It could be valve springs, Michel, but I would be betting on either the ECU or the coil packs. The EEC-IV and EEC-V ECUs. have always had a power (not volts but Mhz) issue, which effectively limited the maximum engine speed they could handle to somewhere between 6500 and 7000 rpm. The more burden you place on them and the older the electronics get, the more pronounced the problem. A software switch is accessible through the tuning software, allowing you to step the ECU clock to the top of its range. That is the good news. The bad news is the top of its range is 15Mhz if I remember correctly.
Things that draw on the ECU for processing cycles are emissions logic, PATS logic, and Ford brand automatic transmissions, etc. In addition, some transmission builders offer their own transmission controllers, so you do not need to use the OEM ECU, and also, because they provide features the OEM ECU does not / can not.
Another possibility is the coil packs. The OEM coil packs and virtually all the aftermarket replacement coil packs only have between 15 and 18 millijoules of energy. In the movie, The Untouchables, Sean Connery has many good one-liners. In one exchange, as he is looking at one of Al Capone's gangsters that has just been shot, he observes, "Isn't that just like a ***? Brings a knife to a gunfight."
It is sort of the same thing with Ford Modmotor COPS, whether OEM or aftermarket. With only 15 to 18 millijoules of spark energy, they are suitable for proletariat trips to the grocery store and taking the kids to school. Unfortunately, they fall woefully short of the mark for a supercharged application making north of 3HP per cubic inch like you.
Between the anemic clock speed and 1990s IC technology used in the OEM ECU, 7000 rpm is about the end of the line when everything is new and at peak operating efficiency. The problem is, what is the upgrade path available?
One of the better paths we have looked at, and many have chosen, is the MegaSquirt MS3Pro Plug and Play ECU that DIY Autotune offers. It will deliver crisp performance and timing up to more than 10,000 rpm and allow the use of aftermarket coil packs with 118 millijoules of spark energy and a very long spark — all atta-boys for boosted engines. There is one more big plus the MS3Pro P-n-P brings to the table — It runs your OEM dash, so you don't end up with a blank dash and a $1K to $2K aftermarket replacement.
I almost forgot, it also has transmission control and knock control. While the MS3Pro provides built-in knock control, if you already have a Vampire, you can turn off the MS3Pro's knock control and use the Vampire — avoiding the arduous knock control setup that most everyone uses except John Pizzuto's Vampire.
Here is a link to the ECUs => MS3Pro PnP and a link to the 118mj ignition coils => IGN-1 Inductive Coils BTW, these folks are the only EFI manufacturers that offer a lifetime warranty on their ECUs.
While you can have someone at a dyno shop tune the EFI system, it is decidedly to your advantage to learn how to do it yourself. If you decide to do it yourself, let me know, and I will point you to some excellent reference material to help you get the job done. BTW the SVT Cobra version comes with a pretty good base tune for an Eaton, and it will help to get you out of the blocks even though you use a turbo.
Things that draw on the ECU for processing cycles are emissions logic, PATS logic, and Ford brand automatic transmissions, etc. In addition, some transmission builders offer their own transmission controllers, so you do not need to use the OEM ECU, and also, because they provide features the OEM ECU does not / can not.
Another possibility is the coil packs. The OEM coil packs and virtually all the aftermarket replacement coil packs only have between 15 and 18 millijoules of energy. In the movie, The Untouchables, Sean Connery has many good one-liners. In one exchange, as he is looking at one of Al Capone's gangsters that has just been shot, he observes, "Isn't that just like a ***? Brings a knife to a gunfight."
It is sort of the same thing with Ford Modmotor COPS, whether OEM or aftermarket. With only 15 to 18 millijoules of spark energy, they are suitable for proletariat trips to the grocery store and taking the kids to school. Unfortunately, they fall woefully short of the mark for a supercharged application making north of 3HP per cubic inch like you.
Between the anemic clock speed and 1990s IC technology used in the OEM ECU, 7000 rpm is about the end of the line when everything is new and at peak operating efficiency. The problem is, what is the upgrade path available?
One of the better paths we have looked at, and many have chosen, is the MegaSquirt MS3Pro Plug and Play ECU that DIY Autotune offers. It will deliver crisp performance and timing up to more than 10,000 rpm and allow the use of aftermarket coil packs with 118 millijoules of spark energy and a very long spark — all atta-boys for boosted engines. There is one more big plus the MS3Pro P-n-P brings to the table — It runs your OEM dash, so you don't end up with a blank dash and a $1K to $2K aftermarket replacement.
I almost forgot, it also has transmission control and knock control. While the MS3Pro provides built-in knock control, if you already have a Vampire, you can turn off the MS3Pro's knock control and use the Vampire — avoiding the arduous knock control setup that most everyone uses except John Pizzuto's Vampire.
Here is a link to the ECUs => MS3Pro PnP and a link to the 118mj ignition coils => IGN-1 Inductive Coils BTW, these folks are the only EFI manufacturers that offer a lifetime warranty on their ECUs.
While you can have someone at a dyno shop tune the EFI system, it is decidedly to your advantage to learn how to do it yourself. If you decide to do it yourself, let me know, and I will point you to some excellent reference material to help you get the job done. BTW the SVT Cobra version comes with a pretty good base tune for an Eaton, and it will help to get you out of the blocks even though you use a turbo.
