| of your statements. And this is done as function of the ecu regardless of what the current timing it is programmed for.
This is correct, but it will only do this within the knock zone. Since the knock zone is well below peak volumetric efficiency, and peak VE is where knock is most likely to happen, its ability to manipulate timing in an effective closed loop manner is limited. Which is what many where saying happens anyways regardless if you are using JWT, stock, or the ecu you are marketing
I think I was the only one saying that, everyone else was just agreeing. The real difference is what is the starting timing point of which I believe is higher on your ECU anyways (and you even claimed it to be).
As you stated when knock is registered it triggers the ecu to retarded timing by 1, then 2, 4,8,12 and etc until no knock is detected.
The ignition timing in my maps is a little more advanced. Theres a lot more headroom up there than you would think. I've pushed 27 degrees of timing without detonation and it pulls noticeably harder than at 24. But I dont want to eliminate that headroom for other peoples' cars. But like I stated before, the ECU's ability to detect knock is not designed to work as a fully closed loop feedback type system you will find in a DSM. It is a simple circuit designed only to detect when low octane fuel is used. It will not perform extensive feedback control as you state here. It will only try and correct the condition briefly and once its convinced that it is running on low octane fuel, it then triggers safety mode. So by your own example bypassing the knock sensor is the worst thing you can possibly do to have the ecu compensate for knock and detonation.
Because the system is not a full closed loop feedback system, it is not as elaborate as you are imagining it to be. It is much simpler than that, and less effective too. Eliminating the detonation sensor in my car just means I dont lend my car out. 87 octane fuel in my engine would knock and ping it to pieces. But I dont run that fuel and I am very keen to engine performance. Also back to your orginal statement that JWT ECU doesn't protect against detonate because the low and high octane maps are the same. Which I still don't believe as being correct but only JWT can give an actual answer to this. The bottom line is that the ECU will continue to retard timing until knock is no longer detected. I didn't say their ECU doesn't protect against detonation. They still have a knock zone in their maps and if it detects knock in this area, it will retard timing. What I was saying is that because the low octane safety maps are identical to the high octane power maps, when it detects fault or excessive knock and to switches to the low octane maps, it will not be able to correct the knock any more than 4 degrees from the specified point in the map. Since it has already tried to retard timing by 4 degrees and still detected knock, then the low octane map wont help to correct the condition either. As for what you are saying is the bottom line, that is not a correct statement. It will only try to eliminate knock if it is detected within the knock zone. It is not a full feedback controlled system so it will only make a small attempt to correct the condition. With the low octane maps the same as the primary maps, a large portion of the safety aspect has been compromised. This has been the root of my discussion from the beginning. :)
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[ agpowers@bellsouth.net ] [ Zemulator Information Sheet ] When pigs dance, you better get it on video... "You never really learn to swear until you learn to drive."
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