A surface gap plug provides exactly what its name describes... a gap at the surface of the combustion chamber. The gap is a .050" annular configuration. The center electrode and insulator tip operate extremely cold (no heat range rating) and are, therefore, nearly impervious to pre-ignition. However, fouling deposits are always present and cannot burn away. These types have limited use in racing. A special ignition system with very high energy and a very fast rise time (CD) is required to fire the gap when fouling deposits are present. The insulator tip does not operate hot enough to allow reading of the spark plug during engine tuning. The exceptions are the G52V and G54V which have surface air gaps with sufficient insulator nose length to give some heat range. These are used in Formula 1 engines. C53VC, C55VC, and C57VC are of similar design and use a 14mm thread diameter. These are designed for small-block Ford and Chevy engines used in Winston Cup type racing. There are also "S" type plugs available in this design with identical heat ranges.
CUSTOM MADE TUNGSTEN SPARK PLUGS
Soon we will replace the "brick with a spark plug wire that contains the diode with the "feed" wire incorporated.
I believe this will look cleaner, performance will remain the same.
I won't get into explaining plasma here and now, but it is described as "the forth state" neither solid liquid or gas.
For our application, compare it to a lightning bolt.
When you look at an electric spark it appears as a kind of jagged string or thread of electrical current flow.
While a lightning bolt may look similar it also emits bright light.
This is due to both the high electrical voltage and the result of forming as plasma.
If you have watch any of the videos on this page you will see the camera can record a conventional ignition spark as a "thread" but can not see a plasma spark, all you see is a bright flash.
Your eyes serve better in observing a plasma spark live.
It looking like a large spark at the plug, but you still can't see the path from the center electrode to the plug ground.
The photos above, shot with a high speed camera reveal the spark is not only large, but forms an orb or semi-sphere.
It is believed that this larger surface are ignites more of the fuel charge that a small thin spark and as a result produces faster flame propagation.
This in turn leads to more fuel having been burned by peak cylinder pressure at approximately 15 degrees past TDC.
This in theory should produce more load on the piston or torque production.
Further this faster propagation seems to prevent as much pressure on the fuel not yet ignited during this propagation duration reducing it's tendency to spontaneously ignite and explode, which we call detonation.
This is a huge benefit as it allows you to either use lower octane fuel which not only cost less, but burns faster and can result in further power gains, or allow use of higher compression ratios and or boost while using "pump" gasoline.
Currently we have around 200 systems in service on the East Coast, however I do not know much of the details as I was not involve with the system when these systems went into service.
I have been told that many of the racers using the system are reluctant to talk about it because their results have been beneficial to them in competition and they want to keep "their" secret from their competition.
I am told many are running faster and winning races performing better than they were before adding the system.
Two stories I know of are a rear engine dragster in the first video using a Procharger and running the eight mile running a tenth or so better by simply adding the system and dropping down from 118 octane to 104.
Secondly there is a 460 Ford truck running around with 11.5:1 compression ratio with iron heads burning mid grade petrol.
I build mostly street motors.
If I can raise my compression ratios from 10.5:1, my safe limit to 12.5:1 and burn super grade gasoline, well I'll be building more powerful engines than my competitors.
I'm in the same boat as you.
"Damn it Jim, I'm an engine builder,not a salesman".
I'm not going to try to talk you into anything.
I just told you a little of what I know, it is up to you to decide if you want to try this system.
I know some of you reading this will try this system, most will probably not.
We eventually hope to have it on all nitro burning engines to solve the problem of "putting cylinders out". It will ignition a fat mix every time. If this thing really works, by the World finals many of you will have come back to this site a second time to find out how to buy a system.
Here's my offer. I will give you a racer discounted's price.
I will discuss your application on the phone with you BUT, providing these systems is just something I'm doing on the side, I have a ton of motors to build and clients to communicate with, so I'm always pressed for time.
If you want to try a system I will ship one to you with a limited buy back plan.
You put it on your race car and try it, one event or test and tune day should be enough. If you are not please with the results I will buy it back at the sold to you price, less shipping.
I'm not a store, I am just an engine builder who recognized the potential of this system and thought to introduce it to you.
If you wish to return it I will require you tell me what you did with the system, where and when you tested it and what were the results.
Payment will be via paypal.
For returns I'll send it back paypal.
If I find you killed the box (it is easy to wire up, but there is always someone who will do it backwards, or use resistor plugs instead of non resistor) I'll work with you, but as I'm sure you know it is hard to get electronics manufacturers to take their stuff back.
You can contact me at 760 508 4562 or email email@example.com
Be sure to look at other pages in my website including my used engines.