They used to call it “snake oil”, something of dubious value sold as a cure all for any medical condition. \u00a0Nowadays, the consumer assumes that there are enough laws to protect the consumer from false advertising.\u00a0 However, in a highly specialized market like racing, companies can get around the “false advertising” rule by pushing the limits on what they say, but not going over the line.<\/p>\n
A good example of this are the “split” electrode spark plugs.\u00a0 (We are not going to use actual\u00a0product names, hopefully to keep us out of court.)\u00a0 The claim was that you had 2 sparks to better ignite the mixture.\u00a0 That would be an advantage if it were true.\u00a0 However, the spark will jump from just 1 electrode, not both, for each firing.\u00a0\u00a0 On the next firing, it could jump from the other side, but never from both at the same time.\u00a0 If you notice the recent ads, they show just 1 spark from 1 side of the split electrode.\u00a0<\/p>\n
Something the racing consumer must realize is that products are made by companies who purchase advertising space in magazines.\u00a0 A magazine has no reason to give a poor product review to advertisers.\u00a0 <\/strong>The more advertising you see for a product, the more you have to take editorial reviews with a grain of salt.<\/p>\n Some recent products which are making some unrealistic claims include:<\/p>\n The “twister” that you put in the air inlet tube to induce swirl to the air\/fuel mixture to promote better burning.\u00a0 Well, we sell swirl meters, and swirl induced right at the valve to the mixture going into the combustion chamber can<\/em><\/strong> effect burn rate and performance.\u00a0 However, any swirl induced up\u00a0by the air cleaner can have little affect on the mixture motion as it enters the combustion chamber.\u00a0 What the “twister” can do is provide a huge restriction to air flow, drastically hurting performance<\/strong>.\u00a0 This is a product which actually does the opposite of what it proposes.<\/p>\n You’ve probably also see the carb spacers which induce swirl.\u00a0 Again swirl under the carb is gone by the time the mixture gets into the chamber.\u00a0<\/p>\n One new product recently reviewed in a magazine was a variable restrictor plate<\/strong>.\u00a0 For those of you who don’t know, a restrictor plate is a thin flat plate with 2 or 4 relatively small, precise\u00a0holes\u00a0placed under the carb.\u00a0 It is\u00a0required by some circle track classes (like Nextel Cup on the super speedways), to limit engine power and top speed to keep things safer.\u00a0 Well this device is being sold\u00a0as traction control.\u00a0 It’s claim is the crew chief can dial in this air restriction to limit torque coming out of the corners.\u00a0 As I read it, I was thinking “The next generation of variable restrictor plate would be one where it could be controlled by the driver, maybe by his foot.”\u00a0 Oh yeah, we already have that.\u00a0 It’s called a throttle plate and accelerator pedal.\u00a0 The magazine review was favorable, probably to get advertising dollars.\u00a0 Even if you want to kill power for traction control, this is NOT the way to do it.\u00a0 A restrictor plate does not<\/em><\/strong> kill low RPM torque that much, like coming out of the corner where you need it for traction control.\u00a0 However, it does<\/em><\/strong> kill top end HP, where you want as much as you can get and are not worried about breaking the tires loose.<\/p>\n Now in defense of some of these products:<\/p>\n Carb spacers can<\/em><\/strong>have an effect on performance, but not from swirl.\u00a0 Their insulating properties can effect the carb and fuel temperature in some conditions.\u00a0 Their height and design can effect plenum volume, intake tuning waves,\u00a0and possibly A\/F distribution.\u00a0 These can be real (although small) effects.\u00a0 But swirl is not one of them.<\/p>\n Also, in this era of Electronic Engine Controls, an engine modification could affect how the computer “sees” what the engine is doing.\u00a0 This in turn can affect the amount of spark and fuel the computer delivers.\u00a0 A good example of this is a recent claim that an air cleaner and inlet tube change produced a 50 HP power gain on a 500 HP production engine.\u00a0 There is actually some truth to this claim.\u00a0 What happens is the air filter and inlet tube “screwed up” the air flow going into the air meter.\u00a0 The controller thought the engine could use more spark and less fuel (leaning an overly rich condition) and it produced more power.\u00a0 The air cleaner and inlet tube by itself would likely have only a 10 HP affect by itself.\u00a0 Now, after you leave this modification in place, the controller adapts and most of the power gain goes away.<\/p>\n You may ask, why does the production tune not produce optimum power.\u00a0 For most engines, production tune is near optimum.\u00a0 However, new EPA requirements for emission tests to go into full power, government engine noise requirements, catalyst heat (grass fires) restrictions, emission component durability, general engine durability, put all sorts of demands on the automakers.\u00a0 When you have very high output engines, the automakers may have to limit full power for government requirements and to keep their warranty costs down.\u00a0 This is the reason for aftermarket chips and other calibration adjusters.\u00a0 They can improve power, but at some cost in some other area, typically an area of no concern to most motorheads.<\/p>\n So when you read the magazines, keep your guard up.\u00a0 Not everything is as it is sold.<\/p>\n","protected":false},"excerpt":{"rendered":" They used to call it “snake oil”, something of dubious value sold as a cure all for any medical 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