DOCSLIB.ORG

Spark Plug Condition Chart

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Spark Plug Condition Chart Spark Plug Condition Chart Normal Mechanical Damage Oil Fouled May be caused by a foreign object that Too much oil is entering the combustion has accidentally entered the combus- Combustion deposits are slight chamber. This is often caused by piston tion chamber. When this condition is and not heavy enough to cause rings or cylinder walls that are badly discovered, check the other cylinders to any detrimental effect on engine worn. Oil may also be pulled into the prevent a recurrence, since it is possi- performance. Note the brown to chamber because of excessive clear- ble for a small object to "travel" from greyish tan color, and minimal ance in the valve stem guides. If the one cylinder to another where a large amount of electrode erosion which PCV valve is plugged or inoperative it degree of valve overlap exists. This clearly indicates the plug is in the can cause a build-up of crankcase pres- condition may also be due to improper correct heat range and has been sure which can force oil and oil vapors reach spark plugs that permit the piston operating in a "healthy" engine. past the rings and valve guides into the to touch or collide with the firing end. combustion chamber. Overheated Insulator Glazing Pre-Ignition A clean, white insulator firing tip and/or excessive electrode ero- Usually one or a combination of several sion indicates this spark plug con- Glazing appears as a yellowish, var- dition. This is often caused by over engine operating conditions are the nish-like color. This condition indicates prime causes of pre-ignition. It may origi- advanced ignition, timing, poor that spark plug temperatures have risen engine cooling system efficiency nate from glowing combustion chamber suddenly during a hard, fast accelera- deposits, hot spots in the combustion (scale, stoppages, low level), a tion period. As a result, normal combus- very lean air/fuel mixture, or a chamber due to poor control of engine tion deposits do not have an opportu- heat, cross-firing (electrical induction leaking intake manifold. When nity to "fluff-off" as they normally do. these conditions prevail, even a between spark plug wires), or the plug Instead, they melt to form a conductive heat range is too high for the engine or plug of the correct heat range will coating and misfire will occur. overheat. its operating conditions. Chart courtesy of Champion Spark Plugs Page 22 Spark Plug Condition Chart Gap Bridging Splash Fouled Detonation Rarely occurs in automotive en- gines, however, this condition is caused by similar conditions that Appears as "spotted" deposits on the firing tip of the insulator and often oc- produce splash fouling. Combus- This form of abnormal combustion has curs after a long delayed tune-up. By- tion deposits thrown loose may fractured the insulator core nose of the products of combustion may loosen lodge between the electrodes, plug. The explosion that occurs in this suddenly when normal combustion tem- causing a dead short and misfire. situation applies extreme pressures on peratures are restored. During hard Fluffy materials that accumulate internal engine components. Prime acceleration these materials shed from on the side electrode may melt to causes include ignition time advanced too the piston crown or valve heads, and bridge the gap when the engine far, lean air/fuel mixtures, and insufficient are thrown against the hot insulator sur- is suddenly put under a heavy octane rating of the gasoline. load. face. Ash Fouled Carbon Fouled Worn Soft, black, sooty deposits easily iden- This plug has served its useful life and tify this plug condition. This is most of- should be replaced. The voltage required A build-up of combustion depos- ten caused by an over-rich, air/fuel mix- to fire the plug has approximately doubled its stemming primarily from the ture. and will continue to increase with addi- burning of oil and/or fuel additives Check for a sticking choke, clogged air tional miles of travel. Even higher voltage during normal combustion ... nor- cleaner, or a carburetor problem - float requirements, as much as 100% above mally non-conductive. When level high, defective needle or seat, etc. normal, may occur when the engine is heavier deposits are allowed to This may also be attributed to weak quickly accelerated. Poor engine perform- accumulate over a longer mile- ignition voltage, an inoperative preheat- ance and a loss in fuel economy are traits age period, they can "mask" the ing system (carburetor intake air), or of a worn spark extremely low cylinder compression. spark, resulting in a plug misfire condition. Chart courtesy of Champion Spark Plugs Page 23 .
Load more

Recommended publications
  • Installation Instructions SUPERCHARGER ‘90-’93 Mazda Miata Part# 999-000, 999-005, 999-010, 999-015
    Installation Instructions SUPERCHARGER ‘90-’93 Mazda Miata Part# 999-000, 999-005, 999-010, 999-015 440 Rutherford St. P.O. Box 847 Goleta, CA 93117 1-888-888-4079 • FAX 805-692-2523 • www.jacksonracing.com INSTALLATION TIME IN AS LITTLE AS 4 HOURS regularly (every 3000 miles or so), you should FOR EXPERIENCED MECHANICS, AROUND 5 have no trouble. If in doubt, check your engine’s TO 6 HOURS FOR “OCCASIONAL” MECHAN- compression. You should have at least 135psi of ICS. compression in each cylinder with no more than a 10% variance between any two cylinders or with a TOOLS REQUIRED: 3/8” Drive Socket set w/ 10% increase in any cylinder after a tablespoon of 17mm, 14mm, 13mm, 12mm, 10mm & 8mm sock- oil is poured in. Your cooling system should be up ets; Deep sockets (14mm or 9/16”, 10mm): to par (50/50 mix of water and new coolant). Phillips and Standard screwdriver, 10mm, 12mm, Basically, if you have a good engine, it will be very and 17mm open end wrench; 5mm Allen wrench happy with this supercharger. with a 3/8” drive; paper clip; a box to store your OLD PARTS in. A 1/4” drive socket set will be use- BEFORE INSTALLING THIS SYSTEM: ful with some of the tight working areas. A timing A. Drive your fuel tank empty and refill with 92 light will be needed to set the ignition timing. Octane major brand gasoline. If you can only find 91 Octane, see step #3 under “Adjustments” at the A NOTE ON ADDING A SUPERCHARGER TO end of these instructions.
    [Show full text]
  • Digital Twin and Triple Spark Ignition in Four- Stroke Internal Combustion Engines of Two- Wheelers
    International Journal of Innovations in Engineering and Technology (IJIET) Digital Twin and Triple Spark Ignition in Four- Stroke Internal Combustion Engines of Two- Wheelers G.V.N.B.Prabhkar Department Of Mechanical Engineering, V.K.R, V.N.B &A.G.K College of Engineering B.Kiran Babu Department Of Mechanical Engineering, V.K.R, V.N.B &A.G.K College of Engineering K.Durga Prasad Department Of Mechanical Engineering, V.K.R, V.N.B &A.G.K College of Engineering Abstract - Today it is a common trend. It has become a fashion for the people especially living in urban areas to ride such vehicles. Now the companies even want to launch such vehicles that attract the younger generation. This can be achieved by technology known as DTSi. Due to DTSi (digital twin spark ignition) system it is possible to combine strong performance and fuel efficiency. The improved engine efficiency modes have also resulted in lowered fuel consumption. The efficiency of these small engines were enhanced with increased power output just by increasing the number of fuel igniting element i.e. Spark Plug. Spark ignition is one of the most vital systems of an engine. Any variation in the spark timing and number of sparks per minute affects the engine performance severely. Thus a good design and control of the system parameters becomes most essential for optimum performance of an engine. Due to Digital Twin Spark Ignition system it is possible to combine strong performance and higher fuel efficiency. DTSi offers many advantages over conventional mechanical spark ignition system.
    [Show full text]
  • 2004-01-2977 IC Engine Retard Ignition Timing Limit Detection and Control Using In-Cylinder Ionization Signal
    Downloaded from SAE International by Brought To You Michigan State Univ, Thursday, April 02, 2015 SAE TECHNICAL PAPER SERIES 2004-01-2977 IC Engine Retard Ignition Timing Limit Detection and Control using In-Cylinder Ionization Signal Ibrahim Haskara, Guoming G. Zhu and Jim Winkelman Visteon Corporation Reprinted From: SI Engine Experiment and Modeling (SP-1901) Powertrain & Fluid Systems Conference and Exhibition Tampa, Florida USA October 25-28, 2004 400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760 Web: www.sae.org Downloaded from SAE International by Brought To You Michigan State Univ, Thursday, April 02, 2015 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. For permission and licensing requests contact: SAE Permissions 400 Commonwealth Drive Warrendale, PA 15096-0001-USA Email: [email protected] Fax: 724-772-4891 Tel: 724-772-4028 For multiple print copies contact: SAE Customer Service Tel: 877-606-7323 (inside USA and Canada) Tel: 724-776-4970 (outside USA) Fax: 724-776-1615 Email: [email protected] ISBN 0-7680-1523-5 Copyright © 2004 SAE International Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of SAE. The author is solely responsible for the content of the paper. A process is available by which discussions will be printed with the paper if it is published in SAE Transactions.
    [Show full text]
  • Small Gasoline Engine Repair, Troubleshooting and Tips
    http://waterheatertimer.org Small Gasoline troubleshooting Engine Repair and Tips Three step approach Determine why a small engine will not start or run properly. Welcome to Find N Choose, your free information site. Fuel - Spark - Compression A gasoline engine needs the following three essentials to "run" In time problems develop with fuel delivery, spark or compression, it only takes one of these to fail to prevent an engine from starting or to run. The first step is to determine which of these is at fault. Three Step Trouble Shooting Spark Place the engine out of bright sunlight, remove the spark plug, reconnect the ignition wire to the spark plug and lie it on the engine head, or metal of the engine, where it makes a path to ground of the engine. Give the rope a tug and observe whether there is a good spark jumping the spark plug electrode gap. A good blue spark is ideal, If there is no spark, try changing the spark plug, and try this test again. No spark indicates ignition problems. 1 of 15 7/25/2011 5:35 PM Small Gasoline Engine Repair, Troubleshooting and Tips http://www3.telus.net/findNchoose/smallenginerepair.html Note the colors and sound to the spark. A fat blue spark that cracks audibly indicates a very good spark. A white spindly sparks indicates a problem in the spark producing mechanism (check grounding of spark coil first) A reddish sparks usually indicate burnt points, or a failing condenser. A weak spark may not ignite the fuel-air under compression. If there is a spark, the problem lies either in fuel delivery, or in the compression of the engine.
    [Show full text]
  • Technical Information on Considerations When Choosing and Operating a Spark-Plug Sensor Solution
    TECHNICAL INFORMATION ON CONSIDERATIONS WHEN CHOOSING AND OPERATING A SPARK-PLUG SENSOR SOLUTION This paper describes characteristics that must be considered when choosing the correct instrumented spark plugs to substitute for the original standard spark-plugs of an engine in order to allow reliable pressure measurements via the spark-plug bore. Electrode gap The integration of a pressure measurement function requires space inside the spark-plug body. This results in a smaller ceramic insulator for the spark-plug function, and therefore a lower arc-over resistivity. To compensate for the lower arc-over resistivity, the ignition voltage must be low enough to avoid damage to the unit. To reduce the ignition voltage, the Electrode Gap needs to be chosen wisely. This will ensure safe and long lasting operation of the unit. On the other hand, to avoid misfire and therefore insure proper ignition of the air-fuel mixture, the arc of the Electrode Gap requires a minimum length. Choosing this gap will require a tradeoff between a minimum suffi- cient size gap and engine operating condition versus risking an internal arc-over. The maximum Electrode Gap (EG) is determined by the Final Compression Pressure (FCP) from the compression stroke, as this is a convenient metric that is roughly proportional to the demand voltage required to jump the gap in the spark plug. It is neces- sary to match the spark-plug specifications exactly to have reliable firing of the engine and to insure that the demand voltage is not exceeding component limits to avoid permanent damage of the spark-plug sensor assembly.
    [Show full text]
  • DYNO Testing)
    TyrolSport UG Side Mount Intercooler - The new standard in upgraded Side Mount Intercoolers for 1.8T Golf/Jetta (DYNO Testing) The aftermarket for the 1.8T has been booming, as people come to realize the potential of this stout motor in a relatively light chassis. Up until now, the upgrade path for the stock intercooler has been to replace the stock Sidemount intercooler(SMIC) with a larger unit, or to scrap it altogether and go with a Front Mount unit(FMIC). It has been held as common knowledge that SMICs are inferior to FMICs in all performance applications. Regardless of turbo, horsepower, vehicle use, FMICs have trumped SMICs in popularity. Part of this due to the fact that all the big horsepower cars run FMICs. The other part seems to be that it is inconceivable to many that an SMIC can indeed perform equal to an FMIC. The goal of the TyrolSport UG SMIC was to combine the performance of an FMIC with the cost and easy packaging and installation of an SMIC. We spent the better part of a day today testing three intercoolers. The stock sidemount, The TyrolSport UG side mount(Known as the UG SMIC in the charts below), and a front mount. The aftermarket FMIC will not be named for many reasons. The TyrolSport UG SMIC mounts in the stock location, uses stock hoses, and requires minor trimming to fit. The UG SMIC uses a bar and plate Bell intercooler core. The Front Mount is a popular unit, and resides on many 1.8Ts. We will not reveal the manufacturer of the FMIC, as the purpose of this test was data acquisition; not marketing, sales, or slander.
    [Show full text]
  • Recall Bulletin
    Bulletin No.: 07035D Date: September 2016 Recall Bulletin PRODUCT SAFETY RECALL SUBJECT: Engine Compartment Fire MODELS: 1997-2003 Buick Regal GS 1997-2003 Pontiac Grand Prix GTP Equipped with a 3.8L V6 Supercharged Engine (RPO L67 – VIN 1) This bulletin is being revised to enhance the Service Procedure with additional information to assure proper sealing of the replacement valve cover gasket, and to add the customer re-contact letter to the end of the bulletin. Please discard all copies of bulletin 07035C. It is a violation of Federal law for a dealer to deliver a new motor vehicle or any new or used item of motor vehicle equipment (including a tire) covered by this notification under a sale or lease until the defect or noncompliance is remedied. All involved vehicles that are in dealer inventory must be held and not delivered to customers, dealer traded, or used for demonstration purposes until the repair contained in this bulletin has been performed on the vehicle. CONDITION General Motors has decided that a defect, which relates to motor vehicle safety, exists in certain 1997-03 model year Buick Regal GS and Pontiac Grand Prix GTP model vehicles, equipped with a 3.8L V6 Supercharged (RPO L67 – VIN 1) engine. Some of these vehicles have a condition in which drops of engine oil may be deposited on the exhaust manifold through hard braking. If this condition occurs, and if a hot surface ignition source were present, an engine compartment fire could occur. CORRECTION Dealers are to replace the engine’s front valve cover and front valve cover gasket with new parts of an improved design.
    [Show full text]
  • Investigation of Micro-Pilot Fuel Ignition System for Large Bore Natural Gas Engines
    2004 Gas Machinery Conference Albuquerque, NM INVESTIGATION OF MICRO-PILOT FUEL IGNITION SYSTEM FOR LARGE BORE NATURAL GAS ENGINES Scott A. Chase, Daniel B. Olsen, and Bryan D. Willson Colorado State University Engines and Energy Conversion Laboratory Mechanical Engineering Department Fort Collins, CO 80523 and oxides of nitrogen (NOx) below their original ABSTRACT design values. The cost of replacing these engines is This investigation assesses the feasibility of a highly prohibitive creating a need for retrofit retrofit diesel micro-pilot ignition system on a technologies to reduce emissions within the current Cooper-Bessemer GMV-4TF two-stroke cycle standards. natural gas engine with a 14” (36 cm) bore and a One of the current retrofit technologies 14” (36 cm) stroke. The pilot fuel injectors are being investigated is a pilot fuel ignition system. installed in a liquid cooled adapter mounted in a Pilot fuel ignition systems have been investigated spark plug hole. The engine is installed with a set of by a number of engine manufactures with a high dual-spark plug heads, with the other spark plug degree of success. Pilot fuel ignition systems used to start the engine. A high pressure, common- implemented on large bore reciprocating engines rail, diesel fuel delivery system is employed and employ natural gas as the primary fuel. Natural gas customizable power electronics control the current is either inducted into the cylinder through an intake signal to the pilot injectors. manifold or directly injected into the cylinder. In Three independent micropilot variables are order to initiate combustion, a small amount of pilot optimized using a Design of Experiments statistical fuel is injected into the cylinder self igniting at technique to minimize a testing variable consisting compression temperatures.
    [Show full text]
  • All About Intercooling
    ALL ABOUT INTERCOOLING A COMPREHENSIVE GUIDE TO INTERCOOLING BY GEORGE SPEARS ALL ABOUT INTERCOOLING TABLE OF CONTENTS I. The Advantages of Intercooling II. Intercooler Basics A. What is an intercooler and what does it do? B. Vacuum furnace brazing C. C.A.B. III. Types of Assemblies and Construction of Intercoolers A. Bar and plate type B. Welded or extruded tube type IV. Air / Liquid Intercoolers V. Intercooler Efficiency or Effectiveness VI. Sizing the Intercooler and Engineering the System VII. Intercooler Performance and Testing VIII. Engine Fuel System IX. Intercooler Sizes and Fin Configuration for Special Purposes X. Oversized Intercoolers XI. Charge Air Cooling by Refrigeration XII. Water Injection XIII. Intercooler Thickness XIV. Welding Aluminum Intercooler Cores and Other Aluminum Components ALL ABOUT INTERCOOLING THE ADVANTAGES OF INTERCOOLING Intercooling a supercharged or turbocharged engine has several advantages. The first and most frequently considered advantage is increased air density with consequential increase in horsepower. As will be shown in this booklet, horsepower can be increased by as much as 18 % or more. Some of the other bene- fits of intercooling are in- creasing the detonation thresh- old. With a good intercooler you can generally run three to four ad- ditional lbs of boost with the same octane gasoline and ignition timing without ex- periencing detona- tion. An inter- cooler slightly reduces the thermal load across the en- gine. When the inlet valve closes, the charge air inside the cylinder can be as much as 175° F to 200° F cooler than a non-intercooled engine, depending on the effectiveness of the intercooler.
    [Show full text]
  • Timing/Synchronizing/ Adjusting
    Timing/Synchronizing/ Mariner 75 Marathon/Merc 75XD Adjusting (3 Cylinder Models) Full Throttle RPM Range 4750 - 5250 Idle RPM (in “FORWARD” Gear) 650 - 700 Specifications Maximum Timing @ 5000 RPM 16 _ B.T.D.C. 70, 75 and 80 Models (@ Cranking Speed) (18 _ B.T.D.C.) _ _ Serial Number and Above Idle Timing 0 - 4 B.T.D.C. Spark Plug NGK BUHW-2 U.S. B239242 Firing Order 1-3-2 Belgium 9502135 Canada A730007 Special Tools Full Throttle RPM Range 4750 - 5250 Part No. Description Idle RPM (in “FORWARD” Gear) 650 - 700 *91-58222A1 Dial Indicator Gauge Kit Maximum Timing @ 5000 RPM 26 _ B.T.D.C. *91-59339 Service Tachometer (@ Cranking Speed) (28 _ B.T.D.C.) *91-99379 Timing Light _ _ Idle Timing 0 - 4 B.T.D.C. 91-63998A1 Spark Gap Tool Spark Plug NGK BUHW-2 Firing Order 1-3-2 * May be obtained locally. Timing Pointer Adjustment 70, 75 and 80 Models Serial Number and Below WARNING U.S. B239241 Engine could start when turning flywheel to chec k Belgium 9502134 timing pointer alignment. Remove spark plugs from engine to prevent engine from starting. Canada A730006 1. Install Dial Indicator P/N 91-58222A1 into no. 1 Full Throttle RPM Range 4750 - 5250 (top) cylinder. Idle RPM (in “FORWARD” Gear) 650 - 700 2. Turn flywheel clockwise until no. 1 (top) piston is at top dead center (TDC). Set Dial Indicator to “0” Maximum Timing @ 5000 RPM 22 _ B.T.D.C. (zero). (@ Cranking Speed) (24 _ B.T.D.C.) Idle Timing 0_ - 4 _ B.T.D.C.
    [Show full text]
  • Scuderi Split Cycle Engine: a Review
    Int. J. Mech. Eng. & Rob. Res. 2013 Anshul Jangalwa et al., 2013 ISSN 2278 – 0149 www.ijmerr.com Vol. 2, No. 4, October 2013 © 2013 IJMERR. All Rights Reserved Review Article SCUDERI SPLIT CYCLE ENGINE: A REVIEW Anshul Jangalwa1*, Aditya Kumar Singh1, Akshay Jain1 and Ankit Barua1 *Corresponding Author: Anshul Jangalwa, [email protected] Internal Combustion engines have become a very important prime movers in today’s life, there study is also an active field of research for many automobile industries and also has its environmental concerns. IC engines are used not only in automobile industries but are also used in transportation in sea as well as air, as a prime mover for electric generators and in industrial applications. There efficiencies and there environmental impacts are very crucial. A new IC engine developed by the Scuderi group called ‘Scuderi Split Cycle Engine’ is described in this review paper. It is more efficient than a conventional engine and also have less emissions. Keywords: Conventional engine, Efficiency, Split cycle INTRODUCTION different groups all over the world. Various Scuderi Split-cycle engines divides the four engineers and scientists worked on it to strokes of intake, compression, power, and explore the possibility of the split cycle engine. exhaust into two separate but paired cylinders. But, none has matched the efforts and the The first cylinder is used for intake and results obtained by Late Carmelo J. Scuderi. compression. The compressed air is then He gave his entire life for the Scuderi split cycle transferred through a crossover passage from engine. The Scuderi Group, an engineering the compression cylinder into the expansion and licensing company based in West cylinder, where combustion and exhaust occur.
    [Show full text]
  • Service Manual
    CH18-CH25, CH620-CH730, CH740, CH750 Service Manual IMPORTANT: Read all safety precautions and instructions carefully before operating equipment. Refer to operating instruction of equipment that this engine powers. Ensure engine is stopped and level before performing any maintenance or service. 2 Safety 3 Maintenance 5 Specifi cations 14 Tools and Aids 17 Troubleshooting 21 Air Cleaner/Intake 22 Fuel System 28 Governor System 30 Lubrication System 32 Electrical System 48 Starter System 57 Clutch 59 Disassembly/Inspection and Service 72 Reassembly 24 690 06 Rev. C KohlerEngines.com 1 Safety SAFETY PRECAUTIONS WARNING: A hazard that could result in death, serious injury, or substantial property damage. CAUTION: A hazard that could result in minor personal injury or property damage. NOTE: is used to notify people of important installation, operation, or maintenance information. WARNING WARNING CAUTION Explosive Fuel can cause Accidental Starts can Electrical Shock can fi res and severe burns. cause severe injury or cause injury. Do not fi ll fuel tank while death. Do not touch wires while engine is hot or running. Disconnect and ground engine is running. Gasoline is extremely fl ammable spark plug lead(s) before and its vapors can explode if servicing. CAUTION ignited. Store gasoline only in approved containers, in well Before working on engine or Damaging Crankshaft ventilated, unoccupied buildings, equipment, disable engine as and Flywheel can cause away from sparks or fl ames. follows: 1) Disconnect spark plug personal injury. Spilled fuel could ignite if it comes lead(s). 2) Disconnect negative (–) in contact with hot parts or sparks battery cable from battery.
    [Show full text]