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+ + + Standard Spark Plugs + + +
The workhorse, at the heart of smooth-running engines around the world.
* OEM Quality
* Triple-Gasket Sealing Process
* Consistent Performance
* Outstanding acceleration, high fuel efficiency and durability
* Plug of Choice in Millions of Vehicles
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Spark plug construction
Spark plugs are one of the most misunderstood components of an engine. Numerous questions have surfaced over the years, leaving many people confused. This guide was designed to assist the technician, hobbyist, or race mechanic in understanding, using, and troubleshooting spark plugs. The information contained in this guide applies to all types of internal combustion engines: two stroke engines, rotary engines, high performance/racing engines and street vehicles. Spark plugs are the “window� into your engine (your only eyewitness to the combustion chamber), and can be used as a valuable diagnostic tool. Like a patient’s thermometer, the spark plug displays symptoms and conditions of the engine’s performance. The experienced tuner can analyze these symptoms to track down the root cause of many problems, or to determine air/fuel ratios
The spark plug has two primary functions: The spark plug has two primary functions: * To ignite the air/fuel mixture
* To remove heat from the combustion chamber Spark plugs transmit electrical energy that turns fuel into working energy. A sufficient amount of voltage must be supplied by the ignition system to cause it to spark across the spark plug’s gap. This is called “Electrical Performance.� The temperature of the spark plug’s firing end must be kept low enough to prevent pre-ignition, but high enough to prevent fouling. This is called “Thermal Performance�, and is determined by the heat range selected. It is important to remember that spark plugs do not create heat, they can only remove heat. The spark plug works as a heat exchanger by pulling unwanted thermal energy away from the combustion chamber, and transferring the heat to the engine’s cooling system. The heat range is defined as a plug’s ability to dissipate heat. The rate of heat transfer is determined by: • The insulator nose length • Gas volume around the insulator nose • The materials/construction of the centre electrode and porcelain insulator
A spark plug’s heat range has no relationship to the actual voltage transferred though the spark plug. Rather, the heat range is a measure of the spark plug’s ability to remove heat from the combustion chamber. The heat range measurement is determined by several factors; the length of the ceramic centre insulator nose and its’ ability to absorb and transfer combustion heat, the material composition of the insulator and centre electrode material.
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Heat rating – Heat flow path The insulator nose length is the distance from the firing tip of the insulator to the point where insulator meets the metal shell. Since the insulator tip is the hottest part of the spark plug, the tip temperature is a primary factor in pre-ignition and fouling. Whether the spark plugs are fitted in a lawnmower, boat, or a race car, the spark plug tip temperature must remain between 500C-850°C. If the tip temperature is lower than 500°C, the insulator area surrounding the centre electrode will not be hot enough to burn off carbon and combustion chamber deposits. These accumulated deposits can result in spark plug fouling leading to misfire. If the tip temperature is higher than 850°C the spark plug will overheat which may cause the ceramic around the centre electrode to blister and the electrodes to melt. This may lead to pre-ignition/detonation and expensive engine damage. In identical spark plug types, the difference from one heat range to the next is the ability to remove approximately 70°C to 100°C from the combustion chamber. A projected style spark plug firing tip temperature is increased by 10°C to 20°C.
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Plug Types 'S' Type (e.g BP6ES) These are standard plugs with copper cored centre electrodes. A copper core offers superior heat conductivity hence heat is removed from the firing end of the plug and 'hot spots' are prevented - these can lead to pre-ignition. A copper core also allows a longer insulator nose to be used - this protects against fouling. 'G' Type (e.g. B10EG) These feature a smaller diameter centre electrode tip made of nickel alloy. The smaller diameter means a lower voltage is required to produce a spark. As the tip is made of conventional Nickel Alloy the service life is reduced. Best suited to applications where plugs are changed regularly. 'V' Type (e.g. B10EV) The centre electrode is made of gold palladium alloy and is only 1.0mm in diameter. This means an even lower voltage requirement than 'G' types. 'GV' Types (e.g. B9EGV) These plugs have a centre electrode made of precious metal similar to 'V' types. The insulator nose is of improved design, allowing better gas flow around the firing end. The ground electrode is shorter and stronger making the 'GV' range ideal for most severe racing applications. 'VX' Type (e.g. B8EVX) These have an even smaller centre electrode than 'V'/'GV' types at 0.8mm. The centre electrode is made of platinum. The ground electrode is taper cut. These features mean an even lower voltage is needed than that for 'V' types. The result is better ignitability, improved starting, idle stability and anti-fouling performance 'IX' Type (e.g. BR8EIX)
Similar in design to the 'VX' type but using the precious metal iridium for the centre electrode. The properties of iridium allow the centre electrode to be even smaller than 'VX' types at 0.6mm - without compromising durability. Electrical energy is highly concentrated due to the extremely small tip diameter with the result of best performance in terms of starting, idling and throttle response.
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