Non-Resistor vs Resistor plugs
Thread Starter
Joined: Aug 2011
Posts: 4,731
Likes: 815
From: Portland, OR
Non-Resistor vs Resistor plugs I run a stock ecu. And have always had some odd glitches in my HP Tuners data, on this car only.
I also have run since day 1, R5724-8 race plugs. Non-resistor. Baffles me why in today's age NGK doesn't make this in a resistor version. But they don't.
I'll also say that I run stock AC plug wires (780 ohm) and still use the stock metal boots. My car has backwards stock manifolds, so I can do that.
Last week I decided the try resistor plugs. I chose a BKR7E. 7 heat range, 5k resistor. It's a gasketed plug but fits the LS just fine.
Not really meant for tight gap (.018") so I modified the ground straps slightly.
Both of these plugs are slightly extended tip.
Made some passes at the track leaving in 2nd. Mid nines at 150. 21 psi on a ramp.
Absolutely no change in my HPT data logs. Same glitches etc.
So it's not the plugs!
I have a Holley Dominator system I got for a deal from a buddy waiting in the wings for next year. Problem solved. I'm sure its fine with non resistor plugs.
Ron
I also have run since day 1, R5724-8 race plugs. Non-resistor. Baffles me why in today's age NGK doesn't make this in a resistor version. But they don't.
I'll also say that I run stock AC plug wires (780 ohm) and still use the stock metal boots. My car has backwards stock manifolds, so I can do that.
Last week I decided the try resistor plugs. I chose a BKR7E. 7 heat range, 5k resistor. It's a gasketed plug but fits the LS just fine.
Not really meant for tight gap (.018") so I modified the ground straps slightly.
Both of these plugs are slightly extended tip.
Made some passes at the track leaving in 2nd. Mid nines at 150. 21 psi on a ramp.
Absolutely no change in my HPT data logs. Same glitches etc.
So it's not the plugs!
I have a Holley Dominator system I got for a deal from a buddy waiting in the wings for next year. Problem solved. I'm sure its fine with non resistor plugs.
Ron
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Joined: Jul 2022
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From: Alaska
At very high alternator SHAFT speeds, you can have brush-bounce, which means tiny plasma ARCs, and a LOT of radiated EMI.
My easy solution for high RPM LS operation is to fit an over-sized ( Larger diameter) Alternator Pulley.
Slowing down the alternator shaft speed also reduces wasted inertia, belt slip, and alternator will last longer.
Stock ( L8292) 145 amp truck alternator works great at reduced RPM, I have a 3 inch pulley on mine, and it makes 110 amps at hot idle ( engine 750 RPM )
.
On a different platform, ( first gen 350 CID) Ice race car sustained 4500 to 6500 rpm for long periods, I ran a 4.5 inch deep V-Groove alternator pulley to keep rotor speed down.
My easy solution for high RPM LS operation is to fit an over-sized ( Larger diameter) Alternator Pulley.
Slowing down the alternator shaft speed also reduces wasted inertia, belt slip, and alternator will last longer.
Stock ( L8292) 145 amp truck alternator works great at reduced RPM, I have a 3 inch pulley on mine, and it makes 110 amps at hot idle ( engine 750 RPM )
.
On a different platform, ( first gen 350 CID) Ice race car sustained 4500 to 6500 rpm for long periods, I ran a 4.5 inch deep V-Groove alternator pulley to keep rotor speed down.
