About FlameJetIgnition
FlameJetIgnition
The technology is based on jets of burning gases igniting the air fuel mixture in the combustion chamber instead of the conventional sparkplugs electrical spark. The jets shoots through the air fuel mixture and radically speed up the combustion process. As more of the air fuel mixture is burned before the piston moves away from top dead center means more power will be extracted by the expansion stroke. As the jets of burnig gases fast reaches the outer borders of the combustion chamber, it drastically reduces the likelihood of knock whitch in turn makes it possible for increase in boost pressure and compression ratio.
Conventional Ignition vs FlameJetIgnition
A conventional SPARKPLUG ignites the air fuel mixture at one point in the combustion chamber and a flame front burns out towards the cylinder walls. If the flame front doesn’t make it all the way to the cylinder wall before the cylinder pressure and heat pre ignites the remaining air fuel mixture knock is created and this will be the engines upper limit for more power.
FLAME JET IGNITION uses jets of burning gases to ignite the main air fuel mixture on multiple places at the same time as they travel from the middle of the main combustion chamber out to the cylinder wall. The pressure coming from the initial combustion inside the prechamber pushes the flaming jets out through the holes and towards the cylinder walls. This result in a combustion with high stability precision and low cycle to cycle variation. This makes it possible to safely operate an engine close to the knock limit giving it superior power and efficiency.
Advantages
Raised Knocklimit, This technology has been used for many years by the racing industry, mostly for its capability of raising the knocklimit but also reducing the fuel consumption as a more efficient combustion equals more power.
How it works!
It starts with a conventional sparkplug igniting an air fuel mixture inside a small prechamber. Small holes connect the prechamber with the main combustion chamber and forms jets of burning gases going into the main chamber. The Jets of hot burning gases makes its way through the main air fuel mixture. The result is a combustion with very high precision and less time for knocking to occur as the jets reaches and ignites the points of the combustion chamber where knocking normally starts. The Prechamber doesn’t have any fuel injection. The air fuel mixture is simply pushed in by the compression stroke.
Why don't road cars have this?
This is the first question we get. If the idea is so good why isn’t it standard? There has always been a time gap between new technologies appearing in racing and being successfully applied on roadcars. If we look at the some of the main technical breakthroughs like Electronic Fuel Injection or Turbo Charging there was many years before they became common in Road Cars. Both Fuel Injection and Turbo Charging gave huge advantages but all the small details to make this new technology ready for road cars took many years. The same goes for the Flame Jet Ignition, although offering a huge advantage in the form of Power and fuel consumption it has its small details to still be worked out before full road car mass production. In the case of Turbo Charging it was the use of the wastegate that made Turbocharging practical on a road car. In the case of the Flame Jet Ignition the main reason that the car makers still only use this technology on their race cars is because of poor cold start capability. A road car has to perform the same in -30 as 40+ degrees. Most race cars never experience below 0 degrees. What happens if you start a car with Flame Jet Ignition in the cold is that it might miss fire during the first seconds of start up. This is not a problem in racing but not possible at all on a mass produced street car.
Fits my car?
Basically this fits any car, we have for the moment two models 14mm 19mm length and the 12mm 26mm length, both use a flat copper gasket sealing. More versions are on the way, send us an email for more info. Note that the ignition coil fitting may have to be modified as the Prechamber plug is some mm longer, around 4mm for the12mm model and 8mm for the 14mm model.
Important Notes
After fitting you’re new FlameJetIgnition PreChambers we recommend a visit to a dyno to recalibrate the ignition map, Your tuner will be happy to notice that both Boost pressure and Ignition degrees now can be added as your engine now is less sensitive to knock.