the stock ECU sees only the signal coming from the sensors with the turbo piggy, so it would not be able to detect that it was off. the reason the ecu can figure out you are changing the maf signal is because there are other sensors that double check those readings. the timing is checked by the two sensors you are modifying the signal on, which is why you have to modify both at the same time.
the problem with our timing signal is the fact that they are odd signals from the physical components, not the electronic components. I don't see how changing the sensor out would make any difference to the microtech; the sensor can only see what the crank sensor gear (for lack of the correct terminology) is capable of producing. the sensor is just going to translate the tooth arrangement to a signal the ECU can understand, and IIRC the microtech units can do either magnetic or hall sensors
can you elaborate on changing out the crank sensor for us?
I'm not sure how much customizing is done either, have you tried contacting microtech directly about what to do to change the unit to a different model car? also, can't you use MAP and RPM instead of TPS for load? I wouldn't think you'd need a TPS reference at all, most of the units I have researched or put my hands on don't
require anything accept MAP/MAF and RPM
that may leave a tip in question though.
Juan, have you had any discussions with thunder-rush and his kit with the NA piggyback? I've spoken through tah intarwebz with him quite a bit, but it's been quite some time since I posed any direct questions on his tuning. maybe he'll post up
