This might be a bit long - but I think due to earlier posts, it is appropriate...
There is obvious confusion and misunderstanding with some posters in this thread as to the difference between what constitutes a power CURVE - or the VARIATIONS of generated power at different RPM as plotted on a graph - and MAXIMUM power, the absolute BEST power a given engine will deliver at some specific RPM - they are 2 entirely DIFFERENT aspects of engine efficiency and operation!
To help illustrate the above, I am including 2 dyno graphs done on my '02 Dodge at 6000 miles - dyno was Ken Imler's Mustang dyno in Sacramento ( I have since dynoed at higher power with more miles under the floorboards) - the GREEN line represents TORQUE - the BLUE line is HP - the first shown is the STOCK setting:
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Carefully note where on the RPM scale my engine achieved maximum power output, and where it began it's steep downward decline - this was with my Comp turned off, and no other engine mods.
NOW, here is the same engine, same day, with the Comp on max, 5x5:
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Again, note where maximum power peaks, and where it declines - sure, MUCH more power is developed, but the MAXIMUM/MINIMUM RPM vs power points remain essentially unchanged.
BUT if you look at the power level portion of the displayed curve that lies ABOVE the 400 ft lbs mark, it is obviously LOTS more on the 5x5 setting, plus, WITH the Comp, the 400 ft lbs level is obtained a couple of hundred RPM lower than stock - and THAT is what creates the improved performance and driveability - the Comp on 5x5 reaches maximum power at about 2000 RPM - and much more power than on the stock setting, which reaches (lower) maximum at a higher 2300 or so RPM.
All in all, rather similar shaped CURVE, but considerably more usable power RPM vs RPM - and THAT is what a power CURVE tells you! But what it DOESN'T show you, is what happens in routine, normal daily driving scenarios under moderate throttle applications - after all, MOST of us don't drive every day with our foot to the floor!
In earlier years, various intake manifold and camshaft makers developed and marketed products that increased MAXIMUM power - but frequently sacrificed LOW and midrange RPM power and driveability to do so - a radical engine that did well on a dragstrip or dyno at a high RPM might drive like crap out on the streets in daily driving because all it's performance was necessarily focused on maximum RPM operation.
That was fine, IF you didn't mind doing virtually ALL your daily driving up around 5000 RPM...
As technology improved, we have gained 24 valve engines that give good performance across a wider power band, and various computer controls to further enhance that performance. This is one reason for the excellent flexibility and instant performance response of computer controlled injecton pumps like the VP-44 and latest High Pressure Fuel Rail designs - they can easily provide the greater instant changes in fuel timing and volume to meet rapidly changing loads - and do it in efficiency only DREAMED of with previous purely mechanical pumps.
NOW, we come to add-on boxes like the EZ, Comp, and others - we see what they will do as displayed in my graphs above - there are also other mechanical mods like larger injectors in the same price/performance class that can be used instead, or together with the "magic boxes" for increased power...
Now we have the MAD setup - and it is only reasonable that we ask questions and try to make an informed and intelligent selection as to what will best fit our needs and wallets - we know from established experience what stuff like the EZ, Comp and injectors will do - many of those makers have already provided dyno graphs like mine to SHOW what we can reasonably expect.
NONE of this is even SLIGHTLY intended to take anything away from Marco or his product - but so far, all we have on the MAD setup are seat-of-the-pants impressions and vague "guestimates as to what is actually being produced in overall power/performance. Eventually, we may well have the same documented info from Marco and those he is working with - as well as users as they accumulate miles on their units.
Meanwhile, all we can do is ask well-intended questions - after all, it IS our money and our trucks - and we DO have other similar power enhancing options at our disposal in the same general price range!
Attention: TDR Forum Junkies 
