andy-gts

wow , very nice , I need another car to use this kit...

AO

So the kit comes with the clutch too? I didn't see it on the list. My experience says the stick clutch will not hold this kind of power.

Carl Fausett

Sorry, the kit does not come with a stronger clutch. Many of our customers already have that from us, so it made no sense to include it. I can just add it to the order if you like.

Doesn't come with an extra set of rear tires either

The good news - and I may have forgot to mention - this is still an all-external bolt-on kit. Stock engine, all the way around. No special parts or preparation necessary. If your engine is in good shape, you are as ready to bolt on this kit as you need to be.

prescott

Urge to sell wife's car.......growing!!!

Hold On

Jeeeeez Carl ! Your killen me here with this stuff ! Those are great numbers and system looks awesome. Good luck with sales. Kevin

Fabio421

Congratulations on completing your Stage 3 kit. Can you please explain to me why I should choose your stage three kit instead of the other stage 3 centrifugal kit?

Carl Fausett

Fabio - you must be referring to Tim's kit. Its the only other Stage 3 kit that I am aware of.

For me to answer your question, I would have to have intimate knowledge of the other kit, and I do not.
So I am unable to make comparisons for you.

IcemanG17

WOW...nice result.....do you have a before dyno run for this car? I would guess it was about 300whp before... I'd like to see a before-after dyno chart.....

PC-85-928S

Will this kit run with the stock LH and EZK chips?
Does the kit come with new chips?

SMTCapeCod

Hm...sell my car and order F/I or keep the car and pine away.
;-)
Maybe I can start by selling tix to view the vid~ thanks for that!
Fingers crossed for a civil thread (ever the optimist).

Lizard928

I'd love to see a shoot out between John Kuhn's twin turbo system, Murf's stage III, and this car.

My only comment on this is why do you require a variable pressure FPR?
It is nearly one more failure point/mis setting point.
It would be good to specify if this comes with replacement chip sets for the LH/EZK

Avar928

...or a twin charged 928. Oh yeah...

Ducman82

i know the Twin Kit puts out a lot of power and will leave your wallet a few bills heavier.

i would love to see some kind of shoot out.

AO

Come to Green Bay some day. Murf and I have gone at it quite a few times. Last time we were pretty evenly matched. But then Todd comes along with his 1,000 hp twin turbo beast and well... The shoot out is over. He wins. Game over.

Carl Fausett

No, this kit is not designed to continue operation of the stock computers. It says very clearly in the product description that you must upgrade to some modern engine management. Haltech, Motronic, Mega-Squirt, or our Electromotive EMS - I don't care, but the stock LH and EZK are not going to provide the control or the engine safety we desire at these levels.

Let me start by re-stating that I respect John Speake's work and the Sharktuner. It is a good tuning tool for the stock system and works well. However it has it's limits and they are not relative to the Sharktuner - it does all it can - but the limits of what it can do are really set by the LH and EZK computers - the technology that existed when they were developed, the bus bar IO rate, the processing speed, and the rest of the circuits in the LH and EZK.

No-one would argue that their 1986 PC is just as fast and just as good as the PC's being sold today. Among all places, jumps in speed and performance in the computer industry has been staggering. Merely changing the program in the EPROM chip does not make up for deficiencies in the components and design of the whole ECU and two-computer non-data sharing design of the original 928 system.

I cannot speak in depth about other EMS systems (Motronic, Haltech, etc) but for example, a new ECU like the one in the Electromotive Tec GT system we sell has 256-point high resolution interpolation between data points, and adjustments up to 0.001 millisecond. Much greater resolutions than the old stock LMB fuel computer.

In addition to processing speed, when the EMS detects a knock, you'd like it to retard timing AND add fuel. The stock EZK and LH computers cannot do that because they don't "talk" to each other. They are also too slow to react to knock events - but that's the other story)

Consider spark quench - at boost levels like these, the stock EZK and coils cannot reliably produce a strong enough spark or a long enough spark. The modern Engine Management corrects both of these problems with long, 1000+ microsecond spark duration - 60+° duration at 10,000 RPM! (CD based ignitions only have 3° of spark duration at 6,000 RPM)

Other reasons to step up from the 1986 engine management:

Direct-fire coil-near-plug distributerless ignition, with significantly higher firing voltages and spark duration. The DFU's (Direct Fire Unit) are completely weather-proof and their firing is controlled far more precisely than distributor-equipped systems.

Spark timing is precisely controlled under all conditions, including rapid engine acceleration (system counts 3,060 points in one revolution of crankshaft), Much higher resolution than the stock EZK ignition computer.

Ignition timing is now load-dependent instead of rpm-dependent, making it much more flexible and safer for the engine. Your expensive engine will last longer because of less stress on internal engine components due to the super-accurate ignition event.

For the boosted 928 - instead of the current system that has no Manifold Air Pressure inputs and a static fuel map; you will now have a dynamic fuel map that responds to boost and adjusts both the ignition timing and fuel injector phasing accordingly.

Comes with 4 user-definable outputs that the Tuner can use to control electric radiator or intercooler fans, waste gates, and other devices. RPM and MAP-activated set points allow you to control any other RPM activated item like shutting off the AC compressor automatically at a specific RPM or MAP value, or switching on an auxiliary fuel pump at a set RPM or MAP value.

Also has 4 user-definable inputs that the Tuner can use to process or log data from wheel speed sensors, add an ignition-advance trim, add an all-electronic instrument cluster, a NOS-retard, and other uses. Will support both high and low-impedance injectors, with their faster switching and better idle capabilities on cars with aggressive cams.

The system will upgrade your 928 from the on/off/on SPDT throttle position sensor we have now and bring us to the better potentiometer-style Throttle Position Sensor (TPS). This makes a new list of features available to you including TPS data logging; TPS-mapped fuel enrichment ; "Valet Mode" if you want t o restrict the engine output for your kid or wife or Valet; and it adds tuning capabilities that include blending the TPS position to the MAP sensor for an improved idle when the car is equipped with lumpy camshafts.

You can choose from 3 rev-limiters, or a sequentially more severe "soft limiters". If you watched the video, you can see how easy it is at this HP level to bounce off the rev-limiter (and how fast it can happen) so having a soft rev limiter that does not harm the motor is a real benefit.

The knock sensor threshold can be adjusted, and what happens when a knock is found can be controlled and configured.

Full data logging capability built in.

Clearly, as others have shown, the stock LH and EZK can be "made to work". But they give up a lot of engine safety and tuning capabilities. I myself continue to use the stock LH and EZK system on our Stage 1 and Stage II supercharger kits. No problem.

But at this boost level - and this performance level - I strongly believe the stock system is over-matched and its time to upgrade.

Like my webpage descriptions says: you do not have to use our Electromotive TC GT engine management, but you will want to use one of several reputable brands on the market.