Pics of the stuff you bought are showing up, I did a quick search for you as well on the threads but due to bickering back and forth, nobody bothered to mention the copper ngk part numbers, just the iridium 1g A and 1g B part numbers.
I don't understand why you are getting spark blowout?
I have never experienced spark blowout even at 31psi.
I run NGK V groove plugs ZFR7F11 gaped to 0.035-0.037" (I order them for a 1990 probe GT because they cant seem to find them for the mx6 or 626 even though it's the same part number, 7 is the cold plug, 6 regular and 5 is hot) and regular blue NGK wires on the factory ignition without any problems.
2 of the other mx6 gt's have MSD ignition but I have never noticed any difference over the factory ignition, switching back to it due to the msd coil dying. They also run the same Vgroove plugs and gap.
I haven bought new spark plugs in quite some time, I just clean them with a wire brush on a bench grinder.
I am so confident in the NGK V groove plugs that I have a brand new set of NGK Iridium spark plugs that have been siting around since 2006 (client totaled his car and gave me the plugs and wrecked car). I had planned on putting them in an N/A tuned F2 but life is too short to drive N/A. Never would I put them or any other spark plug in an F2T besides V Groove plugs, maybe I am jaded but I can count more than 20 times someone put performance plugs in there perfectly working car and the plugs failed or caused problems, some where F2T's.
It sounds to me like it could be another problem.
The smaller black box is called an igniter, this is an electronic ignition.
Remember positive is constant at the coil and ground is pulsed, try adding a couple engine grounds, I forgot the ground next to the cam gear once and could only manage 50% boost any higher and spark broke up, pulled over, noticed the wire, grounded it and turn up the boost again.
Could it be the signal to the computer is breaking up under the faster acceleration under higher boost. so the ecu read 4000 and 5000rpm no problem and when it reads 1500pulses from 4000 to 5000 (3 pulses per cam rpm = 1.5 pulses per crank rpm) in 1 second there is no problem but when it tries to decipher 1500 pulses in 0.1 seconds maybe it has a problem.
I would try adding thick gauge wire engine grounds first and then see if there is any way to increase the ecu programs ignition resolution or signal output above 3000rpm.
If the grounds work, try a 0.035" gap and if everything is okay don't gap the plugs any tighter.
So I'm looking at how I'm going to connect my Innovate 4X EGT to my Haltech ecu and I don't know if I can.
I emailed both Haltech and Innovate to see what my options are.
I was looking around and it looks like Innovate has a TC-4 Plus that they offer with 4x analog outputs.
The one I have is just the TC-4 with no analog outputs that I can see.
I guess the one I have is just meant to datalog on a laptop or maybe send directly to gauges?
I think your problem is trying to use the TC-4 with the haltech. What voltage signal return do the EGT's put out (I would guess 0-5V). You need to know the voltage range and the temperature range (0-1600 or 0-2000...) of the sensor and find out if the signal is linear then take a sheet of draft paper and mark down (0-5 v) in 20 increments vertically and (0-2000*f) in 100 or 50 degree increments then draw a line from 0v o* to (5v Max degrees) and you will have a voltage to temp chart.
Find 4 auxiliary inputs on the halteck and piggy back the signal from the egt's at the TC-4
Program the halteck to pull timing or add fuel to the cylinder above a certain voltage from that cylinders EGT sensor.