spark plugs for 11.528 compression
06-25-2012, 11:51 AM
#2
I'd likely go ahead and go with a 6 heat range for 11.5:1 static compression NA.
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06-25-2012, 02:24 PM
#7
Compression ratio certainly is a factor in choosing a proper spark plug.
Its not exactly the HP you're making either, its the heat generated inside the combusion chamber. Compression, power, timing, tuning, boost (if applicable), etc, can all play a roll for which heat range spark plug bests suits the engine application.
OP if you're wanting NGK plugs, with that amount of static compression the TR6 plug is likely an ideal choice for N/A.
Its not exactly the HP you're making either, its the heat generated inside the combusion chamber. Compression, power, timing, tuning, boost (if applicable), etc, can all play a roll for which heat range spark plug bests suits the engine application.
OP if you're wanting NGK plugs, with that amount of static compression the TR6 plug is likely an ideal choice for N/A.
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06-25-2012, 03:33 PM
#8
The V6 F-bodies from 95-2002 used a TR55 for a factory replacement plug....as do the stock LS1/LS6's....why would that be if it was about HP not compression?
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06-26-2012, 08:04 AM
#9
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its the HP being made and the heat it creates.. compression is part of it yes.. try making power without it.. heat is the side effect from the power being made ... the colder plug disipates the heat faster so the new mixture coming in isnt ignitted..
Thats not compression by itself causing the heat is it?
No thats HP being made that is causing the heat... they both work together
.
But you dont just look at compression and say I need to run this plug because I have a hi compression engine... any tuner or builder I have ever known determined plug type by the amount of power expected to be made....
If I had a 650 rwhp car on 10.87:1 then I should be running a tr55 according to TSP's way of determing plug type.. But since the heat is generated by the HP being made... the TR55 would be a risk..... the Tr7 is where it would want to be and that is from HP not compression
the amount of heat generated is related to the amount of HP being made... HP being made is related to compression but certainly not soley but the heat is soley from combustion.. well and friction of metal but for this argument the heat is from the combustion which is HP being made in the chamber
more HP means more heat.. but does more compression mean more heat soley by itself?
Whats the general rule thats states you should drop a heat range for every 100-125 hp gained for ???
yes compression plays a part in hp being made but is not the reason you drop heat ranges
For the OP.. how much power are you going to make? General rule is one heat range per every 100-125 hp over stock
Thats been around for ever.. you can see it stated about 1000 times in here
Thats not compression by itself causing the heat is it?
No thats HP being made that is causing the heat... they both work together
.
But you dont just look at compression and say I need to run this plug because I have a hi compression engine... any tuner or builder I have ever known determined plug type by the amount of power expected to be made....
If I had a 650 rwhp car on 10.87:1 then I should be running a tr55 according to TSP's way of determing plug type.. But since the heat is generated by the HP being made... the TR55 would be a risk..... the Tr7 is where it would want to be and that is from HP not compression
the amount of heat generated is related to the amount of HP being made... HP being made is related to compression but certainly not soley but the heat is soley from combustion.. well and friction of metal but for this argument the heat is from the combustion which is HP being made in the chamber
more HP means more heat.. but does more compression mean more heat soley by itself?
Whats the general rule thats states you should drop a heat range for every 100-125 hp gained for ???
yes compression plays a part in hp being made but is not the reason you drop heat ranges
For the OP.. how much power are you going to make? General rule is one heat range per every 100-125 hp over stock
Thats been around for ever.. you can see it stated about 1000 times in here
06-26-2012, 08:59 AM
#10
Your 2nd post is so much more descriptive then your 1st "its not the compression its how much hp your making", which pretty much states compression is not in the equation and it's such a "loose" statement. Increased compression alone generates more heat which creates more power. A 650 rwhp N/A car is going to need a lot of compression, so the two work hand in hand. You can't have one without the other.
06-26-2012, 09:31 AM
#11
There are plenty of C6 Z06 guys out there running TR55's and TR6's at and over 600rwhp NA as well.
The one range cooler per 100-125hp gain rule is very common.....in the forced induction sections!!
The one range cooler per 100-125hp gain rule is very common.....in the forced induction sections!!
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06-26-2012, 10:14 AM
#13
6 while NA, 7 on the spray.
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06-27-2012, 06:51 AM
#14
Another pissing contest. Would be nice to enter a thread that hadn't turned into one.
OP. I use TR5's (TR55 w/ reduced gap) on 11.9:1 compression & 6700 RPM max & 26* timing, 180*-190*F block temps & 93 Octane @ WOT w/ no miss (no timing reduction due to engine knock). Engine makes 523 HP @ crank under the right atmospheric conditions. Testing a TR6 did not result in being able to run more timing (on my engine). That's the bottom line (max timing @ WOT without a miss). Only way to know for sure is to use tuning software to measure what's happening within your engine. All we can do here is to give a general rule of thumb.
OP. I use TR5's (TR55 w/ reduced gap) on 11.9:1 compression & 6700 RPM max & 26* timing, 180*-190*F block temps & 93 Octane @ WOT w/ no miss (no timing reduction due to engine knock). Engine makes 523 HP @ crank under the right atmospheric conditions. Testing a TR6 did not result in being able to run more timing (on my engine). That's the bottom line (max timing @ WOT without a miss). Only way to know for sure is to use tuning software to measure what's happening within your engine. All we can do here is to give a general rule of thumb.
06-27-2012, 10:48 AM
#15
Another pissing contest. Would be nice to enter a thread that hadn't turned into one.
OP. I use TR5's (TR55 w/ reduced gap) on 11.9:1 compression & 6700 RPM max & 26* timing, 180*-190*F block temps & 93 Octane @ WOT w/ no miss (no timing reduction due to engine knock). Engine makes 523 HP @ crank under the right atmospheric conditions. Testing a TR6 did not result in being able to run more timing (on my engine). That's the bottom line (max timing @ WOT without a miss). Only way to know for sure is to use tuning software to measure what's happening within your engine. All we can do here is to give a general rule of thumb.
OP. I use TR5's (TR55 w/ reduced gap) on 11.9:1 compression & 6700 RPM max & 26* timing, 180*-190*F block temps & 93 Octane @ WOT w/ no miss (no timing reduction due to engine knock). Engine makes 523 HP @ crank under the right atmospheric conditions. Testing a TR6 did not result in being able to run more timing (on my engine). That's the bottom line (max timing @ WOT without a miss). Only way to know for sure is to use tuning software to measure what's happening within your engine. All we can do here is to give a general rule of thumb.
alright thanks for the info...when my setup was getting tuned before it was 11.48 and it kept fowling out plugs and missing on the dyno at times.. i wasnt area my compression was that high bc the chambers on my heads were 62 and i was told by previous owner there 65.. so know i see why it wasmissing and messing up the plugs
