For those not following along, after I upgraded my fuel system, I have been building a MAP based map.
With over 50 dyno runs, and 100 plus road tune hours, I have an excellent fuel map, that is now complete. (some here have purchased and you will see their results with this map in the upcoming weeks)
Would guess with my recent edits, I would be in the 430 HP range, high 11's in 1/4, on pump gas.

The timing map I include with the map, is boost and rpm based. (like the fuel)
And have build it on the safe side.
This will be an excellent solution for the majority of the TT owners.

Running on the safe side (pulling more timing then is probably nessasary) means your leaving more HP/ Torque on the table.

What I am working on now, is adding J&S Safeguard. (our company is placing our 1st stocking order next week, pm if interested)
We plan on offering the J&S Safeguard as an option in our fuel system upgrade, along with the maps.

What I will do with the J&S Safeguard, is wire it in after the GReddy timing harness.
So just like the stock ECU doesn't know that the e-manage is doing it's thing, neither will the e-manage know that the J&S is having the final word.
I will pull timing with the e-manage just enough to get the J&S Safeguard to detect knock, and then pull off from there.
If there is a change in conditions, or bad tank of gas, the J&S Safeguard will be there to make the adjustments (retard the timing to the cyl it detects the knock)

I will keep everyone updated on the progress/install

 

interesting concept. Be carefull with the wiring, though. The eManage, will be putting a current on the ignition wires, and so will the J&S, even when not retarding timing. I am really bad with a multi-meter and electronic wiring, so I am cetainly no expert. But you may want to double check that have two units driving the ignition constantly wont fry coils or otherwise f things. up.

Another option is just to eliminate the Emanage timing harness and do all the timing with the J&S. You can setup the J&S to retard timing via boost or via RPM..and still keep the failsafe going for individual cylinders. What would be the benifit of keeping the eManage timing harness in place?


OK..PM sent.

 

I don't see any advantage to using eManage for timing if you have the J&S box other than that it is a bit easier set up with eManage. The J&S "flip-this-switch, turn-this-****" approach works, of course, but it's more arcane from a human factors perspective

My understanding is that the J&S box has built in diodes to reduce risk of coil fry--but I also know that the remote possibility of frying coils still does exist.

The only other comment I would add is that although I spent many hours (and many $$$) perfecting several different Vortech A/F and timing maps, I personally felt and continue to feel that an atmosphere of free information exchange on this forum is better for everyone in the long run.

--Steve

 

Well I am in a bit of a different position, as I already have the timing harness installed, using to pull timing with the e-manage, and I am data logging all the info
I want to contunie to do this, see excatly where timing needs to be puled, and record changes for different z's this map is used on. (different octane of gas used, mods, etc)
I can do all this with the GReddy map and tools, and use J&S to get me to the peak.



Comments I would like to add to your remarks, is check back through my earlier posts.
I have been very informative on everything I have done, every step of the way. On how I did my return fuel system, posting dynos and a/f ratio comparison charts of differert manufacture mods we tested, ect.

Others on here (won't meantion the companies names) have been very secretive on how they do things, and sharing their finding.
I don't feel it is justified that you make these comments directed toward me.

 

ACP and Phunk are arguably two of the most generous vendors in terms of information sharing. Granted, they are running a business, so we cant expect to get everything for free...but they are much more generous with info than most vendors.

 

And most of what he has done is as an enthusiast first and business owner second, he has helped me out tremendously through my TT install from getting me a greqat deal to tips.

 

I mean you no ill will, ACP. You don't have a vendor icon beneath your name so I didn't know you were one. I apologize. Perhaps the icon would prevent others from making the same blunder I made. Best wishes in your endeavor.

--Steve

 

Isn't it better to tune with the Greddy and avoid having any knock ever for the J&S to detect? I mean aren't you being hard on the delicate Z's engine by having a map so aggresive as to let the knock arise???

How much HP would you give up by just tuning more on the safe side??

Enquiring minds want to know....

 

What he is saying is that he will use the J&S to find out at what timing the knock will show up and retard it a hair to prevent it from knocking that way he finds out the limits and doesn't give up any HP due to too much retarding of the timing.

 

My point was that the J&S can used to dial in a baseline timing retard, just like the emanage...either boost dependent or RPM depend. So you can have it both ways with the J&S. A, hopefully, perfectly dialed in base line retard, and then the failsafe feature will take over if there are some condition outside of the tuner's control.

 

The J&S is listening to each cylinder, and it will retard just that cylinder. With the Z cars I think its number 5 people have had rod failures on. So if 5 cylinders are ok and one starts acting goofy it will retard just that cylinder however many degrees you want thus saving your engine.
So using it you can run a very aggressive map getting the most performance without blowing the motor.

 

I wonder how the splitsecond box does it then? I've left my key in the "on" position numerous times and had no issues...

 

Unlike the Greddy, the SS box does not get its RPM reading from the ignition wires. I'm not sure how it does it.

--Steve

 

Eh, The J&S isn't all it's cracked up to be. It does not listen to each cyl, it just pulls timing on the last fired cyl if it hears knock. The stock ecu will pull timing if it hears knock, but it pulls it across the board. The reason we have excessive timing advance with the emanage is because the ECU is spraying fuel and adjusting the timing based on the MAF voltage. The emanage bastardizes this balance and messes up the timing.

 

Have any J&S'd VQs blown up?

 

You are right... I wonder if the J&S would have prevented any of the blown motors?
What I dont understand is whats the difference between backing off one cylinder versus all as the stock ECU would. If knock is happening Id want timing pulled on all the cylinders?? right?
I wonder if the J&S is faster to react to knock than the stock ECU?

 

It will be interesting to see how multiple piggyback systems work together. In a perfect world it should work just fine, but we all know how unexpected weirdness can crop up when pioneering things. Good luck to ya. If anyone can make it work it's you.

 

Welp, In the Maxima world their have been many stock VQ30s that have blown, TC, SC, NOS. When I started down the path to insane power out of a stock motor I began with the J&S. (knocks on wood) My motor is still running strong. Ive been at the tall end of the 1/4 a few times and seen the J&S dancing and doing its thing while running tuned juice and boost, with out the J&S it would have popped for sure.

The difference between all and individual retard is power. When you drop just the one cylinders you keep the other five pumping. The J&S actually has the ability to retard individually or all. I use the all feature when I am tuning a new boost level or somthing. And when the tuning is done and all is well I switch back to individual. All is the safer method, but its also causes lost power.

I cant say if the J&S is faster than the VQ35 ECUs, but I would bet it is. The sensativty adjustment that the J&S has is a great feature, with this it can detect knock at a lower threshold than the factory ECU. The J&S can pull up to 20deg of timing just from knock retard. I'd bet the factory ECU has much less authority.

I love mine and would never have made it as far as I have on my original internally stock VQ30 with out my J&S Ultra Safeguard!