Melting Electrode on Plugs
#1
Melting Electrode on Plugs
So I pulled my plugs again today because of a Blow out problem on 4th gear pulls, to find I had yet again melted the electrode on my stock heat NGK Plugs. I know the electrode is melting because the temperature in the cylinder is to hot. so my question is, should I be using a colder plug or just be gaping them differently. I was using stock Evo 9 NGK plug and stock gap. Also I am running E85 around 36PSI.
#7
As for EGT, all I have done is check my wideband when this happened and the car was not running lean or anything. I dont have a EGT installed in the car yet, just a wideband and Boost.
here are the other Good Plugs
Last edited by evoballer; Jun 18, 2010 at 08:58 PM.
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#8
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this is what you need http://www.briskracing.com/product.php?productid=91 or you can use a denso IKH24 but i am going to use the silver because of the much better ignition properties
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this is what you need http://www.briskracing.com/product.php?productid=91 or you can use a denso ikh24 but i am going to use the silver because of the much better ignition properties
#13
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I always tune with help of EGT. It gives valuable info from the heart of the engine. The combustion chamber.
Its a wonderful thing to see EGT go down when you add timing. Too little timing sends unburnt fuel to be burned in exhaust mani. Those hot gasses recycle with back pressure. I like to keep egt low as possible while making as much torque as i can. Low EGT is a happy engine. I like to see 800C or less.
Plugs need to be tight. They cant get rid of heat if they are not torqued correctly. Maybe try plug reading after pull? You can read both A/F and timing on the plug itself. Not really a better way to check tune. A/F gauges can easily get 1 point off. How would you know without cross checks? You may simply have too hot of plug, but I doubt it.. With e85 and good tune you can make 600whp on heat range 6 plugs without melting electrodes. But always better to error on the cold side when selecting a plug. problem here is when you select a cold plug to keep WOT pull happy, they dont get hot enough to burn clean during normal driving. Then they foul and misfire after just a few hundred miles. There no such thing as dual heat range plug. But that is what is needed in our high output engines.
Its a wonderful thing to see EGT go down when you add timing. Too little timing sends unburnt fuel to be burned in exhaust mani. Those hot gasses recycle with back pressure. I like to keep egt low as possible while making as much torque as i can. Low EGT is a happy engine. I like to see 800C or less.
Plugs need to be tight. They cant get rid of heat if they are not torqued correctly. Maybe try plug reading after pull? You can read both A/F and timing on the plug itself. Not really a better way to check tune. A/F gauges can easily get 1 point off. How would you know without cross checks? You may simply have too hot of plug, but I doubt it.. With e85 and good tune you can make 600whp on heat range 6 plugs without melting electrodes. But always better to error on the cold side when selecting a plug. problem here is when you select a cold plug to keep WOT pull happy, they dont get hot enough to burn clean during normal driving. Then they foul and misfire after just a few hundred miles. There no such thing as dual heat range plug. But that is what is needed in our high output engines.
Last edited by 94AWDcoupe; Jun 21, 2010 at 06:57 AM.
#14
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basically the reason why its melting is because your on the wrong heat range use either an 8 or 9 heat range plug another benefit is a nonprojected plug like the brisk ER12S
Last edited by PlanoEvo; Jun 23, 2010 at 11:36 AM. Reason: more info recieved from tech at Brisk
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basically the reason why its melting is because your on the wrong heat range use either an 8 or 9 heat range plug another benefit is a nonprojected plug like the brisk ER12S
That plug has been damaged by extreme temps that could be caused by detonation and/or severely retarded ignition timing. An EGT probe would be a very good way to check for retarded timing.
Note that when a stock ECU detects knock, it retards the timing to reduce detonation. The chamber temps go up dramatically when that happens.