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TurboKraft TurboKraft is offline
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Join Date: Mar 2005
Location: Phoenix, AZ
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Originally Posted by kenikh View Post
The other thing that has been sorely missing until the latest breed of EMS is knock control. Properly set up knock control can give at least a half point bump in usable static CR...a huge benefit for off line response and low end boost pressure.
Absolutely. Knock control is a wonderful safety mechanism allowing you to run closer to the threshold without melting the engine. Some systems, like AEM, have had it for years, and Motec *finally* has added it, too (a very sophisticated version).
Watching different cars on the dyno, it's shocking how little some engines use the knock sensors -- very conservative tuning from the factory -- while others, like the Nissan/Infinity VQ35 (absolutely brilliant engine) and the latest Mercedes/AMG engines are *constantly* using the knock sensors to adjust timing and save the engine.
Several people on this board have reported success with the J&S Safeguard knock control units.

Originally Posted by kenikh View Post
Turbokraft is definitely doing it right and thinking of problems in terms of 2010, instead of thinking like it is 1992. Kudos!
Thanks for the kind words.
I am very fortunate to share a large workshop with a former co-worker who builds and tunes all varieties of imports (and some current LS-series V8s). His Dynapack chassis dyno is in the back of my shop and we get to see all kinds of products and technologies put to the test on various engines – assorted sizes and brands of turbochargers and intercoolers; various manual and electronic boost controllers, wastegates and diverter/blow-off valves; different manufacturers’ rods, pistons and rings; numerous engine management systems and related sensors; exhaust system and intake manifold designs…
Some of the stuff is great, some not-so-great, and some is utter garbage.
When we see something that makes sense and works, we look for ways to incorporate it into our Porsches.
Why not use the latest technologies available?
Why not drag our beloved 911 Turbos into the 20th century and pit them against the latest and greatest on the road?
I think there’s probably no sports car on the road more enjoyable than a retro-rod built air-cooled 911 Turbo – so that’s what we build and promote.

FWIW, 2 other lessons from observing all these other cars being built and run on the dyno:
1. Temper the enthusiasm and be cautious employing new technologies because that car on the dyno can probably have the entire stock engine replaced for the cost of our gasket + bearing set. Sometimes the cost of our 911 piston & cylinder set is greater than the cost of the car on the dyno…
2. Big, repeatable, sustainable power numbers, like 550-600rwhp, with any measure of drivability and reliability always cost a lot of money, regardless of the brand or model of vehicle. Mk.IV Supra, 350Z/G35, K-series Honda, Mitsu Evo/DSM, LS3 Camaro, whatever – once you get past the off-the-shelf external bolt-ons (if the parts really even “bolts on” at all), it all costs big bucks, on par with Porsche costs. There’s no free lunch at the big power levels.
Chris Carroll
TurboKraft, Inc.
Tel. 480.969.0911
email: -
Old 05-18-2010, 01:10 PM
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