 
Supercharged Mustangs are notorious for blown head gaskets and broken pistons. For the newer four coil models there hasn't been a solution until now! J&S Electronics introduces the four coil Ultra SafeGuard Closed loop Timing Controller that was specially developed after owners asked us to develop an inexpensive solution to their expensive engine rebuilds.
Tested on the latest Mustangs these units allow you to run aggressive timing and still protect your motor with sophisticated individual cylinder retard in a closed loop microprocessor based system. If you have a supercharger system from Powerdyne, Vortech, Procharger, Paxton Novi, Allen Engine Development, Holley-Weiand or Kenne-Bell you should have an Ultra SafeGuard to protect your investment! Contact J&S for full details on this new unit! J&S Electronics has been involved with Mustangs with both our new Ultra SafeGuard as well as our earlier SafeGuard units...read a testimonial from a SafeGuard user!
A completely new Ultra SafeGuard circuit board has been developed for the new multiple coil applications. We have added numerous new features including an on-board Map Sensor to control boost retard. Unit measures 5"x5"x1.2".
In case you might be wondering about the viability of closed loop timing control the factory Corvette Race Cars that won their class at the 2001 24 Hour Le Mans Race used closed loop individual cylinder timing control (Bosch) to prevent broken pistons that had occured when earlier ECU's that did not have closed loop timing control were employed (see below).
Corvettes Win 2001 LeMans with Bosch Closed-Loop Knock Control A complete review of the 2000 factory sponsored Corvette LS-1 Race program resulted in the adoption in 2001 of the Bosch MS2.9 engine management system which incorporated Closed Loop Kock Control. According to GM Motorsports engine specialist John Rice, speaking of the 2000 Le Mans race, "We ran into a detonation problem, ended up knocking the ring lands off a couple of pistons and eveything went to hell. The oil consumption went up because the blow-by increased. Fortunately neither car was racing for position at the end..."We told the #63 car to take precautions but on the #64 we weren't really aware that we had a problem. It was only at the very end of the race that we realized that something was wrong and we got the driver to back off a bit. When we took the engines apart after the race, the engine in #64 was about an hour behind that in #63 in terms of damage. "To run that hard you can back further away from the edge, lower the compression ratio, run less spark and fuel and take the associated horsepower hit. At this level of competition that is really not the way to win, so we had to step up and put on an engine management system that was capable of doing the job for us." Rice was adamant that the chosen system should have a sophisticated knock control system..."There are different criteria for each application. The Cadillac for instance needed a very sophisticated boost control as well as the knock control. It had been decided that the Cadillac program was going to use the Bosch system before we reached the same conclusion." Speaking of the future plans for the Corvette and GM Motorsports Rice continued "Now that we have knock control we can look at how high we can run the compression ratio for instance. We want the durability up there where it should be and move closer to the edge in terms of fuel economy and power now that we have closed loop fuel and spark control to protect us".
GM Motorsports uses closed loop individual cylinder knock control on both it's Cadillac LMP (turbo) and Corvette (normally aspirated) race programs. Only J&S Ultra SafeGuard offers you the same opportunity to protect your own investment in high performance. No amount of programming, chip burning or knob tweaking can come close to true closed loop control. Go with the best. Go with J&S Ultra SafeGuard! Subarus Love J&S Ultra SafeGuard!  "J&S Safeguard Solved my Pesky Detting. Wahoo!" "Hats off to John Pizzuto for his ingenious device. I had always been skeptical about whether or not it could detect my subtle high-frequency detting, but sure enough it does. Fantastic! To tune it, I first disabled the SC and had set the J&S for 'retard all' (cylinders). Then I let her rip WOT in third to 6000RPM, each time increasing the sensitivity until the unit barely retards timing. Next, I hooked up the SC and let her rip; The J&S retarded the timing by about 16 to 18 degrees – yes! I heard no detting. At first I was a little disappointed with the consequent slight drop in power – but that was before I set the J&S for individual cylinder retard. Once the set to 'individual'… wow! I’ve got all my power. She pulls smoothly, like mad. This is great. It’s cool to see the monitor in action; LEDs show whether one or several of the cylinders are having their timing retarded. In one particular instance I saw one LED showing about 12 degrees (probably my aberrant #3) while another indicated 2 degrees of timing retard at some other enigmatic cylinder. What’s amazing is that the J&S can do this, all the while my add-ons have been disconnected – no Aquamist WI, no RRFPR, and no Haltech SFC. I heartily recommend the J&S, with no reservations. My next step is to install a boost gauge restrictor (the needle rattles) and check my WOT A/F ratio with a wideband sensor, to make certain I’m running rich enough. If not, I can always hook up my Haltech and tune for more fuel. I’m finally this >< close to having a sorted SC system." Regards, Ed.
Your vehicle is full of microprocessors. There is more computing power in a late model fuel injected automobile than there was in early spacecraft. Even if you are running around with Holley double pumper carbs your digital signal processing cell phone is glued to your ear, your microprocessor driven DV Camcorder is on board to document you journey and your kids are in the back seat trying to kill the batteries in their microprocessor-laden Gameboys. J&S Electronics has harnessed the power of the digital microprocessor to optimize your engine's ignition timing on a individual cylinder basis, guranteeing both maximum performance as well as the protection of your valuable engine against the destructive powers of detonation. It is simply amazing that in this age of megahertz decision making that people want to "crank back" their timing either through dash-mounted knobs or by actually "retarding" their distributor. Even if you have an aftermarket ECU that allows PC-programmability your decisions are exactly the same because you must decide on degrees of advance or retard which are invariable once set. The J&S SafeGuard harnesses the power of the microprocessor to allow your modified high output engine to run normal ignition advance for optimum responsiveness. Since the SafeGuard is a closed-loop control system using modern knock sensors as a feedback mechanism you no longer have to turn dash mounted knobs, twist distributors, or even second guess the future with a PC programmable device. Hundreds of times per second your J&S Safeguard will both monitor and adjust your engine's ignition timing on a cylinder by cylinder basis. If you think you can twist a dash mounted knob to retard the timing in cylinder number four at eight pounds of boost with a coolant temperature of "x" at 6385 rpm on a day where the temperature is 92 degrees farenheit and the relative humidity is "y" and the car is in third gear on a 6% grade at 1600 feet altitude....well, you're first in line for the next Superman movie. You probably "get" the idea, it would sure be a lot easier to let the microprocesor retard cylinder number four a very specific two degrees, six degrees or whatever and leave the driving to us. J&S Electronics has been granted the California Air Resources Board Exemption Order #D-318 for J&S SafeGuard units. This is the toughest standard in the United States which guarantees your investment will not have to be removed for scheduled smog tests. In the above picture you can see the Motorola high resolution MAP Sensor. The three LEDs indicate knock retard, status indicator(blinks during cranking), and MAP limiter indicator (to set MAP voltage limits).
If you are a very careful reader of publications such as Hot Rod, Car Craft, Turbo & High Tech, various Chevrolet and Ford performance magazines, and the various import magazines which cover Porsches, BMWs, Volkwagens, Audis, Mazdas, Hondas and the like, you may already be familiar with the SafeGuard name. For over 10 years J&S has been the power behind the scenes in high performance street, road racing, drag racing and in many top of the line engine builder's dyno rooms. When we say "if you were a very careful reader" we mean just that because many of our customers did not want the public or their competitors to know they enjoyed the J&S Safeguard advantage. Usually our SafeGuard units were tucked away, hidden from view so prying eyes could not detect their presence.
"I upgraded to a larger alternator stepper pulley and added water injection, bigger injectors, drilled out the FPR to compensate for the fuel pump, added a catch can, and a J&S safeguard. I've run about 20,000 miles on this setup and, perhaps I'm lucky, I've never experienced any problems. I used to run the car to 8100RPM at 12-13psi and to this day, no probelms at all. The car runs as good as ever." This is a typical comment from a J&S user with a supercharger...the ones without an Ultra SafeGuard have blown headgaskets, broken pistons and keep programming chips to try to solve their engine problems."
For less than the price of two forged pistons you can get one of our new Dual Monitors and have real time readouts of both retard activity and your engines air fuel ratio. Our 2 1/16" billet gauge has a dual scale air/fuel LED readout that allows you to choose between two ranges: Cruise and Power.
With no modern fuel injection, no intercooling, no ignition controls and poor engineering these kits gave a bad name to turbocharging, but the sea of broken pistons and blown head gaskets kept J&S Electronics busy developing sophisticated microprocessor based SafeGuard units to protect these applications against the destructive forces of detonation. While other firms either told people to retard their distributors or install some knob you could manually change your timing with, J&S Electronics focused on Closed-Loop Electronic Control using knock sensors and modern microprocessors.
The mid to late 90's going into the new millenium has seen an explosion of sophisticated performance led by J&S Electronic's revolutionary individual cylinder closed-loop ignition timing control. Thousands of superchargers, both centrifugal, an screw types have been employed on import vehicles as well as Ford Mustangs, Chevy Suburbans and the like. Much as was the case with the early turbocharger kit business, many of these "kits" were exercises in "bracket and belt engineering" and were just as prone to breaking pistons and blowing head gaskets as were their early counterparts. J&S Safeguards have found a perfect home in these kits as there is no need to run retarded timing which only raises exhaust temperatures and kills power. With the J&S SafeGuard installed, every cylinder is monitored over 125 times per second and the ignition timing adjusted accordingly. Attempts to reprogram either factory or aftermarket ecus have proven fruitlless because without closed-loop control, it is impossible for the supercharger supplier to pre-ordain what will, or will not, happen in the engine. It is simply impossible to predict the point at which detonation will occur in each cylinder under every circumstance. Tests done on dynos to set individual cylinder timing are maddeningly complex and time consuming and do not relate accurately to real world operating conditions. The growth of the import hot rod market has pushed the performance envelope to new heights and has exploded opportunities for J&S SafeGuard Ignitions as turbocharged Hondas, supercharged Miatas and turbocharged RX-7s have suddenly become the "new" small blocks of the performance world. Digital microprocessor J&S SafeGuards protect hundreds upon hundreds of supercharged Miatas, turbocharged RX-7s, and turbocharged Hondas. Some of the world's fastest import drag cars use J&S technology both to go fast and protect their investment.
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Multiple coil systems on the modern late model Camaros lend themselves perfectly to J&S UltraSafeguard control when supercharged.
Microprocessors versus a
J&S Electronics "The Secret" for over 10 years
Dual Monitor
Over the last ten years thousands of SafeGuard units have been installed in automotive, marine, racing, and recreational applications. J&S Electronics initially focused on turbocharged vehicles in the late 1980's when thousands of ill-designed, non-intercooled kits without any form of ignition control were sold for everything from Ford Pintos to Fiats, not to mention BMWs, Volkswagens, Porsches, Small Block Chevys, Ford Mustangs, Honda Civics, Volvos, and about anything else that had four wheels and an internal combustion engine.
