WO1998043020A2 - Spark plug cable with coaxial metallic sleeve - Google Patents

Abstract

A high-performance spark plug cable (10) with coaxial metallic sleeve (14, 14') capable of producing a passively enhanced high-tension spark. The basic spark plug cable is conventional from the distributor-attached inward terminus to the spark plug-attached outward terminus and has a core wire (12, 12') covered by a thick insulating material (11, 11'). A tightly braided metallic coaxial sleeve (14, 14') is arranged to cover the core wire (12, 12') for a length of from 7-20 inches, dependent on engine characteristics, beginning from about 1-3 inches from the spark plug terminal (29'). An outer protective dielectric sheathing (16') is preferably included through which a short pigtail wire (15) is routed from the braided material for grounded connection to the engine-block (20).

Description

ENVIRONMENTAL SPARKPLUG-CABLE W/COAXIAL CD-IGNITION EFFECT

RELATED-ART IDS(lnfo.Disclosure Statement) CITED BY APPLICANT:

See accompanying IDS-forms, attached Patent-copies, and relevant Tech.-papers, in compliance with PTO/#IC-10 regarding known related-art material; for Examiner's review. (Applicant intending the Tech.-papers list included in the IDS to be ultimately referenced in a patent under heading. "Other Publications" (immediately after usual "PTO/Cited Patent References" ).

I.) BACKGROUND OF RELEVANT EARLIER INVENTIONS: TECHNICAL FIELD:

This invention relates to ignition systems for spark-ignited IC(ιnternal-combustιon) engines; and more specifically, it relates to CDI(capacιtιve-dιscharge ignition) systems and coaxial-cable construction, with the notion of improving initial combustion efficiency via spark quality in a potentially leaner-mixture environment. Therefore, the invention is deemed of consequence to Federal-EPA(envιronmental protection agency) considerations. BACKGROUND ART.

Research discovery provides some prior patent-art regarded as germane to this disclosure For example, Brown's U. S.Pat. #703, 759( fιled: 12/1901 from U.K. ) contemplates a capacitor arranged in parallel with the sparkplug, to intensify the spark, since this first application, many attempts have been made to build a capacitor arranged close to the sparkplug in order to intensify the spark. Accordingly, other relevant attempts were chronological as follows:

Otto's U.S.Pat.#1 , 447, 812(fιled: 5/1921 ), shows a simple coaxial-capacitor attachment to a sparkplug.

Holthouse's U.S.Pat. #1 , 624, 951 ( filed: 7/1922), shows a high-tension circuit oscillating device for enhancing spark performance, wherein no capacitors are employed in the high-tension circuit.

Henry's U.S.Pat.#1 , 756, 486( fιled: 1 1 /1928 ) , shows a simple high-tension capacitor for an IC-engme, which is easily installed, featuring a coil-resistor in series with a parallel capacitor.

Brown's U.S.Pat.#1 , 902, 541 (filed: 4/1931 ) is for an electrical device to eliminate preignition via short fast-discharge sparks, by employing a capacitor n parallel with the sparkplug-gap; however, resistance is used in the circuit which dramatically reduces the power potential

Lysholm's U.S.Pat.#2, 129,472(fιled: 1 1/1935 from Sweden ), shows high-frequency Tesla-coil ignition-system oscillation and only series-connected capacitors.

Ramsey's U.S.Pat.#2, 173, 766(fιled: 1 /1938 from U.K. ), shows a capacitor and resistor network for the purpose of reducing ignition-system radio interference.

Kasarjian's U.S.Pat. #2, 376, 362( fιled: 4/1942 ), shows an ignition-system employing parallel and series capacitors at the sparkplug-gap. Discuses "head & tail " spark, stating that an arcing-tail spark is not wanted due to erosion; shows how a capacitor network reduces arcing, and enhances the spark-head. Mentions that shielded-wires could work as a parallel-capacitance, and, in cases where shielded-wires are not employed, a parallel- capacitor must be included

Berkey's U S.Pat.#2, 378, 893(fιled. 3/1942), shows a solution for high-altitude flash- over reduction on sparkplugs; employing coil, capacitor, and gap network, but no capacitor in parallel with the sparkplug-gap.

Harkness's U.S.Pat.#2,398,635(fιled: 1/1943), shows a special shielded sparkplug and high-frequency discharge system of very complex assembly, yet no capacitor at the sparkplug.

Kasarjian's U S.Pat. #2,415, 138(fιled: 4/1942), shows a sparkplug for an aircraft jet- engine, including capacitive-discharge system; discusses employing shielded-cabhng with a function as a capacitor connected in parallel with the sparkplug-electrode

Wall's U.S.Pat.#2,459,855(fιled: 8/1944), shows a completely shielded sparkplug- wire designed with an air-gap in-line in order to reach a high-capacitance; and the primary and secondary transformer is included at the sparkplug in order to enhance output spark frequency

Berkey's U.S. Pat. #2,467, 725(fιled: 8/1947), shows an ignition system for aircraft- engines, designed to attain higher altitudes. A low-voltage distributor, two transformers, an air-gap, and capacitor, are built-in to a resulting very complicated costly sparkplug, having no capacitor associated with it's sparkplug-gap.

Smits's U.S.Pat.#2,550,875(fιled: 9/1948 from Netherlands), shows only an ignition- system and special sparkplug designed for non-automotive furnace oil-burners

Debenham's U.S.Pat.#2,551 , 101 (filed: 3/1949 from U.K.), shows an ignition-system having high-frequency electrical discharge for jet-turbines at any altitude, serving to ignite/reignite the fuel mixture.

Mascuch's U.S.Pat.#2,621 , 312(fιled: 9/1950), shows an ignition control device providing a faster rise-time; achieved by using a shunt-resistor to the ground, and an air- gap within the sparkplug-terminal. No capacitor is employed at the sparkplug-gap. Short's U S.Pat #2, 640, 174(fιled 10/1950), shows a spark-intensifier device only, having a capacitive divider for attaining lower voltage requirements by which to fire fouled sparkplugs

Kane's U.S.Pat.#2,736,760(fιled. 5/1954), shows a device for intensifying electrical energy via a variable air-gap employed between the ignition-coil and the distributor-cap.

Schramm's U.S.Pat #2,899, 478(fιled. 3/1957), shows a spark modifier for sparkplugs and ignition systems, wherein a coil of flat-metal is cantilevered outward from the high- voltage sparkplug-tip into the ambient-air according to a said unknown theory. No capacitor is connected to the sparkplug-gap

Altrogge's U.S.Pat.#2,904, 723(fιled: 10/1956 from Germany), shows a capacitor on both sides of the ignition-coil, one at the primary-windings and one at the secondary- windings close to the sparkplug-gap. Teaches that it is necessary to provide capacitors on both sides; and, that a capacitor on the sparkplug alone cannot fulfill the enhancement of a spark

Ramsay's U S.Pat #2,927, 248(fιled 12/1958 from U.K ), shows adapting a capacitor and inductor circuit network, to enhance spark performance at the gap; wherein an air-gap is recommended

McNulty's U.S.Pat #3,045, 148(fιled: 12/1959), shows a CDI having a transistorized switch and capacitor-diode network to boost voltage, for a gas-turbine engine sparkplug with air-gap and resistor to enhance spark power.

Short's U.S.Pat.#3, 086, 144(fιled 3/1961 ), shows an ignition system for a gas- turbine engine, employing a vibrator-circuit having capacitor-discharge into a secondary coil, but no capacitor is used at the sparkplug-gap.

Texsier's U.S.Pat.#3, 191 , 133(fιled: 9/1961 from France), shows a low-pass-T-filter interference-suppressor, which uses the residual capacity of the sparkplug as an active member of the filter network

Corfield's U.S.Pat #3,213, 840(fιled 7/1963 from U.K ), shows a CDI system having no capacitor close to the sparkplug-gap.

Brugnola's U.S.Pat.#3, 324,347(fιled: 7/1964), shows a sparkplug with a recessed ignition-cavity having multiple sparking electrodes and capacitor in parallel thereto; and a condenser connected with one sparkplug-gap.

Segall's U.S.Pat.#3, 324, 350(fιled. 3/1964), shows a spark enhancing complex transformer and capacitor network; with no capacitor at the sparkplug-gap.

Frank's U.S.Pat.#3, 336,506(fιled: 2/1964 from Germany), shows a high-frequency discharge ignition with capacitor in series with the sparkplug-gap; for igniting oils and pure gases

Campbell's U.S.Pat. #3, 361 , 932(fιled. 4/1964 from U.K.), shows an AC-current operated ignition, with capacitor network compensation for the current alterations, and to regulate resonance-frequency for the highest output; wherein the capacitor is in parallel to the air-gap resistor and sparkplug-gap

Baur's U.S.Pat.#3,683,232(fιled: 2/1970 from Germany), shows a sparkplug wire attachment-terminal having an integral-capacitor arranged in parallel with the sparkplug- gap and noise-reduction resistor.

Struber's U.S.Pat.#3, 704, 701 (filed: 12/1970 from Germany), shows a CD/magneto- ignition having no capacitor at the sparkplug-gap, and one winding to charge the capacitor and trigger a thyπstor-switch.

Askms's U.S.Pat.#3,842,819(fιled: 11/1972 from U.K.), shows a capacitor arranged in parallel with an lonization-gap ionized by a capacitor-resistor network before the coil fires across the gap.

Crouch's U.S.Pat.#3, 874,354(fιled: 11/1972), shows means to adapt a magneto- ignition system (between the magneto and coil ) into a magneto/CDI system, but no capacitor is associated with the sparkplug-gap.

Wesemeyer's U.S.Pat.#3,964,461 (filed: 11/1974 from Germany), shows a CD/magneto-ignition system having a diode protected shutdown-switch; but no capacitor at the sparkplug-gap

Burson's U.S.Pat.#4, 036,201 (filed: 4/1975 from Japan), shows a compact integrated breakerless CD/magneto-ignition system; having no capacitor at the sparkplug-gap.

Ansai's U.S.Pat.#4,054, 936(fιled: 3/1976 from Japan), shows a piezo-electπc transformer coupled to a self-oscillating circuit, used on cigarette-lighters and furnaces, but no capacitor is included at the sparkplug-gap.

Yoshikawa's U.S.Pat. #4, 028, 908(fιled: 2/1976 from Japan), shows a sparkplug terminal-cap providing an integral capacitor in parallel with the sparkplug-gap; declares reduction in CO and HC by 18.2-53.3%.

Anderson's U.S.Pat.#4,095,577(fιled: 3/1976), shows a breakerless CD/magneto- ignition system; but no capacitor at the sparkplug-gap.

NASA's U.S. Pat. #4, 122,816( ιssued: 10/1978), shows a spark enhancer for an IC- engme, which throws-off a ring-shaped plasma-discharge deep into the combustion- chamber, including a capacitor in parallel with the sparkplug-gap, and ability to discharge at least 1 , 000-amps into the spark.

Yoshikawa's U.S.Pat.#4, 123,688(fιeld: 1/1977 from Japan), shows a sparkplug IC/terminal-cap having a capacitance of 100-200pF; similar to BAUR above, but alleged more reliable and less bulky.

Nishio's U.S.Pat.#4, 191 , 155(fιled. 11/1977 from Japan), shows an IC-engine CD- ignition RF-noise buffering circuit.

Nishio's U.S.Pat.#4,217,873(fιled: 1/1978 from Japan), shows an ignition circuit for self-purifying creeping-discharge from sparkplugs.

Hamley's U.S.Pat.#4,223,656(fιled: 10/1978), shows a CD-ignition or inductive Kettering-type ignition-circuit, having an additional capacitor at the secondary side, said to thus attain a more powerful spark of longer duration in particular.

Chafer's U.S.Pat.#4,261 ,025(fιled: 10/1979 from U.K.), shows a gas-turbine ignition system, having a DC to DC converter for discharging a large capacitor into the spark, wherein a 2, 800-volt spark-gap in series with the sparkplug-gap is controlling the lo ization-voltage.

Hayashi's U.S.Pat.#4, 324, 219(fιled. 7/1980 from Japan), shows a capacitive connector for adapting between an existing sparkplug and existing sparkplug-wire, including a ground to the sparkplug-base or to the engine-block; similar to the BAUR capacitor above, but plugged-on (not screwed-on). No claim as to a certain value of capacitance, nor formula or diagrams to support the claims; and does not involve tuning relative to the sparkplug-wire.

Hensley's U.S.Pat.#4, 333, 125(fιled: 2/1980), shows a plasma initiating device having a cylindrical capacitor connected in parallel close to the sparkplug-gap; resulting in a high-energy p'asma-jet traveling deeply into the combustion-space

Henlsey's U.S.Pat.#4, 333, 126(fιled: 5/1980), shows a high-voltage cylindrical- capacitor having spark-electrodes, serving to replace conventional sparkplugs; but is rather complicated and impractical.

Nishio's U.S.Pat.#4,341 , 195(fιled: 1/1980 from Japan), shows a CD-ignition system intended to remove carbon-deposit layers from sparklugs; whereby one spark serves ignition, a second spark acts to remove carbon

Endo's U,S.Pat.#4,369, 758(fιled: 9/1981 from Japan), shows a plasma ignition based upon an inductive system and an additional capacitive-discharge into a special sparkplug's-gap to sustain a plasma action; metal-shielding required to contain EMI, while capacitors are required for RF-noise reduction. No capacitor is employed at the sparkplug-gap.

Hensley's U.S.Pat.#4, 402, 036(fιled: 11 /1981 ), shows a method of producing a high- energy ignition plasma; wherein a capacitor is arranged close to the sparkplug in order to reduce inductance L-) and maximize energy discharge, which would last less than 60ns.

Ishikawa's U.S.Pat.#4,487, 177(fιled: 1/1983 from Japan), shows a complex CD- ignition system featuring a multi-electrode diesel-fuel sparkplug for a prechamber, to replace a glowplug-ignitor While a capacitor discharges into the ignition-coil, no capacitor is employed at sparkplug.

Ishikawa's U.S.Pat.#4,510, 915(fιled: 9/1982 from Japan), shows a plasma CD- ignition system having a coil at each cylinder, and no capacitor at the sparkplug.

Ledger's U.S.Pat.#4, 515, 139(fιled: 10/1983), shows a low-moisture sensitive CD- ignition system, having a specially arranged SCR position and associated switching.

Herden's U.S.Pat.#4,549, 114(fιled: 1/1984 from Germany), shows a costly special sparkplug having integrated capacitor, an auxiliary spark-gap and shunt-resistor, designed to provide external pre-spark of the mixture.

Gerry's U.S.Pat.#4,558, 392(fιled: 9/1984), shows a helically-wound high-voltage ignition-cable, in which the magnetic and electric fields act to cancel each other, thereby reducing RF-noise.

Nytomt's U S.Pat.#4,565, 179(fιled. 7/1983 from Switzerland), shows a magneto- ignition having a CD-discharge into the ignition-coil where a capacitor is located.

Pate's U.S.Pat.#4,589, 398(fιled. 2/1984), shows extensively a device by which to process a discharge of about 100-5,000 pF at a sparkplug-gap, reaching a breakdown discharge in about 30ns; no device is claimed, only method or principle of discharge mode.

Gerry's U.S.Pat.#4,590,536(fιled: 6/1985), is related to his earlier twisted-conductor sparkplug-cable patent hereto, while here the notion is applied internally of a sparkplug; including a capacitor at the sparkplug serving to reduce RF-noise.

Herden's U S.Pat.#4,613, 789(fιled: 11/1984 from Germany), shows a special sparkplug having an integral capacitor arranged in parallel with the spark-gap, including an encapsulated terminal spark-gap resistance filled with inert-nitrogen pressurized at 5- 30bar.

Anderson's U.S.Pat.#4, 631 , 451 (filed: 6/1985), shows a special sparkplug having a ring shaped electrode, and integrated capacitance arranged in parallel with the plug-gap; plus an ignition-system of vaπabel duty-cycle adapting to engine-rpm energy demand. Herden's U.S.Pat.#4, 636, 690(fιled: 9/1984 from Bosch-Corp. of Germany), shows a special sparkplug having internal resistance-gap and inductive capacitor, arranged in parallel with the sparkplug-gap so as to negate arc and glow phase, permitting brakedown during the spark only.

Albrecht's U.S.Pat.#4, 658, 185(fιled: 10/1984 from MB-Corp of Germany), shows a special sparkplug having air-gap resistor, and integrated capacitor which gets charged over inductor and resistor to ground; whereby the capacitor discharges through the air-gap and the sparkplug-gap.

Campden's U.S.Pat #4, 712,521 (filed- 1/1987), shows a brakerless CD-ignition magneto system, with SCR and trigger coil; like a Bπggs&Stratton ignition-coil, but complicated with three diodes, and a novel cut-off switch.

Schmidt's U.S.Pat.#4, 727, 891 (filed: 4/1986 from Germany), shows an ignition- system having a capacitor in parallel to the sparkplug-gap, so as to produce a high-energy spark igniting lean-mixtures ( λ≥ 1.4). Teaches that normal inductive low-efficiency ignition-systems are not able to supply voltage to the high-voltage capacitor for spark, that even high-efficiency CD-ignitions cannot supply sufficient voltage to a high-voltage capacitor The spark-gap is close to the capacitor, with a lifetime of 100 KV/μs.

Lee's U.S.Pat.#4, 739, 185(fιled: 12/1986 from U.K.), shows a technique of getting around parallel-capacitor at the sparkplug, whereby a capacitor at the sparkplug is charged/discharged via a saturable inductor. A generic-variant charges the capacitor through a diode, but discharge happens through inductor or coil. Is a complex system with SCR discharge and self-oscillating charging system for capacitor at sparkplug.

Bauerle's U.S.Pat.#4, 746, 834(fιled: 5/1986 from Bosch-Corp Germany), shows a special sparkplug having built-in capacitor arranged in parallel with the spark-gap, and an additional gap is arranged in series with the spark-gap; providing a capacity of 120 — 500pF (preferably 200-400pF).

Muller's U.S.Pat.#4, 751 ,430(fιled: 12/1986 from Beru-Corp. Germany), shows a sparkplug-terminal cable-connector having an integral coil and capacitor, suitable for a distπbutorless CD-ignition.

Ward's U.S.Pat.#4, 774, 914(fιled: 7/1986), shows an electromagnetic CD-ignition preferably employing a special CD-integrated sparkplug discharging across to a piston- face, -following the "theory of ignition by electrical-discharge alone", and not the theory supporting that "the necessary prerequisite for ignition of a mixture is thermal-energy alone" The patent sets forth a high-output capacitance on the ignition-coil secondary side, including a special capacitive sparkplug having an electrode-tip projecting well into the combustion-chamber, as to define a large and variable spark-gap, forming an intense spark suitable for lean-mixture combustion.

Kovas U.S Pat.#4,782,242(fιled: 9/1985 from Hungary), shows a high-voltage pulse- generating device having inductor-coils, diodes and capacitors, designed to generate a high-voltage signal to replace SCR and inductive ignition.

Heck's U.S. Pat. #4, 891 , 181 (filed: 5/1988 from Siemens-Corp. Germany), shows a CD-ignition having capacitor arranged in parallel with the spark-gap; although no purpose is given for the capacitor.

Tanaka's U.S.Pat.#4, 912,595(fιled: 6/1989 from Japan), sets forth a high-voltage wound metal-foil capacitor in coaxial combination with a sparkplug cable connection-plug.

Gokhale's U.S.Pat.#4, 998,526(fιled: 6/1990 by GM-Corp. ), shows a DC to AC mvertor with Cp drawn next to the sparkplug, so as to maintm an arc at the sparkplug-gap over a desired duration.

Heck's U.S.Pat.#5, 108,696(fιled: 11/1990 by Siemens-Corp. Germany), does not relate to automotive ignition spark enhancement, but shows a capacitor arranged next to the sparking-gap; for controlled combustion of an ignitable hydrogen/air mixture within a nuclear power-plant.

Hensley's U.S.Pat.#RE/32,505(fιled: 6/1984), shows a complex combustion-initiating device for creating a plasma having a density neaπng that produced by the fuel itself; for a lean-mixture A common capacitive-discharge is provided at the sparkplug-gap, while teaching terms such as "magnetic-pressure".

Plus, a number of reference German patents as follows. Holtm's Deutsches

Pat.#2,363,804(fιled: 12/1973), shows a Kondensatorzundkerze or Capacitive Sparkplug with an integral capacitor device, but having essentially the same properties as a following patent listed here to Baur.

Seefluth's Deutsches Pat.#2,400, 623(fιled 1 /1974), shows a Zundkerze or Sparkplug, wherein a capacitor is arranged in parallel to the sparkplug-gap. The inventor claims an exceptionally small configuration, yet he also describes various other small sparkplugs having an integral capacitor.

Nishio's Deutsches Pat.#2,446, 365(fιled 9/1973 from NKG Co., Japan), shows a Entstorte Zundkerze or noise-reduction sparkplug of low-resistance type, including how to connect the center-terminal electrode without glass as an adhesive medium. No reference is evidenced as to arranging a capacitor in parallel to the sparkplug-gap.

Anmelder's Deutsches Pat.#2, 606,248(fιled. 2/1975 via kubota Co. of Japan), shows another sparkplug having no parallel capacitor at the sparkplug-gap, but which is devised for reduction of NOx

Albrecht's Deutsches Pat.#2, 739,413(fιeld: 9/1977 via Daimler-Benz AG), shows a diagram of another sparkplug with an integral spark enhancing capacitor arranged in parallel with the sparkplug-gap. And, in Deut. Pat. #2,810, 159(fιled. 3/1978), for an Emrichtung zur Zundung brennfahiger Gamische, or apparatus for ignition of burnable mixtures. A short-duration breakdown ignition is taught, replete with detailed diagrams and schematics.

Baur's Deutsches Pat.#2,917, 617(fιeld: 5/1979), shows a Zundetnrichtung fur Brennkraftmaschinen, ol-und Gasbrenner u. dgl, or apparatus for the ignition of burnable mixtures in I.C.-engines and furnaces. Describes a capacitor arranged in parallel with the sparkplug-gap, with schematics of various capacitor connections, including discussion of his earlier patent on the Baur-connector device, and spark intensity.

Deutsches Pat.#3,220,477(fιled: 5/1982), shows another sparkplug featuring an integral catalytic-converter serving to enhance emissions still within the engine combustion-chamber.

Herden's Deutsches Pat.#3, 333, 891 (filed: 9/1983 via R.Bosche Co.), shows a Zundkerze fur eine Brennkraftmaschme, or sparkplug for I.C.-engines & machines; wherein the inventor circumvents certain patented sparkplugs by including an inductor, resistor, and sparkplug-gap to the function of a capacitor arranged in parallel to a sparkplug-gap. The inductor effectively serving to shorten ignition spark-duration

Benedikt's Deutsches Pat.#3,334,688(fιeld: 9/1983), shows another sparkplug for I.C.-engines, sets forth a sparkplug having an integral capacitor, appearing to substantially be a copy of the earlier Holtin-patent.

Accordingly, most of the preceding patented prior-art systems are of the so-called "breakdown type" (that is, CD type ignition-systems having a capacitor proximal the sparkplug on the secondary side, which is charging and discharging the capacitor without any resistance or inductance within the circuit) have problems in the following areas: a. ) the capacitor has no acceptable longevity; b.) spark-duration is to brief; c ) unacceptable EMI & RFI emission; d.) "ιnharmonιc"-dιscharge; e.) complicated and costly design None of the afore reviewed technology has shown a product or way to produce an mtensified-spark without the problems stated.

Therefore, in full consideration of the preceding patent review, there is determined a need for a significantly improved form of device to which these patents have been largely addressed. The instant inventor hereof believes their newly improved capacitive- discharge sparkplug-cable device, commercially referred to as 'HOT-WIRES'™, currently being produced under auspices of Nology-Engineeπng, Inc. (for OEM and aftermarket applications ranging from a humble lawnmower-engine to motorcycle, automotive, boat, aircraft; -including utmost demanding racing applications for IC-engme powerplants), - exhibits certain very advantages features as are now to be revealed in the subsequent portion of this instant disclosure. II.) SUMMARY OF THE INVENTION:

A.) In view of the foregoing discussion about the earlier invention art, it is therefore important to make it pellucid to others interested in the art that the object of this invention is to provide a special CD/sparkplug-cable which wire and electrical ignition- circuit features the special combination of a capacitor in parallel with a sparkplug, the capacitor being connected partially in series and partially in parallel with the capacitor and the sparkplug's gap. Therefore, my sparkplug-cable's core-wire construction uniquely serves as a novel "inductive conductor"; -whereby the capacitive portion of the cable discharges energy relatively much faster to increase the spark-power, while the inductive portion cooperates to effectively regulate both discharge-time and electrical-noise generated by the fast-discharge of the capacitive portion

Hence, a special "parallel-capacitance" phenomenon results, in essence the core- wire (preferably metal, but can be electrically-conductive carbonfiber type) becomes an inductive-conductor, the preferably metalic coaxial-sleeve (could also be electrically- conductive carbonfiber based material ) is also a conductor; the two conductors being regularly separated (preferably spaced uniformly apart) by a dielectric insulator (preferably silicon based material to negate moisture absorption).

B. ) Another object of this invention disclosure is to set forth a special sparkplug- cable body having a built-in capacitor and inductor, wherein is provided the newly discovered right combination of capacitance and inductance, whereby all the prior-art problems listed previously can be virtually overcome. For example, the electrical energy released by the special parallel-capacitance effect, is defined as providing a harmonic- discharge, whereby an oscillioscope captured image is uniquely characterized as having a balanced ( ideally) tapering off signal as the diminishing energy potential discharges into the working spark with a very harmonically dampened oscillation C. ) Another object of this invention disclosure is to set forth a special high- performance sparkplug-cable which is economical to produce, the passively enhanced (that is, without aid of additional electronic circuitry) output spark of which is compatible with virtually all OEM ignition-systems of both early conventional design, and with todays more sophisticated microprocessor/microcontroller, and OBD(on-board diagnostic, such as OBD-II ) type automotive electrical systems. This extra advantage is owing to the novel inherent self-canceling or masking (of so-called EMF-noise) harmonic-discharge effect produced by the built-in inductance generated within the coaxial capacitor.

It is also an object of this invention to operate in an entirely compatible manner with existing OEM distributors and sparkplugs, necessitating no alterations in the customary connective devices such as conventional distributor-cap snap-in terminals and elastomeπc protective-boots at the inward-end of the high-tension cable, and with customary standard sparkplug-terminal snap-on fittings and protective-boots at the outward-end of the cable. While my special CD/sparkplug-cables are often provided with a pig— tail ground-strap formed contiguously out from he metalic braded-sleevmg (forming the capacitance element), the CD/sparkplug-cables are also being made without the pigtail ground-strap, - in which case the braided-sleeve is instead connected to a commercially available tubular- metal shield device (currently commonly employed upon Mercedes-Benz and Porshe automobile engines for example) made to snap directly upon the metal-body of a conventional sparkplug. This latter alternative thus also constitutes the necessary grounding connection of my circuit in a substantially equivalent manner to my pigtail/groundmg-strap arrangement which enjoys a high degree of product-identification. Thus while performance-minded motorists can readily identify my high-performance ignition product under the hood of a car, by virtue of the pigtail/ground-strap (which equates to good marketing advantage), the alternate tubular-shield installation arrangement essentially provides a user the real convenience of "tool free"-ιnstallatιon. Top dragster and other ultimate performance-minded persons, generally however prefer my bolt-on pigtail grounding method, in as much as it absolutely assures that a secure grounding action is attained.

III.) DESCRIPTION OF THE PREFERRED EMBODIMENT DRAWINGS:

The foregoing and still other objects of this invention will become fully apparent, along with various advantages and features of novelty residing in the present embodiments, from study of the following description of the variant generic species embodiments and study of the ensuing description of these embodiments. Wherein indicia of reference are shown to match related matter stated in the text, as well as the Claims section annexed hereto, and accordingly, a better understanding of the invention and the variant uses is intended, by reference to the drawings, which are considered as primarily exemplary and not to be therefore construed as restrictive in nature, wherein.

Fιgure-1 , is a side/elevation-view showing the general overall appearance of the complete invention installation, including three cutaway regions for greater clarity;

Fιgure-2A/B/C, are three side/elevation-views of an approximately 4X-enlarged sparkplug-tip;

Fιgures-3A/B, are associated reference-charts showing by way of comparison a rudimentary electrical-circuit typical of the prior-art, and of the new-art;

Fιgure-4, shows a combined comparison of a conventional CD/ignition-system in dotted-lme, vs. the CD/Sparkplug-cables in solid-line formation;

Fιgures-5A/B, are associated reference-charts showing in direct overlay triad comparison how the new-art is able to attain an effective advance in ignition-timing without actually altering the engine's timing apparatus;

Fιgures-6A/B, associated reference-charts showing comparative engine dynometer- readmgs for both a conventional ignition-system and as equipped with the new-art hereof.

Fιgure-7, is a side/elevation-view partial cut-away of an alternate cable terminus grounding arrangement.

I S IV.) ITEMIZED NOMENCLATURE REFERENCES:

10,10710"- overall sparkplug-cable, (inboard-termmus/outboard-terminus)

11- sparkplug-cable primary-insulation

12/12'- core-wire conductor (inboard-terminus/outboard-terminus)

13/13'- standard metal female-plug (L-type/straight-type)

14/14714"- metallic-braiding (inboard-terminus/intenm-terminus/outermost-terminus)

15, 15'- braiding— pigtail wire, wire-terminal

16/16716"- secondary dielectric-sheathing (inboard/intermediate/outermost)

17- pierced region

18- waterproofing collet

19- internal rubber-insulator

20,20', 20"- cylinderhead, valvecover, sparkplug access-hole

21- grounding-bolt

22- distributor-rotor

23- distributor-cap

24- cap terminal-nipple

25- pick-up terminal

26- commercial sparkplug

27- sparkplug-nipple

28- sparkplug-gap

29,29'- sparkplug-electrode, sparkplug male-terminal

30- sparkplug-terminal

31- accelerated combustion shift area

32,32',32"- combustion by CD/sparkplug-cables, intense-harmonic, dimishing-harmonic 33,33',33"- conventional ignition-system combustion, dimished, nulled

34- ref. compression-pressure only(no ignition) 36/36'- TDC spark-tιmιng(normal/deiayed)

35- efficiency gain 37- conventional tubular-shield V.) DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS:

Initial reference is given by way of Fig.— 1 , wherein for sake of simplicity is exhibited only a single special overall CD/sparkplug-cable Ifj device in accordance with this disclosure. Naturally, a 3-cylιnder IC-engine would use three of these sparkplug- cables, a 12-cylιnder IC-engine would use twelve of them, etc.; although some high- performance engines (such as for aircraft) could use two such sparkplug-cables per cylinder (when two sparkplugs are employed per cylinder for reliability) The inward- terminus portion 10' is shown in electrical-communication with an existing type of engine- distributor such as exemplified distributor-cap 23 (or a direct-acting high-tension coil ), and, outward-terminus portion 10" in electrical communication with a conventional commercially available sparkplug 26 Note that this current version of the device is constructed utilizing a substantially conventional automotive type high-tension cable member, comprised of a preferably stranded-metal (vs carbon-impregnated inert-fibers) core-wire 12/12', and it's thick dielectric insulation covering 11/11 ' (preferably made of heat and water impervious silicon-resin).

The core-wire 12' is in electrical communication with a standard metalic L-plug 13 which removably attaches to the sparkplug's coaxial male-terminal 29', all in conventional fashion Likewise, the inward-terminus 10' of of the sparkplug-cable feeds from an exemplified fixed metallic pick-up terminal 25 via distributor-rotor 22, from any existing high-tension electrical-current source. It is this given source of electromotive energy that is rather phenomenally effected by the essentially passive CD-action promulgated by my physically elementary device. Today, to obtain significantly improved performance from an existing production economy or hotrod/racing engine, virtually out of the box "bolt-on", is an item of real importance to the performance minded; -wheather for the purposes of increasing power, or for realizing substantially reduced environmental exhaust-pollutants.

We have identified the more conventional portions of my special sparkplug-cable, now let us understand how I have successfully modified the conventional to net a very

)7 unconventional, and increasingly sought-after end product Applied over the standard cabling 11 is a preferably tightly-woven metallic braided-sleeve generally 14, which can be "tuned" anywhere from about 7-20 inches in length from it's inboard-terminus 14 to it's interim-terminus region 14' where it pierces through the secondary dielectric-sheathing portion 16' to become formed as a pigtail-wire 15. The pigtail-wire should include a ring- terminal 15' for convenient connection to an existing engine-block or cylinderhead 20 grounding-bolt 21 In order to assure lasting performance, I prefer to also cover the coaxial braiding with an outer protective dielectric-sheathing 16', which tucks-m neatly within the outer sparkplug-nipple 27, and likewise at the inwardly directed neoprene- rubber collet 18, where I apply an adhesive sealant to assure occluding entry of moisture As the timed current surges through the sparkplug-cable, a unique relationship is instantly created. The core-wire 12/12' momentarily becomes an inductive conductor, precisely separated by the constant wall-guage of the dielectric primary-insulation, whereby coaxial-sleeve 14(generally) becomes a co-conductor, thereby establishing an inductance-field therebetween, -tantamount to a large capacitor per'se Note in greatly enlarged sparkplug-tip detail of Fιg's.-2A/B/C, the usual state-of-the-art OEM/high-energy ignition-spark of Fig -2A (using quality conventional sparkplug-cables), while by way of comparison, the sparking example of Fιg.-2B represents the heretofore "generally considered best" aftermarket high-performance CD/ignition-system (MSD-brand) Lastly, in Fιg.-2C, we see how the previous Fιg.-2B example is next passively transformed into a truly formidable "super-nebula" ignition-spark, by merely substituting my new CD/sparkplug-cables! This "honest result" example is carefully based upon constant factors, such as common(unchanged) coil, sparkplug, voltage, and uncombusted cylmder- presure( 150psι ) My new CD/sparkplug-cables perform in a characteristic manner producing a shortened discharge-time, decreased from the conventional OEM's (and aftermarket) ignition-system's approximate 1 -3 millisecond duration, to approximately 1 ,400 nanoseconds Moreover, my spark-character features an increased discharge-time

Iβ over the breakdown type ignition-systems duration ranging from approximately 4-10 nanoseconds to approximately 1 ,400 nanoseconds hereto(for my system), thereby enabling many more fuel-molecules to be ignited during the initial phase of ignition, -resulting in faster combustion.

Hence, my Fιg.-2C shows an at least doubled (even quadrupled) cross-sectional dimension-X", by virtue of the spark surge power; providing a spark perimeter thereby capable of interfacing many more fuel-particles (if potentially molecules) for ignition during the initial phase of ignition, -resulting in faster combustion. Such an impressive "fat" (between dimension ref arrows X" ) spark-intensity is a function of the simple equasion P= ^w/t (power = work ÷ time), has heretofore traditionally resulted in adversely unmanageable cross-firing symptoms which can rum an engine. However, owing to the very novel harmonic-discharge action and careful dimensional-tuning, via dynometer analysis, the extent of the "parallel-capacitance" inductance-field length "reference-X" (7-20 inches), actually manifests itself by markedly enhanced engine smoothness! Once dyno-testing for a particular make/model car-engine is perfected, we are thus able then to economically replicate, via mass-production, specifically tailored CD/sparkplug-cables; - wherein critical "dimension-X" is supplied already pre-attuned "off the shelf" to a particular make/model of automobile-engine! In aftermarket sales, the buymg-public simply install a set (generally comprising 3,4,6,8, 10, 12 separate units) of my new CD/sparkplug-cables without concern as to the particular length of dimension-X they are employing, -that exhaustive testing comes built-in to the product.

There remain subtle, however vital other differences which are to become herein more evident and understood as important considerations. For example, Fιg.-3A shows comparison of a typical prior-art ignition-circuit, while Fιg.-3B represents my new-art passive ignition-circuit hereof; wherein B(battery) supplies the base-current, S(swιtchιng- pomts) cycles the circuit, C(capacιtor) builds-up the electrical potential from the coil, to fire the SP(sparkplug), while the CP(parallel-capacιtor) arrangement of Fιg.-3A is clearly

\3 differentiated from the novel C1 (capacitor) and L1 (inductor) arrangement of Fιg.-3B

Fιgure-4 shows an overlay comparison of a conventional ignition-spark oscilloscope reading versus a like electrical energy discharge reading procedure with my special CD/sparkplug-cables installed (no timing nor other alteration made to engine). Note particularly the characteristic substantially balanced ( mirror image appearance) tapering down harmonic-discharge spikes 32' relative to their opposite dampening energy spikes 32, as versus the conventional non-harmonic output spikes 33 generated by the typical conventional spark-ignition system superimposed thereto. This advantage results in an advantageous faster combustion burn rate.

Reference to Fig's. -5A/B clearly shows engine cylinder chamber pressure in pounds per square-inch, via a direct overlay comparison of a conventional ignition-system 33 timing function versus the relative timing function of my special CD/sparkplug-cables 32; line 34 exemplifying a rise in comparative compression-pressure only (no ignition occurance) Study of Fιg.-5A shows how the unreadjusted engine timing is effected, by merely removing the conventional fresh sparkplug-cables and installing my special CD/sparkplug-cables 32 One can see a significant increase in both combustion-pressure and in the phenomenal advanced state of timing derived, so dramatically differentiated via shaded area 31 , reference indicator 36 marking the point of tangency (here at about 300- psi) between the prior-art and new-art sparkplug-cable sets In Fig -5B we see a similar chart wherein all factors have been held, except that the engine-timing has been readjustedly altered, whereby transition marker 36 of Fιg.-5A is now elevated to about 475-psι and several degrees closer to the piston's TDC at 36'. Here, shaded area 35 represents in effect the substantial efficiency gain thus passively derived, as there is no additional electronics involved, the simple readjustment constituting no material alteration of any sort, -assuring efficiency improvement on the order of 3%-average or more

Reference to Fig's. -6A/B shows factual unbiased dyno-test results conducted upon a conventional stock Chevrolet 350-cιd/V8, by the independent (General-Motors approved) McFarland Test-lab, Inc of Torrance, California The charts reveal results as conducted for comparative BMP( brake mean pressure) during two revolutions, or one complete otto- cycle of a 4-cycle engine The Fig -6A results are as equipped with a set of fresh albeit conventional OEM original type sparkplug-cables, Fιg.-6B being equipped with a set of my new CD/sparkplug-cables 10 constructed in accordance with this disclosure The resulting comparative means of 859.4/old-art and 902.6/new-art, equate to a significant 5.03%- mcrease in BMP for my CD/sparkplug-cables

In Fig -7 is shown an alternate "tool-free" installation having an outward-terminus configuration wherein the pigtail-ground 15 (ref Fιg -1 ) is eliminated by use of a standard commercially available RF/noise-ehminator device. This is essentially a plated steel tubular-shield 37, the distal tip of which incorporates an annular ring-spring 37' serving to exert an inward (toward sparkplug's longitudinal-axis) tension about two opposed wraparound tension-fingers which grip sparkplug's 26 lower-shank This manner of sparkplug-cable connecting device has proven to readily facilitate a reliably snug snap-on action when tubular-shield 37 is forced axially down around the steel body of a standard sparkplug 26 The generally soldered attachment of the metalic braided-sleeve portion 14" directly to upwardly extending end of the tubular-shield 37 connecting device is rugged, and the tip of the tubular-shield 37 is always tensioned tightly around the body of a standard sparkplug, which, in the case of general highway automotive applications, acts with sufficient grounding reliability as to optionally obviate need for my alternate bolt-on grounding pigtail member 15 (ref Fig -1 ) Ease of "tool-free" installation in this straight through entirely coaxial configuration, makes it particularly attractive for over the counter and right out of the box do-it-yourselfers.

Thus, it is readily understood how the preferred and generic-variant embodiments of this invention contemplate performing functions in a novel way not heretofore available nor realized It is implicit that the utility of the foregoing adaptations of this invention are not necessarily dependent upon any prevailing invention patent, and, while the present

Z\ invention has been well described hereinbefore by way of certain illustrated embodiments, it is to be expected that various changes, alterations, rearrangements, and obvious modifications may be resorted to by those skilled in the art to which it relates, without substantially departing from the implied spirit and scope of the instant invention. Therefore, the invention has been disclosed herein by way of example, and not as imposed limitation, while the appended Claims set out the scope of the invention sought, and are to be construed as broadly as the terminology therein employed permits, reckoning that the invention verily comprehends every use of which it is susceptible Accordingly, the embodiments of the invention in which an exclusive property or proprietary privilege is claimed, are defined as follows.

Claims

vι.) WHAT IS CLAIMED OF PROPRIETARY INVENTIVE ORIGIN IS:

^*& 1 . ) A CD/sparkplug-cable apparatus with coaxially formed capacitor and inductor for spark-ignition type IC-engines, passively improving spark quality and combustion efficiency, increasing power while reducing exhaust environmental pollutants; comprising: at least one conventional high-tension sparkplug-cable per engine cylinder, said sparkplug-cable's core-wire including a primary-insulator, said sparkplug-cable being conventionally connected electrically to a conventional distributor means at it's inward- termmus, while connected via a standard automotive connector fitting means to a conventional sparkplug's terminal at said sparkplug-cable's outward-terminus; said sparkplug-cable including a special metalic coaxial-sleeve means extending approximately 7-20 inches from proximally said outward-terminus toward said inward- terminus, said coaxial-sleeve member including an engine grounding means thereto; a parallel-capacitance arrangement, wherein said metalic coaxial-sleeve is a conductor, said core-wire is an inductive conductor, and said primary-insulator a dielectric separator, cooperatively thereby producing a fatter spark from a given primary current rating, thus interfacing many more available combustion-chamber fuel-molecules; resulting in a more rapid, more intense, and hence more thorough ignition and combustion action.

2. ) The sparkplug-cable apparatus according to Claim-1 , wherein the electrical energy released from said parallel-capacitance members is defined as providing a harmonic-discharge, whereby an oscilloscope captured image is characterized as having a balanced tapering off signal as the energy discharges into the spark with a very harmonically dampened oscillation; resulting in faster combustion.

3. ) The sparkplug-cable apparatus according to Claim-1 , wherein said spark- character features an increased discharge-time over breakdown type ignition-systems duration ranging from approximately 4-10 nanoseconds to approximately 1 ,400 nanoseconds hereto; thereby enabling many more fuel-molecules to be ignited during the initial phase of ignition, resulting in faster combustion.

4. ) The sparkplug-cable apparatus according to Claιm-1 , wherein said spark- character features a shortened discharge-time, decreased from conventional OEM and aftermarket ignition-system durations of approximately 1-3 milliseconds to approximately 1 ,400 nanoseconds hereto, thereby increasing spark surge power to provide an at least doubled cross-sectional dimension, the spark perimeter thus enabled to interface many more fuel-molecules for massive igniting during initial phase of ignition, resulting in faster combustion.

5.) The sparkplug-cable apparatus according to Claιm-1 , wherein said spark- character is compatible with virtually all types of existing ignition-system installations, including EMI and RFI interference sensitive microprocessor/microcontroller, and OBD type automotive electrical systems, owing to the inherent self-canceling or masking effect of the advantageous said harmonic-discharge action.

6.) The sparkplug-cable apparatus according to Claim-1 , wherein said primary- insulator material is a dielectric heat and water resistant material such as silicon.

7. ) The sparkplug-cable apparatus according to Claim-1, wherein said sparkplug- cable is flexile, and wherein said core-wire therein is covered with sufficient said primary- insulator insulation thickness as to prevent arching through to said coaxial-sleeve member

8.) The sparkplug-cable apparatus according to Claim-1 , wherein said distributor means is any conventional timed source of high-tension electrical output.

9.) The sparkplug-cable apparatus according to Claim-1, wherein said metalic coaxial-sheath is a tightly braided commercially available mateπal.

zh

1 0.) The sparkpiug-cable apparatus according to Claim-1 , wherein said metalic coaxial-sheath is a foil-like material.

1 1 . ) The sparkplug-cable apparatus according to Claim-1 , wherein said metalic coaxial-sheath is a tubular-metal material.

1 2.) The sparkplug-cable apparatus according to Claim-1 , wherein said coaxial- sheath is protected by a flexile secondary dielectric-sheathing material.

1 3. ) The sparkplug-cable apparatus according to Claim-12, wherein the inward- end of said secondary dielectric-sheathing is terminated with a tightly fitting waterproofing collet like flexile dielectric material.

1 4.) The sparkplug-cable apparatus according to Claim-12, wherein the outward- end of said secondary dielectric-sheathing is terminated under the relatively thick covering of a conventional commercially available sparkplug female-plug member; while the said secondary dielectric-sheathing is pierced sufficiently as to facilitate outward passage of said pigtail-wire member therefrom.

1 5. ) The sparkplug-cable apparatus according to Claim-1 , wherein said grounding means is a pigtail-wire fitted with a terminal for conveniently securing to a nearby engine-grounded electrically conductive member such as a manifold-bolt in ultimate electrical communication with said sparkplug-body.

1 6. ) The sparkplug-cable apparatus according to Claim-1 , wherein said grounding means is a commercially available tubular-shield type connective fitting facilitating convenient snap-on attachment to body of a standard sparkplug for ultimate circuit grounding to engine cylinderhead; while the central-connector of said tubular- shield completes the circuit connection to the sparkplug's terminal.

1 7. ) The sparkplug-cable apparatus according to Claιm-1 , wherein said spark- character is fully compatible with all types of existing ignition-system installations, including more recent EMI and RFl interference sensitive microprocessor/microcontroller and OBD type automotive electrical systems; owing to the self-canceling harmonic- discharge effect of the built-in inductance generated within the coaxial capacitor.

^"& 1 8.) An environmentally beneficial method by which to passively provide an IC- engine enhanced ignition-spark quality, resulting in more efficient fuel-combustion; comprising: to provide at least one conventional high-tension sparkplug-cable per engine cylinder, said sparkplug-cable's core-wire including a primary-insulator, said sparkplug- cable being conventionally connected electrically to a conventional distributor means at it's inward-terminus, while connected via a standard automotive connector fitting means to a conventional sparkplug's terminal at said sparkplug-cable's outward-terminus; said sparkplug-cable to include a special metalic coaxial-sleeve means extending approximately 7-20 inches from proximally said outward-terminus toward said inward- termmus, said coaxial-sleeve member including an engine grounding means thereto; to thereby provide a parallel-capacitance arrangement, wherein said metalic coaxial-sleeve is a conductor, said core-wire is an inductive conductor, and said primary- insulator a dielectric separator, cooperatively thereby producing a fatter spark from a given primary current rating, thus interfacing many more available combustion-chamber fuel-molecules; resulting in a more rapid, more intense, and hence more thorough ignition and combustion action; and wherein the electrical energy released from said parallel-capacitance members is defined as providing a harmonic-discharge, whereby an oscilloscope captured image is characterized as having a balanced tapering off signal as the energy discharges into the spark with a very harmonically dampened oscillation; resulting in faster combustion.

1 9. ) A passive method of providing environmentally enhanced IC-engine combustion efficiency, according to Claιm-18; wherein said spark-character is compatible with virtually all types of existing ignition-system installations, including EMI and RFl interference sensitive microprocessor/ microcontroller and OBD equipped automotive electrical circuits, owing to the inherent self-canceling or masking effect of advantageous said harmonic-discharge action; and wherein said spark-character is fully compatible with all types of existing ignition-system installations, including more recent EMI and RFl interference sensitive microprocessor/microcontroller type systems, owing to the harmonic-discharge effect, by virtue of bu/lt-in inductance generated within the coaxial capacitor; and wherein said spark-character features a shortened discharge-time, decreased from conventional OEM and aftermarket ignition-systems duration of approximately 1-3 milliseconds to approximately 1 ,400 nanoseconds hereof, thereby increasing spark surge power to provide an at least doubled spark cross-sectional dimension, the spark perimeter thus enabled to interface many more fuel-molecules for massive igniting during initial phase of ignition, contributing to faster combustion; and wherein said spark-character features an increased discharge-time, over so called breakdown type ignition-system durations ranging from approximately 4-10 nanoseconds to approximately 1 ,400 nanoseconds hereto, thereby enabling many more fuel-molecules to be ignited during the initial phase of ignition, contributing to faster combustion, and wherein the electrical energy released from said parallel-capacitance members is defined as providing a harmonic-discharge, whereby an oscilloscope captured image is characterized as having a balanced tapering off signal as the energy discharges into the spark with a very harmonically dampened oscillation; contributing to faster combustion. V-T 20.) An environmentally beneficial method by which to passively provide an IC- engine enhanced ignition-spark performance, resulting in fuel-combustion efficiency improvement on the order of 3%-average or more; comprising: to provide at least one conventional high-tension sparkplug-cable per engine cylinder, said sparkplug-cable's core-wire including a primary-insulator, said sparkplug- cable being conventionally connected electrically to a conventional distributor means at it's inward-terminus, while connected via a standard automotive connector fitting means to a conventional sparkplug's terminal at said sparkplug-cable's outward-terminus; said sparkplug-cable to include a special metalic coaxial-sleeve means extending approximately 7-20 inches from proximally said outward-terminus toward said inward- terminus, said coaxial-sleeve member including an engine grounding means thereto; to thereby provide a parallel-capacitance arrangement, wherein said metalic coaxial-sleeve is a conductor, said core-wire is an inductive conductor, and said primary- insulator a dielectric separator, cooperatively thereby producing a fatter spark from a given primary current rating, thus interfacing many more available combustion-chamber fuel-molecules, resulting in a more rapid, more intense, and hence more thorough ignition and combustion action; and wherein the electrical energy released from said parallel-capacitance members is defined as providing a harmonic-discharge, whereby an oscilloscope captured image is uniquely characterized as having a balanced tapering off signal as the energy discharges into the spark with a very harmonically dampened oscillation, resulting in faster combustion lab-certified to produce a 5%+ efficiency improvement.

26