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JWT ECU does a good job to increase performance, maintain factory reliability and provide a level of safety margin. Why mock their products if they what they intened to do when your ECU has not even produced any results (well, your own has not trapped better than a stage 3 TT. And when I had JWT program with JWT 600 turbos, I had ZERO problems). I did not see your ECU provides anything more than what the stock/JWT already offer: yours does not read any additional inputs, does not send any additional programmable output. JWT program has no pulse width output neither does yours. So neither JWT ECU nor yours can control the boost level if factory solenoid is bypassed. The difference between JWT programs and yours is you can manually change the parameters in it. That for most people may not be a good thing. There's a reason stock program only listens to detonation up to a certain rpm. You can't just bump it up to the whole rpm band. Do you know what it counts as a knock? The certain range of frequency. At and above 3200rpm, the engine frequency matches the detonation frequency. Again, don't compare yours which has no results to AEM or Haltech which have proven results. Not only yours lack the inputs/outputs that the stand alones come with, it also can't compare in terms of response and accuracy. According to you, air mass density is better than speed density which is misinformed, your program does not read MAP sensor and use stock MAS instead. Your ECU is slow response and less accurate compared to stand alones using speed density is because: 1. speed density calculates engine flow using data collected at the intake manifolds where as mass air sensor sends signal before the air gets compressed, cooled (pressure dropped), goes a mase of pipes/connectors. 2. the nature of slow response of the hot wire type MAS to sudden increase of air. Finally before I go for lunch, you said detonation happens right at peak VE or peak torque and the dyno graphs show that. Where you get that? The dyno graph shows none of that. I hope you said VE is referring to Volumetric Efficiency. VE is the ratio of the actual air in the cylinder vs the amount of normal air (not compressed, not heated) in the cylinder. VE reaches the max when the air is most dense in there. That's when air is not very hot and compressor is still in good efficiency area not making too much hot air. And that cool air reduces the chance of detonation. It contradicts what you said.
 ICQ # 14337317
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10:34:57 01/15/03
