Smart Plugs Ignition System?
JShadzi at aol.com
JShadzi at aol.com
Fri Feb 13 20:44:37 EST 2004
I'd like to address the issue of "need for engine management change" for a
minute, since this topic has come up...
For all practical purposes, any engine management system that Audi has
implemented (and most other Auto Industry OEM manufacturers for that matter) is more
than sufficient for the intended application. I can honestly say, as "Mr
034efi himself", that there is no need for an engine management change from CIS
if the intended application is more or less _stock_.
The advantage or need for an engine management change of any kind should
serve a purpose. If the stock system can run part throttle fuel near Stoich most
of the time, provide near optimized ignition timing and spark power, and fuel
sufficiently under WOT to make near max power, then there is no need to change
the EMS (Engine Management System).
A system like 034efi comes into play when the configuration of the engine has
changed to a point that the stock EMS can no longer meet the needs of the
above paragraph (stoich, spark, fuel), then a change is required. An 034efi
system (or other systems for that matter), can do the above for your average 5
cylinder from power levels of near 0 all the way up to power levels of thousands
of HP, it is not limited, this is due to the fact that the system is tuneable,
or adaptable to nearly any engine configuration desired. CIS is not
adaptable, and even Motronic and other systems are very difficult to configure and
only by a handful of people globally.
So, if you have a EMS in a stock application vehicle, be wary of changing it,
there really is no justification for it especially if it came out of Germany
in the last 30 years.
In a message dated 2/13/2004 4:43:31 PM Pacific Standard Time,
cord4530 at uidaho.edu writes:
> My question exactly, what would be the point of implementing an product
> this in an otherwise stock (or mostly) CIS3 car vs. going with a proper,
> control engine management system?
I agree with Javad too. Even though I work with these on a regular
basis, they don't offer any significant advantage over sparkplugs in a
regular engine. Factor in the initial cost and replacements, and there's
no way I'd recommend them for a daily driver application.
However, running the Aqueous Ethanol we've run compression ratios up to
17.5:1 and seen some huge increases in power and net efficiency. Last I
checked, no where in the nation was selling 'Aquanol' at the pumps
though. And those mods wouldn't be kind to even race/av. gas.
The company has been looking at experimental aircraft a lot. Magnetos
are prone to failure, and pilots don't like that so much. Once going,
the only way to shut off the engine is to stop fuel. The ignition is
self-sustaining, so you really can't have an ignition failure
mid-flight. However, there's been durability issued with the electrical
heater feed through (more or less resolved at this point), so once you
turned off the engine, it only has a 95% chance of restarting next time. :o(
They are useful for small packaging though. Vehicles generally have
plenty of space for an ignition system. But where special constraints
are critical, they have a benefit there. They're also especially cool
for igniting hard to burn fuels, but I don't see that application for
general use vehicles at all.
As Brett pointed out, there's no discrete timing control. It was drilled
in to me as a kid....."It's not the *how big* of the spark that matters
most, it's the *when* of the spark that's important." With a good
aftermarket EFI system (034, AEM, Motec.....) you've got far better
chances for performance gains than you do from putting catalytic
igniters in your engine.
While these will probably work fine on the NA NG engine, but I wouldn't
consider it a bang for your buck at all.
University of Idaho - Engine Research Facility
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