The reason for posting this here is. I didn't want to do a thread on each of the advanced performance discussions.. This product is for all modified Maxima's running nitrous, all motor(with aggressive timing), and forced induced. Now I am not in anyway affiliated with J&S. I'm not a tuner nor am I a mechanic. I'm just a street guy with a turbo 4th gen. My experience with J&S. My boy C Max is running a 4th Gen supercharged and Nitrous Maxima. Before J&S he went threw 3 motors. After J&S he hasn't had any motor issues, 3 years to he parted the car.

All info was taken from the J&S website and emails from John at J&S.






Shown is our Marine/Racing version. Features include high energy inductive discharge ignition and adjustable rev limiter. This system is ideal for turbo, supercharged, high compression, or even nitrous applications. An optional display shows the amount of knock retard.
Using a single knock sensor, the system detects the onset of detonation and retards the timing on a per cylinder basis. A mode switch lets you select a maximum of either ten degrees or twenty degrees of knock retard. In the ten degree range, the unit retards one, two, or three degrees per ping. Double that for the twenty degree range. The system is always trying to re-advance to stock timing. In the ten degree mode, it re-advances at the rate of one degree every twenty revolutions.

The system does not need a cam or crankshaft reference to determine which cylinder to retard. The unit is programmed to "know" that the knocking cylinder is the one that just fired, and that it won't fire again for two more revolutions. When the knocking cylinder comes around to fire again, software dials in the retard amount for that cylinder. It does this as each cylinder goes by, building up a different retard amount for each cylinder.

The unit has a high energy ignition with constant energy dwell controller. The system monitors the coil current, and adjusts the dwell time to achieve seven amps of coil current. Compared to a GM HEI, this is a 62% increase in energy stored in the coil. The system can also be used to trigger an MSD.

The Marine/Racing version features an adjustable Velvet Touch rev limiter. At the selected limit, the system fires two cylinders, then skips one, and repeats this sequence. For six cylinder engines, the sequence is fire three, then skip two. If the engine goes 100 RPM above the selected limit, the system will skip as many cylinders as needed. A test point is provided to adjust the limit, scaled at one volt per 1000 RPM. For example, if you want to set the limit at 6250 RPM, adjust the **** so that the RevTestPoint reads 6.25 volts.

Standard automotive units are also available for single coil foreign and domestic vehicles as well as multiple coil applications, including Honda, Miata, Subaru, Eclipse, Toyota.

For engine builders and dyno operators, check out our Knock Finder Dyno Timing Controller.



Video of The J&S being tested:
http://picasaweb.google.com/JohnPizz...69501584814018



Fits 2 1/16" (52mm) gauge pod Instructions

A built-in light sensor dims the display automatically at night, and increases brightness in direct sunlight.

A ten segment bargraph display shows amount of retard, and thus gives an indication of the engine's tendency to knock at any particular time. The monitor is conected to the J&S SafeGuard with a 3.5 mm stereo cable supplied in the kit. The new SafeGuard units have an onboard LED that glows in proportion to the amount of knock retard. This will assist you in setup of the SafeGuard, but the bargraph gives much more information.

The display shows how much tiiming is being taken out by the SafeGuard. When the SafeGuard is set for 20° control range, each LED is worth 2°. If the SafeGuard is set for "retard all", and it is taking out say 12° of timing, then you would see the 6th LED on. If the SafeGuard is set for "retard separate", then the display becomes more complex. Since the SafeGuard can retard each cylinder by a separate amount, you will see one LED on for each cylinder that is being retarded, and the position of that LED indicates how far. For example, let's say that one cylinder is retarded 4°, another 6°, and another 8°, then you would see the 2nd, 3rd, and 4th LEDs on.

The ten segment LED (GGGYYYYRRR) Air Fuel Display now has a dual resolution feature with a switch that allows accurate tuning for both cruise and full power modes.

The gauge is calibrated for use with a Bosch LSM-11 sensor, operating at 1450°F.

When the switch is in the "Power" mode, the gauge reads between 0.81v and 0.90v, so it may be used with any standard O2 sensor.

Knock/Retard Monitor

Knock info:
http://www.jandssafeguard.com/tech.html

TESTIMONIALS:
http://www.jandssafeguard.com/SafeGu...timonials.html

New interceptor unit.
http://lh3.ggpht.com/_jl4V0mYQsMM/Ss...1Rw/Front1.jpg

http://www.jandssafeguard.com/8ChInt...terceptor.html

The older units required a waste spark adapter to use it with Emanage. New Eight Channel Interceptor designed for coil on plug or waste spark ignition. Drives ignition modules or coils with internal igniters, also known as "Smart Coils".

 

John from J&S responds in this link:
http://forums.nycmaximas.org/showthr...667#post831667

 

Any particularly new developments with this? People have been using this unit with great success for years.

 

The new unit looks great, it can take 8 channels. so no more need to use a waste spark ignition, also it can be used with the EU, it can tell you which cylinder is knocking, as well as a headphone jack that is available so you can listen for knock yourself.

Hope Johns business starts picking up, its crazy how these things are important yet no one pays attention to it, and its not even the price at around 500-600 bucks you can save thousands for ever by keeping ur motor alive.

 

That's what I get for not reading lol.

 

This is an excellent product that will save a lot of head aches. Plus if you drive to the track and have an issue with you motor. This product will allow you to get home without a tow( I know this from first hand experience). 11 to 14 psi supercharger 4th Gen with 75 to 100 shot of nitrous. I watched my boy accelerate and his mass flow meter explodes. We were able to drive his car back home.

 

Actually to add to that story. Just two days ago I was doing a few WOT runs testing out the car and saw the J&S gauge lighting up like a Christmas tree (this means it was retarding alot of timing, 8degree's to be exact) It turned out since my methanol tank had ran dry and I didnt prime it after refilling it, I was not getting any injection into the motor, so my advanced timing caused knock but the J&S knock retard picked up instantly and started retarding timing to take away any possible knock. I did not once hear any audible knock!!! and this is at 15psi on the 3.5.

 

Would like to see if this one sticks...