Williams Sound PFM 300E RCH Specifications

• Innovation
• Technology
• Performance
NOLOGY®, HotWires®, Speed Thrills®, PowerPulse®, ProFire™, PowerCore™, PDA-Dyno™,
PowerBoost®, Not-Hot®, PowerTrip®, and The Intelligence of Speed® are trademarks of
Nology Engineering, Inc. All other trade names are trademarks of their rightful owners.
Table of Contents
NOLOGY®Performance Products ------------------------------------------------------------------ Page
HotWires® ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- 1
Coil on Plug Conversion Kits ------------------------------------------------------------------------------------ 2
HotWires® Separators ---------------------------------------------------------------------------------------------- 3
High Performance Ground-Strap -------------------------------------------------------------------------------- 3
HotWires® Automotive Applications -------------------------------------------------------------------------- 4
HotWires® Motorcycle Applications -------------------------------------------------------------------------- 16
Frequently Asked Questions About HotWires® -------------------------------------------------------------------------------------------------------- 18
SILVERSTONE™ --------------------------------------------------------------------------------------------------------------------------------- 20
Spark Plug Tray ---------------------------------------------------------------------------------------------------- 20
Spark Plug Specification Chart and Cross-Reference ------------------------------------------------------- 22
Spark Plug Diagnosis --------------------------------------------------------------------------------------------- 24
Spark Plug Torque Recommendations ------------------------------------------------------------------------- 25
Frequently Asked Questions About Silverstone™ ------------------------------------------------------------------------------ 26
ProFire™ Ignition Coil -------------------------------------------------------------------------------------------- 28
PowerCore™
------------------------------------------------------------------------------------------------------------------------------------------- 30
ProFire™ Ignition Module --------------------------------------------------------------------------------------- 32
Distributor Cap ---------------------------------------------------------------------------------------------------- 33
Sequential Shift light ---------------------------------------------------------------------------------------------- 34
PDA-DYNO™ ----------------------------------------------------------------------------------------------------- 35
G-DYNO™ --------------------------------------------------------------------------------------------------------------------------------------------- 37
G-DYNO™ Plus --------------------------------------------------------------------------------------------------- 39
Power Formulas ---------------------------------------------------------------------------------------------------- 41
Nology® Promotional Material ---------------------------------------------------------------------------------- 42
Complete Description of the Technology -------------------------------------------------------------The Nology Ignition Concept ----------------------------------------------------------------------------------- 43
Performance And Emissions ------------------------------------------------------------------------------------ 45
A Better Spark Plug ----------------------------------------------------------------------------------------------- 47
Increasing the Performance of an Inductive Ignition System --------------------------------------------- 49
Choosing a High Performance Ignition Coil ------------------------------------------------------------------ 50
Magazine Editorials: What They Say -------------------------------------------------------------------------- 51
Testimonials -------------------------------------------------------------------------------------------------------- 52
Warranty Information --------------------------------------------------------------------------------------------- 55
Nology Engineering, Inc.
1945 S. Rancho Santa Fe Rd., San Marcos, CA 92069
Tel. (760) 591-0888 • Fax.(760) 591-0880 • 1-800-NOLOGY1 • http://www.nology.com
HotWires
®
HotWires® create the most powerful spark possible
and are the only ignition wires that produce horsepower, assure a cleaner and faster combustion, and
extend spark plug life. How can an ignition wire
do this?
HotWires® are engineered with a special built-in capacitor, exclusive only to HotWires®. This revolutionary
design allows spark energy to accumulate in the capacitor until the voltage reaches the ionization point. At
that split second, the entire power of the stored spark is discharged at once. The resulting spark is up to 300
times more powerful. Combustion is faster and more complete, resulting in increased horsepower and a
cleaner burn. Replacing conventional ignition wires with HotWires® is the easiest way to increase the performance of any engine. Available for most cars, trucks, motorcycles, go-karts, snowmobiles, personal watercrafts
and boats. HotWires® can be custom-made to fit nearly any application.
HotWires® create a tremendously powerful plasma
discharge that ignites every fuel mixture, rich or lean,
much better than a conventional spark. Combustion is
more complete, resulting in increased horsepower and
lower exhaust emissions. Installing HotWires® is like
installing horsepower.
Two spark plugs in a pressure chamber, simulating
conditions in the combustion chamber. On the right
a HotWires® spark and on the left a spark from a
stock ignition system.
Smog Legal CARB #: D-414-10
US Pat # 6,559,376. International Patents Pending
Please see page 44 for additional information.
HotWires® can be custom-made for
virtually any application. HotWires®
are available in red, black, orange,
yellow, blue, purple, or silver.
HotWires® provide:
•Easier starting engine
•Improved acceleration
•Increased horsepower (2% to 5%)
•Increased torque
•Cleaner combustion (less pollution)
1
•Higher efficiency
•Higher rpm limits
•Lower cycle to cycle variation
•No more spark plug fouling
Coil-on-Plug Conversion Kits
Nology ® HotWires® for Cars with Coil-on-Plug Ignition
For years, enthusiasts with cars that are equipped with
coil-on-plug ignition systems could not benefit from the
incredible performance increase offered by HotWires®.
The wait is over!
The Nology® HotWires® Coil-on-Plug conversion kit
give the same performance increase many have enjoyed
for years. The Coil-on-Plug conversion kit relocates the
stock ignition coils and allows the installation of
HotWires®.
Normal performance increase is about 5 %.
Available for these popular cars:
04 - 02 Acura RSX, RSX Type S
04 - 02 Honda Civic Si
04 - 02 Mazda Protege, MP3
04 - 03 Mitsubishi EVO 8
04 - 03 Nissan Sentra SER SPEC-V
Motorcycle Hotwires
Hotwires® installed on Dodge Neon SRT/4
Note: When spark plugs with a resistance of less than 0.5 Ohm are used, HotWires® will give the biggest
performance increase. When using HotWires® on highly modified engines (turbo, supercharger, NOS, high
compression), spark plug gap should not exceed 0.9 mm (0.035 inch).
2
HotWires
®
Hotwire Separators
For the cleanest routing and secure installation of HotWires®, use Nology’s
new plug wire Separators. These Separators are of the highest quality, and
are offered in black only.
080 001 022
080 001 032
080 001 042
080 003 052
Separator with 2 holes
Separator with 3 holes
Separator with 4 holes
Set of Separators: 1x2, 1x3, 1x4
Hotwire Ground-Strap
Nology’s ultra low impedance, high quality engine ground straps are a must for many of today’s cars with
electronic engine management systems. These high-tech looking ground straps assure a perfect ground for the
engine. A good engine ground is absolutely essential for trouble-free and efficient engine operation, especially
on engines with upgraded ignition systems, electronic fuel injection
or otherwise modified electronics. Many electrical problems and
engine management failures are caused by a bad engine ground.
Don’t take a chance; install one of our ground straps today.
Acura RSX Type S, Honda Civic Si K-20
Dodge Neon SRT-4
Nissan SPEC V
Mitsubishi EVO 8
Mazda Protégé MP3
Engine Ground-Strap for Acura, Honda
Engine Ground-Strap for Toyota MR2
Engine Ground-Strap for Universal Application
021 002 010
021 003 020
021 002 030
021 002 020
021 003 010
021 011 010
021 581 010
021 001 010
* Call for additional Applications
© 2004 Nology Engineering, Inc
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Make / Model / Year
de
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Automotive
ACURA
4 Cylinder
04 -02
99
01
01
89
RSX, RSX Type S,
Coil-on-Plug Conversion
CL
2.2,2.3
Integra
1.8
Integra GSR/ TypeR
1.8
Integra
1.6
-97
-90
-90
-86
K-20
L4
011 014 041
NA
B18
B18
B16
L4
L4
L4
L4
011 224 111
011 014 021
011 224 021
011 014 011
NA
D-10*
D-10*
S3F
PC-10
PC-10
PC-10
PC-10
S3F
S3F
S3F
S3F
6 Cylinder
99 -97 CL
3.0
V6
011 226 031
90 -87 Legend
V6
011 016 011
* Stock ignitioncoil is installed inside the distributor. Use of ProFire requires modification to distributor cap.
S3F
S3F
ALFA ROMEO
4 Cylinder
81 -60
89 -81
All 4 Cylinder Models
Spyder
2.0
L4
L4
011 024 011
011 024 021
S7
S7
3.0
3.0
V6
V6
011 026 011
011 026 021
1.6
1.8
L4
L4
L4
L4
011 054 071
011 054 061
011 054 051
011 054 041
L5
L5
011 055 011
011 055 021
S5
S3F
2.8
2.8, 2.6
V6
V6
011 056 021
011 056 011
S3F
S3F
Mini 1300
1.0
Mini Cooper 1000, 1300 1.0,1.3
L4
L4
011 064 031
011 064 011
S5
S5
6 Cylinder
89 -87
93 - 91
Milano
164
PC-10
S9
S9
AUDI
4 Cylinder
98
98
90
87
-93
-93
-88
-80
A3
A4
80, 90
4000
PC-10
PC-10
S5
S5
S5
5 Cylinder
92 -85
91 - 88
80, 90, 100, 200, 4000, 5000
200 Quattro
2.2
20V
6 Cylinder
00 -98
98 -96
A4, A6
A4, A6
AUSTIN
4 Cylinder
99 -97
97 -95
BMW
4 Cylinder
99 -96
Z3
1.9
97 -93 318i1
1.9
M42
95 -91 318i2
1.8
E36, M42
93 -87 318i3
1.8
M40
91 -88 M3
2.3
83 -80 320i, iA
2.0
79 -77 320i
2.0
76 -63 2002
2.0
1
Coil Pack (New Body Style), 2 Coil Pack (Old Body Style), 3
T H E
I N T E L L I G E N C E
O F
L4
011 084 141
L4
011 084 131
L4
011 084 031
L4
011 084 121
L4
011 084 061
L4
011 084 051
L4
011 084 041
L4
011 084 011
Sensor on Cylinder #4
PC-10
M70
PC-10
PC-10
M50
PC-50
S3F
S3F
S3F
S3F
12 5DU
S5
S5
S5
6 Cylinder
S P E E D®
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011 096 011
Si
V6
Po
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011 086 031
011 086 021
011 086 041
011 086 061
011 086 141
011 086 051
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L6
L6
L6
L6
L6
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Make / Model / Year
En
Automotive
BMW (continued)
6 Cylinder
91 -88
87 -86
93 -89
90 -86
88 -81
92 -85
1
Sensor
325e, 325i1
325e, 325i
535i, 735i1
M5, M6
535i, 735i
635i
on Cylinder #6
2.5
2.5
3.5
3.5
3.5
3.5
M30
M30
PC-10
S5
S5
S5
12-5DU
S5
S5
NA
PC-10**
CS1K
014 118 101
NA
NA
S1K
L4
L4
L4
L4
011 114 041
011 114 031
011 114 011
011 114 021
NA
NA
PC-10
PC-10
V6
V6
V6
V6
011 116 031
011 116 011
011 116 021
011 116 001
NA
M70
M70
NA
PC-10
PC-10
S1K
S1K
S1K
S1K
V8
V8
V8
V8
V8
V8
V8
V8
011 118 101
011 118 081
011 118 101
011 118 021
011 118 041
011 118 031
011 118 011
011 118 091
NA
NA
NA
M70
M70
M70
M70
NA
NA
NA
PC-10
PC-10
PC-10
PC-10
S1K
S3F
S1K
S1K
S1K
CS1K
CS1K
L4
V6
V6
V8
V8
V8
V8
V8
V8
V8
V8
014 114 011
014 116 061
014 116 051
014 118 401
014 118 301
014 118 501
014 118 111
014 118 101
014 118 101
014 118 101
014 118 101
M70
M70
M70
PC-10
PC-10
PC-10
PC-10
PC-10
PC-10
NA
NA
NA
NA
S1K
S1K
CS1K
S1K
CS1K
S1K
S1K
S1K
S1K
S1K
S1K
PC-10
BUICK
6 Cylinder
87 -78
Regal Turbo, Grand National
CADILLAC
04 -01
Cadillac Escalade, EXT, EXV5.3, 6.0
CHEVROLET
4 Cylinder
03
02
98
89
-02
-99
-87
-88
Cavalier, Coil Conversion 2.2
Cavalier, LS Coupe
2.2
Beretta, Cavalier, Z24
2.2
Spectrum Turbo
1.5
Ecotec
Non-Ecotec
S1K
S1K
S5
6 Cylinder
03
98
95
95
-01
-95
-93
-87
Camaro
Camaro
Camaro
Cavalier, Cutlass
3.4
3.8
3.4
2.8, 3.1
8 Cylinder
03
97
02
96
96
91
86
74
-97
-89
-98
-92
-92
-87
-76
-65
Corvette
Corvette
Camaro
Camaro, Caprice
Corvette
Corvette, Camaro
Corvette, Camaro
Corvette
5.7
5.7
5.7
5.7
5.7
350
350
427
LS1
ZR1
LS1
LT1
LT1
L98
Truck, SUV
98
00
95
00
95
00
97
04
04
04
04
-94
-96
-91
-96
-87
-96
-94
-01
-03
-98
-00
Sonoma Truck
2.2
Blazer, Truck
4.3
Vortec
Blazer, Syclone, Typhoon 4.3
Blazer, Truck
350
Vortec
Blazer, Truck
350
Blazer, Truck
454
Vortec
Suburban, Truck
454
Non Vortec
Cadillac Escalade, EXT, EXV5.3, 6.0
Hummer H2
6.0
Silverado, Taho, Yukon 4.8,5.3, 6.0
Avalanche, Suburban
5.3, 8.0
M70
M70
NA
NA
NA
NA
© 2004 Nology Engineering, Inc
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Make / Model / Year
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CHRYSLER
4 Cylinder
04 -00
PT Cruiser, Turbo
2.4
V4
011 124 001
NA
PC-10**
NA
3.5
3.8
V6
V6
011 166 001
011 126 011
1.1, 1.6
L4
011 134 001
Turbo
DOHC
2.0
SOHC
2.0
DOHC
2.6
Turbo
2.0, 2.4
2.0
Non-Turbo
2.0
Turbo
2.2, 2.5
Turbo1
2.5
2.5
Turbo
2.2, 2.5
L4
L4
L4
L4
L4
L4
L4
L4
L4
L4
L4
011 164 041
011 164 011
011 414 021
011 414 061
011 124 011
011 414 021
011 414 011
011 164 031
011 164 031
011 164 001
011 164 021
2.5
V6
V6
011 126 011
011 166 031
S5
S3F
5.2, 5.9
V8
014 168 011
S3F
8.0
V10
011 167 011
S3F
8.0
V10
014 167 001
S3F
L4
L4
L4
011 414 021
011 414 011
011 414 011
L2
011 192 011
L4
011 194 011
L4
011 204 081
6 Cylinder
97 -93
98 -96
Intrepid
Town & Country
S3F
S5
CITROEN
4 Cylinder
1996
Saxo
DODGE
4 Cylinder
04 -03 Neon SRT
03 -94 Neon
03 -94 Neon
89 -83 Conquest
98 -95 Stratus
97 -95 Avenger
97 -95 Avenger
95 -91 Charger, Shadow, Spirit1
94 -91 Daytona, Lancer, Dart1
94 -90 Spirit, Shadow, LeBaron
90 -85 Omni, Shadow
1
Flat Distributor Terminal
PC-10**
PC-10**
PC-10**
PC-10**
NA
S3F
S3F
S6
S3F
S3F
S7
S7
S5
S5
S5
6 Cylinder
98 -95
00 -95
Caravan
Stratus/Avenger
8 Cylinder
01 -92
Dakota/ Durango
10 Cylinder
01 -92
Viper
Truck, SUV
01 -94
Truck
EAGLE
4 Cylinder
97 -95
97 -89
94 -89
Talon
Talon
Talon
2.0
2.0
2.0
Non-Turbo
Turbo
Non-Turbo
NA
NA
NA
PC-10**
PC-10**
PC-10**
S3F
S7
S5
FIAT
2 Cylinder
83 -77
Fiat 500 L, R, Type
4 Cylinder
83 -77
Spider, 124 Coupe
S7
FORD
4 Cylinder
04 -00
T H E
Focus
2.0
I N T E L L I G E N C E
SOHC
O F
S P E E D®
NA
PC-10**
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Make / Model / Year
Di
Automotive
FORD (continued)
04
00
00
99
97
97
96
94
94
92
90
-00
-92
-98
-97
-96
-95
-93
-91
-91
-89
-85
Focus
Fiesta, Escort
Fiesta
Escort , ZX2
Escort LX
Contour
Probe
Escort GT
Escort
Probe
Escort
2.0
DOHC
1.6, 1.8
1.2,1.4,1.6
2.0
DOHC
2.0
2.0
1.8
1.9
2.2
1.9
ZTEC
DOHC
SOHC
Turbo
SOHC
L4
L4
L4
L4
L4
L4
L4
L4
L4
L4
011 204 051
011 204 121
011 204 111
011 204 041
011 204 071
011 204 061
011 364 081
011 364 101
011 204 021
011 364 091
011 204 031
L4
V6
V6
V6
V6
V6
V6
V6
V6
V6
NA
M70
M70
M70
M70
PC-10**
PC-10
PC-10
PC-10
PC-10
PC-10
PC-10
PC-10
PC-10
PC-10
011 204 011
011 206 801
011 206 701
011 206 401
011 206 701
011 366 101
011 206 601
011 206 301
011 206 501
011 206 101
M70
NA
PC-10
NA
V8
V8
V8
V8
V8
V8
011 208 071
011 208 041
011 208 051
011 208 011
011 208 021
011 208 031
NA
NA
NA
M70
V6
V6
V6
V6
V6
V6
V6
V6
V6
V6
V6
V6
V8
V8
V8
014 206 701
014 206 101
014 206 001
014 206 111
014 206 301
014 206 121
014 206 401
014 206 501
014 206 101
014 206 011
014 206 301
014 206 201
014 208 401
014 208 001
014 208 301
S1K
S1K
S1K
S3F
S3F
S1K
S3F
S1K
6 Cylinder
89 -83
01 - 00
99 -94
97 -96
97 -94
96 -93
95 -89
94 -92
93 -89
92 -90
Mustang, T Bird
2.3
Mustang
3.8
Mustang
3.8
Contour
2.5
Thunderbird
3.8
Probe GT
2.5
Thunderbird SuperCharger 3.8
SHO (Yamaha)
3.0
Thunderbird
Probe
3.0
Turbo
Duratec
SC
PC-10
S2K
S1K
S1K
S1K
S1K
S3F
S2K
S1K
S1K
8 Cylinder
99
97
97
95
68
93
-98
-96
-96
-84
-64
-91
Cobra
Mustang GT
Mustang GT Cobra
Mustang
Mustang
Thunderbird
4.6
4.6
4.6
5.0
289, 302
5.0
DOHC
SOHC
DOHC
NA
NA
NA
PC-10
S1K
S1K
S1K
CS1K
CS1K
Truck, SUV
92
99
00
00
97
00
97
00
99
01
00
98
99
99
96
-86
-95
-98
-90
-90
-01
-86
-97
-95
-00
-99
-90
-97
-96
-88
Aerostar
Aerostar
Explorer OHC
Explorer OHV
Explorer OHC
Explorer Sport Trac
Truck
F150
Ranger
Ranger
Ranger
Ranger (O.H.V.)
F150
Explorer
Truck
3.0
3.0
4.0
4.0
4.0
4.0
4.9
4.2
3.0
3.0
4.0
4.0
4.6
5.0
460
SOHC
PC-10**
PC-10**
PC-10**
PC-10**
S1K
S1K
S1K
S1K
S1K
S1K
S1K
S1K
S1K
S1K
S1K
S1K
S1K
CS1K
© 2004 Nology Engineering, Inc
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Make / Model / Year
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Automotive
FORD (continued)
95 -84
95 -84
Truck
Truck
302
351
V8
V8
014 208 101
014 208 201
CS1K
CS1K
L4
L4
L4
L4
L4
011 224 111
011 224 071
011 224 091
011 224 011
011 014 041
D-10*
D-10*
D-10*
PC-10
PC-10
NA
NA
S3F
S3F
S3F
S5
S3F
L4
L4
L4
L4
L4
L4
L4
L4
L4
L4
L4
L4
011 224 031
011 224 021
011 014 021
011 224 031
011 224 021
011 014 021
011 014 021
011 014 021
011 224 031
011 224 051
011 224 071
011 224 041
D-10*
D-10*
D-10*
D-10*
D-10*
PC-10
PC-10
PC-10
PC-10
PC-10
PC-10
PC-10
PC-10
PC-10
PC-10
PC-10
PC-10
S3F
S3F
S3F
S3F
S3F
S3F
S3F
S3F
S3F
S3F
S3F
S3F
V6
V6
011 226 031
011 226 021
V8
014 118 101
HONDA
4 Cylinder
01
97
90
87
04
-92
-90
-88
-84
-02
00
00
00
96
95
99
97
95
95
01
97
91
-96
-92
-99
-92
-88
-98
-93
-92
-92
-93
-92
-88
Accord EX
2.2,2.3
Accord DX, LX
2.2,2.3
Accord Model S Only
2.2
Accord, Civic, CRX, Prelude
Civic Si
Coil-on-Plug Conversion
Civic
1.6
Civic Si
1.5,1.6
Civic Si
1.6
Civic EX/VX/HX
1.5,1.6
Civic CX/DX/LX, CRX
1.5,1.6
CRV
2.0
delSol VTEC
1.6
delSol S
1.5,1.6
delSol Si VTEC
1.6
Prelude SR-V
2.2
Prelude SE/Si/SR
2.2,2.3
Prelude S/Si/SE
2.0
VTEC
Non-VTEC
12V, LX1
K-20
SOHC
SOHC VTEC
DOHC VTEC
VTEC
Non-VTEC
DOHC
Non-VTEC
SOHC
VTEC
Non-VTEC
6 Cylinder
99 -98
97 -95
Accord
Accord EX
3.0
2.7
VTEC
S3F
S3F
HUMMER
8 Cylinder
03 -
Hummer H2
6.0
NA
NA
S1K
PC-10
PC-10
PC-10
PC-10
S3F
S3F
S3F
S3F
HYUNDAI
4 Cylinder
03
03
03
03
-96
-92
-92
-97
Accent
Elantra
Sonata
Tiburon
1.5
1.6, 1.8
2.0
2.0
DOHC
DOHC
DOHC
L4
L4
L4
L4
011 234 031
011 234 011
011 414 011
011 234 021
2.7
DOHC
V6
011 236 011
2.0
16V
L4
011 424 121
1.6
Turbo
DOHC
L4
L4
L4
011 254 011
011 254 021
014 254 031
6 Cylinder
03 -02
Tiburon , Santa Fe
S3F
INFINITI
4 Cylinder
00 -99
G20
M70
PC-10
S3F
ISUZU
4 Cylinder
93 -92
93 -89
93 -86
T H E
Impulse (coil pack)
Impulse, I-Mark, Stylus
Rodeo, Trooper II
2.3,2.6
I N T E L L I G E N C E
O F
S P E E D®
S3F
S3F
S5
8
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Make / Model / Year
Di
Automotive
ISUZU (continued)
Truck, SUV
6 Cylinder
95 -93
92 -89
Trooper, Rodeo
Rodeo, Trooper II
3.2
3.1, 2.8
V6
V6
014 256 011
014 256 001
S3F
CS1K
4.0
4.2
5.3, 6.0
L6
L6
V12
011 266 021
011 266 011
011 269 011
S7
S7
S7
2.5
L4
014 274 011
M70
PC-10
S3F
4.0
4.0
4.2
L6
L6
L6
014 276 021
014 276 031
014 276 011
M70
M70
M70
PC-10
PC-10
PC-10
S3F
S3F
S3F
5.2, 5.9
V8
V8
V8
014 278 101
014 278 201
014 278 301
M70
PC-10
S3F
L4
L4
011 314 011
011 314 031
S3F
S3F
4.0
4.2
3.5, 3.9
V8
V8
V8
014 638 001
014 508 021
014 508 011
S5
S5
S5
3.0
V6
011 326 011
S3F
Turbo
L4
L4
L4
L4
L4
011 254 011
011 344 041
011 344 021
011 344 051
011 344 031
S3F
S3F
S3F
S3F
S3F
E. F. I.
V6
011 356 021
JAGUAR
6 Cylinder
95 -88
87 -60
81 -74
XKS, XJ6
XKE, XKS
XJS
JEEP
4 Cylinder
96 -84
Cherokee/Wrangler
6 Cylinder
98 -90
90 -87
90 -75
Cherokee/Wrangler
Cherokee/Wrangler
Cherokee/Wrangler
8 Cylinder
98 -93
90 -72
97 -93
Grand Cherokee
J, CJ 304, 360, 401
Truck 318
LANCIA
4 Cylinder
Delta Integrale EVO II
Delta Integral EVOII
Type II
LAND ROVER
8 Cylinder
96 -94
97 -95
94 -85
Discovery
Range Rover
Range Rover
LEXUS
6 Cylinder
96 -92
SC300
LOTUS
4 Cylinder
92
00
00
00
90
-90
-90
-90
-85
Elan Turbo
Elise WC
Esprit
MGF/Elise
Esprit
1.6
DOHC
Turbo
MASERATI
6 Cylinder
90 -87
Biturbo, Spyder
2.8
PC-10
S7
© 2004 Nology Engineering, Inc
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Automotive
MAZDA
4 Cylinder
04
94
89
97
96
00
94
94
-02
-88
-88
-93
-92
-90
-90
-90
Prodege, MP3 Coil-on-Plug Converstion
323
1.6
323
1.6
Turbo
626, MX6
2.0
MX3
1.6
Miata
1.6,1.8
Protégé
1.8
DOHC
Protégé
1.8
SOHC
L4
L4
L4
L4
L4
L4
L4
L4
011 364 221
011 364 061
011 364 071
011 364 081
011 364 051
011 364 041
011 364 101
011 364 111
NA
M70
NA
PC-10
PC-10
PC-10
PC-10
M70
M70
PC-10
PC-10
M70
S3F
S5
S3F
S3F
S3F
S3F
S3F
S3F
Rotary
03
96 -93
92 -86
85 -78
RX8
RX7 Turbo
RX7, RX7 Turbo
RX7
Rotary
Rotary
Rotary
Rotary
011 364 241
011 364 031
011 364 021
011 364 011
PC-10**
PC-10**
6 Cylinder
96 -93
95 -92
626, MX6
MX3
2.5
1.8
V6
V6
011 366 101
011 366 201
S3F
S3F
MERCEDES BENZ
4 Cylinder
96 -95
95 -84
90 -84
C180 & C220
190E
190E
2.3
2.3
8V
16V
L4
L4
L4
011 374 041
011 374 021
011 374 031
M70
PC-10
S3F
S1K
S1K
3.0
2.6
3.0
24V
12V
12V
L6
L6
L6
011 376 031
011 376 021
011 376 021
M70
M70
M70
PC-10
PC-10
PC-10
S3F
S1K
S1K
V8
V8
V8
V8
V8
011 378 041
011 378 031
011 378 021
011 378 001
011 378 011
M70
PC-10
S3F
S5
S5
S5
S5
L4
011 064 041
NA
PC-10**
L4
L4
L4
L4
L4
L4
011 414 191
011 414 021
011 414 011
011 414 181
011 414 031
011 414 011
NA
NA
NA
NA
NA
NA
NA
PC-10**
PC-10**
PC-10**
PC-10**
PC-10**
6 Cylinder
93 -90
92 -86
92 -86
300E, 300CE, 300SL
190E, 260E
300E, 300CE, 300SL
8 Cylinder
97 -91 400E, 420E, 500S, 500SL
DOHC
90 -85 380, 420, 500, 560
SOHC
85 -80 380, 500
SOHC
80 -72 350, 450, 6.91
SOHC
80 -72 350, 450, 6.92
SOHC
1
Push-In Distributor Cap, 2 Screw Stud Distributor Cap
MINI
4 Cylinder
04 -02
Mini, Mini Cooper S
1.6
MITSUBISHI
4 Cylinder
04
99
99
99
94
94
T H E
-03
-95
-89
-96
-90
-89
EVO 8 , Coil-on-Plug Converstion
Eclipse
2.0
Eclipse, Galant
2.0
Eclipse Convertible
2.4
Eclipse
1.8
Eclipse, Galant
2.0
Non-Turbo
Turbo
Non-Turbo
Non-Turbo
Non-Turbo
I N T E L L I G E N C E
O F
S P E E D®
S3F
S3F
S7
S3F
S7
S5
10
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Make / Model / Year
r
Automotive
MITSUBISHI (continued)
98
91
88
99
95
95
92
89
-95
-89
-85
-96
-91
-89
-83
Galant
Galant
Galant
Lancer Evo 4, Evo 5
Mirage
Mirage
Mirage
Starion
2.4
2.0
2.4
SOHC
SOHC
SOHC
16V
Turbo
Turbo
L4
L4
L4
L4
L4
L4
L4
L4
011 414 141
011 414 101
011 414 101
011 414 131
011 414 041
011 414 091
011 414 011
011 414 061
1.5
1.8
1.6
2.6
3.0
2.4
3.0
2.4
S3F
S3F
S3F
S3F
S7
S3F
S5
S7
SOHC
DOHC
6G72
Non-Turbo
V6
V6
V6
V6
011 416 011
011 416 031
011 416 051
011 416 061
NA
NA
NA
NA
NA
NA
S5
S7
S3F
L4
L4
L4
L4
L4
L4
L4
L4
L4
011 424 191
011 424 121
011 424 021
011 424 011
011 424 051
011 424 041
011 424 101
011 424 131
011 424 081
NA
M70
M70
M70
M70
NA
PC-10
PC-10
PC-10
PC-10
S3F
S3F
S3F
S3F
S3F
S3F
S3F
S3F
S3F
L4
L4
014 424 011
014 424 101
M70
PC-10
L6
V6
V6
V6
V6
011 426 011
011 426 061
011 426 071
014 426 101
014 426 201
M50
PC-50
M70
PC-10
PC-10
L4
L4
L4
011 444 031
011 444 021
011 444 011
S3F
S3F
S3F
L4
L4
L4
011 454 001
011 454 061
011 454 011
S3F
S3F
S3F
6 Cylinder
97 -91
94
01 -00
3000 GT
Galant
Eclipse GS
Eclipse
NISSAN
4 Cylinder
04 -03
Sentra SER SPEC-V, Coil-on-Plug Converstion
00 -99 Sentra SER
2.0
16V
98 -91 Sentra SER, NX, 200SX 2.0
00 -91 Sentra, NX
1.6
98 -91 240SX, Altima
2.4
DOHC
90 -89 240SX
2.4
SOHC
97
March
92 -90 Stanza
2.4
90
Sentra
1.6
1
Single Spark Plug
Truck, SUV
01 -98
96 -90
Frontier
Truck
2.4
2.4
XE
KA24E
S3F
S5
6 Cylinder
83
90
94
99
89
-70
-84
-89
-90
-86
240Z, 260Z, 280Z, 280ZX
300ZX (exc.Turbo), Maxima
Maxima
3.0
Pathfinder/Truck
3.0, 3.3
Pathfinder/Truck
3.0
VG33E
S5
S3F
S3F
S3F
S3F
OPEL
4 Cylinder
99 -94 Corsa
1.4, 1.6
97 -93 Astra, Calibra, Vectra1
2.0 16V, DOHC
97 -92 Astra, Calibra, Kadett
2.0 16V, DOHC
1
Coil Pack, 2 Old Style Distributor Cap
PEUGEOT
4 Cylinder
1992
106
106 Rally, 106 Xsi
106 Rally
1.1, 1.0
1.3
© 2004 Nology Engineering, Inc
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PEUGEOT (continued)
1991
Mi 16
205 Gti
306XT, 306XSi
405
1.9
DOHC
L4
L4
L4
L4
011 454 021
011 454 031
011 454 051
011 454 041
S3F
S3F
S3F
S3F
2.0
2.0
SOHC
DOHC
L4
L4
011 164 011
011 414 021
NA
NA
PC-10**
PC-10**
S3F
S3F
2.2
2.2
2.2
Ecotec
Non-Ecotec
L4
L4
L4
011 114 041
011 114 031
011 114 011
NA
NA
PC-10
PC-10
S1K
S2K
V6
011 116 021
M70
PC-10
S1K
V8
V8
V8
011 118 101
011 118 021
011 118 031
NA
M70
NA
PC-10
S3F
S1K
CS1K
B4
B4
B4
L4
L4
L4
L4
L4
L4
011 484 011
011 484 021
011 484 121
011 484 131
011 484 031
011 484 041
011 484 051
011 484 041
011 484 061
M50
M50
M50
PC-50
PC-50
PC-50
M70
M70
M70
PC-10
PC-10
PC-10
S6
S7
S7
S7
S5
S5
S7
S7
S7
B6
B6
B6
B6
B6
B6
B6
B6
011 489 021
011 489 011
011 486 021
011 486 011
011 486 001
011 486 031
011 486 021
011 486 011
M70
M70
M75
M75
M75
M75
M75
V8
V8
V8
V8
V8
011 488 041
011 488 031
011 488 021
011 488 001
011 488 011
M70
M70
M70
M70
M70
PLYMOUTH
4 Cylinder
00 -95
00 -94
Neon
Neon
PONTIAC
4 Cylinder
04 -02
02 -99
97 -95
Sunfire, Coil Converstion
Sunfire
Sunfire
6 Cylinder
97 -95
Firebird
3.8
8 Cylinder
02 -98
97 -93
92 -87
Firebird
Firebird
Firebird
5.7
5.7
350
LS1
LT1
PORSCHE
4 Cylinder
69
76
76
82
82
89
91
89
96
-55
-70
-74
-80
-77
-83
-87
-83
-93
356 A, B, C, SC, 912
914, 912E
1.7, 1.8
914
2.0
924
2.0
924
2.0
944, 924S
2.5
944S, 944S2
2.5,3.0
944 Turbo, 944 Turbo S 2.5
968
3.0
Turbo
8V
16V
Turbo
16V
6 Cylinder
98
94
89
83
73
97
92
89
-95
-90
-84
-73
-65
-93
-91
-75
993
911 Carrera C2/C4
911 Carrera
911 S, SC
911 E, T, S, 914/6
930
930
930
3.6
Twin-Plug
3.6
Twin-Plug
3.2
Motronic
2.7, 3.0
CIS
2.0, 2.2, 2.4 Non-CIS
3.6
Turbo
3.3
Turbo
3.0, 3.3
Turbo
PC-10**
PC-10**
PC-10
NA
NA
PC-10
S3F
S9
S9
S7
S3F
S9
S9
8 Cylinder
95
88
86
86
84
T H E
-89
-87
-85
-84
-77
928S4, GT, GTS
928S4
928, 928S
928S Euro
928, 928S
5.4
5.4
5.0
4.7
4.5, 4.7
I N T E L L I G E N C E
32V
32V
32V
16V
16V
O F
S P E E D®
PC-10**
PC-10
PC-10
PC-10
PC-10
S5
S5
S5
S5
S5
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Make / Model / Year
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Automotive
RENAULT
4 Cylinder
02
02
00
96
00
-01
-00
-96
-91
-99
Clio RS
Clio
Megane, Laguna
Lutecia Clio Williams
LuteciaRXE Expression
2.0
1.4
2.0
2.0
1.6
R9-R19
SOHC
16V
SOHC
L4
L4
L4
L4
L4
011 494 051
011 494 001
011 494 021
011 494 041
011 494 031
S3F
S3F
S3F
S3F
S3F
2.0
16V
L4
L4
011 514 011
011 514 021
S3F
S3F
2.2
1.9
1.9
Ecotec
SOHC
DOHC
L4
L4
L4
011 114 041
011 524 011
011 524 021
L4
L4
L4
L4
L4
011 564 051
011 564 091
011 564 011
011 564 031
011 564 081
JA22W
G13
DOHC
8V
DOHC
L3
L4
L4
L4
L4
011 573 091
011 574 001
011 574 031
011 574 051
011 574 011
1.6
5SFE
3SFE
7AFE
5SFE
3SGTE
4AF, 4AFE
L4
L4
L4
L4
L4
L4
011
011
011
011
011
011
584 041
584 131
584 461
584 141
584 091
584 071
2.0
2.0
2.2
5SFE
3SFE
3SGELC
3SGTE
20R
L4
L4
L4
L4
L4
011
011
011
011
011
584
584
584
584
584
SAAB
4 Cylinder
93 -85
90 -88
900, 900 Turbo
9000, 9000 Turbo
SATURN
4 Cylinder
04 -03
02 -91
02 -91
Ion , Coil Conversion
Saturn
Saturn
NA
NA
NA
NA
PC-10**
PC-10**
S3F
S3F
SUBARU
4 Cylinder
89
00
97
94
97
-85
-99
-95
-93
-98
GL
Impreza
Impreza
Impreza, Legacy
Outback Legacy GT
1.8
Turbo
2.5
Non-Turbo
1.8, 2.2
1.8, 2.2
2.5
Twin Cam
S7
S3F
S3F
S3F
S3F
SUZUKI
4 Cylinder
98
98
98
96
95
-95
-86
-93
-86
-89
Jimny
Samurai
Sidekick, X-90
Sidekick
Swift GT
1.3
1.6
1.6
M70
PC-10
S5
S3F
S5
S5
TOYOTA
4 Cylinder
92
91
97
95
94
92
-96
-86
-94
-92
-91
-87
91
91
89
89
78
-89
-86
-86
-88
Camry
Camry (incl. distributor cap)
Celica ST
Celica GT
Celica Turbo
Celica, Corolla
(incl. distributor cap)
Celica
Celica (incl. distributor cap)
Celica
Celica All-track
Celica
2.2
2.0
1.8
2.2
081
131
061
421
151
M70
M70
PC-10
PC-10
S3F
S3F
S3F
S3F
S3F
S3F
S3F
S3F
S3F
S3F
S5
© 2004 Nology Engineering, Inc
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Di
Automotive
TOYOTA (continued)
95
98
91
91
89
82
95
95
92
92
89
89
92
94
94
-87
-92
-89
-89
-85
-71
-93
-93
-91
-91
-85
-88
-90
-82
Corolla Levin AE92
Corolla
Corolla GTS
Corolla Levin AE92
Corolla GTS
Corolla
MR2 GT (5SFE)
MR2
MR2
MR2
MR2 (4AGE)
MR2
Paseo
Previa
Tercel
4A-GZE
4AFE
4AGE
4A-GE
1.6
4AGE
1.2, 1.6 2TC, 3KC
2.2
Non-Turbo
2.0
Turbo
2.2
Non-Turbo
2.0
Turbo
1.6
Non-Turbo
1.6 SuperCharger
1.5
5EFE
2TZFE
1.8
L4
L4
L4
L4
L4
L4
L4
L4
L4
L4
L4
L4
L4
L4
L4
011 584 351
011 584 121
011 584 111
011 584 341
011 584 011
011 584 101
011 584 141
011 584 051
011 584 041
011 584 031
011 584 011
011 584 021
011 584 171
011 584 191
011 584 161
S3F
S3F
M50
PC-50
S3F
S5
S3F
S3F
S3F
S3F
S3F
S3F
S3F
S3F
S3F
Truck, SUV
95
92 -78
97
98 -95
96 -92
4Runner
4 Runner, Truck
RAV4
Tacoma
Truck
2.7 RZN185,3RZ-FE L4
2.4
22R, 22RE
L4
L4
2.4, 2.7
L4
2.4
22RE
L4
014 584
014 584
014 584
014 584
014 584
501
101
301
601
201
S5
S5
S3F
S3F
S5
S3F
6 Cylinder
88
96
91
98
92
92
86
93
91
93
97
95
91
-83
-92
-86
-93
-87
-86
-82
-92
-88
-88
-93
-92
-88
Cressida
Mark-II
Soarer
Supra
Supra
Supra
Supra (5MGE)
Camry
Camry
Landcruiser
Landcruiser (Japan)
4 Runner, Pick-Up, T100
4 Runner, Pick-Up
2.8
5MGE
1JZ-GTE
1G-GTEU
Non-Turbo
Turbo
Non-Turbo
Non-Turbo
3VZ-FE
2VZFE
3FE
1FZ-FE
3VZE
3VZE
L6
L6
L6
L6
L6
L6
L6
V6
V6
L6
L6
V6
V6
011 586 061
011 586 051
011 586 071
011 586 041
011 586 031
011 586 021
011 586 061
011 586 081
011 586 011
014 586 201
014 586 301
014 586 101
014 586 111
1995
Corsa
1.2, 1.4
97 -88 Astra, Calibra, Cavalier1
2.0 16V, DOHC
97 -93 Calibra2
2.0 16V, DOHC
1
Distributor, 2 Coil Pack
L4
L4
L4
011 594 001
011 594 011
011 594 021
3.0
3.0
3.0
2.8
3.0
3.0
4.0
4.5
3.0
3.0
M70
PC-10
M70
M70
PC-10
PC-10
S3F
S3F
S3F
S5
S3F
S3F
S3F
S3F
S3F
S3F
VAUXHALL
4 Cylinder
T H E
I N T E L L I G E N C E
O F
S P E E D®
S3F
S3F
14
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Make / Model / Year
de
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Automotive
VOLKSWAGEN
4 Cylinder
All
Type 1, Type 3
All
Type 2, Type 4
01 -98 Beetle
2.0
98 -93 Golf, Jetta
1.8
8V
92 -84 Golf, Jetta1 , Corrado
1.8
8V
00 -90 GTI, Golf III, Jetta
2.0
8V
00 -86 GTI, Jetta
2.0 16V, DOHC
84 -75 Rabbit, Golf 2
94 -91 Polo G40
1.3
90
Vanagon
2.1
1
New Style Distributor Cap, 2 Old Style Distributor Cap
B4
B4
L4
L4
L4
L4
L4
L4
L4
L4
011 604 011
011 604 021
011 604 201
011 604 091
011 604 041
011 604 051
011 604 101
011 604 031
011 604 061
011 604 081
M50
M50
V6
V6
011 606 101
011 606 111
NA
NA
NA
NA
S3F
S3F
L5
011 615 011
D-10
PC-10
S3F
V6
011 616 101
M70
PC-50
PC-50
PC-10
PC-10
PC-10
PC-10
PC-10
PC-50
S6
S3F
S5
S5
S3F
S3F
S7
6 Cylinder
01 -93 VR61
2.8
1992
VR62
2.8
1
Without Distributor, 2 With Distributor
VOLVO
5 Cylinder
97 -93
850, 850 Turbo
2.4
6 Cylinder
91 -86
760, 780
S1K
HotWires can be custom made to fit nearly any application.
HotWires are available in Red, Black, Orange,
Yellow, Blue, Purple & Silver
When ordering HotWires in colors other than Red, replace the last digit of the
Part # (1) with: 2=Black, 3=Orange, 4=Yellow, 6= Blue, 7=Purple, 8=Silver
** Vehicle has more than one ignition coil and requires one PowerCore per ignition coil.
15
© 2004 Nology Engineering, Inc
Motorcycle Applications
ne
Po
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or
e
V4
012 144 001
BMW Boxer
R1100RT
R850R/R1100RS, RG
K75
K1000, K1100
Carb.
EFI
EFI
EFI
EFI
B2
B2
B2
L3
L4
012 022 102
012 022 402
012 022 202
012 023 012
012 024 012
V2
V2
V2
012 042 101
012 042 401
012 042 501
PFC-30S
PC-30**
12-5DU
12-5DU
12-5DU
012 052 402
012 052 412
012 052 422
012 052 132
012 052 202
012 052 112
012 052 102
012 052 132
012 052 302
012 054 012
012 052 102
PFC-30D 3
PFC-30D 3
PFC-30D 3
PFC-30D 3
PFC-30D 3
PFC-30D 3
PFC-30D 3
PFC-30D 3
PFC-30D 3
PFC-30D 3
PFC-30D 3
PC-30
PC-30
PC-30
PC-30
PC-30
PC-30
PC-30
PC-30
PC-30
PC-30
PC-30
12-5DU
12-5DU
12-5DU
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Make / Model / Year
Pr
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ire
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Mille 1000
r
En
Motorcycles
APRILLA
00 -98
BMW
99
99
95
97
-95
-98
-86
-84
S5
S3F
S3F
12-5DU
12-5DU
DUCATI
97 -88
97 -88
750/900SS
851/916
888
HARLEY- DAVIDSON (Made To Fit Stock Coils)
98
99
00
02
98
02
98
02
99
02
98
-94
-98
-99
-99
-82
-99
-92
-98
-84
-98
-79
Buell
Buell X1
Buell Cyclone
FXD, FXDL, FXDWG
TwinCam
FXR, Center Mount Coil
Road King, Electra Glide, FLTR
TwinCam
Road King, Dresser
Softail
TwinCam
Softail, Dyna Glide, Rear Mount Coil
Sportster 1200 Sport
Twin-Plug
Sportster, 883/1200
HARLEY- DAVIDSON
V2
V2
V2
V2
V2
V2
V2
V2
V2
V2
V2
S5
S5
S5
12-5DU
12-5DU
(Universal - To Fit Stock Coils)90° and straight coil connectors included
2 HotWires 90° Plug Boot - 23" Long
V2
012 052 012
PFC-30D 3
PC-30
2 HotWires 180° Plug Boot - 23" Long
V2
012 052 022
PFC-30D 3
PC-30
3
Dual fire only. For single fire use two PFC-30S coils. Use only with the following ignitions: Dyna 2000, Compufire, Elite 1, Power Arc II,
RevTech Digital, Crane HI-4, V-Thunder, Screaming Eagle and stock Harley-Davidson.
HONDA
01
01
98
97
01
90
91
02
00
98
00
82
02
-00
-98
-92
-92
-00
-84
-88
-01
-99
-97
-88
-79
-96
RC51
Super Hawk
CBR600 F2/F3
CBR900RR
X-11
V4, V45, V65, VFR
Hawk
VTX 1800
Shadow Aero
Valkyrie
Goldwing
CBX
CR 250, 125, 80
V2
V2
L4
L4
L4
V4
V2
V2
L4
B6
B6
L6
L1
012 062 011
012 062 001
012 064 021
012 064 102
012 064 031
012 064 302
012 064 201
012 064 071
012 064 041
012 066 602
012 066 302
012 066 502
012 061 011
V2
V2
012 052 201
012 052 301
PFC-30D
PFC-30D
PC-30**
PC-30**
PC-30**
PC-30**
PC-30**
PC-30**
PC-30**
PC-30**
PC-30**
PC-30**
PC-30**
PC-30**
12-5DU
PFC-03S
INDIAN
02 -01
02 -01
Scout
Chief
© 2004 Nology Engineering, Inc
16
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Make / Model / Year
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Motorcycles
KAWASAKI
99
00
98
97
89
85
-98
-96
-96
-90
-84
-73
99 -90
1998
02 -96
1500A
Vulcan, Classic
800B
ZX6, ZX7, ZX9, ZX11
Ninja 900
Z1, KZ1000, J Model
GPZ, GPX
EX-250/500
KLX 300R
KX 250, 125, 80
V2
V2
V2
L4
L4
L4
L4
L2
L1
L1
012 074 121
012 074 111
012 072 021
012 074 102
012 074 302
012 074 201
012 074 401
012 072 011
012 071 011
012 071 021
V2
L4
L4
V2
L1
012 112 012
012 114 102
012 114 002
012 114 021
012 111 011
L3
L4
012 123 102
012 124 102
L4
L4
L4
V4
V4
L4
L1
L1
012 134 102
012 134 202
012 134 001
012 134 011
012 134 301
012 134 402
012 131 001
012 131 011
PFC-30D
PFC-30D
PFC-30D
PFC-30D
PC-30**
PC-30**
PC-30**
PC-30**
PC-30**
PC-50**
PC-50**
PC-30
PFC-03S
SUZUKI
98
97
91
00
02
-97
-92
-85
-99
-96
TL 1000/TL 1000R
GSXR750W, GSXR1100W
GSXR750, GSXR1100
SV650
RM 250, 125, 80
PFC-30D
PC-30
PC-30**
PC-30**
PC-30**
PFC-03S
TRIUMPH
98 -95
98 -95
Triumph 3 Cylinder
Triumph 4 Cylinder
YAMAHA
97
97
97
98
99
99
99
02
-84
-86
-86
-97
-85
-98
-96
FJ1100, FJ1200
FZR400, FZR600, FZR1000
FZ750, FZR750
Royal Star
V-MAX
YZF 1000R1
YZ400F/WR400F
YZ 250, 125, 80
PC-30**
PC-30**
PC-30**
PC-30**
PFC-03S
DIRT BIKES, SNOWMOBILE (Universal)
1 HotWire, 90° Plug Boot - 23"
1 HotWire, 90° Plug Boot - 23"
1 HotWire, 180° Plug Boot - 23"
1 HotWire, 180° Plug Boot - 23"
Digital Ignition
Digital Ignition
012 001
012 001
012 001
012 001
101
031
201
041
JR.DRAGSTER, GO-KART
1 HotWire - Briggs & Stratton, 18"
1 HotWire - Ground at Coil Side, 23"
013 001 102
013 001 202
PERSONAL WATERCRAFT (Universal)
1 HotWire - 30", with Splice
1 HotWire - 30", with Splice
015 001 021
015 001 041
Digital Ignition
OUTBOARD
Mercury Outboard, Fresh Water
V6
Mercury Outboard, Salt Water
V6
** Vehicle has more than one ignition coil and requires one PowerCore per coil.
016 036 102
016 036 202
For applications not listed in this application guide, please refer to price list or call!
HotWires can be custom made to fit nearly any application.SMOG LEGAL: CARB D-414-10
When ordering HotWires in colors other than Red, replace the last digit of the
Part # (1) with: 2=Black, 3=Orange, 4=Yellow, 6= Blue, 7=Purple, 8=Silver
T H E
I N T E L L I G E N C E
O F
S P E E D®
17
HotWires
Frequently Asked Questions
®
Q: How can HotWires® be so good? They look like conventional ignition wires, except for the ground wire. and the heavy insulation.
A: HotWires® are not just ignition wires, they’re more like a complete ignition system. HotWires® have a capacitor built into the section
closest to the spark plug. This creates the most powerful spark possible. Look at it like a CD ignition system for each spark plug.
Q: Doesn’t a spark that hot, melt a hole in the piston?
A: No. A spark can never be too hot. All the thermal energy (heat) from the spark is absorbed by the fuel/air mixture, where it initiates
combustion. Thermal energy (heat) created by the combustion, is converted to kinetic energy (piston travel). Since the HotWires® spark
improves the combustion efficiency, more of the thermal energy is converted to kinetic energy and the exhaust temperature is actually lower.
Q: Why does an engine benefit from a “hotter” spark?
A: When the spark occurs all the thermal energy (heat) is transferred to the fuel/air mixture, where it initiates combustion. A hotter spark
will transfer more thermal energy and therefore accelerates flame front propagation. The fuel is used more efficiently and engine
performance increases.
Q: Doesn’t a spark that hot, melt the spark plug?
A: No. All the thermal energy from the plasma (spark) is absorbed by the fuel/air mixture, and the spark duration too short for a significant
thermal transfer to take place at the spark plug electrodes. Not only is the temperature a factor, but also the time the temperature is present.
Q: Doesn’t a spark that powerful, accelerate spark plug wear?
A: No. The spark duration is so short, electrode erosion is decreased. It is not the power of the spark that is primarily responsible for spark
plug wear, but the length of time the spark is present (spark duration). So, a shorter spark duration results in less spark plug erosion (electrode wear).
Q: Can a spark be too powerful and actually push away the fuel/air molecules, preventing ignition?
A: No.This would be like saying, “the campfire is so hot it pushes all the wooden logs away”. It is not actually the “spark” that ignites the
fuel/air mixture, but the temperature of the plasma that is generated between the spark plug electrodes. The HotWires® spark is so hot
that instantaneous and complete combustion takes place.
Q: Why do I even need a hotter spark? Isn’t the spark of my ignition system sufficient to ignite the fuel/air mixture?
A: Yes it is sufficient, if you are satisfied with the performance and efficiency of your engine. But any improvement in flame front
propagation will improve combustion and therefore increase engine performance and efficiency.
Q: A spark, is a spark, is a spark, isn’t it?
A: No.The hotter the spark the easier ignition occurs and the sooner combustion is completed. A spark made by a flint, the spark of a
ignition system, a lightning bolt, a spark is a spark is a spark? You decide! A match, a blow torch or a napalm bomb. What will completely
burn, (ignite), a one acre parcel of forest quicker?
Q: What about other plug wires, especially those thick 8mm wires. Which one is the best?
A: The thickness of the wire has absolutely no effect on the power of the spark. Thicker wires only have more insulation, primarily for looks.
The conductor on the inside of the wire is no different from most other wires. If changing to a thick wire would make the spark more
powerful, we would all change the wiring in our house to make the lights brighter.
Q: What about plug wire resistance? Isn’t lower better?
A: In general yes. But only if you are talking about using plug wires with 1,000 Ohm resistance instead of 10,000 Ohm resistance. However,
using plug wires with 100 Ohm resistance instead of 1,000 Ohm is not significant enough to increase performance.
Q: Why is a short duration spark better than a long duration spark? If the spark duration is long am I not guaranteed ignition?
A: No, just because the spark duration is long doesn’t guarantee ignition. A weak spark will be weak regardless of the duration and if ignition
doesn’t take place at the exact time (ignition timing) performance suffers. The ultra powerful, short duration spark of HotWires® guarantees
exact ignition timing and complete and efficient combustion, every time.
Q: Why is a long duration spark weaker then the ultra-short-duration spark made by HotWires®?
A: Consider a long duration spark that releases 100% of the energy over a long period of time. At any point along this timeline only a
fraction of the energy is available. In other words, the energy is stretched out over a long period of time. Now take the same 100% of
energy and release it all at once. This is the HotWires® spark. A good analogy would be if we were to burn 1,000 gallons of gasoline
(100% of the energy) over a long period of time (days), or blow it up, all at once, in a gigantic explosion lasting only 1 second. The energy
released is the same, but the latter is much more powerful.
Q: Isn’t there any benefit to a long duration spark?
A: No. A long duration spark is a complete waste of energy. At 7500 rpm the spark of a conventional ignition system, with a duration of 3
milliseconds, will take 135 degrees of crankshaft rotation to finish. That means there is a spark between the spark plug electrodes long
after TDC.A complete waist of energy. However, if ignition has not been initiated 10 or 15 degrees after the optimum ignition timing,
performance suffers greatly. The HotWires® spark needs less than one degree of crankshaft rotation to complete. With a spark duration
that short ignition timing is much more precise and spark power is increased substantially. Flame front propagation is much quicker and
combustion more complete, resulting in increased horsepower and a cleaner burn.
18
© 2004 Nology Engineering, Inc
Q: What about a multi-spark ignition system?
A: Most people are not aware that there is no multi-spark at higher engine rpm. There just isn’t any time for multiple sparks. So what are
multispark ignition systems good for? Maybe it’s just a sales gimmick! If the first spark is powerful enough to initiate combustion, multiple
sparks are not necessary. By the way, if a multi-spark ignition system generates 6 sparks, which one of the sparks would you want to be the
one to ignite the mixture? # 2 or # 4 or maybe # 1?
Q: Do I have to use non-resistor spark plugs together with HotWires®, and what will happen if I use resistor spark plugs?
A: To take full advantage of the performance gain possible when using HotWires®, non-resistor spark plugs are best. If for any reason resistor
spark plugs must be used, performance gain is less, because the resistor is impeding the spark, however, performance will still increase.
Q: Why do car manufacturers recommend resistor spark plugs, aren’t they needed to suppress radio interference
A: There are many reasons for OEM’s to use resistor plugs. One reasons is actually emissions. Since the resistor is a obstacle it forces the spark
voltage to be higher, assuring combustion in a lean mixture. Also resistor plugs are MUCH cheaper to produce.You will never find resistor
plugs in serious race cars, yet these cars use some of the most sophisticated engine management systems and data acquisition systems. But
these cars have no EMI problem. Why? Because the resistor in the plug is NOT needed to suppress EMI. The spark happens inside the
combustion chamber and is completely shielded by the metal cylinder head. No EMI can escape the combustion chamber.
Q: Do I have to change ignition timing after installing HotWires®?
A: Some engines need less timing advance. Mostly engines with a large cylinder bore diameter, or inefficient combustion chambers. This is the
direct result of much faster and improved combustion.
Q: What about fuel mixture setting?
A: If you’re looking for performance, fuel flow can be increased. The HotWires® spark is so hot even the added fuel will be ignited, which
increases performance. If you’re looking for economy, fuel flow can be decreased. Even this lean fuel/air mixture will be ignited reliably.
Q: Are there situations where I absolutely have to change jetting?
A: Yes. Because a hot spark will burn the fuel/air mixture in the combustion chamber more completely, and since some engines run lean to
begin with, rejetting could be necessary.
Q: How come with other ignition systems I don’t have to make so many additional changes to my engine, such as timing and jetting?
A: Because HotWires® is the only ignition system that influences the combustion process positively. Other ignition systems that don’t require
changes to perimeter settings probably don’t do anything more than your stock ignition system.
Q: What about on modern computer controlled engines where timing or fuel flow can not be adjusted?
A: The computer collects all the data and makes the necessary adjustments automatically.
Q: What if I have a “hotter” chip in my computer with more timing advance?
A: If the timing is too advanced from the stock setting, and the engine is not equipped with a knock sensor, caution should be taken so the
engine does not experience detonation. In some cases timing has to be returned to the stock setting.
Q: Do I need to use spark plugs with a different heatrange when I use HotWires®?
A: No. Spark plug heatrange stays the same.
Q Won’t a “hotter” spark plug make a hotter spark?
A: No. A hotter, or colder spark plug refers only to the ability of the spark plug to dissipate heat.
Q: Will HotWires® cause interference (EMI) with my radio or engine management system?
A: No. HotWires are manufactured using spiral-core technology, which prevents substantial amounts of EMI. Only low quality aftermarket
stereos, or badly installed stereos (wiring) could be a problem. However, there are thousands upon thousands of satisfied users without any
EMI problems what-so-ever.
Q: Why do car manufacturers recommend resistor spark plugs and high-resistence plug wires , aren’t they needed to suppress
interference (EMI) with my radio or engine management system?
A There are some EMI issues, but only ONE resistor is needed on the secondary side of the ignition system. The resistor could
be in the spark plug, or in the plug wire (not in both). Most US cars use resistor plugs and carbon core wires (resistence is
too high and causes performance loose). European cars NEVER use carbon wires. They use solid or spiral core wires with
resistors in the plug or in the plug wire connectors. HotWires use spiral core technology and sometimes we add resistive
distributor connectors. No resistor plugs are needed.There are many reasons for OEM’s to use resistor plugs. One reasons is
actually emissions. Since the resistor is an obstacle it forces the spark voltage to be higher, assuring combustion in a lean
mixture. Also resistor plugs are MUCH cheaper to produce.You will never find resistor plugs in serious race cars, yet these
cars use some of the most sophisticated engine management systems and data acquisition systems. But these cars have
no EMI problem. Why? Because the resistor in the plug is NOT needed to suppress EMI. The spark happens inside
the combustion chamber where he is completely shielded by the metal cylinder head. No EMI can escape the
combustion chamber and the spiral core wire is taking care of the “ringing” that may find its way back to the coil etc.
Tel. 760-591-0888
WWW.NOLOGY.COM
19
Silverstone
™
Spark Plugs
For increased horsepower and cleaner combustion, use Silverstone™, the best spark plugs in the world.
Silverstone™ spark plugs are especially designed for the increased demands of modern high performance
engines. Silver is the best electrical and thermal conductor of any metal and therefore the best material to
use for the center electrode. The large diameter silver center electrode in Silverstone™ increases spark
carrying ability and with it spark power up to 137%.
Silver is extremely resistant to erosion, guaranteeing a virtually unchanged electrode gap for the life of the
spark plug. This greatly extends change intervals. Silver offers the best thermal conductivity giving
Silverstone™ a much wider heat-range.
To prevent plug fouling, optimum operating temperature is reached shortly after
start-up, yet under full throttle, when things really start to get hot, heat is dissipated
rapidly. Silverstone™ is the right spark plug for any application.
A multi-rib current leakage barrier prevents arching over on the outside of the high
quality, black aluminum oxide insulator. Silverstone™ spark plugs, manufactured
without a suppressor resistor, are first choice for the performance-oriented
consumer. If it is a racing plug you are looking for or a dependable and efficient
spark plug for everyday street use, Silverstone™ is the one for you. Silverstone™
outperforms all other spark plugs and delivers the most powerful spark.
STOP
...playing around with spark plugs that feature electrodes made from iridium,
platinum, copper or gold and get serious with silver electrodes! Silver is the
best electrical and thermal conductor of any metal. This makes
Silverstone™ the best spark plugs in the world. Period!
Please see page 48 for additional information
Spark Plug Tray™
Storing spark plugs when they are not installed, or
storing them in a particular order has never been this
easy. Simply place spark plugs in the tray and they are
safely stored until future use. Holds 8 spark plugs.
090 001 029
Storage tray for spark plugs
Material
Properties of Materials
Silver
•
•
•
•
20
Silver Center Electrode
Increased Horsepower
Long-Lasting
Top-Quality Materials
•
•
•
•
Up to 137% More Spark Power
Cleaner Combustion
Race-Proven Design
Outperforms All Other Spark Plugs
Thermal
Conductivity
W/(m·K)
Electrical
Conductivity
MS/m
407
66
Copper
384
57
Gold
310
45
Iridium
147
18
Platinum
70
10
Nickel
59
10
Silverstone Heatrange
™
What is the Spark Plug Heat-range?
The heat-range identifies if a spark plug is “ hot” or “cold”. Some times a “hot” spark plug is
mistakenly thought to be a performance spark plug. However, just the opposite is true.
“Hot” or a “cold” just identifies the spark plug’s ability to dissipate heat.
A “cold” spark plug dissipates heat easily, making racing and performance spark plugs usually
“cold” spark plugs. The “colder” the spark plug the more heat can be created in the combustion
chamber without overheating the spark plug. The spark plug heat-range should be lower than the
pre-ignition zone.
A “hot” spark plug does not dissipates heat easily, making the spark plugs for everyday use usually
“hot” spark plugs. Short distance driving, where the engine rarely reaches optimum operating
temperature, makes the use of “hot” spark plugs essential. The spark plug heat-range should be higher than the
cold fouling zone, where the spark plug never gets hot enough to “clean” itself. At lower temperatures,
residues from fuel and oil are not burnt away, which could lead to misfire.
A “cold” spark plug is for Highway driving and racing.
A “hot” spark plug is for prolonged idling, short distance driving and city travel.
S1K
S2K
ITEM#
120 001 010
120 001 020
120 001 030
120 001 040
120 001 050
120 001 060
120 001 070
120 001 080
120 001 090
CS1K
CS2K
TYPE
S1K
S2K
S3F
S5
S6
S7
S9
CS1K
CS2K
SIZE
(hot 4... 8 cold)
-14 mm, 0.7" reach, tapered seat, 5/8 hex
-14 mm, 0.7" reach, tapered seat, 5/8 hex
-14 mm, 3/4" reach, gasket, 5/8 hex
-14 mm, 3/4" reach, gasket, 13/16 hex
-14 mm, 1/2" reach, gasket, 13/16 hex
-14 mm, 3/4" reach, gasket, 13/16 hex
-14 mm, 3/4" reach, gasket, 13/16 hex
-14 mm, 0.46" reach, tapered seat, 5/8 hex
-14 mm, 0.46" reach, tapered seat, 5/8 hex
HEATRANGE
4-6
6-8
5-8
5
5-7
6
8
4-6
6-8
(Heat-Range rating is equivalent to NGK’s [hot/4.....8/cold])
S3F
S5
S7
S9
S6
Chuck Rayburn, National Record-Holder NHRA B/Stock Automatic,
’71 Dodge Challenger 440 six-pack, 1/4 mile ET of 10.33 and 127.2 mph.
“My HotWires, ProFire M80 and Silverstone plugs worked perfect....Thank You, Nology!”
T H E
I N T E L L I G E N C E
O F
S P E E D®
21
Spark Plug Applicatons
Plug Specifications and Cross Reference
22
Bosch
NGK
SILVERSTONE
S1K
14 mm .708"
reach 5/8"
hex tapered
Non-Resistor
H9DC
H8DC
H7DC
H9DCO
H8DCO
HR8DCX
HR10HCO
TR5, SR5
TR5VX
SR5-VX
BPR6EFS
TR4-2
103,
104
5164
5243
2544
764
RS9YC
RS12YC
RS15LYC
RS14LYC
BN9Y
DJ7Y
SILVERSTONE
S2K
14 mm .708"
reach 5/8"
hex tapered
Non-Resistor
H6DC
H5DC
H6DCO
R5724-8
R5724-8
R5724-9
474
473
472
2543
RS10LC
RS9YC
S59YC
SILVERSTONE
CS1K
14 mm .460"
reach 5/8"
hex tapered
Non-Resistor
H8BPX
H9BPX
H10BPX
HR8BCX
HR9BCX
HR10BC
R5674-7
UR4, 7R45
UR5, UR55
YR5, YR55
UR5VX
YR5VX
BPR6FX
25, 24,
23,665,
664,145
685,135
134,13,
12
RV97C
RV12YC
RV15YC4
RV8C
RV8C6
RV15YC6
SILVERSTONE
CS2K
14 mm .460"
reach 5/8"
hex tapered
Non-Resistor
HR6BP
HR6BP
HR5BP
HR6BC
HR5BC
R5673-8
R5673-9
R5674-8
R5674-9
133
132
131
V57C
V59C
V4C
V57YC
SILVERSTONE
S3F
14 mm 3/4"
reach 5/8"
hex gasket
Non-Resistor
FR10DCX
FR7DCX
FR5DTC
F6DSR
F8DC
F6DP
BCPR5ES
BCPRSEY-11
PFR6A
BKR6EK
ZFR5F-11
PZFR6F
PZFR6F
BKR5EKU
3934
3933
3932
3911
3910
3924
3923
3922
5184
RC14YC
RC12YC
RC9YC4
RC9MC4
RC12LYC
C61YC
C57YX
C59C
C55C
C57
© 2004 Nology Engineering, Inc
Auto-Lite Champion Nippon-Denso Split-Fire
A.C.
T20EP-U
T22EP-U
T20EPR-U
T16EX-U
T16NR-11
SF10D
SF10D6
SF514D
42LTS
43LTS
44LTS
44NTSE
T20PR-U
T16PR-U
T20P-U
SF2E
SF2E6
SF13C
SF14E
43TS
R43TS
R44TS
4407
438T
SF2C
SF13A
42TS
R42TS
436T
SF392D
SF392D6
FR1LS
FR2LS
FR3CLS
FR3LS
FR5LS
Q16R-U
Q20PR-U
K16PR-U
KJ14CR-L
PQ16R8
PK20PR-P
Plug Specifications and Cross Reference
Bosch
NGK
Auto-Lite
SILVERSTONE
S5
14 mm 3/4"
reach 13/16"
hex gasket
Non-Resistor
W10CC
W8CC
W10DC
W8DC
WR8DPX
WR9DP
B4ES
B5ES
BP5ES
BP4ES
BPR5ES
56, 55
56
405,404
393,4263
4056,4265
925,945
N14YC
N12YC
RN5C
N5C
N11YC
N88
W14E
W16ESL-1
W20ESU
W20ESRL
SF40D
SF405F
SF426E
SF6E
SF6F6
43N
44XL
R46XL
S44XL
R42XLS
SILVERSTONE
S6
14 mm 1/2"
reach 13/16"
hex gasket
Non-Resistor
W8AC
W5AC
W7BC
W7EC
WR9FP
W8AP
BP5HS
BP8HS
BP9HS
B8HS
B8HV
BR8HS
R5670-8
295,303
75, 74,
73,86
85,414
411,275
273,996
4093
847
J12YC
RJ6C
J8C
L82YC
RL95YC
L78C
L86C
L82C
XJ10Y
W14M-U
W22MR-U
W22MP-U
W24S-U
W20P-U
W24FS-U
SF8E
SF8E6
SF8G6
SF263D
SF265F
44S
R47S
B44S
CR43S
R45SX
M41FF
S45F
SILVERSTONE
S7
14 mm 3/4"
reach 13/16"
hex gasket
Non-Resistor
W7CC
W6CC
W7DC
W6DC
WR6DP0
WR7DTC
BP6ES
BP7ES
B6ES
B7EV
B7EVX
BR7ES
53, 63
64
403, 4055
4055, 4054
4253, 4263
N9YC
RN9YC4
N4C
QN3
N67C
W22ES-U
W24ESR-U
W22ES-L
W24EP-U
W22EX-U
SF6C
SF6D
SF409C
SF425C
SF426C
S41FR
S41XL
440XLS
SILVERSTONE
S9
14 mm 3/4"
reach 13/16"
hex gasket
Non-Resistor
W5CC
W4CC
W3CC
W3DP0
WR3CTC
WR4DPO
BP8ES
BP9ES
B8ES
B9ES
B8EV
B9EV
52, 51, 62
402, 4252
2526, 2626
4053, 4052
4063, 4062
N3C
N2C
W27ES-U
W29ES-U
W29-ES-V
W29ESR-V
W29ES-ZU
SF5C
SF259D
SF263D
SF405B
SF405C
SF405D
436XLS
R41CXL
M40FF
S400XL
Tel. 760-591-0888
Champion Nippon-Denso Split-Fire
WWW.NOLOGY.COM
A.C.
23
Spark Plug Diagnosis
1. Optimal Spark Plug Appearance
The ceramic center is gray to light-brown The electrode gap is correct. The heat-range is correct.
2. Soot Deposit (Velvet-like, dull black soot deposits.)
Cause: Air/Fuel Mixture too rich; Air cleaner dirty; Short distance driving and engine does not reach
operating temperature; Wrong heat-range, spark plug is too cold; Can cause missfire.
Repairs: Correct problem. Install new spark plugs.
3. Oil Deposits (Wet oil film or deposits.)
Cause: Oil reaches the combustion chamber; Oil level too high; Cylinder worn out; Piston rings or valve
guides bad; Will cause missfire.
Repairs: Replace worn out parts. Install new spark plugs.
4. Badly Eroded Electrodes (Abnormal wear.)
Cause: Corrosive gasoline additives; Heavy pinging or ignition knock; Ignition timing too much advanced;
Thermal overload; Will cause missfire.
Repairs: Stop using additive. Perform Tune-up. Install new spark plugs.
5. Molten Electrode (Severe wear.)
Cause: Thermal overload caused by knocking from over-advanced ignition timing, or from carbon deposits
in the combustion chamber (glowing hot spots); Spark plug loose; Low grade gasoline; Will cause
missfire. Could lead to catastrophic engine failure.
Repairs: Perform Tune-up. Torque spark plugs. Install new spark plugs.
6. Overglazing (Spark plug looks “glazed”.)
Cause: Gasoline additives; High thermal load from loose spark plug; Wrong heat-range; Can cause missfire.
Repairs: Perform Tune-up. Torque spark plugs. Install new spark plugs of correct heat-range.
7. Molten Center Electrode (Severely damaged center electrode.)
Cause: Possibly wrong heat-range (too hot); Thermal overload caused by knocking by too much ignition
advance, or from carbon deposits in the combustion chamber (glowing hot spots); Low-grade
gasoline; Sparkplug loose; Will cause missfire. Could lead to catastrophic engine failure.
Repairs: Perform Tune-up. Torque spark plugs. Install new spark plugs of correct heat-range.
8. Deposits (Brownish, cinder-like deposits.)
Cause: Gasoline additives, or oil additives; Can cause missfire.
Repairs: Install new spark plugs of correct heat-range.
9. Ceramic Center Shattered (Visible damage, or hairline crack.)
Cause: Mechanically damaged, probably was dropped; Putting pressure on electrode during gapping; Shock
load caused by knocking; Will cause missfire. Could lead to catastrophic engine failure.
Repairs: Install new spark plugs of correct heat-range.
10. Center Electrode Erosion (Normal wear.)
Cause: Spark plug not replace as scheduled, but shows normal wear. May cause missfire.
Repairs: Install new spark plugs of correct heat-range.
Attention: All examples are only applicable to 4-stroke engine.
24
© 2004 Nology Engineering, Inc
Spark Plug Torque Recomendations
Overtightening will result in a deformed spark plug, with the internal seal damaged. A spark plug damaged this
way can lead to premature spark plug failure and even engine damage. Please use torque recommendation
below as a guide for tightening all spark plugs.
Spark Plug
Thread Size
With
Torque Wrench
Without
Torque Wrench
With
Torque Wrench
Without
Torque Wrench
10 mm
8-12 lb. ft.
1/4 Turn
8-12 lb. ft.
1/4 Turn
12 mm
10-18 lb. ft.
1/4 Turn
10-18 lb. ft.
1/4 Turn
14 mm
26-30 lb. ft.
1/2 to 5/8 Turn
18-22 lb. ft.
3/8 to 1/2 Turn
18 mm
32-38 lb. ft.
1/2 to 5/8 Turn
28-34 lb. ft.
3/8 to 1/2 Turn
14 mm
7-15 lbs. ft.
1/16 Turn
7-15 lb. ft.
1/16 Turn
18 mm
15-20 lb. ft.
1/16 Turn
15-20 lb. ft.
1/16 Turn
GASKET TYPE:
TAPERED SEAT:
ATTENTION:
1.
Before installing any spark plug, always apply antiseize to threads. This assures easy removal
of the spark plug and prevents corrosion and seizing.
2.
For best high voltage insulation, to prevent arcing-over on the outside of the aluminum
oxide insulator and to repel moisture, always apply a high-quality silicone grease to the inside
of the spark plug boot.
3.
To gap spark plugs, always use a spark plug gapping tool. NEVER pry the ground electrode
with a screwdriver or similar object.This could
permanently damage the ceramic insulator and the center
electrode, making the spark plug inoperable and voiding
the warranty.
Tel. 760-591-0888
WWW.NOLOGY.COM
25
Silverstone
Frequently Asked Questions
™
Q: Why are Silverstone™ spark plugs “the best spark plugs in the world”?
A: A spark plug has only one function. Deliver a spark to the combustion chamber to initiate combustion. A hotter spark means
improved combustion. If the metal used for the center electrode is a poor electrical conductor, such as platinum or nickelalloy, some of the energy is lost and the spark is weaker. A weaker spark could mean lost performance. Silver is by far the best
electrical conductor of any metal. Using a, large diameter silver center electrode, like the one in Silverstone™, can mean up to
137% more spark power and therefore increased engine performance. Silverstone™ spark plugs out-perform all other spark
plugs and deliver the most powerful spark. That’s why Silverstone™ spark plugs are the best spark plugs in the world.
Q: Aren’t platinum spark plugs the best?
A: No. As a matter of fact, platinum is one of the worst conductors. The reason why platinum spark plugs are used is for
longevity only. Platinum spark plugs can last up to 100,000 miles. If you are looking for longevity, platinum is for you. If you
are looking for performance, choose silver.
Q: Isn’t copper a good conductor?
A: Yes, but not the best. Silver is the best. Also, the electrodes of spark plugs with so called “copper electrodes” are not solid
copper, they are copper core. The electrode is usually made out of nickel-alloy, with a copper core. This only benefits heat
dissipation, not performance.
Q: Doesn’t a silver electrode melt?
A: No. Just like conventional spark plugs, Silverstone™ spark plugs are available in different heat ranges. If the correct heatrange
is chosen, thermal problems won’t arise.
Q: Why is heatrange so important?
A: A spark plug that is too cold won’t reach optimum operating temperature and could experience carbon build-up or fouling. A
spark plug that is too hot can overheat and melt the electrode.
Q: Won’t a “hotter” spark plug make a hotter spark?
A: No. A hotter, or colder spark plug refers only to the ability of the spark plug to dissipate heat. A colder spark plug dissipates
heat faster than a hotter spark plug.
Q: Do I need to change spark plug heatrange when I use Silverstone™?
A: No. Spark plug heatrange stays the same.
Q: I noticed that Silverstone™ spark plugs are only available in a few heatranges?
A: Yes, that’s correct. Silver is also the best thermal conductor of any metal. In managing the ever changing combustion chamber
temperatures, caused by different engine and load conditions, silver is unsurpassed. To prevent plug fouling, optimum
operating temperature is reached shortly after start up, yet under full throttle, heat is dissipated rapidly. Silverstone™ spark
plugs provide the widest heatrange latitude and therefore cover all heatranges with fewer models.
Q: The Silverstone™ spark plugs recommended for my engine look like they are a much hotter heatrange than the
spark plugs I normally use?
A: Because the thermal conductivity of silver is so much better than that of any other metal, the physical appearance of
Silverstone™ spark plugs will be different.
Q: Isn’t a split electrode or a fine wire electrode better?
A: It depends on the application. Since the ionization voltage with split electrodes or fine wire electrodes is lower, they are perfect
for older vehicles with weak ignition systems. But since spark voltage is lower, they are not desired for performance
applications. In addition, electrical energy travels on the outside of a conductor and not through the middle as commonly
assumed, and since a large diameter center electrode offers a larger surface area, spark carrying ability is increased when the
center electrode has a large diameter. To put it simply, you can’t fit a big spark through a tiny electrode.
26
© 2004 Nology Engineering, Inc
Q: Is there a noticeable improvement if I use Silverstone™, and if yes, why?
A: Yes. The large diameter silver center electrode increases Silverstone’s spark carrying ability, together with spark power,
up to 137%.
Q: Are there any other reasons why Silverstone™ spark plugs are superior?
A: Yes. Silverstone™ spark plugs are manufactured to highest quality standards and are made exclusively out of top grade
materials. This gives Silverstone™ spark plugs high reliability and very good high voltage insulation.
Q: How long will Silverstone™ spark plugs last?
A: Silverstone™ spark plugs will last about three times as long as conventional spark plugs. Silver is a precious metal and
therefore extremely resistant to erosion, guaranteeing a virtually unchanged electrode gap for the life of the spark plug.
Q: What about spark plug gap?
A: The spark plug gap is the same as the one recommended by the manufacture of the engine in which Silverstone™ is to be
used, unless the Silverstone™ spark plugs are used together with HotWires. In that case use the spark plugs as they come
(pregapped to 0.8mm). To gap spark plugs always use a spark plug gapping tool. Never pry the ground electrode with a
screwdriver or similar object. This could permanently damage the spark plug and voiding the warranty.
Q: Why do I need resistor plugs?
A: You don’t always need to use resistor spark plugs. True, some electronic engine management systems are more sensitive to
RFI. However, most engines will not experience any problems with non-resistor spark plugs, especially if there is some
resistance in the spark plug cap or the wires.
Q: So non-resistor spark plugs are better for performance?
A: Yes. If you are looking for performance you want to use non-resistor spark plugs. A resistor is exactly what the word implies.
When the spark crosses the point of resistance some of the spark energy is lost. A resistor is like an electronic obstacle
and could be the cause for a weak spark. Non-resistor spark plugs deliver a more powerful spark.
Q: Why do car manufacturers recommend resistor spark plugs.
One reasons is actually emissions. Since the resistor is an obstacle it forces the spark voltage to be higher, assuring combustion
in a lean mixture. Also resistor plugs are MUCH cheaper to produce. You will never find resistor plugs in serious race cars, yet
these cars use some of the most sophisticated engine management and data acquisition systems. But these cars have no EMI
problems. Why? The spark happens inside the combustion chamber where he is completely shielded by the metal cylinder
head. No EMI can escape the combustion chamber.
Q: How tight should spark plugs be?
A: This is a very important point. Most of the time spark plugs are too tight, (over torqued). This will result in a deformed spark
plug, with the internal seal damaged. A spark plug damaged this way can lead to premature spark plug failure and even engine
damage. For proper torque values, please check with the spark plug manufacturer.
Nology Model: Miss Lori Ann Photographer: BruinKev Photography
Tel. 760-591-0888
WWW.NOLOGY.COM
27
ProFire
™
Ignition Coils
Automotive
ProFire™ high performance ignition coils are on the cutting edge of
technology and feature the most impressive performance data. In order
to supply the energy needed for trouble-free high performance and high rpm
operation, they were especially designed to have the quickest rise-time with
substantial energy reserves. The available spark voltage is in excess of 45,000 Volts over
the entire rpm range, with spark energy being equally impressive. The energy storage capability and power
reserves of ProFire™ coils are extra high. ProFire™ coils will deliver just the kind of spark you need for
maximum performance. When the best is just good enough, use ProFire™ coils. (CARB OE # D-414-11)
M - Coils
151 991 500
PFC-M50, electronic or points ignition (3.0 Ohm)
151 991 600
PFC-M60, electronic or points ignition, racing only (2.5 Ohm)
151 991 700
PFC-M70, electronic ignition (0.6-1.0 Ohm)
151 991 750
PFC-M75 CDI ignition (MSD-6, Crane Hi-6) replaces MSD
Blaster 2, Crane PS91
151 991 800
PFC-M80, CDI ignition (MSD7, Crane Hi-6/7) replaces MSD
ProCoil, Crane PS92, Mallory #28880
D - Coils
U.S Patent No. D395658
151 001 100
PFC-D10, electronic ignition (0.5 Ohm)
151 002 200
PFC-D20 - Dual Outlet, electronic and
CD ignition (0.55 Ohm)
151 004 400
PFC-D40 - 4-Outlet, electronic ignition
D-20
Small coils for coil-on-plug or coil-near-plug applications
(super high performance)
152 001 130
ProFire PFC-03S (0.3 Ohm) single outlet
CDI ignition
152 001 140
ProFire PFC-03D (0.3 Ohm) dual outlet
CDI ignition
152 001 060
ProFire PFC-06S (0.6 Ohm) single outlet
electronic ignition
152 001 070
ProFire PFC-06D (0.6 Ohm) dual outlet electronic ignition
D-10
D-40
06S/D, 03S/D
28
ProFire
™
Ignition Coils
Motorcycles
ProFire™ for motorcycles are the smallest coils available. Despite
their size, the energy output and voltage are extra high. ProFire™
coils are available with single or dual high tension towers.
152 001 130
ProFire PFC-03S (0.3 Ohm)
single high tension tower
For 2-Stroke Bikes (CD Ignition)
152 001 070
ProFire PFC-06D (0.6 Ohm)
dual high tension tower
(Current Limited Electronic Ignition)
152 001 140
ProFire PFC-03D (0.3 Ohm)
dual high tension tower
For 2-Stroke Bikes (CD Ignition)
152 051 300
ProFire PFC-30-S (3.0 Ohm System)
single high tension tower
(Electronic Ignition - 2.4 Ohm Actual)
152 001 060
ProFire PFC-06S (0.6 Ohm)
single high tension tower
(Current Limited Electronic Ignition)
152 051 350
ProFire PFC-30D (3.0 Ohm System)
dual high tension tower
(Electronic Ignition - 2.4 Ohm Actual)
Custom Harley-Davidson® Builders Listen Up!
ProFire™ coils for Harley-Davidson® motorcycles are so small you can
hide them anywhere. And if you’ve been holding off converting your
Harley to single-fire ignition because the two coils needed take up too
much space and are too heavy! Wait no more! Two ProFire™ coils
are as big as one standard coil. ATTENTION: Use only with the following ignitions: Dyna 2000, Compufire Elite-1, RevTech Digital, Crane
HI-4, Power Arc II, Screaming Eagle & Stock Harley-Davidson®.
152 051 300
ProFire PFC-30-S (3.0 Ohm System)
single high tension tower
(Electronic Ignition - 2.4 Ohm Actual)
152 051 350
ProFire PFC-30-D (3.0 Ohm System)
dual high tension tower
(Electronic Ignition - 2.4 Ohm Actual)
Profire™
• Maximum Spark Voltage
• Shortest rise time
• Extra high power reserve
• Smog legal
29
PowerCore
™
Ignition Coil Amplifier
The PowerCore™ ignition coil amplifier increases the ignition coil output performance of any inductive
ignition system by up to 50%. This hotter, more powerful spark ignites every fuel/air mixture much quicker,
more reliably and more efficiently. This increases horsepower and torque, and decreases fuel consumption
and emissions. Coil rise and saturation time is much shorter.
This technology is truly revolutionary and is the most economical way to step-up the power of any electronic or points inductive ignition system. PowerCore™ is absolutely essential for high compression and/
or high rpm engines, and all lean burn applications. For maximum horsepower and high rpm reliability, use
PowerCore™. Available for cars, trucks and motorcycles.
The PowerCore™ Technology
Think of it as a supercharger for the coil. A supercharged engine
(same displacement), makes a lot more power. Same is true for the
PowerCore™ coil amplifier. The coil size stays the same, but the
energy that is stored in the PowerCore™ is supplied to the coil,
resulting in added spark energy and higher possible spark voltage.
Just like the supercharger, who accelerates engine rpm climbing rate,
the PowerCore™ accelerates coil saturation time.
What does Nology’s PowerCore™ has to offer in
three words or less? More power, quicker!
Many PowerCore applications are now Plug-and-Play. Please call for application.
MORE POWER,
QUICKER
PowerCore™ provide:
• Hotter, more powerful spark
• Reliable high-rpm operation
• Increased horsepower & torque
• Smog legal
30
Nology Model: Ariel Rose Photographer: Rick Anthony
Available for electronic or points inductive
ignition systems only. Smog Legal CARB No. D-414-11
Do NOT use PowerCore on CD Ignitions
PC-10
For ignition systems with active current
limiting and all automotive applications
Model Year 1990 and newer.
160 001 061
PC-10 Red
160 001 062
PC-10 Black
PC-30
For ignition systems without active current
limiting and most automotive applications
Model Year 1990 and older. with 2.5 to 3 Ohm ignition coils.
160 001 301
PC-30 Red
160 001 302
PC-30 Black
PC-50
For all ignition systems with points.
160 001 501
PC-50 Red
160 001 502
PC-50 Black
Plug-n-Play for:
160 056 012 2003 - 2000 Audi S4, 2.7 Liter V6 Twin Turbo
160 056 011 2002 - 1996 Audi A4/A6, 2.8 Liter V6 Non-Turbo
160 604 011 2000 - 1996 Audi A4/ VW Golf, Jetta, Passat, 1.8 L Turbo
Plug-n-Play Audi A6
Please check Application Guide for the correct PowerCore for your vehicle.
PowerCore™ for Harley-Davidson
Don’t be left behind. Join the long list of Harley-Davidson Drag-racers who are winning races using the
PowerCore™ coil amplifiers. More Top-Fuel races are won using PowerCore™ and HotWires® than in
any other motorsport.
PC-30
For street driving and 3 Ohm ignition coils.
160 001 301 PC-30 Red
160 001 302 PC-30 Black
PC-30S
For Harley-Davidson Drag-Racing
160 001 351 PC-30S Red
160 001 352 PC-30S Black
PC-50
For points ignition systems.
160 001 501 PC-50 Red
160 001 502 PC-50 Black
Bill Furr, National Champion - ADBA
Top Fuel Harley (1/4 mile @ 6.797 / 205.65 mph)
ADBA Pro fuel Harley (1/4 mile @7.248)
31
ProFire
™
Ignition Module
If you’re looking for a high-power ignition module, ProFire™ is the one for
you. This high performance ignition module will really light up your cylinders.
ProFire™ can support systems up to 60,000 volts and has a switching current that is
equally impressive. Cutting-edge technology makes ProFire™ very efficient with virtually no
energy losses. This is great news for race cars, where a weak ignition system can cause misfires. The
ProFire Ignition Module from Nology is absolutely essential for high compression, and/or high revving engines
Most OEM ignition modules have a relatively low current limit and sometimes do
not
. have active current limited circuitry. This precludes the use of a low-Ohm high
performance ignition coil. If a low-Ohm high
performance ignition coil is used anyway, the
OEM ignition module could be destroyed.
The ProFire ignition module has an increased
current limit and also has advanced active current
limited circuitry. What this means is that even if a
low Ohm high performance coil is used, the module can handle it. The higher
primary current increases the secondary energy (spark energy) considerably.
ProFire™ Ignition Modules:
200 001 148
200 002 148
200 003 148
200 001 132
PFM 1A, Universal 1 Channel Module (triggered by 5 Volt square-wave)
PFM 2A, Universal 2 Channel Module (triggered by 5 Volt square-wave)
PFM 3A, Universal 3 Channel Module (triggered by 5 Volt square-wave)
PFM 1H, 1 Channel Module Honda: Civic, Accord, Prelude / Acura: Integra
200 221 132
High-performance Ignition Kit for Honda: Civic, Accord, Prelude / Acura: Integra
Replaces Stock Ignition Module mounted inside the Distributor. Converts the ignition system from
internal ignition module to an external ignition Module.
Kit Includes:
200 001 132
High-Ampere Ignition Module
201 221 132
Wiring Harness
See for Distributor Cap Applications next page
200 011 133
151 001 100
201 221 060
ProFire Ignition Coil D-10
Distributor Cap
High-performance Ignition Kit for Acura: Integra GSR – B18
Replaces Stock Ignition Module mounted inside the Distributor. Converts the ignition system from
internal ignition module to an external ignition Module.
Kit Includes:
200 001 132
High-Ampere Ignition Module,
201 221 132
Wiring Harness
151 001 100
ProFire Ignition Coil D-10
201 221 070
Distributor Cap
See for Distributor Cap Applications next page
* Some cars may require separate Installation Kit and/or Wiring Harness. Please call!
High manufacturing standards guarantee exact timing and unsurpassed reliability.
• High Current Ignition Module • Increased Performance
• High Voltage Capability
• Unsurpassed Reliability
32
ProFire
™
High-performance Ignition Kit for Volkswagen Golf/Jetta
Replaces Stock Ignition Module/Coil Unit.
200 601 148
Kit Includes:
200 001 148
201 601 148
151 001 100
High-Ampere Ignition Module
Wiring Harness
ProFire Ignition Coil D-10
ProFire™ Ignition Module Wiring Harness / Installation Kit and Connectors:
201 991 148
201 992 148
201 993 148
Universal Wiring Harness for PFM 1A, 1 Channel Module
Universal Wiring Harness for PFM 2A, 2 Channel Module
Universal Wiring Harness for PFM 3A, 3 Channel Module
202 007 001
7-Position Connector, Terminals and Seals for ProFire Ignition Module.
Some cars may require custom Installation Kit and/or Wiring Harness. Please call!
Distributor Cap
®
Performance For Honda & Acura
Everything you need to convert your stock Honda or Acura Internal-Coil ignition system into an ExternalCoil high-performance ignition system except the ignition coil. For maximum performance increase can be
used with the Nology ProFire Coil M-70 and the Nology external high-performance Ignition Module
ProFire PFM-1H. (Both Sold Separately) Can be used with stock Honda and
Acura ignition module.
201 221 060
97 -92
97 -92
97 -96
95 -92
97 -92
97 -92
•Increased HP
•Better throttle response
•Increased torque
•Higher RPM Limit
201 221 070
Replaces Stock Distributor Cap Honda/Acura. Fits the following
Integra
Accord
Civic
Civic
Del Sol
Prelude
LS, RS, GS
DX, LX
DX, EX
ALL
ALL
ALL
1.6, 1.7, 1.9
(with
1.6, 1.8, 2.0, 2.2 (with
1.2, 1.3, 1.5, 1.6 (with
1.2, 1.3, 1.5, 1.6 (with
1.5, 1.6, 1.8 VTEC (with
1.8, 2.0, 2.2, 2.3 (with
TEC
TEC
TEC
TEC
TEC
TEC
cap)
cap)
cap)
cap)
cap)
cap)
Replaces Stock Distributor Cap Acura Integra.
Fits the following
94 -00 Acura
GSR
B18
(with TEC cap)
Each kit includes:
•High-Performance Distributor Cap
•Low-Resistance Coil Wire
•All Connectors Needed
•Ignition Rotor
•Wiring harness and hardware for Ignition Coil (coil sold separately)
33
Sequential Shift Light
Never Over-rev Your Engine Again
The Nology Sequential Shift Light (SSL) is a highly accurate, microprocessor controlled shift light, which can be
easily adjusted using the “increase” and “decrease” buttons.
The SSL can be used with most 2, 4, 6, or 8 cylinder
engines, including Direct Ignition and Waste Spark
systems that use points, electronic ignition, or have
an ECU Tach output. It can also be used with most
capacitive discharge ignitions (CDI) with a Tach
output.
The Sequential Shift Light has a small
(40x16x13mm) remote LED module incorporating 4
LEDs that light up sequentially as the engine
approaches redline. The shift point being indicated
by the 4th (red) LED.
Mount the SSL on the dash or on the A-pillar, or
anywhere you like. Never over-rev your engine
again and miss a shift.
Shift Light
Part # 460 001 011
34
Microprocessor:
Dimensions:
Weight (approx.):
RPM Range:
2 Cyl:
4Cyl:
6 Cyl:
8 Cyl:
4 MHz RISC based
82x40x22mm
<120g
Temperature Range:
Operating Voltage:
Accuracy:
LED Brightness:
-25 to +85 (degrees Celsius)
9 - 16V
+/- 10RPM @ 6kRPM
350mcd each
© 2004 Nology Engineering, Inc
1,000 to 20,000 RPM
1,000 to 20,000 RPM
1,000 to 12,000 RPM
1,000 to 10,000 RPM
Nology Model: Ariel Rose Photographer: Rick Anthony
Technical Specifications:
PDA-Dyno & OBD II Scan Tool
™
Put A Dyno In The Palm Of Your Hand
Just sync the PDA-Dyno™ software onto your PDA, connect the interface
cable to your OBD II connector under the dash, and you have a dyno in the
palm of your hand.
Measure:
• Horsepower and Torque
• 0 to 60 times (and other speed combinations)
• 1/4 mile time and speed
• Fuel Economy (MPG)
Never again pay for dyno-time
and make every road your personal drag-strip.
Check and clear Diagnostic Trouble Codes, turn off the pesky Check Engine Light and view/record all
OBD II supplied sensor data in real time.
Lets say you want to upgrade your engine and you would like to know if that new trick air cleaner really
gives you more power. Do a baseline run and record the horsepower and torque, together with airflow data.
Now install the new air cleaner and make another run (damn this is hard work). Now compare the data.
More horsepower from more airflow - the air cleaner worked. Do the same test in a 0 to 60, or ¼ mile run.
Faster time and speed - the air cleaner worked. Get it?
Use the OBD II Scan Tool function to clear Diagnostic Trouble Codes (DTC) and to turn off the “Check
Engine” light. Yes the one that came on right after you did all those cool engine mods. Perfect for when you
have to get the car smogged.
Displays all generic OBD II data and supports protocols:
SAE J1850 (VPW,PWM); ISO 91412 (ISO); ISO 14230 (KWP 2000, EOBD II).
Additional Features
The PDA-Dyno™ also turns your PDA into a Data
Acquisition System. Record all data during a road
race, or record your gas mileage (mpg) for a specific
trip (if supported). A standard 8 MB PDA
can hold hours of driving data (depending on free
memory space).
Worldwide Patents Pending
760-591-0888
WWW.NOLOGY.COM
35
PDA-Dyno & OBD II Scan Tool
™
Display and Record:
• General Engine and Vehicle Information
• Diagnostic Trouble Codes (DTC)
• Displays real time sensor data.
• Display following sensor types: (not all sensors are
supported by all vehicles).
Load Value • Vehicle Speed • Coolant Temperature
Ignition Timing • Engine RPM • Fuel Trim • Mass Air Flow
Intake Air Temperature • Throttle Position • Fuel Pressure
Intake Manifold Pressure • Oxygen Sensors.
(supports most cars model year 1996 and newer). Worldwide Patents Pending
Box Includes:
OBD II Interface Box
OBD II Interface Cable
PDA HotSync Cable
Software CD (includes manual)
PDA not included.
Must be purchased separately.
440 001 011
440 001 021
440 001 031
440 001 041
440 001 051
440 001 071
440 001 061
440 001 081
call
441 001 011
36
Palm III, VII, VIIx
Palm V, Vx
Palm m100, m105
Palm m125,m130,m500,m505,m515,i705, Tungsten, Zire 71
Sony CLIÉ Series N (N770,N760,N750,N710,N700, N615, N610, N600)
Series S (S500, S360, S320, S300)
Sony CLIÉ Series:
TG50, T400/415/425, T600//615/625/650/665
SJ 20/22/30/33, SL 10, NR70/70V, NZ90
NX 60/70V/73V/80V
Handspring Visor (all versions, except Edge)
Handspring Treo Organizers and Smartphones
Kyocera Smartphone, Kyocera 7135, Kyocera 7100 , Samsung i300/i330
PDA Magnetic Windshield Mounting Kit
© 2004 Nology Engineering, Inc
The Nology G-Dyno
Series
™
Automotive Performance Computers & Data Acquisition
System with Accelerometer and GPS
Following the great success of or PDA-Dyno™ & OBD II Scan Tool and at the request of our customers
for a similar product for older and non-OBD II cars, Nology developed the G-Dyno™ and G-Dyno™
Plus with GPS.
Think about all the data you would like to have to find a quicker way around the racetrack, or to make
your car go faster. Find out if all the improvements to your engine resulted in more horsepower. Discover
what power your car really puts to the road or find a quicker way around the racetrack. The Nology
G-Dyno™ Plus with GPS is guarantied to take seconds off your laptime.
The Nology G-Dyno™ Series of performance computers and data acquisition systems can do it all, for a
fraction other data acquisition systems cost.
™
G-DYNO
Automotive Performance
Computer & Accelerometer
The Nology G-Dyno™ is a powerful automotive performance computer. Use it to measure horsepower and
torque, 0 to 60 time, ¼ mile time and speed, cornering forces, handling and braking efficiency and so much more.
Use the G-Dyno™ to tune your engine, set up the suspension for best handling, check braking performance and
check the tires for grip.
The G-Dyno™ allows anyone to get accurate dyno results, any time. All you’ll need is a flat road.
The G-Dyno™ is a digital data logger and performance computer utilizing a two axis accelerometer. Use it to
measures the entire performance of a vehicle. The G-Dyno™ records the data from one or more runs. The data is
then loaded into the PC for evaluation. Use the powerful analyzing software to process and graphically display the
data.
No assembly required: just plug in the inductive pickup, turn the
G-Dyno™ on, and make runs
How does it work? G-Dyno™ is a timer and
precision accelerometer system that records
hundreds of forward and sideways
(lateral) measurements of vehicle
movement.
760-591-0888
WWW.NOLOGY.COM
37
The Nology G-Dyno
Series
™
™
G-DYNO
Automotive Performance
Computer & Accelerometer
Never again pay for dyno-time
and make every road your personal drag-strip.
Horsepower and Torque:
From acceleration and time, power and torque can be calculated. The user supplies the car’s weight, gear
ratios, tire sizes and some other variables, the rest is pure physics.
This is not a power estimating program! G-Dyno™ measures the power of your engine directly by
making precise measurements.
Cornering:
G-Dyno™ measures lateral (sideways) acceleration. By collecting data on the track, you can see
the g force your car handled in cornering, or by driving a constant radius you can compare front /
rear handling setups, check the results of adjustments toe in/out, camber and caster. Measure the
maximum g forces and find out which brand of tire is best.
Braking:
G-Dyno™ is also invaluable for braking
measurements –after all with that extra power
our HotWires supply you need to be sure you
can stop. By measuring the deceleration, GDyno™ can show braking effectiveness at
various speeds and conditions.
PC Software:
Upload the collected data to your PC and graph
out for easy analyzing. The PC Software is
designed to be flexible and simple to use.
• 450 001 011
• 451 001 021
38
G-Dyno
Inductive Clamp
© 2004 Nology Engineering, Inc
The Nology G-Dyno
Plus
™
Automotive Performance Computer &
Data Acquisition System with Accelerometer
The Nology G-Dyno™ Plus is a powerful 11 Channel data acquisition system and performance computer,
utilizing a high-precision two-axis accelerometer to measure acceleration, braking and cornering. In addition,
record 11 other signals for later evaluation. For instance, record the throttle position or brake pedal pressure to
see when you’re on the gas or when and how hard you brake.
Think about all the data you would like to have to find a quicker way around the racetrack, or make your
car go faster. The Nology G-Dyno™ Plus can do it all, for a fraction other data
acquisition systems cost.
Use it to measures the entire performance of a vehicle. Measure horsepower and
torque, 0 to 60 time, ¼ mile time and speed, cornering forces, handling and braking
efficiency and so much more. Use the G-Dyno™ Plus to tune your engine, setup
the suspension for best handling, check braking performance and check tire grip.
Use the powerful PC analyzing software to process and graphically display the data.
Measure:
Data logging with the G-Dyno™ Plus:
• X/Y acceleration 100 samples per second.
• 7 channels of 8 bit analog data, for example: air/fuel ratio, throttle position,
• 0-60 mph / 0-100 kmph timing.
brake pedal pressure, temp sensors, oil pressure, knock sensor etc.
• 30-50, 50-70 or any other speed combo.
All recorded at 12.5 samples per second. Easily set for different signal levels.
• Standing 1/8 or ¼ mile times and speeds.
Factory preset inputs: 1 channel - 12V range, 3 channels - 5 V range
• 60 mph - 0 or any other braking times and distance.
and 3 channels - 2.5V range.
• Horsepower and Torque - real road horsepower.
• 4 channels of digital data, for example:
• Before / after tests show if those modifications
injector pulses, speed sensors, gear sensors, lap counter etc.
really are making any difference!
Recorded at 100 samples per second.
• Peak and average cornering G’s
• Tach input – can use inductive ignition clamp.
• Measure tire effectiveness
• Optional wireless input: Replace 2 analog inputs with data from separate RF
transmitter with a 30 ft range.
• Record data from 11 other sensors
• All wiring by screw terminal block, for ease of installation and removal.
• On / off by push button with audible confirm.
• 24 hour life from 2 AA cells (data logging, without GPS). 2 hours with GPS.
• Comes complete with software (Win 95/98/2000/XP), serial data cable and 16MB MMC.
The high-precision two-axis accelerometer is accurate to 0.005 g
with a resolution to 0.01g. The small battery powered G-Dyno™
Plus data logger stores data on a standard MMC card, allowing
up to 3 hours of recording on the included 16MB card. (128MB
cards 12 hour storage).
Accessories:
PC Software:
• PC software to download logged data,
create text and spreadsheet (Excel) files.
760-591-0888
• MMC/CF/SD/SM USB interface card reader.
• MMC memory 16, 64, or 128MB.
• Inductive RPM clamp.
• 12 Volt DC Power Supply
• GPS receive (See following section)
WWW.NOLOGY.COM
39
The Nology G-Dyno
Plus GPS
™
Add a high-performance GPS receiver to the already powerful G-Dyno™ Plus data acquisition system and end up
with a unique combination of INS (Inertial Navigational Systems),
high-performance GPS and a powerful data logging system, all with a 3D
flexible graphics display function.
This is one of the most powerful combinations found in a data acquisition
system for motor racing.
The G-Dyno™ Plus with GPS measures the entire performance of a
vehicle continuously from the INS and GPS data, and automatically maps the
racetrack as you drive! It records the speed, distance, horsepower, torque,
cornering G’s, braking G’s and more, against time and track position. It can
do measurements of power and torque in one gear, or power and speed / time through the gears. Braking time / distance
can also be measured easily. Cornering and handling forces can be measured at the same time.
The data is displayed as a 3D-plot, road / track position against time, or full 3D position with altitude! You can “drive” the
track with the animated data display, zoom in on areas to fine-tune your car and driving. All parameters of the graph can be
altered and saved with our powerful chart editing tools. The supplied PC software generates text and .csv files (Excel), so
you can easily read and use the data in other applications.
The high-performance custom SirfStar 2 GPS receiver can be used separately with almost any SatNav software.
Discover what power your car really puts to the road and find a quicker way around the track. The
Nology G-Dyno™ Plus with GPS is guarantied to take seconds off your laptime.
Automatically map the racecourse, display speed, horsepower and all logged data from one of the 11 channels against track
position and time. Tune your vehicle and driving for any racetrack.
GPS Receiver:
Features:
• 12 Channels “All-In-View” Tracking
• All features are the same as the Nology G-Dyno™ Plus
• Cold/Warm/Hot Start Time: 45/38/8 seconds
except for the addition of GPS data.
• Reacquisition Time: 0.1 seconds
• Full GPS data.(RMC,GSA,GGA,VTG,GSV,GLL messages)
• Accurate 1PPS Output Signal Aligned with GPS Timing • 24 hour life from 2 AA cells (data logging, without GPS).
• Trickle Power Enabled for Power Saving
2 hours with GPS.
• Multi-path Mitigation Hardware
• Superior Sensitivity for Urban Canyon Environment
• On-board RTCM SC-104 DGPS and WASS Demodulator
• SiRFstarII Architecture
• Red / green fix available indicator LED.
• 450 001 021 G-Dyno Plus
• Field Software Upgrade Supported
• Fully water-proof
• 451 001 011 GPS Receiver
• Rubberized magnetic base for mounting on car
• 451 001 021 Inductive Clamp
• Visual GPS software for PC and Winfast pocket
• 451 001 03112 Volt DC Power Supply
PC software included.
GPS Receiver
GPS Clamp
DC Converter
40
© 2004 Nology Engineering, Inc
Power Formulas
Not-Hot®
Keep Your Engine Cool, Even in Extreme Heat!
Not-Hot® is a liquid coolant system additive and when mixed with water or antifreeze can lower coolant
temperatures up to 30°F. Not-Hot® softens deposits until completely dissolved and prevents new scale build-up.
It also contains additives to prevent bacterial growth and eliminates water surface tension, which improves heat
transfer. Not-Hot® is completely harmless to all materials found in cooling systems and contains 12 corrosion
inhibitors in a biodegradable, long-life formulation. Not-Hot® is fully compatible with any radiator antifreeze.
On trips across the desert or when stuck in traffic, race-proven Not-Hot® can prevent overheating.
• Improves heat transfer
• Race-proven
190 001 511
PowerTrip
• Lowers engine temperature
• Lubricates water pump
Not-Hot 12 ounces
®
Super Engine Oil Treatment
PowerTrip® coats the metal and forms a complex bond that is a durable friction barrier. It offers maximum
protection for high performance engines and reduces friction. A 5% gain in horsepower and a 5% to 7%
increase in fuel mileage is possible. PowerTrip® combines extreme pressure agents, friction modifiers, anti-wear
additives and corrosion inhibitors in just the right formulation to guarantee boundary lubrication and hydrodynamic separation together with lower friction, even under the most extreme engine conditions. PowerTrip® is
fully compatible with any engine lubricant. This race-proven super engine oil treatment is guaranteed to put any
engine on a PowerTrip®.
•Maximum Protection
•Increased Performance
•IncreasedFuel Economy
•Lower Friction
190 001 521
PowerTrip 12 ounces
PowerBoost®
Gasoline Additive for Cleaner Performance
PowerBoost® contains cleaning agents, solvents and enzymes that will remove deposits on pistons, combustion
chambers, valves and catalytic converters restoring engine performance and lowering emissions.
PowerBoost® is a catalyst that improves fuel/air mixture formation, which together with the cleaning of fuel
injectors and the restoration of injector spray patterns, assures excellent fuel atomization. A homogeneous fuel/
air mixture has the same effect as a higher octane fuel. Continued use prevents reformation of deposits assuring
prolonged efficient and low polluting engine operation. PowerBoost® increases fuel efficiency and engine
performance, and lowers exhaust emissions. It is completely
harmless to catalytic converters and oxygen sensors, and is EPA
approved.
This race-proven gasoline additive delivers a PowerBoost®.
•
•
•
•
190 001 531
760-591-0888
Increases fuel economy
Cleans injectors
Increases performance
Removes deposits
PowerBoost
12 ounces
WWW.NOLOGY.COM
41
Promotional Materials
Wear our “colors” and show your competition that you mean business!
Caps are black with a red NOLOGY® logo. T Shirts are available in many
sizes and designs. Decals are available in red, black and yellow. License
plate frames come in black with white, yellow or silver logo.
100 011 092
100 011 220
100 011 100
100 011 079
100 011 300
100 011 069
100 011 062
100 011 010
100 011 180
100 011 030
100 051 011
Baseball Cap - NOLOGY
Jacket - Speed Thrills (specify size)
Polo Shirt - NOLOGY (specify size)
T-shirt - Speed Thrills (specify size)
Titanium Chronograph
T-shirt - Fukenmovin, car (specify size)
T-shirt - Fukenmovin, motorcycle (specify size)
T-shirt - Nology Top Fuel Dragster (specify size)
License Plate Frame - Speed Thrills
Decals
SpeedThrills Keychain
Titanium Chronograph
What’s the formula for going fast? More power, or less weight!
For more power, get our HotWires, for less weight, get the Nology
Titanium Chronograph.
The Nology Titanium Chronograph is so light, it won’t
slow you down. The Chronograph has a high precision quartz
movement and is waterproof to 150 feet. The stop watch
function keeps track of 10th seconds, seconds and minutes,
as well as split timing.
• Solid Titanium
• Super Light
• Accurate Quartz Movement
• Waterproof to 150 Feet
• Stop Watch Function
The watch case, the watch band and the watch band clasp are
all made out of solid titanium.
Display to
Demonstrate HotWires® Performance
This countertop unit is the perfect sales tool for HotWires®
300 001 750
300 001 610
300 001 620
300 001 630
42
© 2004 Nology Engineering, Inc
ID-2 (90 Volt Japan)
ID-2 (110 Volt USA)
ID-2 (220 Volt Europe)
ID-2 (12 Volt DC)
Complete Description of the Technology and
the Influence on
Engine Performance and Emissions
The Nology Ignition Concept
Nology Engineering is rewriting the book on ignition systems and judging by the success of their
products, they know what they are talking about. At the 1992 Slick 50 Nations in Houston, one of
their products was installed on the Jack Clark owned Top-Fuel dragster when driver Mike Dunn
ran the sport’s then fastest speed of 297.12 mph. Since then, the list of people using Nology’s
ignition products has grown to be as impressive as the success that these same people are having
using the Nology products. “Big Daddy” Don Garlits, for example, was there right from the
beginning and has been rewarded with several runs close to 300 mph (298 mph and 299 mph,
respectively). Joe Amato has had two of the quickest runs ever at 4.751 sec. and 4.757 sec., and at
the 1993 Winter Nationals in Pomona, Cory Mac completed an unbelievable three runs back-toback at 300.60 mph, 301.50 mph and 302.21 mph. Jack Clark’s Taco Bell Dragster at 304 mph, as
well as Kenny Bernstein in the Budweiser car at 306 mph, are the newest additions to the impressive results that are proof positive that at Nology Engineering, they know what they are talking
about.
What’s the secret to their success? The secret lies in their unconventional approach to designing
ignition systems. Other ignition system manufacturers boast of their system’s long spark duration. They’ll tell you that their system has the longest spark duration, usually one to three milliseconds. When looking over the sales brochure for one of Nology’s ignition systems, you also
find a claim for spark duration, the shortest spark duration in the business. What do they know
at Nology that other manufacturers don’t?
Anyone who had physics in college knows the formula for power. In this case we’re referring to
ignition spark power. Power equals work divided by time (P=W/t). Thus, to get more power,
you need to do the same amount of work in less time. Sounds simple enough! Manufacturers of
conventional ignition systems though, want
you to believe that it is possible to increase
the power of ignition systems by lengthening the spark duration. This is not true!
Lengthening the spark duration actually reduces spark power, as we already know
(P=W/t).
Joe Amato, driver of the Valvoline Top Fuel
Dragster, making history using Nology ignition
© 2004 Nology Engineering, Inc
43
Two spark plugs in a pressure chamber, simulating
conditions in the combustion chamber. On the
right a HotWires® spark and on the left a spark
from a stock ignition system.
Smog Legal CARB #: D-414-10
US Pat # 6,559,376. International Patents Pending
Which spark is more powerful? Decide for yourself!
Let’s look at the process of igniting the mixture in the combustion chamber. The coil is charged up
until the voltage at the spark plug electrodes reaches the ionization point. When the ionization point
is reached, the electrical energy jumps the spark plug gap, creating a spark. If the spark is powerful
enough, the fuel mixture in the combustion chamber is ignited. The faster the process of igniting the
fuel, the faster the flame front growth and the more powerful the igniting spark, the more complete
the combustion. With this in mind, one has to wonder what a long spark duration is good for? A good
analogy would be if we were to burn 1,000 gallons of gasoline over a long period (days), or blow it up
all at once in a gigantic explosion lasting only 1 second (P=W/t). The energy released is the same,
but the latter is much more powerful.
By obeying the laws of physics and applying them to their ignition systems, Nology is able to build
ignition systems with truly impressive performance data. Their claims are backed up by the success
that their systems are having on the racing circuits.
We also find when running an engine at 7500 rpm or more there is no time for a long spark duration. First, the engine manufacturer recommends a precise ignition timing, but the spark has a long
duration? That doesn’t sound right. You don’t want the spark to ignite the fuel mixture sometime
during its duration, but at a precise moment, namely the recommended ignition timing. Secondly,
if the spark is powerful enough to begin with, you don’t need a long duration, only a big enough
spark lasting a few nanoseconds. Furthermore, at 7500 rpm the spark of a conventional ignition system with a duration
of 3 milliseconds will take 135 degrees
of crankshaft rotation to complete.Not a
very precise ignition timing, and a lot of
wasted energy. Nology’s ignition system
spark duration needs less than one degree
of crankshaft rotation to complete.
This graph clearly shows the decrease in
power,when spark duration is increased
© 2004 Nology Engineering, Inc
44
With a spark duration that short, the ignition timing is much more precise and spark power is increased substantially.
Flame front growth is much quicker and combustion more complete resulting in increased horsepower and a
cleaner burn. And because an ultra powerful spark can
ignite more fuel, you can raise fuel flow, increasing
horsepower even more.
To summarize, Nology’s ideology on ignition systems is
easy...get the job done quickly and with a big bang. It
seems to work.
Performance & Emissions
Nology Engineering developed HotWires for
performance or emissions-oriented applications. A high
energy ignition system is absolutely essential when
attempting to reduce emissions or when building a high
performance engine.
Television news and headline stores are filled with reports on global warming, ozone depletion and the need
for more fuel-efficient, less polluting automobiles. Lawmakers and environmental groups try to force car
manufacturers to build ultra low emission vehicles known as ULEVs in order to eliminate poor fuel efficiency
and air pollution. ULEVs could come with gasoline-powered engines equipped with new fuel-saving and
pollution-reducing technology, or with engines able to operate on alternative fuels. Some scientists and engineers
assert that alternative fuels are not the solution of choice for many reasons. A big issue is the need for a fuel
distribution network. Using alternative fuels increases fuel consumption, greatly reducing the driving range
between fill-ups and emissions from such an engine can be just as harmful as those of gasoline engines. There
are also fundamental safety concerns carrying some alternative fuels on passenger cars. That leaves us with
gasoline powered ULEVs. Here we are confronted with a different problem. Car manufacturers claim that they
are having a tough time working to meet future emission standards for gasoline-powered engines using existing
technology. The engines in ULEV’s have to operate ultra lean to be less polluting and more fuel-efficient.
Such a lean fuel mixture is difficult to ignite using conventional ignition systems.
HotWires surpass conventional ignition systems by a wide margin. They generate a high power, ultra short
spark that can ignite even lean fuel mixtures. Using HotWires results in an easier starting, smoother running
and less polluting engine. Life expectancy of the engine is increased. A substantial increase in power is possible.
A reduction in fuel consumption and exhaust emissions is always observed. HotWires can be installed in cars,
trucks, motorcycles or boats of any year as a retrofit device or as original equipment.
T H E
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Superflow Engine Cycle Analysis (ECA)
TEST DATA INDICATES:
Test
StockIgnition
HotWires Ignition
Change%
1. Decreased exhaust gas temperature (EGT)
EGT
1274
1241
-2.6
S
48.8
43.8
-9.5
3. Decreased fuel consumption (BSFC)
BSFC
841
813
-3.3
4. Increased combustion pressure (Pmax)
Pmax {psi}
873
931
+6.6
5. Faster combustion (crank angle @ Pmax)
CA @ Pmax
10.4
8.8
-1.6°
2. Decreased cycle to cycle variation (S)
4500 rpm
(standard deviation)
Many engine and car manufacturers have tried to lean out the fuel mixture of gasoline and alternative fuel
engines in order to improve exhaust emissions and fuel consumption. They found that it is not possible to
consistently ignite a gas mixture with more than 15% to 20% air surplus using conventional ignition
systems. The ignition energy and power of such systems are not high enough to initiate combustion.
After years of thorough research, Nology Engineering has confirmed the possibility of igniting lean mixtures
with a very short, high energy spark. The development of HotWires was based on these test results.
HotWires are capable of igniting lean mixtures with up to 40% air surplus. Consequently, fuel consumption
and exhaust emissions are drastically reduced without adversely affecting the operation of the engine.
HotWires is the only ignition system that has a substantial influence on the combustion process. Independent
test results show decreased fuel consumption, decrease of all harmful exhaust emissions and increased
horsepower. HotWires solve the emission problem at the source.
Engineers have taken modern race cars to the cutting edge of technology in the search for more horsepower.
Fuel systems have progressed from carburetors to fuel injections, exhaust manifolds made way to highly
tuned exhaust headers, induction is aided by turbochargers or compressors and multi-valve design are
standard. It seems that engineers have forgotten the ignition system as a source for more horsepower.
Modern ignition systems have improved more in their reliability than in performance.
The HotWires high energy ignition system is revolutionary in design and characteristics and is extremely
powerful. Independent tests confirm, HotWires increase horsepower. Unlike conventional ignition systems,
HotWires discharge a very high energy spark within an ultra short pulse of only a few nanoseconds. This
high energy discharge mode is maintained throughout the full rpm range. HotWires is the only ignition
system that has a significant influence on the entire combustion cycle. HotWires enhance the flame front
growth and decrease the cycle-to-cycle variation, resulting in a faster and more stabilized burn. This
combustion enhancement results in more horsepower.
T H E
46
I N T E L L I G E N C E
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Horsepower Test on Superflow Dyno
HotWires
show an increase of
8 horsepower on this
Small Block Chevy
RPM
StockWires
HotWires
IncreaseHP
4500
305.7
308.3
2.6
5000
337.9
342.4
4.5
5500
351.4
359.2
7.8
5750
350.5
358.6
8.1
A Better Spark Plug
Spark plugs are the subject of much controversy. In comparison to internal combustion engines and
their management systems, spark plug design has hardly been improved. Malfunctions still occur, but
they are not as noticeable anymore mainly because of improved ambient conditions. At least one of
the three most important spark plug properties has to be sacrificed in order to increase or emphasize
one of these characteristics: efficiency, durability and heatrange.
For high performance or racing applications, an efficient spark plug is needed. Such a spark plug operates
optimally only within a narrow heatrange without any consideration for durability. This is not a good
spark plug for everyday street use, as a wide heatrange is essential to assure good drive- ability under all
temperature conditions. Heatrange latitude of standard low-cost spark plugs for passenger cars has
improved, but with major trade-offs. They are designed to offer a wide heatrange only, without any
consideration for efficiency. The ignition system has to compensate for low spark plug efficiency and
wide spark plug gap caused by wear. Original equipment spark plugs offer a wide heatrange and high
durability to increase spark plug change intervals. These are the least efficient spark plugs. In order to
reduce wear, erosion resistant materials and suppressor resistors are used which considerably sacrifices
spark plug efficiency. The correct relationship between efficiency, durability and heatrange is important
and has to be considered over the entire life of the spark plug. A functional combination of these
properties is possible and is only a matter of technology and materials used.
When reading spark plug advertisements one can get the impression that small diameter center electrodes,
uniquely shaped electrodes or built-in resistors are best. Think again!
A Resistor is exactly what the word implies. When the spark crosses the point of resistance, much of
the spark energy is lost. A resistor is like an electronic
obstacle and could be the cause for a weak spark.
Due to manufacturing tolerances and lack of quality
control, even non-resistor spark plugs often have a
resistance of 10, 100 or even 1000 ohm. Always
check spark plugs for resistance before use. Using
spark plugs that have resistance due to manufacturing
tolerances, internal damage or by design will weaken
the spark, which could result in lost horsepower and
poor fuel efficiency.
© 2004 Nology Engineering, Inc
47
What about electrode shape? Spark plug manufacturers will tell you that a small diameter center
electrode makes it easier for the spark to jump the electrode gap. This is true, but what they are
not saying is that such a spark is also weaker, since it takes a lower voltage to jump the gap. A
spark jumps the electrode gap when the voltage at the electrodes reaches the ionization point.
Since the ionization point (voltage needed to jump the gap) is lower when a small diameter center
electrode is utilized, spark voltage is also lower. Exactly what a performance-oriented consumer
doesn’t want. Also, a spark that tries to squeeze itself through a small diameter center electrode is
slowed down and stretched out and, therefore, weakened even more. And finally, the electrical
energy carrying ability is reduced when the electrode diameter is smaller. Small diameter or
uniquely shaped electrodes could be beneficial if the ignition system is weak, but modern ignition
systems are all powerful enough to supply the voltage needed to create a spark across the
electrode gap of a conventional electrode design, even in high compression engines.
Silverstone™ was especially designed for the increased demands of modern high performance
engines and is the only spark plug that optimally incorporates all desirable properties. The most
important decision when building spark plugs is what materials to use. Not the electrode shape.
The more than 80-year-old original design is still the most successful and widely used. Silver is
the best electrical and thermal conductor of any metal and, therefore, the best material for the
center electrode. In managing the ever changing combustion chamber temperatures caused by
different engine and load conditions, silver is unsurpassed. To prevent plug fouling, optimum
operating temperature is reached shortly after start-up; yet under full throttle when things really
start to get hot, heat is dissipated rapidly. Silver provides the widest heatrange latitude. As the
best electrical conductor, silver assures that the spark encounters the least resistance and no spark
energy is lost. Unlike conventional electrode materials, silver delivers even the most powerful
spark without any energy loss and therefore guarantees combustion initiation. The solid silver,
large diameter center electrode in Silverstone™ increases spark carrying ability and with it spark
power up to 137%. Silver is extremely resistant to erosion, guaranteeing a virtually unchanged
electrode gap for the life of the spark plug. This greatly extends change intervals.
Silverstone™ non-resistor spark plugs are guaranteed to be without internal resistance, making
them first choice for the performance-oriented consumer. Silverstone™ is the most efficient,
durable and thermally adaptable spark plug available. Unlike other high performance spark plugs,
Silverstone™ is technologically unrestricted to any one application. Silver spark plugs outperform
all other spark plugs and deliver the
Material
Thermal
Electrical
most powerful spark.
Conductivity
Conductivity
W/(m·K)
MS/m
Properties of Materials
Silver
407
66
Copper
384
57
Gold
310
45
Iridium
147
18
Platinum
70
10
Nickel
59
10
© 2004 Nology Engineering, Inc
48
Increasing the Performance
of an Inductive Ignition System
Trying to upgrade an ignition system can be confusing and expensive. Every coil and ignition system
manufacturer claims that their products are the best and will give the biggest performance increase. Nology
is no exception. But there is one important difference...Nology’s PowerCore™ ignition coil amplifier really
delivers and because no additional electronic control unit or high performance ignition coil is necessary, it is
the most economical way to step up the power of any electronic or points inductive ignition system. The
PowerCore™ ignition coil amplifier is so effective, simply connecting PowerCore™ to the primary side of
the ignition coil increases ignition coil energy output and available spark voltage by up to 50% without
adversely effecting the coil’s rpm limit.
Most performance and racing ignition coils increase only the theoretically available spark voltage or spark
energy and sometimes only the coil’s rpm limit, never all three. However, increasing a coil’s theoretically
available maximum spark voltage can actually hurt performance. A coil designed to generate a high spark
voltage is generally very “slow”, consequently, a high voltage ignition coil is generally not a high rpm coil.
To generate a high secondary voltage, coil saturation time has to be increased, but since a longer saturation
time is not available, considering the rpm modern engines rev and the fact that when not fully saturated a
coil operates outside the range where most efficient, available spark voltage can actually be lower. Racing
coils are designed to work with the short saturation time available at high engine rpm. That’s why most high
rpm racing coils feature a lower theoretically available spark voltage. This tradeoff is accepted because it is
more important that a competition coil is capable of generating a spark at high engine speeds, even if such
a spark is weak, than a more powerful spark that could only be generated up to a much lower rpm range.
In contrast, Nology’s PowerCore™ ignition coil amplifier always increases available spark voltage, spark
energy and the rpm limit of the ignition coil. This never before available technology is truly revolutionary. By perfectly matching the inductance, oscillation frequency, resistance and magnetic field density of
the PowerCore™ to the ignition coil, the efficiency of the ignition coil is increased tremendously. Coil
rise and saturation time is much shorter. This raises the coil’s rpm limit substantially. Even though the
saturation time is shorter, the theoretically available maximum spark voltage is much higher as a result of
the coil’s much increased primary voltage. The higher primary energy supplied by the PowerCore™ coil
amplifier also increases the secondary energy
(spark energy) considerably. This hotter, more
powerful spark ignites every fuel/air mixture
much quicker, more reliably and more efficiently. Therefore, increasing horsepower and
torque whereas fuel consumption and emissions are decreased. PowerCore™ is absolutely essential for high compression and/or
high revving engines and all lean-burn applications.
“m1.1” shows voltage of a stock ignition and “m2.1”
shows the same ignition system with the PowerCore
connected. Peak voltage has increased 167 volts to 268
volts (60%). A similar increase can be measured for
primary and secondary current!
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Choosing a High Performance Ignition Coil
Which coil would you rather have? One that generates the highest spark voltage, or one that generates the highest
spark energy? If you said the highest spark energy, you are right. Here is why! How much voltage a coil can
generate is no indication as to how high the spark voltage really is. The spark voltage can only go as high as is
needed to jump the spark plug electrode gap, never higher. That means if the spark plug gap is wider or the
compression higher, more voltage is required to jump the electrode gap. Close the electrode gap and the voltage will
be lower. Leave the electrode gap the same but change the coil to a high voltage coil, and the spark voltage will be
exactly the same. Most engines require from 8 K volts (steady speed highway cruising) to 25 K volts (hard acceleration).
Rarely is there a requirement for more than 25 K volts. So why buy a coil that can generate 60 K volts? It is the
energy that is important, not the voltage. Higher spark energy assures faster combustion and increased probability
for combustion initiation. Energy, not voltage, ignites the fuel. There is another negative aspect to high voltage
coils. In order to be able to generate a theoretical high spark voltage, the coils end up having a long saturation time,
detrimental for high rpm applications.
The design of Nology’s line of ProFire ™ ignition coils was based on that general principal. ProFire™ coils deliver
the highest possible spark energy and offer the fastest saturation time for high rpm engines. This is achieved by
utilization of the most efficient turning ratio and laminated E-core material, and by choosing just the right amount
of inductance. By using this high efficient laminated material for the E-core design, high magnetic field strength
and energy can be generated while overall coil temperature stays low. This high energy gets transferred to the
secondary side where the optimum turning ratio between the primary and secondary side of the coil guarantees
maximum spark energy.
If you are looking for a high performance ignition coil that has a short rise time for high rpm applications and
generates a spark that carries maximum energy, take a look at Nology’s line of ProFire™ ignition coils. Unlike most
ignition coils, ProFire™ coils are designed for specific applications. Two coils are available for points ignitions and
two for electronic ignitions. There is one coil for medium-powered CDIs and then there is the M80 for high output
racing CDIs. The M80 is considered by many to be the most powerful coil available.
T H E
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I N T E L L I G E N C E
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Magazine Editorials: What They Say
Turbo: “The 2.3 liter four cylinder pushes out 190 horses to the wheels with only minor modifications; upgraded air
flow meter, Nology HotWires, a DTM lightened flywheel and DTM exhaust system. Factory horsepower is rated
at 192 horses at the flywheel.”
Corvette Fever: “The Nology ignition whipped up the big drums on the Dynojet to the tune of 11 more horsepower.”
Alfa Owners, Project 164: “Upon starting the car with the newly installed Nology HotWires, there was a
noticeable difference, even in just the cold idle performance - it seemed smoother and less laborious. Under partthrottle
driving, the motor felt more willing to rev and in need of less throttle for the same amount of acceleration. “
Drag Racing: “For years I have been testing the NOLOGY Spark Plug Cables, the only cable that radically
reprocessed the coil’s output to the plug.”
Drag Racing Monthly: “A moderately injected nitrous 350 delivered an extra 18 hp and a 500-inch ProStock style
motor made between 8-40 hp more depending on where it was in the rpm band”.
Muscle Mustang & Fast Fords: “After all the testing was completed we saw an average of six more horsepower
in the usable rpm range.”
Turbo: “To our surprise, 20-70 mph times were reduced by an average of three-tenths.”
Popular Hot Rodding: “Firing the plugs through Nology HotWires, the spark intensity was dramatically increased.”
Trucking: “These were previously back-to-back tested against three of the top brands of conventional competition
plug cables and showed 7, 10 and 13 horsepower increase on what were nominally 175, 300 and 350 horsepower
engines.”
Grassroots Motorsports: “These products all worked well on our stock Honda Civic test vehicle. On 30-60 mph
acceleration tests, the Nology equipped car showed an average of .28 seconds improvement over the stock setup.”
Super Chevy: “The best torque increase amounted to 8 ft lbs, while peak power went up by 7.5 horsepower. The
Nology HotWires appear to have the ability to step up a stock ignition to that of a race system..and a race system
beyond that.”
European Car: “Better low-end pull, better throttle response, better driveability and improved mileage all from a
set of wires, plugs and ignition coil amplifier.”
Hot Rod Bikes: “With peak power the best yet at 52.3 hp. More importantly, average power is a whopping 47.1
horsepower, compared to stock at 40.9 horsepower.”
Dirt Bike: “Nology HotWires are one of the least expensive part of any kind that make a performance difference
you can feel.”
Biker: “It starts pulling right off idle and continues to over 100 mph. That’s saying a lot, considering the big load I
pack around. The first chance I get I’m gonna put the Crane Single Fire Hi 4 ignition system on board along with a
set of Nology HotWires.”
Thunder Alley: “Many riders I talked to are skeptical when you tell them they can get horsepower increases from
something as mundane as plug wires. But the Nology HotWires do exactly that.”
American Iron Magazine: “The results were amazing. Simply by replacing the spark plug
wires our maximum horsepower climbed 11% from 47.0 to 52.3, and the torque jumped
8% from 58.8 ft-lb to 63.6.”
© 2004 Nology Engineering, Inc
51
Sport Compact Car: “The greatest increase in power was measured at the torque peak of 4600 rpm a difference
of three hp was recorded. At 3200 rpm, a five lb-ft difference in torque was noted”.
Fast Car: “Even when tested with a high-output multi-spark ignition the Nology HotWires still added measurably
to the test engines output. In this test (small block Chevy) torque improved 8 lb-ft, and peak power rose
by 7.5 bhp”.
High Performance Mopar: “The Challenger launches pretty smoothly, only lifting the wheels 2-3 inches”
Hot Boat: “You can’t light a fire without a spark”.
All Chevy: “As for the wires, Nology’s HotWires line works like eight separate amplifiers”.
Motoring: “Power and torque outputs received an even bigger boost in the all critical midrange. This would
translate into greater driveability, fuel economy and better overall acceleration”.
Hot Rod: “Full-throttle testing extracted an extra 7.3 horsepower and 7.8 ft-lbs of torque from the 320 hp
engine”.
The Truth About Weak Ignitions: Also known as, “Do I really need to spend $145 on spark plug wires?” “we
replaced the stock plugs and wires with Nology HotWires and Beru Silverstone plugs. Sure enough, that
combination produced the results that we had been expecting...”
Testimonials
Just thought I would drop you a line to tell you we Won the AHDRA TopFuel national championship with
your products Thanks — Steve Moore
I currently carry your HotWires with my business and I recently became extremely interested in trying them
out on my 2000 Honda Civic. I currently have an air/fuel ratio gauge installed on my car and it seems to work very
well. Well, I installed your wires and then tested them out. It seemed to me that the seat of the pants feel was greatly
increased, it seemed as though my car required less effort to do the same task, which initially indicated a performance
boost, then I began to monitor my air/fuel gauge and it indicated that at full throttle, the ratio was more into the
stochiometric range than it has ever been at full throttle. Usually the LED lights on the gauge would be fully into the
rich side indicating an amount of usable gas still remained after combustion and now indicates that after the
installation of your wires, I am getting a more complete burn of the usable gas and that tells me that the emissions
should be lower now and the top end should be a little easier to win over.
Just wanted to drop a line to you guys to tell you what a great product you have produced and how proud I am
to sell such a quality product with my business.
Thanks a million!! – Scott Marshall, President/Sales SqueezePerformance.com, San Antonio, Texas
In light of the number of inquiries, I’ll post this here rather than individually...
Apparently Nology was awaiting feedback from me on the first set of 164 wires before making the wires available
to the masses. As long as they’ve waited this long, I suggested they wait a few days longer and I’ll give them some
specific
sug gestions
on
reducing
the
length
of
some
of
the
wires.
Otherwise, the wires will be available for the V6 164 with a part# 011 026 011.
Incidentally, I can now verify that these wires can reduce emissions output. Due to an exhaust leak ahead of
the cat’, I was putting put hydrocarbon emissions of 350PPM with the stock wires; 173PPM immediately
after swapping in (only) the HotWires this is still too high, but it did allow me to pass inspection until
I get the exhaust leak fixed. – Brad Anesi
© 2004 Nology Engineering, Inc
52
Definitely the most technologically advanced components in the industry!! I am thoroughly impressed with the
appearance and function of your Hot Wires and ProFire Coil. I own a nitrous injected ’93 5.0L Mustang that I drag race
in spare time. Nology gets the job done! – Ryan Skaggs Meineke, Bartonsville, IL
I’m impressed with the approach but by adding a cap into the spark plug wire does this not create a delay in the
spark as the charge builds up causing a delay in the timing. As far as the spark plugs go, please send the price for six for
a 4.0 liter JEEP Cherokee 1988. – Mark Franklin
I bought a set of Nology wires about 2 months ago. The wires are fantastic and it feels as though I have MORE
horsepower than some of my buddies who have installed aftermarket ignition systems. – Nology, still the best
I just read your ad in the December issue of Excellence. ( with Excellence, you scour each issue three times: first
time to look at the pictures, second time to read the ads, third time to read the articles).
I have been a customer of Engines Builder’s Supply ever since they moved to Sparks, Nevada from California; and Jon
(EBS owner) and I have become good friends since the move. Thus’ it was wariness in an unknown product and trust in
a friend that I spent the money for Nology wires, coil and Silverstone plugs only a couple months after installing a new
O.E.M. wire set and coil on my ’77 911S.
Simply put, I could not believe the difference that Nology wires and coil made in the performance of my engine. I could
actually feel the difference before and after! I have approx. 15,000 miles on a major overhaul of my 2.7 liter engine. Aside
from the usual wear items replaced, I changed to SC cams, RSR flywheel, RS pressure plate, SSI heat exchangers and
Bursh exhaust. Jon supplied flow matched injectors for the FI system.
Following the overhaul I had a roughness that I traced to the ignition system but was unable to completely tune out. I
ended up replacing the ignition wires and coil, but the problem still wasn’t completely resolved. Then Jon became a
distributor for Nology.
The very first time I fired the engine after installing your products I detected a change. I don’t know how to explain it or
why it occurs, but I can detect a “sharpness” or “snap” or “crack” in the exhaust note that it was not there before
installing the Nology products. Due to out altitude in Reno, our normally aspirated engines run out of air long before they
run out of cams! The Nology products substantially increases my useable power on the upper end of the rpm range.
Oh, and for me most important! As soon as I installed the Nology products the roughness that had been present since the
rebuild was gone. The engine starts quicker in sub freezing temperature, and passes emissions tests without any adjustments
from normal driving settings ( I run no emission controls on the engine). – Carl McLelland
Recently, I performed an ignition upgrade on my 1979 635Csi. Prior to the Nology tech session, I hadn’t given
an ignition upgrade any thought. But afterwards, I was sold on the idea. I decided to speak to several people regarding the
products that are widely available. Most answers kept coming back to what most have used for years, an MSD system.
Some of these are even programmable. The Nology representative had provided us with a fantastic amount of information
that, in my opinion, and after weighing all the information that I had, titled the Nology ignition system in my favor. In
addition to street use, the Nology system is successfully being used in racing applications where other old stand by
systems, were once used. This was a big factor in my decision. Most of the answers I received regarding the MSD type
ignition system dealt with the familiarity of the systems, not that it was necessarily any better, “It’s just what everybody has
used for so long,” was what it seemed to boil down to. Everybody used to use bias ply tires once upon a time as well.
Change can be good! Once in awhile we must embrace it.
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Testimonials...
Recently, I performed an ignition upgrade on my 1979 635Csi. Prior to the Nology tech session, I hadn’t given
an ignition upgrade any thought. But afterwards, I was sold on the idea. I decided to speak to several people regarding
the products that are widely available. Most answers kept coming back to what most have used for years, an MSD
system. Some of these are even programmable. The Nology representative had provided us with a fantastic amount
of information that, in my opinion, and after weighing all the information that I had, titled the Nology ignition system
in my favor. In addition to street use, the Nology system is successfully being used in racing applications where other
old stand by systems, were once used. This was a big factor in my decision. Most of the answers I received regarding
the MSD type ignition system dealt with the familiarity of the systems, not that it was necessarily any better, “It’s just
what everybody has used for so long,” was what it seemed to boil down to. Everybody used to use bias ply tires once
upon a time as well. Change can be good! Once in awhile we must embrace it.
So off to Nology I went. I purchased the wires, coil, and Silverstone spark plugs. Consensus opinion from whom I
spoke to, said that for best results, I should definitely look at the upgrade as a system. I agreed. For my application, we
had to custom cut the wires in their shop, no problem. They were nice enough to do it the same day. The result was an
absolute increase in performance. I can feel the increase all through the RPM range. The car pulls much smoother,
quicker, and to a higher RPM level than before. I figured having an older style ignition system updated to a performance
system that I’d feel some difference, well, I felt a lot difference! They claim a 5-7% increase for application, about 1015 stallions in my case, It sure feels that way. Later, I plan to re dyno the car to confirm my results. In addition, the
exhaust note has a growl as well, as fuel is more thoroughly burned. As expected the engine does run cooler and mpg
has improved. I drove to the S.F. Bay Area and back and used approximately 1/8 less gasoline than usual, that’ about a
2 mpg improvement. I expect the emissions have improved as well.
I would suggest that anyone who is looking from additional performance, especially on the earlier sedans, coupes, and
any ’02, that you consider an upgrade to your current old style ignition system. Based on my experience, I would
recommend the Nology system. See you in the rear view mirror. – Mark Robbins
Definitely the most technologically advanced components in the industry!! I am thoroughly impressed with the
appearance and function. “Your wires are undoubtably the best wires that I have seen to date. You guys have definitely
come up with a real winner here. I can honestly say that this is a revolutionary step in ignition technology. Anyway, keep
those brain cells working on even better stuff (if possible). Thank you for your time. P.S. If you have any catalogs lying
around, we would appreciate a copy or two. Thanks again.” — Casey Fayette, North Dakota
“Thank you very much for an excellent product. I recently installed your wires on my ’87 Saab 900 SPG with
175,00 miles on it and I gained 50 to 90 mpg per tank. My question is regarding these wires for motorcycles. Is there the
same performance improvement on a bike which I saw on my car. and what is the price for everything which is
recommenced. I have a ’96 Harley-Davidson FLHTCI (the fuel injected model). I was also wondering if there is a price
break which can be given if several units are purchased. I will soon be a member of the Antioc Motor Corps which
contains 17 motorcycles. I think that if there is an equal performance increase on my bike and car that I would probably
have several people interested. Thank you very much for your help.” Gary Moore, Ohio
“You’re website info is making me reconsider everything that I have “learned” about plugs & wires! I need
NOLOGY!” Nixy J. Morales.
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I N T E L L I G E N C E
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NOLOGY® PERFORMANCE PRODUCTS
WARRANTY
All parts sold or manufactured by Nology are warranted to be free from defects in material and
workmanship under normal use and service. The warranty period, and extent of same, is controlled by the
documents furnished with each product, and begins on the date of shipment. Due to the extreme demand
on racing and performance products, they are sold without any warranty. A Nology authorized reseller shall
extend this warranty, on new and unused products, to end user customers only, but have no authority to
extend a greater or different warranty on behalf of Nology.
Nology assumes no responsibility or liability for damage or injuries which may result from the use, or
installation, of its products (street, performance, or racing application), whether or not properly installed or
used. Due to the nature of the products sold by Nology and the extreme demand on racing and performance
products, Nology products are sold WITHOUT ANY EXPRESS WARRANTY OR ANY IMPLIED
WARRANTY OF MERCHANTABILITY FOR INTENDED PURPOSE.
LIMITED LIFETIME WARRANTY
HotWires
Nology warrants all HotWires, ProFire and PowerCore products to the original purchaser against material
or factory workmanship defects when used on private vehicles under normal operating conditions, for as
long as the original purchaser owns the vehicle on which the Product was originally installed. The warranty
does not apply to alterations or misuse which result in failure and does not cover commercial, racing or
industrial applications. This warranty does not in any way extend to consequential damages due to a defective part or material, accidents, driver negligence, incorrect installation and/or application. Nology assumes
no responsibility for diagnosis, removal and/or installation labor, loss of vehicle use, loss of time, inconvenience or any other consequential expenses. If warranty is required, return the Product with the original
invoice to the Nology dealer from which it was purchased or to Nology for verification under this warranty.
A completed warranty card must be on file with Nology. All returns must be authorized in advance and
accompanied by a return authorization number. Freight must be prepaid by customer. If product is found to
be defective it will be repaired free of charge or exchanged, at Nology’s sole discretion. Repairs or exchanges
will not be issued if merchandise has been damaged or abused. The warranties herein are in lieu of any
other expressed or implied warranties, including any implied warranty of merchantability or fitness, and any
other obligation on the part of Nology, or selling dealers. This warranty gives you specific rights and you
may also have other rights which vary from state to state.
This Limited Lifetime Warranty is in accordance with the Magnuson-Moss Warranty Act of 1975.
For All Your Go-Fast Needs and Engineering Advice
Call
NOLOGY ENGINEERING, INC.
Top Racing Teams Around The World Do!
We Smoke Our Competition!™
(we wonder what they’re smoking?)
IF YOU’RE NOT USING NOLOGY® PRODUCTS,
YOU’RE NOT GOING AS FAST AS YOU COULD BE
DISCLAIMER
Certain products sold by Nology Engineering, Inc. are not legal for sale or use on
pollution-controlled motor vehicles. Every attempt has been made to clearly identify these products.
However, if you have any questions, please call.
© 2004 Nology Engineering,Inc
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Nology Engineering, Inc.
1945 S. Rancho Santa Fe Rd., San Marcos, CA 92069
Tel. (760) 591-0888 • Fax.(760) 591-0880
http://www.nology.com