These are amazing devices and we keep finding more uses for them! There are two models available, the
#22004 is the standard universal model, while the
#22006 includes the addition of a boost controller. The controller senses and almost predicts engine detonation (knock or pinging) and automatically retards the timing in only the cylinders that are knocking. You can adjust the sensitivity and how much it will retard. Once you have it set, forget it. It does its work automatically. No dials or knobs to fool with. It constantly monitors for engine knock with each spark event, to take timing out at the first sign of knock. We now have one that retards with manifold pressure, in addition to the knock sensor. At first it would seem that these would only be necessary on super or turbo-charged engines. Not so! These units can be set to automatically retard when the vacuum drops under load and will pull the timing back, before knock even starts. This can be a life saver on heavy RV or towing type applications. This unit is also programmable (no lap-top required) by you, for the amount of retard desired for every inch of vacuum drop. Uses of the automatic knock controller include automotive, truck or marine engines. The universal unit works on 4, 5, 6 or 8 cylinder engines with a distributor and a single coil. It is so easy to install, you will think you are doing it wrong! The unit connects between the ignition module and the coil, or it can trigger a Crane, Mallory, MSD, etc. It can even be used with other computer controlled spark systems, that do not have automatic knock controllers, and I can't think of any that do. The controller uses a GM type knock sensor that screws into to the block, in place of the coolant drain plug. You will need to calibrate the unit to your particular engine/drivetrain combo, and the fuel to be used. This will take a little time on the road, and is mostly trial and error. The instructions are complete and quite detailed. Once the Safeguard is set it needs no further adjustment unless major changes are made to the engine or drivetrain. What this Controller does is allow you to use some of the current electronic engine control technology for more power and protection for your engine. This is not just another knock sensor that you have to try to remember to control with a switch or knob. It works automatically and (big point here) only affects the individual cylinders that are knocking. With this system it is entirely possibly to see your engine pick up power, especially if you are on the border line with octane, compression ratio and load. One of the problems with detonation is that you cannot always hear it. It is sort of like being shot, by the time you hear the gun, or pinging in this case, it may be too late. It may in some cases to do away with custom curved distributors. Good candidates for the Safeguard Knock Controller: Any performance engine especially one that is using pump gas. This includes high compression engines, turbo or supercharged applications or even nitrous. If your compression pressure is optimized for premium and you get stuck out on the road with only 87 octane available, the knock sensor will save the day. Engines using less than optimum intake manifolds that have poor cylinder-to-cylinder fuel distribution, and have some very lean running cylinders. One good example would be oval track engines with cast iron OEM 2 or 4bbl intakes These combos will definitely pick-up power. Right now, you are setting your timing for the cylinder that pings the easiest, while robbing those that can handle more timing. Fuel distribution plays havoc with how much spark advance a cylinder can accept. In some cases this may mean as much as 4 to 6 degrees more advance can be tolerated in the good cylinders. How much power would that be worth? Close on the heels of the cast iron 2bbl intakes are the multi-carb intakes such as the in-line 2x4 intakes and the 3x2 (6 pack) intakes. These dual plane intakes date back to the mid 50's. All they are is an early 4bbl intake that was "stretched "to accommodate more carbs. Air flow and fuel distribution considerations took a back seat to throttle bore area. Now we are trying to get 600HP from a system that was lucky to see 400HP in its original form. Every thing has improved but the all important intake. Not only that but with all of the possible linkage combinations of straight and progressive, the changes to a cylinder from being rich to lean with every twitch of your foot. At cruise you are trying to feed all 8 cylinders with a 2bbl again, but the difference is the fuel distribution is now much worse. There is just no way to jet for consistent mixtures from one cylinder to the next. To complicate matters, for street-ability, only 2 barrels of one of the carbs, on either set-up, are trying to feed all 8 cylinders, equally. The 2x4 set-up is probably the worst, because the two main feed throats are furthest from the center of the engine. It gives me a headache just thinking about it. But they do look cool! Major concessions to compression (power) need to be made when using these intakes. However, with the Safeguard Knock Controller the compensations need not be made. A streetable 650 HP is possible with one of these antique manifolds. Some customers want a hot street truck engine but they also want to tow a trailer. Without the knock sensor something has to be traded-off. With it, not as much trading needs to be made and you can get a lot closer to what you want with both goals. Another application is ex-race cars that you want to return them to the street without a complete engine re-build... Something in the 11:1 to 12.5:1 range could be tuned to run safely on pump gas and still retain most of its performance with the knock controller. Some cars and trucks are equipped with a knock sensor from the factory such as the 5.7L Hemi Dodge trucks, most GM, and some Ford trucks. However, they are not adjustable and the retard ALL of the cylinders. Engines with these type factory systems can see a power increase with additional engine protection with the Safeguard Automatic Knock Controller, since it detects and retards only the knocking cylinders before the factory systems can react. Since it uses only one knock sensor, you may be wondering how it can figure out which cylinders are knocking. Actually, it's easy. When the unit makes a spark, it listens to what happens. If it hears a knock, it knows that it's the cylinder that just fired, and that this cylinder won't fire for two more revolutions. When the knocking cylinder comes up to fire again, the unit dials in the appropriate retard FOR THAT CYLINDER ONLY. The unit does this as each cylinder goes by, building up a different retard curve, if needed, for each cylinder. "Why haven't I heard of this unit before now?", "If it is so good why haven't the magazines written about it?", you may ask. I looove this question; in the real world love doesn't make the world go 'round, it is MONEY that greases the wheels. Don't think for a minute that the magazines are published to help you. They have bills to pay and they are NOT paid by that puny little $20.00 a subscription that you send once a year. The bills are paid at the magazines by the advertisers. That is all of those expensive (very expensive) ads that get in the way of all of the neat tech articles and pictures you really want to see. Did you ever wonder why certain products are always used or certain suppliers are recommended in most of the articles? It's MONEY my good man. The next time you read a tech article on an engine build-up note how the biggest advertisers always have their products used or are mentioned the most. You scratch my back and I'll scratch yours. The system works this way to keep the magazines in business. But, you must also realize that there are many small suppliers out there with just as good, if not a better, product that can't afford a one page ad for $3500.00 or more. J&S does not advertise in the magazines, so don't expect to see their back scratched in any tech articles, but we like them, and think they have a very valuable product.
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