[h=2]OTHER DEVICES CLAIMING TO INCREASE SPARKS:[/h]Never be fooled by any device that is fitted between the ignition coil and the distributor, and/or distributor and the spark plugs (sometimes in place of ignition wires) for which claims of increased power, multiple sparks, and better fuel economy are made. These devices have come and gone over the last 50 years, and usually consists of a sealed container in which the spark is forced to jump an additional gap or is partially induced to ground on its way to the spark plug gap. These devices can also be cleverly demonstrated to produce sparks the human eye perceives as being "more powerful." The only "increase" a gullible consumer can expect from these devices is an undesirable increase in load on their vehicle's ignition system.
[h=2]SUMMING UP[/h]All internal combustion engines rely on an ignition system — and an engine that is required to produce more horsepower and needs to operate at higher-than-production-engine RPM needs a more powerful ignition system to achieve the extra horsepower and higher RPM.
Original (stock) equipment inductive ignition systems with distributors, and direct ignition systems that eliminate the distributor by controlling the ignition system with a computer, are designed to output spark energy moderately in excess of what is needed to fire spark plug gaps under normal operating conditions, and to control timing and spark duration to improve the engine's ability to control exhaust emissions, as well as ensuring the engine is not overstressed during the vehicle's warranty period.
Capacitor discharge ignitions (CDI) such as those from Accel, Crane, Holley, Jacobs, Mallory, MSD and others create sparks that are compressed (and intensified) into shorter duration and are designed to additionally produce the extra spark energy needed by race and modified street engines that will reach higher RPM than stock engines and use fuels more difficult to fire than pump gasoline (petrol). Most CDI ignitions incorporate multi-spark circuits to enable the engine to run smoother under 3,000 RPM.
A High-output inductive ignition system is probably more appropriate than a CDI ignition system for most late model production engines (modified or not) because this type of ignition provides the longer duration spark needed by these engines. Basic high-output inductive ignition systems are currently available in the aftermarket from at least Accel, Crane, Holley, MSD, and a menu driven direct ignition system is a available from Electromotive.
Often, on production vehicles used on the street, replacing a tired ignition coil with a higher-output ignition coil from Accel, Crane, Jacobs, Mallory, Moroso, MSD, Nology, etc, can improve ignition performance, particularly under load and at higher RPM.
Electrical devices, including SPARK PLUGS, use only the electrical energy necessary to perform the function for which such devices are designed. IGNITION WIRES are nothing other than conductors, and whereas an ignition wire's inefficient or failing conductor or insulating jacket (particularly a jacket inside grounded metal shielding) can reduce the flow of electricity to the spark plug, an ignition wire that allegedly generates an "increase" in spark energy will have no effect on the spark jumping across the spark plug gap, as the energy consumed at the spark plug gap won't be any more than what is needed to jump the gap (e.g. a 25 watt light bulb won't use any more energy or produce any more light if it's screwed into a socket wired to supply current to a 100,000 watt light bulb).
Although most new ignition wires will perform the function of conducting coil output to the spark plug, what is important to sophisticated race engine preparers and owners of production vehicles with exhaust emission controls is EMI suppression. All electronic devices can be effected by EMI emitted from ignition wires, and the problem is often exacerbated by installing a high-output ignition system. As production vehicles age, engine management sensors and wiring deteriorate and become more susceptible to EMI radiating from improperly suppressed ignition wires. To be truly effective, ignition wires need to be EMI suppressed for a reasonable time, while having the ability to maintain good conductance without overloading other ignition system components.
Engine tuners should also take into account that most stock engines and some hi-tech aftermarket engine management systems use resistance in ignition wires to sense additional information needed by the computer.
[h=2]MAGNECOR RACE WIRES PROVIDE EFFECTIVE
AND PERMANENT EMI SUPPRESSION[/h]Since 1987, Magnecor has recognized that ignition wires capable of conducting the extreme energy output from ignitions available from Accel, Crane, Electromotive, Jacobs, Mallory, MSD and others, all of which are used on engines controlled by electronic engine management systems, need effective and permanent EMI suppression to avoid interference to vehicle electronics.
Magnecor Race Wires completely eliminate the need to resort to short-lived carbon conductor ignition wires to overcome the problems caused by EMI on race and performance vehicle electronics from improperly suppressed "low-resistance" spiral conductor ignition wires (with or without conductive coatings over conductor windings). Magnecor Race Wires are also extensively used on both stock and modified production vehicles which need to maintain exhaust emissions within the legal limit.
Unlike its competitors, some of whom have chosen to market "low-resistance" imitations of Magnecor Race Wires, Magnecor does not make any claim that their current KV85 Competition (8.5mm) and R-100 Racing (10mm) Race Wires have "low-resistance" conductors, nor do the conductors need "low-resistance" for any practical reason. Magnecor does not claim its Race Wires increase horsepower, and any horsepower gained by the use of Magnecor Race Wires results entirely from the ability of the wires to maintain full conductance and suppress EMI that previously robbed the engine of horsepower.
Magnecor Race Wires' 2.5mm Metallic Inductive Suppressed Conductors are designed to carry the full output from all race ignitions, and are exclusively manufactured in Magnecor's specialized facilities with precision machinery and equipment, and include microscopically close spiral windings wound over ferrimagnetic cores. No conductive coatings are used over the spiral windings. Magnecor Race Wires' conductors are jacketed entirely with the highest temperature aerospace grade silicone rubber to resist the extreme temperatures generated by race engines.
Since first introduced, progressive versions of Magnecor Race Wires have been consistently used by leading contenders all over the world, including those competing in SCCA, NASCAR, IMSA, NHRA and club events in the USA. To date, Magnecor USA has not sponsored any particular racer to promote the use of its ignition wires in competition events. All racers using Magnecor Race Wires do so to ensure their engines perform efficiently and without the risk of EMI from ignition wires ruining the enormous effort and expense necessary to prepare and tune engines for competition.
For over 22 years, Magnecor has also offered progressive versions of its 7mm and 8mm ELECTROSPORT ignition cables for carburetor, mechanical and early electronic fuel injected engines. These wires provide RFI suppression similar to the very best offered by Magnecor's competitors in the performance aftermarket, feature a far superior heat resistant jacket, and prices comparable to products sold through speed shops and mass-merchandisers.