The V8 EEC IV & V's can handle really big horsepower because they are MAF based. THe I6's unfortuntely run a MAP sensor as its primary load sensor, and these are easily thrown out by cam changes and other mods. You can get the I6 EEC to 180rwkw withotu mods but they usually don't have great AF ratios because the load scaling is out.

I6's are limited to about the 190rwkw NA due to a lack of valve area which reaches a point of diminishing return once you reach really wild duration figures. The MAP can be tuned to big figures but you still have flow probs in the I6 with NA.

Bert you need to read those dyno graphs, those are for RWKW not FWKW, a very big difference, and there is no fuel system changes.

Take note of the second graph, that is 170RWKW, no ECU or fuel system mods, that is a Dev5, if you want Dev5a which is another 5kw and rough idle, you have to fit a chip to the ECU.

If you ask around you will find there is a lot of I6 members with higher RWKW than 158kw still using the stock ECU, standard fuel reg and injectors. Having to resort to the Wolf sounds like it was a poor combo and if EPA pulls them over, it will be over for them, aftermarket ECUs are a clear no no, as you can alter emissions to easy( I bet it isnt hidden).

And until you drive a JMM vehicle I don't think you should be commenting it will be lazy part throttle just yet, just because you setup didn't work doesn't mean a company that has researched packages doesn't work.

We are not sponsored by JMM, so we can say what we like, but I haven't seen a bad word about their Dev kits yet, unlike a few companies that throw cam and chip kits etc together.

my mates old EF, had 146rwkw, which is roughly 200-210 fwkw, through an automatic transmission.

Now my car is the same spec as his old one, a HP4 chiptorque chip,interceptor ECU, wade 1004-14 cam, extractors, 2.5" exhaust and cold air intake.