Spark Plug Selection and Performance

The primary function of the internal combustion

engine spark plug is to ‘ignite’ the incoming air-fuel
mixture (nominal ratio of 14.7:1) under extreme engine
operating conditions. To perform this task efficiently
and effectively the spark plug’s firing end must maintain
a certain temperature range before and after the actual
arcing of the spark. The temperature of the spark plug’s
firing tip (or end) must be kept lower than the ‘pre-
ignition’ temperature and high enough for a ‘self-
cleaning’ temperature. (Refer to Spark Plugs Technical
Paper on this web site for full explanation.)

The secondary (and most overlooked) function of

the spark plug is to provide a reliable path for the heat
generated by the explosion of the air-fuel mixture to be
dissipated. Average exhaust temperatures occur in the
1,100 to 1,350 degrees Fahrenheit range. Taking into
consideration that at the point of explosion of the air-
fuel mixture, temperatures of 3,800 to 4,500 degrees
Fahrenheit can be generated, the difference is
dissipated into the engine cooling system. Since the
melting point of nickel alloy is 2,200 to 2,400 degrees
Fahrenheit, it can be readily seen that temperature can
be a major factor in the performance of the spark plug.
The major path of this heat dissipation (in a water
cooled engine) is through the spark plug (from spark
plug center electrode tip, to the ceramic insulator, to the
shell, to the engine head, to the water jacket). The faster
the heat is dissipated, the spark plug is considered a
‘cold plug’ whereas the slower the heat is dissipated,
the spark plug is considered a ‘hot plug’. (Refer to Spark
Plugs Technical Paper on this web site for full
explanation of heat range.)
 A spark plug has a big job to perform under
extreme conditions. The following are some
circumstances that need to be considered when the
selection process of the right spark plug is at hand:

Operational factors affecting the required voltage

1.)AIR-FUEL RATIO

The required voltage decreases with the increase in richness

of the air-fuel ratio. However, if the air-fuel ratio is too rich, the
required voltage increases due to the cooling down of the
electrode. The ideal air-fuel ratio is considered to be 14.7:1.

2.)COMPRESSION PRESSURE

The required voltage increases proportionally to the increase

of cylinder pressure. Higher voltages are required to cause
sparking under higher cylinder pressure. It may be wise to
consider a ‘colder plug’ when the compression ratio is
increased. The gap, too, needs to be adjusted to a smaller size to
accommodate higher cylinder pressures.

3.)IGNITION TIMING

As the compression pressure reaches a maximum in what is

known as top-dead-center (T.D.C.), the required voltage also
reaches a maximum. The required voltage decreases in accordance
with the advancing of the spark’s timing. This occurs when the
compression pressure is lowered and the spark plug’s firing-end
temperature rises.

4.)FUEL TYPES

Different types of fuel affect the required voltage. The

bonding of the gas particles differs from one fuel to the next and
each fuel has a different required voltage. When ‘nitrous’ is
introduced into the cylinder, typically lower spark plug gap is
recommended to reduce the possibility of ‘blowing out’ the
spark itself. This lowered gap is relative to other specifications
of the engine and is not an exact figure.

5.)SPARK GAP AND TEMPERATURE

The required voltage is reduced in direct relationship to a

narrow spark plug gap and higher temperatures as well. In a
four-stroke engine the normal rate of gap growth (created by
erosion of metals) is 0.01mm to 0.02mm per 1,000 miles. In a
two-stroke engine the normal rate of gap growth is 0.02mm to
0.04mm per 1,000 miles. In newer spark plug designs, the more
exotic metals assist in a significantly reduced rate.

6.)POLARITY OF AVAILABLE VOLTAGE

The required voltage is lower when a NEGATIVE polarity

is used. On some newer engine models, the coil fires a cylinder
from both the positive side and alternatively the negative side of
the coil. This required voltage irregularity seen on a scope
should NOT be construed as a defective ignition system or
defective spark plug.

7.)ELECTRODE SHAPE

In a standard center electrode spark plug, worn and/or

rounded center and ground electrodes become increasingly more
difficult to fire and require higher voltages to produce a spark
compared to new ‘sharp-edged’ center electrode. In newer
vehicle engines, the trend is to have a smaller, more pointed
center electrode which require more exotic metals (higher
resistant to erosion over time) such as Platinum, Platinum alloy,
Iridium or Iridium alloy). This ‘pointed’ center electrode
reduces the required firing voltages thereby reducing the overall
demand from the entire ignition system. In a broad statement,
should the engine have a need for a new set of spark plugs, a
two to three percent better fuel burn will be noticed as a result
of the new spark plugs, no matter the manufacturer.

8.)PRE-IGNITION VS DETONATION (KNOCK)

New vehicles have installed therein both oxygen sensors and

knock sensors. (Oxygen sensors can be investigated at the web
site http://ngksparkplugs.home.att.net.) The overall function of
each oxygen sensor (once it has gone from ‘open loop’ to
‘closed loop’) is to bring the air-fuel mixture back to a rich side
when it sees too lean of a mixture (and vice-versa). The knock
sensor will change the timing to facilitate reduction of engine
knock. Under certain extreme engine conditions (or engine load)
a noise may be heard coming from the engine. This “noise”
(more commonly referred to as pinging or knock) may be caused
by insufficient octane rating of the fuel or engine timing too far
advanced. “Pre-ignition” occurs when the firing end of the spark
plug is the incorrect heat-range for the overall engine operating
conditions and the tip retains too much heat thereby igniting the
air-fuel mixture prior to the piston being on the power stroke.
The resulting ‘noise’ is the detonation of the air-fuel mixture
meeting up with the upward compression of the piston. Should
this be allowed to occur on a frequent basis, major engine
damage can result. Engine knock occurs when the gas film
covering the cylinder walls becomes thinner and is broken up by
the vibrations. Hot gas touches the wall surface directly and the
wall is heated up. Usually, this phenomenon disappears by
retarding the ignition’s timing.

Cross-referencing spark plugs from one manufacturer to

another

Most OEM engine manufacturers spend hundreds of hours of

testing different designs of spark plugs to determine just the
right design to allow the engine to perform at it’s peak over a
wide range of conditions (within acceptable engine performance
limits). Once the design is determined, it is recommended that
the consumer replace the spark plugs with as close a design (and
heat-range) as was originally placed in the engine. In some
instances, a certain new design was NOT available at the time
the engine was designed and produced. NEW aftermarket
designs (produced after the engine was originally placed in
service) at times are, in fact, better designs than the original
spark plugs. (Example: Iridium-tipped vs. standard nickel
electrode; Platinum tipped vs. standard nickel electrode;
Multiple-ground vs. single-ground electrode, etc.)

Every spark plug has what is referred to in the automotive

industry as a thermal load indicated by an IMEP rating. IMEP
(Indicated Mean Effective Pressure in pounds per square inch)
is determined by a SAE (Society of Automotive Engineers)
standard. This in simple terms is the ‘heat-range’ of the
particular spark plug. The resulting confidential number is
determined by having a spark plug which has its thermal load
increased by a test engine being super charged and increasing
the intake manifold pressure until pre-ignition occurs. That
thermal load indicated as an IMEP requirement to cause a spark
plug to pre-ignite the air-fuel mixture is the heat rating of a
specific spark plug. When going from one spark plug
manufacturer to another simply by ‘cross-referencing’ the
product code number, there is a danger that the IMEP rating of
the design is NOT exactly as the cross-referenced spark plug
manufacturer. External features of the spark plug may have the
appearance of being the same, but the internal functionality of
the spark plug design may cause the engine to perform
differently (at times causing undesirable results). It is
considered best to go by application only when considering a
particular spark plug manufacturer, thereby reducing the
possibility of undesirable results in selection of the incorrect
spark plug heat range or design.
Torque Specifications

Insufficient torque on the spark plug can lead to poor engine

performance since gas leakage can occur. Poor heat dissipation
may occur as well. Excess torque spark plugs can lead to
immediate failure of the spark plugs. (I.e. ceramic breakage,
threads stripped and/or threads separating from spark plug
shell.)

Suggested torque specifications for Cast Iron cylinder head:

TYPE SIZE TORQUE SPECS

Gasket 18mm 25.3 to 32.5 ft. lb.

Gasket 14mm 18.0 to 25.3 ft. lb.
Gasket 12mm 10.8 to 18.0 ft. lb.
Gasket 10mm 7.2 to 10.8 ft. lb.

Tapered 18mm 14.5 to 21.6 ft. lb.

Tapered 14mm 10.8 to 18.0 ft. lb.

Suggested torque specifications for Aluminum cylinder head:

TYPE SIZE TORQUE SPECS

Gasket 8mm 5.8 to 7.2 ft. lb.

Tapered 18mm 14.5 to 21.6 ft. lb.

Tapered 14mm 7.2 to 14.5 ft. lb

Mechanical Shock

Mechanical shock can occur in certain racing engines

wherein resonant frequencies (occurring upon explosion of the
air-fuel mixture) are such that the cylinder head allows high
frequencies to resonate within itself in sufficient degree to
‘shatter’ the ceramic of the spark plug. Typically, this problem
can be resolved by removing the ceramic from the cylinder
(selection of a non-projected tip) or redesigning the cylinder to
remove the allowance of the resonate frequencies. Typically,
this problem occurs more frequently in two-cycle engines with
the revving capability of in excess of 12,000 RPM.

The above is for general information only. Should the

reader rely strictly on the above for any spark plug selection,
resulting in engine or spark plug damage, the writer is held
blameless. Some general information is non-scientific, but
over twenty-five years of experience in the field and should not
be considered exact in every circumstance and every engine
design. There are certain specific engine designs whereby
some of the above information could be proven inaccurate.