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I would not even bother with the 3L PCM.
The timing and advance curves are set for low octane, ATX use. Not performance minded in the least.
What about the PATS?
There is absolutely no reason to go to a returnless fuel system. Not that it would even be very easy or cheap to do such!
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Originally posted by warmonger:
Another factor that you aren't considering, I am running essentially the same compression as a 3L motor because I intended originally to supercharge the motor, whereas DavidZ is running 11:1. That itself is about a 10 HP gain at least.
DavidZ used 3L valves and MSDS headers.
I made 217 wHP without headers and without the higher compression
warmonger David Z had a set of awesome cams to help him get his 240FWHP - untuned (though he said tuned it made another ~10HP IIRC) He also used a (98) SH SVT UIM with 3L LIM, ported heads & compression a bit over 11.5:1 That's 23-33HP difference. (Cams & compression alone are likely 20-25HP) He probably would have found very nice gains with a larger UIM! On another note - I also thought your CR was figured around 10.3-10.4:1 I'm in the same boat as you thinking that your manifold mods are a big reason why you are making such good HP... ...and with some headers soon... 
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Originally posted by DemonSVT:
I would not even bother with the 3L PCM.
The timing and advance curves are set for low octane, ATX use. Not performance minded in the least.
What about the PATS?
There is absolutely no reason to go to a returnless fuel system. Not that it would even be very easy or cheap to do such! PATS would not be an issue if he already has a PATS system vehicle. I am not aware of what car he has. Now if you dont have PATS and your ading a newer pcm it will be a problem as the pcm will "look" for it and not see it. Making starting your car a problem  Now maybe you can trick it, it can be done, but I dont think their will be performance gain from this. On a side note, you guys mention the fuel curve and timing with the 3L pcm. The SVT has to be a more aggressive program (anyone would assume this), additional output power has to be generated here as well. Think about it, a more aggressive pcm would be like a chipped Taurus.
2000 SVT Contour #1077/2150 MSDS Headers/B&M Shifter/H&R's/
1995 Contour SE V6 #????/Tons KnuProject, awaiting mass mods
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It seems like the only way to get the SVT PCM to work properly is to by some aftermaket system to work along side it. My question is, would that be the case if you just used the 3L PCM??
Also, it seems that the non SVT PCM is designed in the same fashion as the 3L PCM. That is, it can be used in either an MTX or ATX Contour. I have yet to find any pin which tells the PCM which configuration it's in. So does this mean that it's calbirated for both ATX and an MTX??? Or is there some pin that has a dual purpose to let the PCM know it's driving an ATX??
I'm just asking a few questions here as it would be nice to see someone use a 3L PCM and post their results to give those weighing the idea of which PCM to use something to base their decision on.
Curtis
Dead 98 Black SVT
92K
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When I threw everything together and it basically made 240fwhp base hp. It could have made more, but I used up my yearly contour spending budget  Dyno results showed: If I removed the exhaust there was a 10hp/5tq increase If I had allways used an adj. fuel regulator 5hp/4tq Had I used larger injectors, custom tuned ECU, DH UIM, 65MM TB, probably could have picked up another 8-10hp. Data logging showed: When I port matched, counter sunk the screws and reduced overall intermediate shaft area in the LIM. I gained a peak of 4lb air/min. Plus it pulled a hell of alot harder when I jammed them open... Damn all this HP talk allmost makes me want to keep the engine  Originally posted by DemonSVT: Originally posted by warmonger:
[b]Another factor that you aren't considering, I am running essentially the same compression as a 3L motor because I intended originally to supercharge the motor, whereas DavidZ is running 11:1. That itself is about a 10 HP gain at least.
DavidZ used 3L valves and MSDS headers.
I made 217 wHP without headers and without the higher compression
warmonger
He also used a (98) SH SVT UIM with 3L LIM, ported heads & compression a bit over 11.5:1
That's 23-33HP difference. (Cams & compression alone are likely 20-25HP) He probably would have found very nice gains with a larger UIM!
On another note - I also thought your CR was figured around 10.3-10.4:1
I'm in the same boat as you thinking that your manifold mods are a big reason why you are making such good HP...
...and with some headers soon... [/b]
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Demon, I think that 10.3 is the closest estimate I can make based upon the error in my measuring method. The compression could be anywhere from 10.25:1-10.35:1 if my memory serves me. The other issue with my measuring is that I didn't measure all cylinders, though I was very careful to cut them all the same. Still, .25 isn't that significant as far as an increase in HP is concerned, but it doesn't hurt anything either. BTW, the car is running just great now, I'm looking for excuses to be driving in it now. Only problem is there is no place to open it up and gas is just getting expensive again. The irony of the situation is that I had the car tore down in Nov-Dec. when gas prices were the cheapest. When I get it back together they start to go up again, and I consume more gas now! lol, thats life. warmonger
You can call me anything you like as long as it's nice.(all lies accepted)
99 Silver Frost SVT. #226 of 2760
Engine: 3.0 power!
Unique Stuff: Sunroof control module (#1 of 9)
Car Audio: Loaded and loud!
Check them out at
http://home.earthlink.net/~twilson1726
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I tell you what, you're gonna love it when you get it done. I have a 2002 Tribute LX loaded and this thing is sweet. The stock engine note is very good and it has some power that loves to be used. Just keep us updated with the mod. I'd love to know what I can do to gain a bit more power or even just increase fuel economy. From what I'm understanding with mine is that each cylinder has its own coil. If that's true, so much for getting a better coil. John jcaimhigher@ixpres.com
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