Extreme Performance Engine Control - FRPP EPEC

Frpp Epec

If you like the chip, FRPP EPEC is the next step for you. It is a programmable computer which is designed to work with the EEC or as a stand alone unit. Many programmable computers are out on the market, but remember, EPEC is made for FRPP by General Systems Research. Can't go wrong with it.

There are two models, one for 88-93 Mustangs (compatible with 86-88 Mustangs with SVO Mass Air Conversion Kit) and one for 94-95 Mustangs.

EPEC will give you many (read too many for a novice) possible adjutment parameters, and when used right, will produce awesome outcome. Beware, that wrong programming will cost you more than just a head gasket. I switched to EPEC from the Extender setup, basically due to the tunability of this unit. The interface is a program which runs on a Notebook PC, which connects to the EPEC Unit via serial port.

EPEC unit will piggy back from your original EEC, just like the Extender unit will. To mount it in the original kick panel is probably not possible with the added unit and the cables. I have it laying under the passenger's seat, readily available for programming.

Here are some of the features EPEC provides:

Basic Information:

  • Engine - Number of Cylinders, Displacement & Injector Size.
  • MAF configuration
  • Ignition System configuration
  • Manifold Absolute Pressure sensor configuration (must be GM sensor)
  • Throttle Position sensor configuration
  • Profile Ignition Pickup configuration
  • Module configuration, Always Override, RPM Override, TP Override & RPM/TP Override.

Fuel Strategy: Just like the carburetors, setting main jet size, power valve selection and idle air bleeds. A/F Ratio is the pounds of air measured by MAF divided by the amount of fuel, hence depending on the amount of air the motor can flow, amount of fuel needs to be adjusted accordingly. Typically, WOT A/F Ratio of 12.5:1 & at idle and part throttle 14.6:1.

  • Base Fuel - Idle, Part Throttle, WOT A/F Ratio
  • Fuel Modifiers
  • Air Charge Temperature Fuel Modifiers
  • Coolant Temperature Fuel Modifiers
  • Throttle Position Fuel Modifiers
  • Manifold Absolute Pressure Fuel Modifiers
  • Cranking Fuel
  • Injector Offset
  • Transitional Fuel Enrichment
  • Transitional Fuel Enrichment TP Multiplier
  • 4 Programmable Output Multipliers*
  • 3 Analog Channel Fuel Multipliers*

Spark Strategy: Simply stated, to adjust the total spark advance for your motor. A typical total spark advance ranges between 26 to 36 BTC depending on the motor. Spark advance tables will be based on Idle, Part Throttle & WOT. However, there are many other things that affect this, and hence perfect spark advance timing curve for your motor must be achieved by trial and search.

  • Idle, Part Throttle & WOT Spark Advance
  • Air Charge Temperature Spark
  • Boost Retard
  • Coolant Temperature Spark
  • Manifold Absolute Pressure Spark
  • Nitrous Oxide Spark Retard
  • Throttle Position Spark
  • 4 Programmable Output Multipliers*
  • 3 Analog Channel Fuel Multipliers*

*total of 4 programmable and 3 analog multipliers.

Engine RPM Limiters:

  • Fuel Rev Limit
  • Spark Rev Limit
  • Stage Rev Limit

Data Aquisition & Data Logging

Wiring Schmatics

As you can see, the EPEC module provides complexed number of parameters to be controllable, and when used correctly, it will provide the ultimate setup for your motor. But when programmed incorrectly, it will spell DISASTER!! For myself, I've got a lot of tuning to do this season.... hoping to find the perfect combination.



You may also be interested in . . .

  • FRPP RPM Extender is a piggy back module that connects to your stock EEC.

  • When I first bought my 'Stang I always had problems with the idle. No matter what I did it always went up and down, up and down, up....uh, you get the point. After performing a full tune up, which included changing the spark plugs, plug wires, fuel filter, air filter (k&n), cap, rotor, and setting the timing and tps voltage I was disappointed to find that the car still had a lousy idle. So what's next? Try changing the idle air bypass solenoid (IAB)? I was about to, until I noticed that the throttle plate in the Throttle body was so dirty that you could barely see the edges of the plate.

  • With SD the area you want to watch for is the cam. Once you go over 220* duration@.050, then your idle can become unstable and can start surging etc.

  • 11 - System pass
    12 - RPM unable to reach upper test limit
    13 - RPM unable to reach lower test limit
    14 - Pip circuit failure
    15 - PCM read only memory test failed

  • (O) = Key On Engine Off test
    (R) = Key On Engine Running test
    (M) = Memory code

    Note: Some codes may only be for certain model cars. So if you see something about 1.9L cars disregard it.

  • Introduction:

  • Some of the info may not be complete - watch for updates soon.

    c/o = carry over

    Year 1986 1987-88 1989-93 1993 Cobra 1994-95