3. Are there other spark ignition systems which also perform better than factory ignition systems?
4. What type of performance benefits would I expect to see from the ENRG Power System®?
5. Will this system harm me or my engine? What parts of my engine would you change?
6. Why aren’t you selling your technology to the automotive OEMs?
A: The ENRG Power System® (EPS) is an advanced technology automotive ignition system. We describe it as a Tri-Phase ignition system. In plain English it is an extremely sophisticated spark ignition system with enhanced capabilities, the result being an ignition system which enables more complete combustion than any other automotive ignition system on the planet.
Based on spark ignition technologies – but optimized through spark shaping and control to enhance the total combustion process – the ENRG Power System® combines the technology to generate ignition pulses which last for billionths of a second, with hardware and software to interface this system to the vehicle’s engine control system, all in an easy-to-install package. It is the key to significant fuel economy improvements, on the order of 10-14% for heavily loaded V-8 engine trucks and vans, with an increase in horsepower and improved driveability as well.
A: All spark ignition systems follow the same process to combust the fuel/air mixture in their engines:
1. Creation of a spark to initiate the fuel combustion process;
2. Sustained ignition to propagate the resulting flame front across the fuel/air mixture; and
3. Generation of a superfluous ionization or plasma field around the spark plugs, an unavoidable
by-product of the spark-creation process.
Factory-installed and aftermarket ignition systems actively employ the first two steps in this process operate, using an unshaped spark pulse to initiate combustion, and between one and several fixed-duration pulses to enhance the flame front. We call this two-step process a Bi-Phase system, as the third step – the incidental ionization field – is ignored.
The ENRG Power System® uses all three phases of the above-described ignition process to combust fuel/air mixture. In addition, it employs sophisticated electronics and proprietary software to modify, shape and actively control these phases, which is why we refer to our system as a Tri-Phase system.
1. Instead of a simple pulse between the spark electrodes to initiate combustion, we precisely
shape our pulse for maximum effectiveness.
2. Instead of a single pulse or an RPM-limited 1-3 pulses per engine revolution, we create as many
as 50 pulses with varying duration and amplitude per engine revolution. Together these two
factors dramatically increase the size of the initial flame front, which results in a much larger
amount of fuel/air mixture being burnt.
3. Instead of ignoring the ionization field created by the spark pulse, we actively shape and utilize
that field. This ionization (seen as a charge differential between the fuel/air mixture and the
spark plug electrodes) helps draw the gaseous fuel mix toward the spark plug, resulting in both
a larger percentage of the fuel/air mixture being burnt as well as more complete combustion of
the fuel/air mixture, through the entire combustion cycle. Together this results in greater engine
efficiency, better fuel economy and simultaneously greater power.
The contrasts between the Bi-Phase conventional spark ignition process and the ENRG Power Tri-Phase ignition process are summarized below:
Conventional Spark Ignition
|ENRG Power System® |
Single un-shaped spark pulse
Precisely shaped spark pulse
Singular spark pulses, limited by RPM
Multiple (up to 50) spark pulses, with duration and amplitude variable with RPM
Incidental and residual, unused
Controlled and managed to increase flame front propagation across the entire fuel/air mixture
A : There are two other types of spark ignition systems available – multiple spark discharge or MSD, and long-duration spark – both of which improve upon standard factory ignition systems. However, the impact and effect of these Bi-Phase systems is most pronounced in aftermarket, high fuel-flow applications (e.g., high performance and race cars). Their impact is much less noticeable in factory-ignition equipped vehicles where fuel flow has been optimized to balance power, fuel economy and emissions around that ignition.
The ENRG Power Tri-Phase ignition system works on all types of vehicles – from high-performance race cars to ordinary passenger cars and trucks – not by burning more fuel, but by increasing the overall efficiency of the fuel combustion process. That gain in combustion efficiency results in less waste and improved fuel economy (by up to 14% in V-8 engine applications), while simultaneously increasing horsepower (by nearly 5%) and torque.
A: On-road and 3rd party lab tests were conducted to simulate the anticipated vehicle loading and driving patterns utilized by and in fleet customer applications. The test weight of the unloaded vehicle (Test GVW) was 5,840 pounds; the fully loaded test vehicle (Max GVW) weighed 7,100 pounds. All testing was conducted with the factory-installed Bi-Phase spark ignition, and then with the Tri-Phase ENRG Power System® ignition.
Test Process & Results
On-road Testing – Max GVW, using a 372-mile road course.
Performance Dyno – Constant-speed fuel flow rate reduction (e.g. increased fuel economy).
A: No, our system is not capable of harming you or your engine. Our system does not draw or generate additional current, so there is no potential for electrical shock or damage to you or the vehicle. The temperature of the vehicle's exhaust is no higher with our system than with the factory ignition system (850 o F – 1200 o F for both systems, depending on engine speed and load). The ionization field which we manipulate is already present in the spark ignition process; we just actively manage and utilize it.
Aside from replacing the existing ignition coils with our units (which are similar in appearance to other ignition coils), we neither remove nor alter any other parts on the vehicle. We do add two purpose-built electronic modules (and associated wiring harnesses) to the current engine configuration, to change the Bi-Phase ignition process into a Tri-Phase process. We do not reprogram or in any way change the functioning or programming of the vehicle’s engine computer unit (ECU).
A: We have met with several of the US OEMs to introduce them to our technology, as their current technology focus has been on fuel management, without consideration of improved fuel ignition. We will renew contact with the OEM's after the launch and growth of our system as a retrofit technology.