In this listing we have for sale a "LOT" of 4 6130 BCPR5ES NGK spark plugs.
· Terminal type: Solid
We work on all small engines so if you have any questions about fitment for your particular application or engine please contact us and we will be happy to assist you. Please have your make and model information ready.
Nolt's Power Equipment (Formerly Perry Power Equipment) is located at 3720 Shermans Valley Rd, Loysville PA 17047. We are your complete source for Lawn & Garden Sales and Service - click here to see my other items on Ebay.
The NGK BCPR5ES may replace the following spark plugs:
AC Delco FR3LSK
AC Delco 5
AC Delco FR2LS
AC Delco 41-603
AC Delco FR5LS
Accel 0416
Accel 0416S
Accel 416
Autolite AP3924
Autolite 5503
Autolite 3924
Beck Arnley 176-9087
Beck Arnley 176-5222
Beru Z 72
Beru 14F-8DU
Beru Z 72
Beru 14FR-8DU
Bosch FR8DCX
Bosch F8DC0R
Bosch FR8DC+
Bosch FR8DC
Bosch +6
Bosch stk 7527
Bosch stk 7557
Briggs & Stratton 496018S
Briggs & Stratton 711252
Briggs & Stratton BS-OHV-HT
Briggs & Stratton 992305
Briggs & Stratton 491055E
Briggs & Stratton 496018E
Briggs & Stratton 6093E
Briggs & Stratton BS-OHV
Briggs & Stratton 992304
Briggs & Stratton 491043
Briggs & Stratton 992306
Briggs & Stratton 491055S
Brisk D17Y
Brisk DR17YC
Champion 2071
Champion RC10YC
Champion C11YCC
Champion OE005
Champion RC9YC
Champion RC12YC
Champion OE088
Champion RC14YC
Champion stk 431
Champion stk 71
Chrysler 04886 215
Citroen 96064890
Citroen 5962W1
Denso IQ16
Denso Q16TT
Denso Q16PR-U11
Denso Q16R-U
Denso Q16PRU
Denso VQ16
Denso K16PR-U11
Denso Q16PR-U
Denso K20PR-U11
Denso Iridium IK16
Denso Iridium IQ16
Denso Iridium IK20
Denso Iridium stk 5303
Denso Iridium stk 5301
Denso Iridium stk 5304
Denso stk 5016
Denso stk 3129
Denso stk 3130
Denso stk 3137
Denso stk 3121
Enker SFE55CP
Eyquem RFC52LS
Eyquem FC42LS
General Motors 5614167
General Motors 25164643
General Motors 5614245
Gutbrod 092.32.278
Honda 98079-55158
Iskra SFE55PRS
Mopar 56006240
Mopar 4609079
Motorcraft AGSP32C
Motorcraft stk 6
NGK stk 6130
Nissan 22401-19V65
Nissan 12E15
Nissan 22401-12E15
PAL (Brisk) DR17YC
Peugeot 5962.H9
Renault 77 00 101 401
Splitfire SF392D
Unipart GSP2022
Unipart GSP634
Spark plugs have been around as long as internal combustion engines have, and are often a misunderstood component. This basic guide is designed to assist the technician, hobbyist, or race mechanic in understanding, using, and troubleshooting spark plugs.
Spark plugs are a "window" into the engine, and can be a valuable diagnostic tool. The spark plug displays the condition inside the combustion chambers of the engine. The experienced tuner can use spark plugs to find the root cause of problems, determine air-fuel ratios, and to increase vehicle performance.
Spark Plug Basics
The primary function of the spark plug is to ignite the air/fuel mixture within the combustion chamber under any operating condition.
Spark plugs must provide a path and a location for electrical energy from the ignition coil to create a spark used to ignite the air-fuel mixture. A sufficient amount of voltage must be supplied by the ignition system to spark across the spark plug gap. This is called “Electrical Performance.”
The spark plug firing end temperature 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.
NGK Spark Plugs Heat Rating
The spark plug heat range has no relationship to the electrical energy transferred through the spark plug. The heat range of a spark plug is the range in which the plug works well thermally. The heat rating of each NGK spark plug is indicated by a number; lower numbers indicate a hotter type, higher numbers indicate a colder type.
Heat rating and heat flow path of NGK Spark Plugs
Some basic structural factors affecting the heat range of a spark plug are:
• Surface area and/or length of the insulator nose
• Thermal conductivity of the insulator, center electrode, etc.
• Structure of the center electrode such as a copper core, etc.
• Relative position of the insulator tip to the end of the shell (projection)
The major structural difference affecting the heat rating is the length of the insulator nose. A hot type spark plug has a longer insulator nose. The insulator nose of a hotter spark plug has a longer distance between the firing tip of the insulator, and the point where insulator meets the metal shell. Therefore, the path for the dissipation of heat from the insulator nose to the cylinder head is longer and the firing end stays hotter. The insulator nose of a hotter spark plug also has a greater surface area that is exposed to more of the ignited gases and is easily heated to higher temperatures. A colder spark plug functions in an opposite manner.
The heat range must be carefully selected for proper spark plug thermal performance. If the heat range is not optimal, then serious trouble can be the result. The optimal firing end temperature is approximately between 500°C (932°F) and 800°C (1472°F). The two most common causes of spark plug problems are carbon fouling (< 450°C) and overheating (> 800°C).
Causes of Carbon Fouling:
• Continuous low speed driving and/or short trips
• Spark plug heat range too cold
• Air-fuel mixture too rich
• Reduced compression and oil usage due to worn piston rings / cylinder walls
• Over-retarded ignition timing
• Ignition system deterioration
Pre-delivery fouling
Carbon fouling occurs when the spark plug firing end does not reach the self-cleaning temperature of approximately 450°C (842°F). Carbon deposits will begin to burn off from the insulator nose when the self-cleaning temperature is reached. When the heat range is too cold for the engine speed, the firing end temperature will stay below 450°C and carbon deposits will accumulate on the insulator nose. This is called carbon fouling. When enough carbon accumulates, the spark will travel the path of least resistance over the insulator nose to the metal shell instead of jumping across the gap. This usually results in a misfire and further fouling.
If the selected spark plug heat range is too cold, the spark plug may begin to foul when the engine speed is low or when operating in cold conditions with rich air-fuel mixtures. In some cases, the insulator nose can usually be cleaned by operating the engine at higher speeds in order to reach the self-cleaning temperature. If the spark plug has completely fouled, and the engine will not operate correctly, the spark plug may need to be cleaned / replaced and the fouling cause identified.
Causes of Overheating:
• Spark plug heat range too hot
• Insufficient tightening torque and/or no gasket
• Over-advanced ignition timing
• Fuel octane rating too low (knock is present)
• Excessively lean air-fuel mixture
• Excessive combustion chamber deposits
• Continuous driving under excessively heavy load
• Insufficient engine cooling or lubrication
The most serious result of selecting a heat range that is too hot is overheating. Overheating will cause the electrodes to wear quickly and can lead to pre-ignition. Pre-ignition occurs when the air-fuel mixture is ignited by a hot object/area in the combustion chamber before the timed spark event occurs. When the spark plug firing end (tip) temperature exceeds 800°C, pre-ignition originating from the overheated insulator ceramic can occur. Pre-ignition will dramatically raise the cylinder temperature and pressure and can cause serious and expensive engine damage. When inspecting a spark plug that has experienced overheating or pre-ignition, blistering on the ceramic insulator and/or melted electrodes can sometimes be found.
As a general guideline, among identical spark plug types, the difference in tip temperature from one heat range to the next is approximately 70°C to 100°C.