxide system will turn off this is to protect from over revving the engine 4 Nitrous on Delay After Max RPM The amount of time in milliseconds it will take the nitrous system to turn back on after the engine speed drops below the Nitrous Maximum RPM IMPORTANT The system will not turn the nitrous solenoids back on once you r
187. response time my be unacceptable Select Data to Graph El Select All Select All Parameters in list Deselect All Deselect all Parameters in list Accept Accept selected Cancel a parameters in list Cancel and close Log Data Parameter List Figure 144 Log Data Selection Dialog Box Once the graph window appears you have many controls to view the data You can zoom in print the graph toggle grids on or off select how many graphs are displayed simultaneously and select which graph is displayed at the top of the window see Figure 145 Data Logging Graph A sample of log data is supplied with EPEC for Windows so you can play the Extreme Graph and become familiar with it Page 153 of 198 Extreme Performance Engine Control Data Logging EJ Extreme Graph c extremelogdata sample log File Options Window aN Open Log Data Fuel Pulse Width Extreme Graph Menu Bar Fuel Pulee Width 4 585417 4 696738 4984 745 BRE Heconds Injector mty Cycle Injector Duty Cycle Right Mouse Cursor Left Mouse Cursor 8 696738 4405 Tay JBS Heconds YT Data UP Parameter Select Fuel Pulse Width aa Ch Cursorg Help e e Statistics Print Close Print Graphs Number of graphs to display simultaneously Current Parameter Selection Zoom between Clear
188. rk Adder On Conditions Off Conditions Accept Undo Close Figure 170 Cooling Fan ON Configuration The OFF condition for the cooling fan will also use 2 triggers Figure 171 Cooling Fan OFF Configuration shows the OFF conditions for the cooling fan control The Programmable Output is triggered off when the Engine Coolant Temperature ECT is less than 180 degrees OR the Throttle Mode is equal to WOT We want to delay before turning on the cooling fan so we will set the delay to 3000 milliseconds 3 seconds This delay will stop the fan from turning on and off rapidly during shifting We do not want to change the spark advance when the Programmable Output stage is OFF so we set the Spark Adder value to 0 degrees We do not modify the amount of fuel delivered so we will set the Fuel Multiplier to 1 0 Page 181 of 198 Extreme Performance Engine Control Application Notes Programmable Output Channel 0 Off Trigger Trigger 1 Trigger 2 Delay After OFF Trigger m Dtf Fuel Multiplier Off Spark Adder On Conditions Ott Conditions Accept Undo Close Help Figure 171 Cooling Fan OFF Configuration This example is shown to give an idea of how to control a cooling fan The actual configuration you use to control the cooling fan may be slightly different from this example depending on how you may want to control the cooling fan Controlling a Fuel Pump The EPEC module doe
189. roblem Suggestion Report Additional EPEC System Items Low Impedance Injector Drivers EPEC User Manual Serial Interface Cables Extreme Performance Engine Control Getting Started Thank You Ford Motorsport SVO and General Systems Research is very proud of the Extreme Performance Engine Control System EPEC We believe that with the flexibility and power the EPEC System can give you hours of hot rodding enjoyment and gratification The EPEC System is the most sophisticated aftermarket engine control systems available today and with its ease of use will put the power of calibration into your hands exactly where you want it to be With only basic knowledge of Microsoft Windows and engine control you should be up and running in no time at all We have supplied some default calibrations to get you started These will only get you started and running the rest is up to you Calibrate the EPEC any way your engine operates the best that is why we designed it So if your ready lets go make some HORSEPOWER Happy calibrating Enjoy IMPORTANT We STRONGLY recommend that you read this manual from front to back and be sure you understand all aspects of the EPEC system before installing the EPEC system in your vehicle You must understand the operation of the EPEC system or you can get yourself into trouble and the system will not perform as you expect EPEC System Overview The EPEC system consists of several major components delivere
190. rottle Spark Advance The Spark Control Strategy is comprised of either Idle Part Throttle or WOT spark tables Only one of these tables are used at once and is selected by the current Throttle Mode Idle Part WOT The Idle Part Throttle and WOT Spark advance is calculated from one of 3 functions Idle Spark Part Throttle Spark or WOT Spark See Figure 58 Idle Part Throttle WOT Spark Strategy Diagram hes Idle Spark Engine Speed a aes alll Part Throttle p gt RPM Spark Adder Spark Throttle Mode L WOT saa WOT Spark Figure 58 Idle Part Throttle W OT Spark Strategy Diagram Page 76 of 198 Extreme Performance Engine Control EPEC Control Strategy To change the Part Throttle Spark Advance click on the Edit menu Once the options appear click on Spark see Figure 59 Part Throttle Spark M enu Window Title Bar Ford Motorsport S O Extreme Performance File Data Acquisition DataLogging Jools Options Window Help Euel Idle Spark Nitrous Oxide Part Throttle Spark Main Menu Bar Engine RPM Limits WOT Spark Manual Fuel Spark Control ACT Spark oo eee Boost Retard ECT Spark M A F Spark Nitrous Spark Retard Engine Configuration InputfOutput Configuration Module Configuration Programmable Outputs TP Spark Analog Channel Calibration Analog Channel 0 Spark Analog Channel 1 Spark Analog Channel 2 spark Main Edit Menu
191. row keys See Figure 75 MAP Spark Advance Function Also note the original curve is shown in a blue solid line and the new curve is displayed in a red dashed line This indicates how much you are changing the calibration from it original Page 87 of 198 Extreme Performance Engine Control EPEC Control Strategy r value At this point you can click on Accept Undo or Close Accept will accept the new values and the red dashed line will disappear Undo will undo the changes and restore the original settings shown on the blue solid line Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module St H AFP Spark Adder Function Type in a new value and use the arrow keys to change cells Manifold MAP Spark Pressure Adder BIC In Flg eee 6 000000 8 500000 6 000000 10 000000 12 000000 14 000000 16 000000 18 000000 20 000000 22000000 24 000000 26 000000 Currentlly selected cell is highlighted by an outline box Current values shown as blue solid line Manifold Pressure In Hg Click on Help to get help on current window Accept Click on Accept to record changes and save to the Click on Undo to restore changes to original values Click on Close to Undo changes a
192. rrent values 35 000000 i shown as blue MM NI 40 000000 solid line 45 000000 50 000000 Me Thiaiia Peston Dag Click on Help to get help on Accept current window CIR Olt AGGEPI Click on Undo to Click on Close to Use ne Key 10 to record changes esre chanaae 16 indo Changes move to different and save to the g g objects within the original values and close window EPEC module g window Figure 80 TP Spark Advance Function Programmable Output Channel 0 3 Spark The EPEC module has 4 user Programmable Outputs available Each of these outputs has 2 Spark Adders associated with it for a total of 8 Spark Adders One Spark Adder is used when the output is OFF and the other is used when the output is ON These Spark Adders provide the ability to modify the total spark advance delivered when external devices are switched ON and OFF The Programmable Output Spark Adders are accessible from the Programmable Output configurations To edit these Spark Adders click on the Edit menu and then the Programmable Outputs sub menu and then the desired Programmable Output channel The Programmable Output configuration window will appear for the selected output channel See Figure 81 Programmable Output Spark Menu Page 92 of 198 Extreme Performance Engine Control EPEC Control Strategy W
193. s Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Analog Channels 0 2 Calibration The EPEC module contains 3 Analog Input Channels These channels can be used for other type inputs to the EPEC module that are not directly supported by the EPEC module These input sources can range from thermocouples to Air Fuel Meters These input channels can be used to modify fuel and spark Programmable Output triggers or just to data log for additional information Below is a list of some possible input sources that the Analog Channel s can be used to measure e Additional Switch inputs e 6Air Fuel Ratio meters e Temperature Probes such as thermocouples e Drivers seat adjustable Fuel Spark modifiers Page 135 of 198 Extreme Performance Engine Control EPEC Control Strategy e Additional Analog type Sensors IMPORTANT Many external devices such as thermocouples CANNOT be connected directly to the EPEC module analog input channels Thermocouples require an external signal conditioning circuit that will accept the thermocouple type input and have an output of Ov 5v or Ov 10v The analog input channels have an input voltage range from Ov 10v DC Each analog input channel has a positive and a negative input If the device you are using does not have a negative terminal connect the negative
194. s not provide a Fuel Pump control strategy however you can implement a Fuel Pump using a Programmable Output Channel This application note will detail how to implement a Fuel Pump control directly from the EPEC Module The first step in creating the Fuel Pump control is to fabricate the wiring required for the Fuel Pump or use the production wiring harness Fuel Pumps cannot be driven directly from the EPEC Module so you must use a relay to control the fuel pump Figure 172 Fuel Pump Schematic shows the schematic diagram for the fuel pump control using a Programmable Output Channel Page 182 of 198 Extreme Performance Engine Control Application Notes Channel 0 Pin Al Channel 1 Pin A4 Channel 2 Pin A3 Channel 3 Pin A2 Figure 172 Fuel Pump Schematic The second step is to configure the Programmable Output Channel to control the ON and OFF conditions of the fuel pump The ON condition for the fuel pump will only use Time Since Last PIP as the trigger Figure 173 Fuel Pump ON Configuration shows the ON conditions for the fuel pump control The Programmable Output is triggered when the Time Since Last PIP is less than 1 000 000 microseconds 1 second We do not want to change the Spark advance when the Programmable Output stage is ON so we set the Spark Adder value to 0 degrees We will not modify the amount of fuel delivered so we will set the Fuel Multiplier to 1 0 Programmable Output Channe
195. sed when the determine the Part Throttle Air Fuel Throttle Mode is equal to Part Throttle value based on Engine Speed The input or X value to this function is RPM and the output or Y value is the Desired A F Ratio Page 187 of 198 Extreme Performance Engine Control WOT RPM Air Fuel Function Boost Retard Function MAP Fuel Function Analog Channel 0 Fua Function Analog Channel O Spark Function PIP Edge Filter PIP Time Filter Crank Flag Fuel Cut Flag Nitrous Enable Input Switch 2 dimensional function used to determine the WOT Aijir Fuel value based on Engine Speed 2 dimensional function used to determine the Boost Spark Retard value based on Engine Speed 2 dimensional function used to determine the MAP Fuel Multiplier value 2 dimensional function used to determine the Analog Channel O Fuel Multiplier value 2 dimensional function used to determine the Analog Channel 0 Spark Adder value The PIP Edge Filter is a calibration switch to enable the PIP Edge Filter The PIP edge filter verifies proper edges be received from the distributor signal The PIP Time Filter is a calibration switch to enable the PIP Time Filter The PIP time filter verifies proper edge timing received from the distributor signal The Crank Flag is a status flag that indicates when the EPEC module is in crank mode If the EPEC module is in crank mode the fuel pulse width is based on the Crankin
196. t JO Ground Mass Air Flow Injector 8 WOT A C Cut Control PIP 12v ector Injector 2 GND NOTE All Connector Views are looking into the mating face of the connector Figure 161 1988 1993 5 0L M ustang Adapter H arness Schematic Page 171 of 198 EPEC Hardware To Vehicle Harness Connector n 1994 1995 5 0L EPEC Adapter H arness Schematic 1 O o 41 O O O O O O O O O O O O O O O O O O O O O O O O O O O O ans O O O O O O O O O O O O O O O O O O O O O O O O O O E o Extreme Performance Engine Control EPEC Hardware To EEC IV Module To EEC IV Vehicle Harness Keep Alive Power Keep Alive Power D16 C16 Injector 1 Input Injector 2 Input Injector 4 Input Injector 3 Input Injector 8 Output Injector 1 Output Injector 7 Output Injector 2 Output Ignition Ground GND Battery VPWR 12v Keep Alive Power Mass Air Flow Throttle Position PIP Input Spark Input Injector 8 Input Injector 7 Input Injector 5 Input Injector 6 Input Injector 3 Output Injector 6 Output Injector 4 Output Injector 5 Output Case Ground GND Battery NOTE All Connector Views are looking into the mating face of the connector Figure 162 1994 1995 5 0L M ustang Adapter H arness Schematic Page 172 of 198 Brake On Off Switch Brake On O
197. t 3 Fuel Figure 21 Fuel Strategy Block Diagram Base Fuel PW Manual Air Fuel Throttle Angle Rate gt Relative TP Page 44 of 198 zat EPEC Control Strategy Crank Pulse Width ECT gt Jr Crank Fuel gt O gt o Control Type _ Fuel Pulse Width Crank Flag pm Base Transitional Fuel TP Correction za gt gt Transitional Fuel Enrichment Ny Transitional TP Fuel Transitional PW Extreme Performance Engine Control EPEC Control Strategy Page 45 of 198 Extreme Performance Engine Control EPEC Control Strategy Base Fuel Idle Part Throttle WOT Air Fuel Ratio The Base Fuel control strategy is comprised of either Idle Part Throttle or WOT Air Fuel ratio tables Only one of these tables are used at once and is selected by the current Throttle Mode Idle Part WOT see Figure 22 Idle Part WOT Fuel Strategy Diagram pm Idle Fuel Engine Speed MIKE sense za Part Throttle gt Desired A F Fuel Throttle Mode L WOT saa WOT Fuel Figure 22 dle Part WOT Fuel Strategy Diagram To change to base fue click on the Edit menu Once the options appear click on Fuel see Figure 23 Idle Part WOT Fuel Menu Window Title Bar Ford Motorsport SYO Extreme Performance Eile Data Acquisition Data Logging T
198. ted The Nitrous Stage 1 Minimum RPM value tells the EPEC module the minimum engine speed before the Stage 1 Nitrous will be activated The Nitrous Stage 1 Delay value tells the EPEC module how long to delay after the Nitrous Oxide Arm Switch has been released The Nitrous Stage 2 Minimum RPM value tels the EPEC module the minimum engine speed before the Stage 2 Nitrous will be activated The Nitrous Stage 2 Delay value tals the EPEC module how long to delay after the Nitrous Oxide Arm Switch has been released The Nitrous ON Throttle Angle tells the EPEC module the minimum throttle angle before either stage of nitrous will be activated The Nitrous OFF Throttle Angle tells the EPEC module the throttle angle at which both stages of nitrous will deactivate The Spark Rev Limit value tells the EPEC module where you would like to cut Spark When the Engine Speed is above this value the Spark Cut Flag will be set The Desired Air Fuel Ratio is the current value of the Desired Air Fuel Ratio Page 192 of 198 This value is calibratable through the Engine RPM Limiters parameters This value is calibratable through the Engine RPM Limiters parameters This value is calibratable through one of 2 places either the Nitrous Spark Retard or the Nitrous Stage 1 configuration This value is calibratable through one of 2 places either the Nitrous Spark Retard or the Nitrous Stage 2 configuration
199. tells the EPEC module the maximum engine speed When the engine is above this RPM the EPEC module will deactivate the BOTH nitrous oxide stages The Nitrous ON Delay After Max RPM parameter is the amount of time after the engine speed falls below the Nitrous Maximum RPM before the nitrous stages will re activate The Background Timer is the amount of time the EPEC module takes to update fuel and spark calculations The Total Spark Advance value is the amount of spark advance delivered to the engine The Fuel Pulse Width value is the amount of time the injectors are turned on The Time Since Last PIP value is the length of time since the EPEC module has seen a signal from the distributor The Analog Channel 0 2 Volts value is the input voltage on each of the channels The EPEC Override Engine Speed value tells the EPEC module where you would like the EPEC module to override the EEC IV module This value is used in conjunction with the EPEC Override Throttle Angle The Crank to Run Transition RPM value tells the EPEC module where the split between Crank and Run The Dwell Angle is the amount of crank angle the spark output signal is left on Page 193 of 198 Acronyms and Terms This value is calibratable through the TP Configuration parameters This value is calibratable through the TP Configuration parameters This value is calibratable through the TP Configuration parameters This parameter is
200. th a 80486 66 processor or higher Page 12 of 198 Extreme Performance Engine Control Getting Started Microsoft Windows operating system V3 1 V3 11 or Windows 95 a A 3 5 inch floppy disk drive A hard disk with at least 25 MB of free disk space At least 8 megabytes of RAM 16 megabytes is recommended but the more you have the better A mouse type pointing device is optional however it is much easier to navigate with a mouse e A printer is optional Vehicle Applications The EPEC Module is compatible with 1986 1988 5 0L Mustang with Ford Motorsport SVO Mass Air Conversion Kit 1989 1993 5 0L Mustang 1994 1995 5 0L Mustang Any vehicle that conforms to the Mustang engine control specifications EPEC Kit Contents Before you install the EPEC Module unpack all of the contents The kit should include the following components 1 EPEC Module 2 EPEC for Windows Calibration Software 3 Vehicle adapter wiring harness N ote be sure you have the correct kit for your vehicle 1988 1993 M ustang M 12650 A 50 1994 1995 M ustang M 12650 A 51 4 9pin interface cable 5 24 pin accessory connector Installing EPEC for Windows Software Before you install the EPEC Calibration software you may want to create a backup copy of the installation disks The license agreement allows you to make one backup copy The license agreement also allows you to install EPEC on another computer such
201. this menu item the Delete Calibration dialog box will appear see Figure 8 Delete Calibration Dialog Box To delete a calibration click on the calibration you want to delete in the calibration list then click on the revision of that calibration you want to delete The current selections should be highlighted then click on the Delete button The Cancel button will close the Delete Calibration dialog box without deleting any calibrations The Help button will open the on line help for the Delete Calibration dialog box IMPORTANT If you select a parent calibration that has calibrations below it the parent calibration along with the calibrations below it WILL be deleted IMPORTANT You cannot delete a calibration from the MS DOS command line you must use the Delete Calibration menu item None of the calibrations exist as MS DOS file names they are all stored in the cal mdb file DO NOT FOR ANY REASON DELETE THE CAL MDB FILE IF YOU DO ALL CALIBRATIONS WILL BE LOST AND THE EPEC FOR WINDOWS SOFTWARE WILL HAVE TO BE REINSTALLED Page 29 of 198 Extreme Performance Engine Control EPEC for Windows Delete Calibration x Calibrations Default Calibration Revision Notes Figure 8 Delete Calibration Dialog Box Export Calibration The Export Calibration menu item is used to export a stored calibration to a file This is used to share calibrations with other people When you select this
202. throttle movement The gray sections are the H ysteresis bands pamte Vate P N Idle gt Part Breakpoint 5 Change from Idle Mode to Part Throttle M ode as 5 degrees of relative throttle opening Page 120 of 198 Extreme Performance Engine Control EPEC Control Strategy Prana ae Peng Return to idle Mode at 5 2 or 3 degrees Part gt WOT Breakpoint Change from Part Throttle Mode to Wide Open Throttle Mode at 60 degrees of relative throttle opening Return to Part Throttle M ode at 60 2 or 58 degrees Throttle Mode Hysteresis Throttle Filter range IMPORTANT Do not set the Throttle Mode Hysteresis value greater than the Idle gt Part Breakpoint If this is done the EPEC module will never return to the Idle M ode of operation IMPORTANT All calibration functions based on Throttle Position are based on the Relative TP value The EPEC module uses this strategy to alleviate the user of precise TP settings The idle hard stop setting does not matter to the EPEC module since it uses Relative TP as long as it has enough range to span idle part throttle and wide open throttle Initial TP TP Sensor TPVolts gt Pu y Absolute TP Relative TP TP Transfer Function Idle gt Part Breakpoint no Part gt WOT Breakpoint Throttle Mode Hysterysi Throttle Angle Rate TP Mode Figure 110 TP Sensor Strategy Block Diagram Page 121 of 198
203. to share calibrations with other people When you select this menu item the Import Calibration dialog box will appear see Figure 11 Import Calibration Dialog Box To import a calibration click on or type the MS DOS file you want to import then click OK The Cancel button will close the Import Calibration dialog box The Help button will open the on line help for the Import Calibration dialog box Select Import Path and File Name HEI File name Folderz export_cal List files of type Drives Figure 11 Import Calibration Dialog Box Page 31 of 198 Extreme Performance Engine Control EPEC for Windows Once you select the OK button the Import Calibration Save dialog box will appear Type the new calibration name in the Import Calibration Name box then type the new revision name in the Import Revision Name box and select OK to save the MS DOS file as a new calibration see Figure 12 Import Calibration Save Dialog Box IMPORTANT The MS DOS file must be an exported calibration from EPEC for Windows Save Curent Cal Current Rey Import Version Hame Import Revision Mame New Calibration Name New Revision Name ok Import Hotes Cancel Help Figure 12 Import Calibration Save Dialog Box Exit The Exit menu item is used to exit the EPEC for Windows program This menu item can be accessed holding the control key and pressing X ctrl X at
204. tput load Stage 1 Nitrous Indicator Lamp Connect to an indicator lamp directly 0 5 A Max output load Stage 1 Nitrous Output Connect to relay to drive the stage 1 nitrous and fuel solenoids 0 5 A Max output load Data Logging Arm Connect to an indicator lamp and a momentary switch for data logging arming C5 PIP Output Signal Return Connect to EEC IV PIP if EPEC is being used as a Piggy back system If the EPEC is being used as a Standalone this is the ground for the sensors SIGRTN Spark Output SPOUT Connect to Ignition Module Page 167 of 198 Extreme Performance Engine Control EPEC Hardware Le Power 12v Connect to positive terminal of battery through the Power relay To Reser NASTAO ee Connector distributor engine reference signal a see mea ome I i reenee POJEO Le ST uw Connect directly to battery negative terminal a kL TU 10 11 12 13 14 15 16 D1 i D3 iti D5 D7 D10 D11 D12 Injector 6 Output Connected to Fuel Injector 6 D13 Injector 4 Output Connected to Fuel Injector 4 D14 Injector 5 Output Connected to Fuel Injector 5 D15 Case Ground Connected to Chassis D16 Power Ground Connect directly to battery negative terminal EEC IV Module Pin Assignments The following table describes the EEC IV pin assignments and their associated functions 1988 1993 Pin Name 1994 1995 Pin Name M anual Transmission Only il S Keep Alive Power 12v Keep Alive Power 12v
205. ueis the Transitional Fuel Enrichment Rate TP Spark Function 2 dimensional function used to Theinputor X value to this function is TP determine the TP Spark Adder value and the output or Y value is the TP Spark Idle RPM Spark Function 2 dimensional function used to This function is only used when the determine the Idle Spark advance Throttle Mode is equal to Idle The based on Engine Speed Input or X value to this function is RPM and the output or Y value is the RPM Spark value Part RPM Spark Function 2 dimensional function used to This function is only used when the determine the Part Throttle Spark Throttle Mode is equal to Part Throttle advance based on Engine Speed The input or X value to this function is RPM and the output or Y value is the RPM Spark value WOT RPM Spark Function 2 dimensional function used to This function is only used when the determine the WOT Spark advance Throttle Mode is equal to WOT The based on Engine Speed Input or X value to this function is RPM and the output or Y value is the RPM Spark value Idle RPM Air Fuel Function 2 dimensional function used to This function is only used when the determine the Idle Air Fuel value Throttle Mode is equal to Idle The based on Engine Speed Input or X value to this function is RPM and the output or Y value is the Desired A F Ratio Part RPM Air Fuel Function 2 dimensional function used to This function is only u
206. ure 159 shows the pin out of the serial communication cable between the EPEC Module and the IBM PC This cable is very simple consisting of a male DB9 connector and a female DB9 connector and is a 1 to 1 connection i e Pin 1 on the EPEC Module is connected to Pin 1 of the IBM PC etc This cable can be found at any computer retail store or can be made to a custom length that you require IMPORTANT You should keep the serial cable shorter than 100 ft Depending on the electrical noise conditions around the area that you are working communication errors could arise making communication between the EPEC Module and the IBM PC Communication errors will not adversely affect your calibration it will only slow down the saving process If the IBM PC cannot communicate with the EPEC module your calibrations cannot be sent to the EPEC module Figure 159 Computer Interface Schematic Power G round Schematic Figure 160 Power Ground Schematic shows the schematic diagram for the Power and Ground circuits required for the EPEC and EEC IV system There are 2 ground pins on the EEC IV module and 4 ground pins on the EPEC module There are 2 power pins on the EEC IV module and 2 power pins on the EPEC module There is also 1 Case Ground pin on each both the EEC IV module and EPEC module All of these connections are contained within the EPEC wiring harness adapter cable except the ground connections on EPEC pins A 12 and B12 These must be connected directl
207. urrent window Use TAB key to move to different objects within the window Click on Accept to record changes and save to the EPEC module Click on Undo to Click on Close to restore changes to Undo changes original values and close window Figure 69 Boost Retard Function Engine Coolant Temperature ECT Spark ECT Spark is aspark modifier a positive value adds spark a negative value subtracts spark which allows you to modify spark from the base spark as engine temperature changes The ECT spark function is supplied for driveability however it will affect vehicle repeatability If you are experiencing detonation at elevated temperatures and a higher octane fuel is not available then you can use this parameter to subtract spark advance retard to a level where the detonation disappears The ECT Spark adder is calculated from the ECT Spark Function See Figure 70 ECT Spark Strategy Diagram Page 84 of 198 Extreme Performance Engine Control EPEC Control Strategy ECT Spark gt ECT Spark Adder ECT Spark Figure 70 ECT Spark Strategy Diagram NOTE In order for the ECT spark function to be functional you must have an ECT sensor installed connected and have the correct transfer function programmed into the EPEC module To change the ECT Spark Advance click on the Edit menu Once the options appear click on Spark see Figure
208. us Module Powered Status Status Bar Currently Open Calibration Name Module Connected Status CAL Default Calibrations REY 1986 1993 5 0L Mustang 3 18 97 8 37 41 PM Sansa Figure 3 EPEC Desktop Page 25 of 198 Extreme Performance Engine Control EPEC for Windows File Menu The File Menu contains the following menu items Open Calibration Save Calibration Save Calibration As Close Calibration Delete Calibration Export Calibration Import Calibration Upload Calibration from Module and Exit The file menu is shown in Figure 4 File Menu This menu can be accessed by either clicking on it with the mouse or pressing AIt F Ford Motorsport S O Extreme Performance Edit Data Acquisition DataLogging Tools Options Window Help Open Calibration Ctrl 0 Save Calibration Save Calibration As Close Calibration Delete Calibration Export Calibration Import Calibration Exit Figure 4 File M enu Open Calibration The Open Calibration menu item is used to open a previously stored EPEC module calibration When you select this menu item the Open Calibration dialog box will appear see Figure 5 Open Calibration Dialog Box To open a calibration click on the calibration you want to open in the calibration list then click on the revision of that calibration you want
209. us sub menu and select Stage 1 or Stage 2 See Figure 86 Nitrous Oxide Menu Page 100 of 198 Extreme Performance Engine Control EPEC Control Strategy NOTE Each stage works independently and each are timed from the trigger So if the time for Nitrous Stage 2 Delay is less than for Nitrous Stage 1 Delay then Stage 2 will come on before stage one Click on the cell you want to modify and type a new value then move out of that cell using the TAB key See Figure 88 Nitrous Oxide Stage Parameters At this point you can click on Accept Undo or Cancel Accept will accept the new values Undo will undo the changes and restore the original settings Close will Undo and close the window IMPORTANT If the EPEC module is attached to the computer and you click on ACCEPT the new values WILL BE written to the EPEC module Nitrous Oxide Stage 1 Nitrous Stage 1 Spark Retard Click on Accept to record changes Nitrous Stage 1 Minimum RPM and save to the EPEC module Nitrous Stage 1 Delay ScGent Click on Undo to restore changes to original values Click on Cancel to Undo changes and close window Cancel Click on Help to get help on current window Use TAB key to move to different objects within the window Figure 88 Nitrous O xide Stage P arameters Engine RPM Limiters These are
210. y St Nitrous Oxide Globals Nitrous ON Throttle Angle le Click on Accept g po oaod a Nitrous OF Throttle Angle and save to the EPEC module Nitrous Mazimum APM Socent Click on Undo to PO noaa APM restore changes to original values Nitrous On Delay After Max APM 5 Urda Undo changes and close window Cancel Click on Help to get help on current window Use TAB key to move to different objects within the window Figure 87 N itrous O xide Globals Nitrous Oxide Stage 1 and Stage 2 Controls The Nitrous Oxide Stage 1 and Stage 2 controls are identical in function There are three parameters that are apply to only Stage 1 or Stage 2 1 Nitrous Stage X Spark Retard The amount of spark angle the Nitrous Oxide system will remove when the stage is activated 2 Nitrous Stage X Minimum RPM The minimum RPM at which the Nitrous stage will come on This is to protect from excessive low speed cylinder pressures 3 Nitrous Stage X Delay The amount of time in milliseconds which the nitrous stage will come on after the trigger is activated and the minimum throttle angle and RPM requirements are met Note that 1ms is equal to 0 001 seconds The following table is provided for reference M illiseconds ee PRE TO 0 100 1 10 w To modify the Nitrous Oxide Global calibration parameters go to the Edit menu then the Nitro
211. y to the battery by you for proper operation Page 165 of 198 Extreme Performance Engine Control EPEC Hardware IMPORTANT If you move the battery from the stock location you must move the computer grounds DO NOT FOR ANY REASON connect the computer grounds to the chassis of the vehicle this includes EEC IV pins 40 and 60 and EPEC pins A 12 B12 C16 and D 16 These pins must be connected the battery ground using at least a 12 Ga wire for each pin Failure to connect the computer grounds directly to the battery will result in unreliable and erratic computer operation IMPORTANT ALWAYS solder your connections wrapping them by hand and tapping will not provide the proper connection required by the sensitive electronics Without proper ground connections the EPEC module will produce unpredictable results IMPORTANT It is good practice to isolate your ignition system grounding from the EEC IV EPEC grounds especially if you are using an aftermarket ignition system Connect the ground of the ignition system through a dedicated wire recommended by the ignition system manufacturer to the negative terminal of the battery D o not connect all the computer grounds and the ignition system ground at the front of the vehicle and then run a very large wire to the negative terminal of the battery This may cause interference between the ignition system and the EEC IV EPEC modules and unpredictable results can occur To Ignition Switch lt njemu AP

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