Yea the Davis TC systems are incredible! I watch a lot of noprep racing on youtube and know a couple guys that do it. It is on my bucket list of drag racing adventures I want to try with my dad. It will require us getting another car though, and we just don't have space for it. We kick around the idea of downsizing our bracket racing operation, and if that happens I could see getting a noprep grudge car just to have fun with. To be competitive you really gotta be prepared to throw some money at it though.
This is their most basic TC-3, but can be upgraded to do self learning and also have cylinder cut. As is, it will only retard timing.
In my studying, I read that turbo cars can be tricky to control with just timing alone because at some point retarding the timing just builds more heat, which makes more boost and it becomes an unwinnable situation. I'm not sure if it'll be enough to allow me to launch in first, but I'm hopeful that it'll control things from basically like...autoX speeds and higher in 2nd gear lol. I'll add a toggle switch to my digital dash for when you want to fry some tires. I do wish I could control the TC settings within my digital dash, but it is only accessible via a laptop or their own remote display for tuning.
The TC-3 is only looking at driveshaft speed and comparing acceleration rate to an allowable limit. The TC-3 is good enough to get you down a road, but the high end stuff is using the "perfect pass" method where you actually provide a driveshaft curve from transbrake release that the car should follow. Not something that works outside of a standing start in a controlled environment, but it is a truly incredible system what they're able to do with these no-prep machines.
I've seen your work on the mustang shocks!! I'm super interested in your work. Racingbrake website is a fantastic reference.
The calipers I'm using are 38/38 mm pistons front and 28/30 rear. The porsche rotors stock are an inch smaller front and rear. Girodisc offers larger rotors and a caliper spacer for those guys. 350x34 and 325x24 are physically the largest rotors that will fit in the caliper body without hitting. It gets super close.
https://racingbrake.com/cayman-boxster-986-987-981-982-718/
Here are my bias calculations. I wasn't supposed to share this spreadsheet back in the day from Stoptech 
I am still using the OEM prop valve and I'm hopeful that it will work with this setup as well, but I may need to add-in an adjustable proportioning valve.
I’m not sure how useful the driveshaft curve-only TC will be for anything other than straight-line. For AutoX/canyon stuff, your traction vs driveshaft curve won’t be the same when cornering since the tires are doing two things at once. I think that’s where differential speed is better.
Not saying it *won’t* work, just not sure how well.
Thanks for sharing your brake bias calc. I have a massive spreadsheet of different OEM rotor dimensions and caliper piston areas, but hadn’t factored in the effective radius of a larger/smaller rotor with different calipers.
Out of curiosity, why do you have the OEM caliper listed as 2 piston, opposed? IIRC, FDs have a similar single piston sliding caliper like the FC? I’m stuck trying to find rear calipers with integrated E-brake, which limits you to basically sliding calipers or dedicated secondary parking calipers.
I think Blake is using electric parking calipers on his Mustang, which is a cool idea. My PDM has spare H-bridge outputs I could use for that in the future. The DCT doesn’t have a working Park gear, so I have to have an e-brake.
