Chris wanted to go with a...
Chris wanted to go with a modern distributorless ignition system, which meant assembling a custom system from a combination of stock and aftermarket parts. An MSD DIS 4 box does the brainiac and spark-generation part in conjunction with the EPEC, while stock Ford Explorer/ Cobra coil packs (both vehicles use the same units) jump up the voltage. The ignition wires are off an Explorer; the sparkplugs are NGK. Chris had heard about the big power from Denso Iridium plugs and had a set on hand, but he didn't get a chance to try them before the dyno session was over.
EPEC News
We've long been fans of the powerful and easily tuned EPEC engine management. Developed by Sam Guido exclusively for Ford Racing Performance Parts, this comprehensive management system and data logger is now available through independent EPEC dealers, namely Bart Spivey in Tucson/Phoenix and Jimmy LaRocca in New Jersey.
Rigging any stand-alone engine-management system requires some fabrication work, and on Chris' engine the crank trigger makes a good example. The trigger wheel needed to be built, so Bart drew it on a CAD program, then e-mailed it to a fellow who laser-cut the unit out of metal. The electronic pickup working off that wheel is from a Mustang GT, while the bracket holding the pickup is custom.
Because EPEC is batch-fire (it fires all eight injectors at the same time), there was no need for a distributor. An Explorer stub shaft replaced it with the camshaft sensor removed as shown in the photo.
Not wanting to take any chances...
Not wanting to take any chances with too low an octane, Chris fuels his engine with 116-octane C16 gasoline. At $8 per gallon, he's considering leaded avgas at one-third the price. As seen here, the entire fuel system from the car was rigged on the dyno, including the small cell, the twin Aeromotive pumps, and the stainless steel braided plumbing.
Much EPEC hardware is available off-the-shelf for small-block Fords, however. From Barts Works, the basic EPEC box, wiring, and support literature is $1,195. An adapter harness is also required. The price is $250 for a Ford harness, and it is currently available in the following styles:
1) Stand-alone for '88-'93 cars
2) '94-'95 Mustang piggyback harness
3) '94-'95 stand-alone harness, with a distributor
4) '96-'98 stand-alone harness for Two- or Four-Valve engines; has EDIS connector and is good for coil-pack ignition applications
Bart says more stand-alone harnesses are coming, including some that will place the EDIS connector under the dashboard. On Chris' engine, the EDIS connector was under the hood.
Bart also brought us up to date on EPEC injector requirements. It's no longer necessary to use low-impedance (2-4 ohm) injectors; 12-16 ohm high-impedance units are fine with the latest EPECs. That's one less expense-new injectors-to worry about.
Familiar parts are used throughout...
Familiar parts are used throughout the basic engine. The oil pan is a Canton drag-racing unit, the pump is a Ford high-volume number, and the oil is good, old 20W-50 dinosaur squeezings.
So, EPEC not only lives, but has also continued to develop as an even stronger management option on highly tuned engines. This is especially true when mass air metering is used.
| On the Dyno |
| RPM | TORQUE | POWER |
| 6,208 | 894.6 | 1,057.4 |
| 6,300 | 915.2 | 1,097.8 |
| 6,400 | 919.5 | 1,120.4 |
| 6,500 | 963.4 | 1,192.3 |
| 6,600 | 997.9 | 1,253.9 |
| 6,700 | 875.3 | 1,116.1 |
| 6,800 | 924.7 | 1,197.2 |
| 6,900 | 913.1 | 1,199.7 |
| 7,000 | 880.9 | 1,173.9 |
| 7,100 | 880.2 | 1,189.9 |
| 7,156 | 874.6 | 1,191.6 |
Notes: Power drop at 6,700 is due to 10 percent increase in fuel delivery starting at that rpm as detonation insurance. With mixture leaned, the power peak would be at 6,900 rpm. Depak data acquisition on Stuska manual water brake dyno.
 With fuel control so critical...  With fuel control so critical on this high-pressure engine, Chris opted for the quality of a full Aeromotive fuel system. A manual fuel-pressure regulator reduces one of a seeming zillion variables from the engine-tuning equation. |  Yet more Aeromotive parts-the...  Yet more Aeromotive parts-the fuel rails-are found under the upper intake. Those carbon-fiber valve covers are one of supposedly six sets built by K&N. Chris saw them on the K&N truck at the World Ford Challenge for $200 and "just had to have them." The buzz is they let a lot of valvetrain noise through, but we sure couldn't tell over the whistling, whooshing thunder on the dyno! |  Keeping the exhaust sounding...  Keeping the exhaust sounding like the end of the world in the room next door were these 311/42-inch MagnaFlow straight-through mufflers. Even with the turbos, they have a big job to do. |