Discussion of test results for a new product
12-11-2008, 01:55 PM
#1
Discussion of test results for a new product What do you read/interperet in this test?
You can see where someone has pointed out the largest points of seperation but how would you interpret this and would it make a car quicker at the end of the 1/4 mile? improve gas mileage? Would you buy this plug if it was less than the cost of an NGK TR55IX ? This is an iridium plug BTW.
This is the argument presented. All the name and faces have been hidden to protect the innocent
This is a spark plug that has been presented to me.
You can see where someone has pointed out the largest points of seperation but how would you interpret this and would it make a car quicker at the end of the 1/4 mile? improve gas mileage? Would you buy this plug if it was less than the cost of an NGK TR55IX ? This is an iridium plug BTW.
This is the argument presented. All the name and faces have been hidden to protect the innocent
This is a spark plug that has been presented to me.
Yes, he told us 2-3 hp and that is correct up top but there was a large difference at redline where the powerband started to drop heavilly with the TR6's. Sometimes peak numbers don't mean it didn't make a large difference elsewhere in the band. Extending the redlines power should make a significant improvement in quarter mile times even though peak numbers are close to the same. Usually ignition components start working where the engine is heavilly loaded close to 5200 rpm or less or cannot start the flame front fast enough due to power loss.
Notice the heavilly loaded areas (down in the band) show much improved torque and power and then at redline where the stock ignition is starting to have a problem at those rpms. Keep in mind the LS coils don't have enough time to fully charge past 6200rpm and at that point the spark plugs make themselves known.
Also the combination of low resistance wires and plugs will make an even larger difference. Wires themselves may be lucky to make 1hp up top.
Notice the heavilly loaded areas (down in the band) show much improved torque and power and then at redline where the stock ignition is starting to have a problem at those rpms. Keep in mind the LS coils don't have enough time to fully charge past 6200rpm and at that point the spark plugs make themselves known.
Also the combination of low resistance wires and plugs will make an even larger difference. Wires themselves may be lucky to make 1hp up top.
Last edited by 99blancoSS; 12-11-2008 at 02:03 PM.
12-13-2008, 06:34 PM
#7
KEEP IN MIND THE COILS DON'T HAVE ENOUGH TIME TO CHARGE PAST 6200 RPM
Biggest bunch of crap I've heard in some time. The whole point of CNP or COP (coil near plug, coil on plug) is the fact that you have plenty of time for coil charge. Each coil is exposed to 1/8th the saturation of a conventional coil that has to fire 8 plugs. At 6000 rpms, you have up to 20 milliseconds of potential charge time PER COIL. That's more than enough time to charge and fire one plug.
If it's a coil charge issue, I would have liked to see the first dyno with the dwell time bumped up. Although I don't think that has anything to do with it either. Under NA conditions, I've never seen an LS that needed the dwell time increased.
I would like to see a test of both done while monitoring the primary and secondary ignition voltages, as well as the primary current, using an oscilloscope and low amp inductive pickup. THAT will tell you if it's a charge time issue. NOT a dyno graph. It's 'bout 'lectricity.
Biggest bunch of crap I've heard in some time. The whole point of CNP or COP (coil near plug, coil on plug) is the fact that you have plenty of time for coil charge. Each coil is exposed to 1/8th the saturation of a conventional coil that has to fire 8 plugs. At 6000 rpms, you have up to 20 milliseconds of potential charge time PER COIL. That's more than enough time to charge and fire one plug.
If it's a coil charge issue, I would have liked to see the first dyno with the dwell time bumped up. Although I don't think that has anything to do with it either. Under NA conditions, I've never seen an LS that needed the dwell time increased.
I would like to see a test of both done while monitoring the primary and secondary ignition voltages, as well as the primary current, using an oscilloscope and low amp inductive pickup. THAT will tell you if it's a charge time issue. NOT a dyno graph. It's 'bout 'lectricity.
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12-13-2008, 08:04 PM
#8
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I like my TR-6 copper cores. And it doesn't seem that there would be any noticble gains except for the minimal gains on the dyno.
But I always like seeing independent testing of new products.
But I always like seeing independent testing of new products.
12-13-2008, 09:25 PM
#9
The test was a true A-B comparison between spark plugs. The blue line is an average of 3 runs with the TR6 plugs and the red line is an average of 3 runs with the Weapon X plugs. Same day, same dyno, within 1 hour apart and certainly weather corrected. For what it's worth, I've seen these kind small differences in power just from swapping to a fresh set of plugs.
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2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
