I just got back from Japan, I changed my views abit, actually I had my eyes opened to a few things over there. Namely ecus and timing accuracy.. I was a big haltech fan, and I still run one, but the timing accuracy sucks compared to motec/power fc/Hks Fcon. I learned the difference between a cheap ecu and an expensive one, mostly probably because I have never seen so much in depth data logging done on one particular dyno, its often hard to compare things when variables like install, car, dyno, tuner change, etcetc, but when its done in one dynocell on one motor, the differeces start to show, they even had a microtech test sheet.
The largest difference is in the trailing timing control ability of the ecu, the limit for the haltech was about 6 deg, any closer than that, and there was a chance the trailing would fire at negative split, I was amazed how much wander there was in the split through the rpm range, even though it was set at a fixed amount, it always tracked well till about 2000 rpm then it kinda went haywire like the ecu was getting bogged down for speed.
The power curves didnt show any real kinda big blips or fluctuations, I just noticed the better ecus made more power, and the line had less little deviations to it.
The motec/power fc/hksfcon, are very accurate, running down to a deg of split with little variation.. The stock 16 bit fd ecu has programming for and is good down to .4 a deg of split.
They didnt have any testing for the tec3 or the autronic, I would hope the autronic would be comparable to the motec results, but thats someting I would for sure like to know...maxt

The setup they were using monitored the cas signal that the ems running the engine was seeing, and on top of that , they had a second sensor reading off a wheel directly on the e-shaft hub. That way the could track true eshaft timing to Cas timing just to make sure it wasn't cas variance. Incidently the cas timing being gear driven directly off the e-shaft is actually very accurate, there is a bit of deviation at low speed and when accelarated, but its mininmal.
They had an e6k, an e6x and e11, the first e11 they tried to test wouldnt even fire the engine, it had no or sometimes eratic ignition timing, the guy from Hlatech Japan, had to bring a couple of them over to get them one that actually worked.
That scares me off the e11, I need to update my ems, but having one with that kind of track record would have me worried about driving the car anywhere.

. . . interesting post this, my first thought is im wondering who this guy from Haltech Japan is, seeing Haltech doesnt have an office in Japan and has never sent anybody to Japan it clearly wasnt a Haltech Employee.”

The way that the Haltech computes trailing ignition i cant imagine that the trailing can fire before the leading if there was some sort of timing error (because of the way the timing angles are setup trailing is based on the leading so it cant advance past the leading). . . .

The leading timing in the E11v2 can now have its trigger angle fully mapped to eliminate any timing fluctuations related to the reluctor style crank pickup signal drift (this drift is inherit to all reluctor style pickups). Having said all this i will most certainly have the firmware tested on the bench with a logic analyser to determine if there is any merit to the claims made here. [O]nce we know the results i will email them over so you can post to the forum of you like. The guy who is best suited to doing this testing is sick at the moment so wont be in for a day or so but when he gets in i will get it done so we will all know !

If there is anything else i can do to help, please let me know.

Kind Regards,

Matt Wright

Haltech Sales/Support
10 Bay Rd
Taren Point 2229
Sydney, Australia

. . interesting post this, my first thought is im wondering who this guy from Haltech Japan is, seeing Haltech doesnt have an office in Japan and has never sent anybody to Japan it clearly wasnt a Haltech Employee