Ignition Technology
pRECISION AND POWER
The Delco "Kettering" points system was the first commercially battery based ignition, introduced on the 1910 Cadillac automobile. Since then little has changed and it could be argued that poorly made replacement parts have hurt the reputation for reliability it once boasted. This system has all but faded away and has been obsolete for decades.
Electronic "Hall Effect" and transistorized ignitions became common in the late 60's and early 70's and reduced maintenance while increasing performance. The next technology wave includes smart coils, tiny circuits, and computer assisted tuning.
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Electronic "Hall Effect" and transistorized ignitions became common in the late 60's and early 70's and reduced maintenance while increasing performance. The next technology wave includes smart coils, tiny circuits, and computer assisted tuning.
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- We use crank triggers with appropriate tooth counts for superior timing accuracy.
- We strive to provide reliable options for our customers.
- We use mostly "smart coils" due to their performance advantages.
- We have high goals for customer service. One reason we are pursuing new ignition options is to eliminate the supply issues that have occasionally prevented us from shipping orders or stocking replacement parts.
- Software is free and no special programmer cables will be needed.
we use the best coils available
We are a dealer for AEM, Ballenger, and ECUMaster products. We offer systems that can control up to 12 cylinders using a variety of trigger systems. They are capable of managing ignition, EFI, data logging, and other critical things. The PMU (Power Management Unit) products use microprocessors to manage voltage and amperage like no fuse box ever could. If you are serious about efficiency, especially on performance vehicles, we now offer great solutions with more coming soon.
Intake & Exhaust Technology
Stock cast iron manifolds were designed for long life, reasonable operation in a variety of climates, and affordable cost. They were never intended to be high performance. We use proven math along with advice from several industry experts to make intake and exhaust systems that solve these major flaws:
Commonly sold headers are built for looks with no math involved.
Part of the problem is lack of space for a proper intake and exhaust. But why buy a header that doesn't fix the real problem? Do it once... do it right!
- Unequal length runners that make cylinders work against one another
- Excessively short runners that reduce scavenging thus hurting performance
- Square intake runners that cause air to slow down
- Excessively large exhaust chambers that contain "dead spots" and reduce scavenging
- Heavy and brittle material that is often 60+ years old
Commonly sold headers are built for looks with no math involved.
Part of the problem is lack of space for a proper intake and exhaust. But why buy a header that doesn't fix the real problem? Do it once... do it right!
A single example to prove our point...
The unpainted header shown below is designed for 500 cubic inch RD truck engine.
Peak torque will be around 1600-2100 rpm.
The larger header shown below is built for an RD engine of the same size.
Based on math the peak torque will be around 3000-3300 rpm.
We have all heard the comment "Size Matters" and this is true for intake and exhaust systems!
With short center intake runners, excessive diameter, and lack of proper transitions, some headers only offer size but kill performance at anything below full throttle.
The errors in design cause AF ratio variations that prevent correct operation plus ... this engine will never run correctly using a wasted spark ignition because it dumps unburned fuel into the exhaust.
This is not to pick on others, but to show why proper math is CRITICAL regardless of use.
Peak torque will be around 1600-2100 rpm.
The larger header shown below is built for an RD engine of the same size.
Based on math the peak torque will be around 3000-3300 rpm.
We have all heard the comment "Size Matters" and this is true for intake and exhaust systems!
With short center intake runners, excessive diameter, and lack of proper transitions, some headers only offer size but kill performance at anything below full throttle.
The errors in design cause AF ratio variations that prevent correct operation plus ... this engine will never run correctly using a wasted spark ignition because it dumps unburned fuel into the exhaust.
This is not to pick on others, but to show why proper math is CRITICAL regardless of use.
