If the spark/arc is occurring and the fuel is not being ignited, it is due to one or more of the following:

1. The outside temperature is too cold, causing minimal fuel vapor to be present. If you are trying to operate in very cold temperatures, and yours is equipped with a pulse-style ignition (loud, blue sparks like a stun-gun), you may need the arc ignition kit, which allows for reliable ignition down to at least 0°F with gasoline.

2. The fuel is not flammable. For example, trying to use 100% diesel, which is not typically flammable unless it is in an environment that is at least 125 °F to sustain combustion.

3. The electrodes are not positioned optimally. This becomes more important as the temperature drops or it’s breezy, as that fuel vapor needs to be in the path of the spark. See the Electrode Alignment diagram.

For more a more thorough diagnosis, see the Troubleshooting Guide.

The system should be able to send out a continuous appearing blast of flaming fuel 25 feet in length at the beginning of each blast you send. When holding the trigger down, the fuel and flames will pull back slightly due to the fact that after the initial stream is emitted, we are sending fuel into an already existing fireball and burning it up faster.

If your system seems to suffer significantly shorter distances (< 15 ft), one or more of the following is happening:

1. Wind is negatively affecting the stream’s consistency, causing it to scatter and atomize into droplets more easily and burn up faster. We are working on a solution to increase the resilience of the stream when it is windy. If you have access to an indoor warehouse or otherwise windless environment, place a rock or other marker at the 25 foot mark and have someone film from the side as you send a few 2 second bursts. If it doesn’t reach the marker in a windless environment, consider items 2 and 3 below.

2. The stream is contacting one of the electrode tips. If the stream physically contacts the electrode tips, it will cause a severe reduction in performance as it scatters and breaks the stream immediately as it exits the nozzle. Adjust the electrodes so there is room for the stream to pass by. Video instructions are available on the Videos tab of this page.

3. There is a problem or obstruction with the fuel system (check valve, pump, or nozzle). Either something’s clogging things up, the check valve is stuck partially open, or the pump has an issue. Contact us and we’ll figure it out quick.

For more a more thorough diagnosis, see the Troubleshooting Guide.

Gasoline naturally wants to become vapor, and it will form up to about 10-11 psi in the process if contained. The check valve up front between the pump and nozzle opens at about 5 psi to allow fuel flow. That’s enough spring pressure to close the valve and pinch flow between each fire blast without hindering performance, but it’s not strong enough to prevent the vapor pressure in the tank from forcing the fuel out once it builds. Depending on temperature/sunlight/humidity etc. this can occur pretty soon after you set the unit down or take a break from shooting.

Not to mention, there’s always some fuel inside the nozzle itself between the exit orifice and where the check valve seals, which is why the nozzle end can often act like a candle until you blow it out.

We developed a nozzle with a built-in manual valve (now standard on all models) which not only acts as a secondary safety (the pump cannot overcome the valve), but it prevents any fuel in the system from making its way out the nozzle. Particularly useful on backpack equipped flamethrowers where there will likely always be leftover fuel between uses.

Nature of the beast. We’re sending a stream of fuel out of a nozzle at high speed with the goal of achieving maximum distance with the inputs supplied as well as being useful (igniting your target). To do so, enough fuel is required to maintain the stream’s range and support continued ignition of what you’re aiming at.

How much of the stream and the scattered particles around it ignite depends on temperature, humidity, wind, fuel pressure, fuel velocity, electrode position, nozzle geometry, etc.