Continuing my research of this device.
Expectations: this device will change a conservative lean-burn UCE into an aggressive rich-burn UCE. Throttle response will be faster but at best 5hp (at crankshaft) increase depending on external intake and exhaust modifications (internal modifications are a different matter, 20+hp possible).
Here's what they have to say at
www.powersutra.com in Dallas, TX:
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PowerTRONIC is an Electronic Fuel and Ignition Controller.
Fuel Control
Fuel injection quantity modulation is relatively simple and many aftermarket options exist to increase fuel quantity alone. PowerTRONIC has the ability to increase or decrease fuel quantity, along with the ability to identify acceleration transient conditions and adjust accordingly.
Ignition Control
PowerTRONIC is currently the only Piggyback ECU available that can modify Ignition timing without using a crankshaft or camshaft reference signal. Our complex algorithms predict the dynamics of engine operation and manage the ignition timing to a great degree of accuracy while allowing for Ignition to be both Advanced or Retarded.
What makes it special?
Simplified Installation and ease of use
The flexibility of the PowerTRONIC piggyback system allows the OE ECU to seamlessly manage functions such as cold starts, hot starts, diagnostics, temperature/altitude compensations, ignition knock limits, etc. with PowerTRONIC taking over control only at desired RPMs as a function of user programmed corrective over the OE ECU parameters.
Advanced prediction system for Injector and Ignition control
PowerTRONIC's state of the art hardware and software algorithms give it unmatched potential. It is presently the only piggyback ECU in existence to deliver accurate ignition control on-board with the capability to advance and retard by just using injection and ignition signals. Fuel injection too can be increased or decreased by the user.
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First, the CPS fluff. RE uses a variable reluctance CPS which as with all engineered devices has tradeoffs and RE made the correct choice for the UCE. But it isn't digital which is kinda old school so, unlike the PC V which has a CPS tap, the PT uses processing power rather than analog electronics to predict crankshaft position (since the RE fires fuel and ignition on every revolution, camshaft position isn't needed). Contrary to the PT fluff, this ain't hard especially for a slow-revving engine with heavy crankshaft (which I think weighs more than my track Mustang's flywheel) but for today's "supercomputer in your hand" it's cheap and easy.
Second, when does the PT take over from the Keihn ECU? This isn't clear but appears to be just during the warm-engine, throttle-moved part of the ride regime leaving all other parts (eg, cold start, warm start, etc) and the MAP and HEGO sensors to the Keihn ECU just like the PC V does (the Autotune AT-200 replaces the HEGO with a UEGO for warm-engine closed-loop operation).
Third, it all comes down to Bmadd34's "Lambda Jumper" picture. If the jumper leads back to the PT then I'm pretty sure we have a closed-loop device here. If the jumper is just a bigger version of the PC V's "O2 Optimizer" then we have an intelligent, programmable open-loop device like the PC V.
Recommendation (based on analysis only): if this is a closed-loop device (ie, HEGO feedback) as Bmadd34's description implies, it is an excellent $280 investment for active UCE owners.
PS A Toshiba WinXP laptop with built-in WiFi and RW DVD will be on its way to Bmadd34 Monday.