CONTENT

1. Installation and Removal of Spark Plugs .................................................................. 2

2. Brisk Cylinder Head Manufacturer Spark Plug Recommendations ......................... 4
3. Spark Plug Gap Spark Plug Gap Chart ..................................................................... 8
4. Brisk Spark Plugs Performance Racing .................................................................... 12
5. Spark Plugs Maintenance .......................................................................................... 13
6. Spark Plug Diagnosis ................................................................................................ 14
7. How to Change Spark Plugs Torque Spec Chart ..................................................... 16
9. Spark Plugs Electrical Properties .............................................................................. 20
10. Spark Plug Cross Reference Heat Range Chart ...................................................... 23
11. Basic Theory of Spark Plug Operation ................................................................... 28
12. Spark Plugs Identification & Construction ............................................................ 33
13. Heat Range Cross Reference Table ....................................................................... 43
14. Heat Range ............................................................................................................ 44
15. Maintenance .......................................................................................................... 49
INSTALLATION AND REMOVAL OF
SPARK PLUGS
When it comes to removing and installing spark plugs, a job well done isn’t always the quickest but
is vital to the degree of difficulty when it comes to spark plug replacement. Anyone who has had to
remove a cylinder head to retrieve a broken spark plug knows just how important it is to do things
right when performing this task. Before you begin make sure that you have the correct spark plugs
for the application you’re working on and be sure that you verify that those spark plugs meet the
dimension and gap specifications recommended for that application. All Brisk Spark Plugs come
pre-gapped from the factory, however it is critical to be sure that gap specifications are met before
installation.
Tools And Materials You will Need
· New set of Brisk Spark Plugs
· Spark plug socket size to fit your spark plugs
· Spark plug socket extension (if needed)
· Spark plug socket ratchet for spark plug removal
· Compressed air or “air in a can” to clean the area around the spark plugs
· Spark plug torque wrench to correctly tighten the spark plugs to specification
· Spark plug dielectric grease
· Spark plug anti-seize
· Spark plug boot removal tool
· Spark plug gap tool
You May Also Need:
· Additional tools needed to gain access to the spark plugs
· Safety glasses
· Work gloves
· Shop rags
· Parts cleaner
Spark Plug Removal
If this is your first time changing spark plugs you may want to take a picture of the engine
compartment prior to beginning work on the vehicle. This will be a good tool for reference later if
you are unsure about where things were when you are putting things back together. Prior to
beginning work on the vehicle, be sure to allow the engine to completely cool down. This is going
to greatly assist in the removal process. Remove the engine cover to gain access to the spark plugs,
ignition wires and/or ignition coil (s). Most modern vehicles utilize a COP (Coil on Plug) format
where the ignition coil “sits” on top of each spark plug. The ignition coil is connected to the
sparkplug by a spark plug boot which is essentially something like a very short ignition wire. Older
vehicles are commonly equipped with one ignition coil, a distributor and ignition wires (ignition
leads) that connect to each individual spark plug. Once access is gained to the spark plugs it is a
good idea to change one spark plug at a time, in order to prevent mixing up the components. Main

2
thing here is “Keep it simple!” To remove the spark plug wire or boot, turn the connection back and
forth (clockwise and counter-clockwise) to loosen the bond. Preferably using the spark plug boot
removal tool, gently pull as you are rotating the boot until it “breaks free” from the spark plug. If
you just start pulling on boot or wire before loosening it from the spark plug, it frequently breaks
and part of the spark plug boot remains on the spark plug. This instance would make spark plug
removal difficult as the spark plug socket typically does not fit over the remaining part still
attached to the top of the spark plug. Once the spark plug boot is removed the area around the spark
plug should be cleaned using compressed air to prevent any loose debris from falling inside of the
cylinder head. Sometimes there can be engine oil or engine coolant sitting around the spark plug.
If this is the case, the engine valve cover gasket and/or spark plug tube seals are a common problem
that cause of engine oil collecting around the spark plugs and should be replaced. If engine coolant
is collecting around the spark plugs it is typically caused by leaking coolant or heater hoses, or
potentially even an intake gasket (only on some vehicles). In either case, any such issue must be
corrected prior to spark plug replacement as it will lead to engine misfire and damage to the spark
plugs and boots. If this is not an issue then unscrew each spark plug carefully using the spark plug
socket
Spark Plug Installation
All Brisk Spark Plugs are pre-gapped in the factory but it is crucial that you verify that
gap specifications are met for your particular application so using the spark plug gap gauge, check
the gap between the ground and center electrodes to ensure that the gap is correct. You always want
to perform this task before installation unless specifically advised not to by the manufacturer.
Always follow the recommendations of the spark plug manufacturer. Before installing the new
spark plugs, apply a thin layer of spark plug anti-seize to the threads of the new spark plug. This
will ensure a smooth thread installation and easy removal on your next spark plug replacement.
You want to also apply a small amount of spark plug dielectric grease to the porcelain insulator
head. This will ensure an air-tight seal between the boot or wire and the new spark plug and also
prepare for an easy boot or wire removal during your next replacement. Thread one of the new
spark plugs into the spark plug hole tightening it until you can no longer turn it with your fingers.
Using a short piece of “snug-fitting” rubber hose can greatly assist you with the hand tightening
process and will also prevent thread damage due to “cross-threading.” Then using the spark plug
torque wrench, tighten the plug to the specification listed by the service manual or manufacturer.
Be sure you do not over-tighten the spark plug during installation. Over-tightening the spark plug
can cause the shell of the spark plug to stretch resulting in the loss of heat conduction and
dissipation which will ultimately lead to serious spark plug and possible engine damage due to pre-
ignition. Once the spark plug has been installed correctly, attach the ignition coil or spark plug wire
to the new spark plug assuring the boot is fully seated on the head of the new plug. When
performing a spark plug replacement, it is always recommended to change the ignition wires or
boots to achieve the best ignition and engine performance. That being said, repeat this process for
the remaining spark plugs.

3
BRISK CYLINDER HEAD
MANUFACTURER SPARK PLUG
RECOMMENDATIONS
CYLINDER HEAD SPEC SHEET SPARK PLUG BRISK SPARK PLUG
MANUFACTURER RECOMMENDATION PART NUMBERS
AIR FLOW RESEARCH
205cc LS1 Mongoose Street GR15YS, GOR15LGS,
AC 41-974 Platinum
Head GR15ZC, GOR15YTE
225cc LS1 Mongoose Strip GR15YS, GOR15LGS,
AC 41-974 Platinum
Head GR15ZC, GOR15YTE
DR15YS,
180cc SBC Street Head AC FR3LS DOR15LGS,DR15ZC,
DOR15YTE
DR15YS,
180cc LT1 Street Head AC FR3LS DOR15LGS,DR15ZC,
DOR15YTE
DR15YS,
195cc SBC Street Head AC FR3LS DOR15LGS,DR15ZC,
DOR15YTE
DR15YS,
195cc LT4 Street Head AC FR3LS DOR15LGS,DR15ZC,
DOR15YTE
305/315/325/335/345/357cc D10S, DO10LGS-T
CHA C59C,AUT 3932
Magnum BBC (index free plug)
DR15YS,
165/185cc SBF Outlaw Street
AUT 3924 DOR15LGS,DR15ZC,
Heads
DOR15YTE
205/224cc SBF Outlaw Race DR14YS, or DR14S (non-
AUT 3922
Heads projected tip)
DR15YS,
165/185cc SBF Street/Strip
AUT 3924 DOR15LGS,DR15ZC,
Outlaw Heads
DOR15YTE

BRODIX
gas L11SL, L10SL
BBC,Big Brodie Series NGK B9ES
Alcohol
DR15YS,
C.A.R.B. Legal Heads CHA 14YC or AUT 3924 DOR15LGS,DR15ZC,
DOR15YTE

DART
D08S, DO10LGS-T
Big Chief, All .750" reach,gasket,CHA C57C/C57YC
(index free plug)
.750" reach,gasket,CHA C59C/C59YC D10S ,Street app.
Big M- Head
Street RC12YC DR15YS

4
 D10S, DO10LGS-T
Ford 20 Degree .750" reach,gasket,CHA C59C/C59YC
(index free plug)
.750" reach,gasket,CHA C59C/C59YC D10S ,Street app.
Iron Eagle,308cc&345cc BBC
Street RC12YC DR15YS
Iron Eagle,23 Angle or Straight,460"Reach,Tapered H08S, HO11LGS-T
Degree,180,200,215,230cc SBC Seat, CHA V59C/V59YC (index free plug)
Straight,460"Reach, Tapered Seat, CHA HR17YTE (stubby),
Iron Eagle S/S
RV12YC/AQC R44TS HOR15LGS, HR14YS
Little Chief, 11 Degree SBC D08S, DO10LGS-T
CHA C57C/C57YC
Head (index free plug)
Pro 1, 23 Degree SBC&BBC all D10S, DO10LGS-T
CHA C59C/C59YC
cc's (index free plug)
D10S, DO10LGS-T
Race Series,220cc SBC Head CHA C59C/C59YC
(index free plug)
Race Series,18 Degree BBC D08S, DO10LGS-T
CHA C57C/C57YC
Head (index free plug)

EDELBROCK
DR15YS,
All Except Flathead DOR15LGS,DR15ZC,
DOR15YTE

FORD RACING PERFORMANCE

PARTS
GT-40 "Turbo-Swirl" Alum.Cyl DR14YS, DOR14LGS,
Heads DR14ZC
GT-40X "Turbo-Swirl" Alum DR14YS, DOR14LGS,
Cyl Heads DR14ZC
HR14YS, HOR14LGS,
"Sportsman" Short Track Cast Iron Cyl Heads
HO14LGS
"Z" Aluminum Heads DOR15LGS
L- style sparkplug
Robert Yates Alum. Cyl Heads
(13/16hex, 14mm, gasket)
L- style sparkplug
"High Port" Yates Head
(13/16hex, 14mm, gasket)
High Port Head for all out L- style sparkplug
Performance (13/16hex, 14mm, gasket)
DR14YS, DOR14LGS,
Super Cobra Jet Cylinder Heads
DR14ZC

PRO TOPLINE
H08S, HO11LGS-T
Iron Lightning, Pro Lightning CHA V55C,V57C
(index free plug)
D08S, DO10LGS-T
Other CHA C55C,C57C
(index free plug)

TRICK FLOW
DR15YS,
Track Heat Alum.Cyl. Heads
AC FR3LS, AUT 3924, NGK 7373 DOR15LGS,DR15ZC,
for SB Ford
DOR15YTE

5
18 Degree Alum. Heads for SB D08S, DO10LGS-T
CHA C57C, NGK R5671A-10
Chevy (index free plug)
DR15YS,
23 Degree Alum. Heads for SB AC FR3LS, AUT 3924, NGK FR5, CHA
DOR15LGS,DR15ZC,
Chevy 175, 195 RC
DOR15YTE
R-Series Cyl. Head for BB DR14YS, DOR14LGS,
AUT 3922
Chevy DR14ZC
GenX 205, 215, 220, 225, 235, GR14YS, GOR14LGS,
NGKTR6
245, 255; GM LS GOR14LGS-T
GenX 185, 195; GM LS
- chamber volume M54: 54 GR14YS, GOR14LGS,
NGKTR6
cc (CNC-profiled) GOR14LGS-T
DR15YS,
- chamber volume 10: 62
FR5 DOR15LGS,DR15ZC,
cc (Standard)
DOR15YTE
DR15YS,
Power Oval 280 for BB Chevy AUT 3924 DOR15LGS,DR15ZC,
DOR15YTE
DR15YS,
Power Port 320, 360 for BB
AUT 3924 DOR15LGS,DR15ZC,
Chevy
DOR15YTE
Twisted Wedge 185, 195 - Ford GR15YS, GOR15LGS,
SP- 432
4.6L, 5.4L; 2 Valve GR15ZC, GOR15YTE
DR15YS,
Power Port Cleveland 195, 225
AUT 3924 DOR15LGS,DR15ZC,
Ford351C, 351M/400, Clevor
DOR15YTE
DR15YS,
Twisted Wedge Track Heat 170,
AUT 3924 DOR15LGS,DR15ZC,
185, 205 for SB Ford
DOR15YTE
DR15YS,
High Port 192, 225, 240 for SB
AUT 3924 DOR15LGS,DR15ZC,
Ford
DOR15YTE
DR15YS,
Power Port 290, 325, A460 340,
AUT 3924 DOR15LGS,DR15ZC,
360 for Ford 429/460
DOR15YTE

WORLD
HR14YS, HOR14LGS,
Windsor Jr
HO14LGS
DR15YS, DR14YS,
Windsor Jr. Lite
DOR14LGS, DR14ZC
DR15YS, DR14YS,
Windsor Sr. Lite
DOR14LGS, DR14ZC
HR14YS, HOR14LGS,
Roush 200 Cast Iron
HO14LGS
D10S, DO10LGS-T
Torquer 440 Aluminum
(index free plug),D08S
DR15YS, DR14YS,
Sportsman II Lite
DOR14LGS, DR14ZC
HR17YTE (stubby),
S/R
HOR15LGS, HR14YS

6
 HR17YTE (stubby),
S/R Torquer
HOR15LGS, HR14YS
HR17YTE (stubby),
Sportsman II
HOR15LGS, HR14YS
HR17YTE (stubby),
Motown 205/220
HOR15LGS, HR14YS
DR15YS, DR14YS,
Motown 220 Lite
DOR14LGS, DR14ZC
HR17YTE (stubby),
Merlin II Oval & Rect. Port
HOR15LGS, HR14YS
DR15YS, DR14YS,
320cc &345cc Merlin
DOR14LGS, DR14ZC

WARNING: Cross reference is provided for convenience only!

Prior installation please confirm spark plug recommendation
with cyl. Head manufacturer and/or
engine builder/tuner

7
SPARK PLUG GAP | SPARK PLUG GAP
CHART
Spark Plug Gap setting is important for proper engine operation. To set the spark plug gap correctly,
you need to use a spark plug gap tool. For reference, see our spark plug gap chart below, this chart
converts metric measurements to standard.
How to Change Spark Plugs - Spark plug Gap setting and Gap cross reference chart

Spark Plug Gap cross reference chart - metric to standard (mm to inch)
mm 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.4 1.5 1.6 1.7
. . . . . . . . . .
inch .067"
016" 020" 024" 028" 032" 035" 039" 055" 059" 063"
The very most important rule when checking or adjusting spark plug gap is, to never pry,
apply or exert any force on the spark plug center electrode, or center electrode ceramic
insulator. The force should be applied ONLY on the spark plug ground electrode strap
moving it closer or further away from the spark plug center electrode. The spark plug gap
adjustment should not be changed more than 3 times and should not exceed .008" in either
direction. Excessive changing of the spark plug gap setting will result in weakening of the
spark plug ground electrode and can lead to breakage. Also, the spark plug gap should never
exceed .055" unless pre-set by the manufacturer.
Most Brisk and other manufacturer sparkplugs are preset to around 0.75mm - 0.8mm. If your spark
plug part number has no trailing digits then (for most part numbers) it will be preset to this
specification. The exception are for example spark plug part numbers with gap that does not need to
be adjusted and can not be changed, such as Brisk Premium Multi-spark plugs, Brisk Premium LGS
Spark Plugs, Brisk Premium LGS-T spark plugs, Brisk Extra Turbo Spark Plugs and some others.
The "-T" indicate LGS style spark plug with a Tighter gap than standard LGS style spark plug and
should be used on applications where the recommended gap setting is less than .032"., Brisk Extra
Turbo Spark Plugs and some others. If there are trailing numbers after the part number, then the
gap should be specifically set as per the manufacturer's part code designation (e.g. Brisk RR15IRY-
7, gap size is 0.7 mm, Brisk GOR15YTE-3, gap size is 1.3mm NGK BKR6E-11, gap size is 1.1mm,
Denso T16EPR-U15, gap size is 1.5mm, Champion RC10YC4, gap size is 1.0mm). Part numbering
for Brisk, NGK and Denso spark plugs is reasonably logical with the trailing digits transposing
directly into size in mm. For Champion spark plugs it is a little less logical and is as listed below:
4 = 1.0mm (e.g. RC10YC4)
5 = 1.3mm (e.g. RN16YC5)
6 = 1.5mm (e.g. RS14YC6)
Spark Plug Gap - understanding the basics
Spark plug gap is where spark plug spark discharge is designed to take place. On a conventional
spark plug, it is the area between the center and the ground electrode. As the spark always follow
the path of least resistance, spark gap is generally the closest point between the spark plug center
electrode and the spark plug ground electrode which is sometimes formed by the spark plug shell
itself. The only case when the spark will travel longer path to the ground, is when the longer path is
more conductive (provides less resistance). This can be caused for example by loss of insulating
property of ceramic due to conductive carbon build up from the combustion process (spark plug
fouling).

8
Large spark plug gap setting demands higher voltage (electrical pressure) for spark to jump the
large distance gap. That means that there is higher voltage build up in the ignition system (ignition
coil, distributor, ignition wires) prior to the spark discharge. This is generally desired in
applications with late model high output ignition coils and lower compression naturally aspirated
engine applications where cylinder pressures are relatively low and easy for spark discharge to
occur.
However running a large gap in high cylinder pressure application (which makes it very hard for
spark to occur), will demand such a high voltage (electrical pressure) for spark to jump the spark
plug gap, that the spark will find an easier way to the ground, possibly where the igniton wire is
close to the ground (engine block etc...) or inside of distributor cap, inside of the ignition coil, on
the outside of the spark plug (between the plug and the boot) etc... In either way the spark will not
occur between the spark plug electrodes inside the combustion chamber, and engine misfire will
occur.
Generally the applications with low cylinder pressures (low compression ratio) running lean A/F
(Air/Fuel) mixtures have large recommended gap (around .050"), and applications with high
cylinder pressures (high compression, forced induction - turbo, supercharged, nitrous
applications,...) require spark plug gap smaller than .032". The dense A/F mixture is much
harder for spark to penetrate, and require much higher voltage (pressure). Higher fuel
concentration has the same effect (lower A/F ratio). That reason is why high power vehicles
(1,000 horspower and more) often run a spark plug gap as small as .016". Some applications
such as ProMod turbo cars using M1 fuel frequently run a spark plug gap as small as .012", even
though they are equipped with some of the highest output ignition systems providing in excess of
60,000 Volts high current and high mJ power output.
Sometimes customers wonder, why there is so many different spark plug gap firing configurations.
The reason is, that in order to get the best possible performance, the spark plugs have to be
carefully matched with the appropriate application and intended use. The like to be "experts" often
say that there is no difference in spark plugs, and that the mixture either gets ignited or not. They
can not be further from the truth! Even standard vehicle Modern OBD-II (On Board Diagnostic)
engines can determine from a simple crankshaft position sensor the angular speed of the crankshaft.
Mounted on the crankshaft is a trigger wheel that has many teeth, as the crankshaft spins, this
wheel inducts a pulse when each tooth passes the sensor. If every cylinder generates exactly the
same amount of power, than the time between each pulse is in the same pattern. However if one
cylinder produces slightly less power, the time between the corresponding pulse is slightly
increased. This is calculated as a % of misfire. Modern engines often turn the check engine light
on with a misfire code (generally P03xx) with corresponding cylinder number when only as little as
10% misfire occurs, which is far before anyone will even feel that something is wrong or even think
that a misfire is occuring.
There can be a lot of power gained by using an optimal spark plug for given application, as well as
installing a fresh set of spark plugs. It is not uncommon to gain as much as 20 Hp just by replacing
used spark plugs. Used spark plugs are hard to fire as the gaps are worn out, and insulation
properties of the ceramic is compromised by solid combustion deposits and old fuel saturation.
This robs available voltage at the spark plug gap, as it "leaks" through the low resistance carbon
deposits to the ground, resulting in a weak spark. Think of a worn out spark plug gap like an old
leaky water hose that requires more water pressure, and is like a restricting the flow at the end with
your finger. More pressure is required form the leaky hose, because more water leaks out at other
places than the hose end.
There are many different spark plug gap styles available, some with low gap capacitance, some with
high gap capacitance, some with low ignition voltage requirement, some with high ignition voltage
requirement, some with projected tip, some with retracted tip, some with fixed gap, some with
adjustable spark plug gap, some with several parallel gaps, some with several gaps in series.

9
For the best engine and spark plug performance, the size, style and shape of the spark plug gap
should correspond with many factors. Some of them are:
1) Potential of the ignition system - Spark Voltage (sometimes explained as Voltage potential or
electrical pressure) corresponds with the distance that spark can cross at given air pressure and
enviroment (concentration of the A/F (Air/Fuel) mixture etc... between the spark plug gap (center
electrode and ground electrode).
2) Pressure in the combustion chamber at time of spark discharge - Depends on compression and
aspiration of the engine. High compression engines and engines with forced induction have higher
combustion chamber pressures at time of spark discharge. Higher cylinder pressure requires higher
voltage for the spark to occur.
3) Type and concentration of the fuel - for example fuels with high alcohol content requires lower
A/F ratio and smaller spark plug gaps.
4) Engine ignition timing advance - the closer to the engine TDC (Top Dead Center) the spark
occurs, the higher is the A/F mixture pressure it has to fire, and the harder for spark it is.
5) Engine load and intended use - when engine is under load, the pressures in the combustion
chamber is higher as there is more air aspirated, making it harder for spark to occur. High RPM
applications also shorten the ignition coil saturation (on time or DWEL) resulting in less available
energy.
6) Type of Ignition system - magneto, CD (Capacitor Discharge), or Inductive. CD ignitions have
very fast Voltage rise (short rise time) and therefore they also work very well with spark plugs that
have high capacitance, such a spark plugs with multiple gaps and/or surface discharge spark plugs.
On the other hand Inductive ignition systems generally provides longer spark duration...

Spark Plug Heat range

Vehicles produced in series (which are not additionally modified for engine power output
enhancement), whose engines are properly adjusted and in good technical condition, can be
equipped according to the current application tables.
Any comparison charts of spark plugs are always for informative purposes only and they do not
substitute the current application tables in full.
In the case of engine power output enhancement by means of additional modifications it is suitable
to contact a producer's representative. There always applies a principle that in the case of medium
modifications of the power output it is suitable to use the spark plugs "colder" by 2 degrees than
those forming its original equipment (e.g. a change from 15 to 12). After driving several miles and
subsequent assessment of the insulator tip appearance it is possible to decide about the most suitable
equipment. This operation requires enough experience.

10
Proper length of the Spark Plug threaded shell
When changing the spark plugs, always ensure that the spark plug threaded portion of the shell
(from the spark plug seat) is same length (or very close to) the O.E. spark plug.
If the threaded portion is slightly longer, spark plug indexing washers can be used to obtain the
desired spark plug reach.

11
 BRISK SPARK PLUGS PERFORMANCE
RACING

Brisk Spark Plugs For Tuning And Race Applications

• Spark Plugs for Forced induction applications such as supercharged and turbocharged
• Spark Plugs for Nitrous Oxide applications
Perfromance Tuning
Car designers have to design vehicles for mass production. They are limited by continuous
reductions to production costs and extending service inspection intervals. This all results in cars
design where, performance and utility features are acceptable for most drivers.
There are some people, however, who are not satisfied with the uniformity of mass-produced
vehicles and want to apply some degree of uniqueness. These efforts have led to an activity that is
called "tuning" in the automobile industry. Tuning involves modification of appearance and shape
of the body, sound of the exhaust pipe and often also engine power. There are many options for
increasing engine power. One of the easiest methods is the use of a special spark plug.

Racing
BRISK manufactures special Sport Racing spark plugs for high-efficiency engines in racing cars;
they have colder thermal values such as 12, 10 and 08 and are capable of dissipating more heat form
the spark plug tip to combat overheating and pre-ignition. Colder heat range spark plugs are adapted
to high temperatures in the combustion chamber, vibrations and, in the -T and Turbo Racing version
(closer electrode distance), also extremely high cylinder pressures. It is known fact that longer spark
discharge supplies more ignition energy into the combustion chamber, however increasing
compression ratio, installation and/or increase of boost pressure of a supercharger or turbo,
significantly increases voltage requirements of your ignition system due to higher pressure inside
the combustion chamber. Your stock ignition system might not be capable of supplying required
voltage to ignite dense air fuel mixture in the combustion chamber. In such case, it is necessary to
upgrade your ignition system (MSD, Accel, Malory, Nology ignition ), or use of a -T, Silver Racing
or Turbo Racing version spark plug which has closer electrode distance and low ignition voltage
requirement.
Increase in compression, forced induction (such as blowers and turbo), Nitrous Oxide and other
power adders requires a use of a colder heat range spark plug; and in more radical builds, in a non-
projected tip spark plug electrode configuration. If unsure of a proper thermal value (heat range) it
is safer to start with a coldest spark plug and work your way up. If the spark plug heat range is too
cold, spark plug will not reach it's required operating temperature and the spark plug will foul out.
The result will be a misfire, instead of possible engine damage from pre-ignition or detonation
caused by selecting spark plug with too high thermal value (heat range).
Equipment for racing cars is highly individualized and requires much experience in the choice of
the best thermal value. Compression, boost pressure, air-fuel ratio, cooling efficiency, timing and
other variables plays a major role in selection of an appropriate thermal value (heat range) of a
spark plug. Wrong decision can lead to serious engine damage. Please consult unclear cases with an
expert engine tuner, engine builder, or the producer. Any damages, implied or consequential caused
by improper choice of spark plug cannot be claimed against the importer or producer of the spark
plug.

12
SPARK PLUGS MAINTENANCE
Spark plugs do not require any maintenance during the replacement interval. Certain level of
maintenance is, however, required by the vehicle whose part the spark plugs are. All deficiencies
caused by insufficient vehicle maintenance can be reflected on the spark plug. That is why we
recommend, within the framework of prevention, to check the spark plugs once a year. Their
appearance reflects technical conditions of your vehicle.
Spark plugs replacement intervals are specified for a maximum mileage performance of the engine
in a good technical condition. Therefore, never exceed the replacement intervals prescribed for a
given type of spark plug. Possible spark plug replacement before the interval prescribed will not
cause any problem.

13
SPARK PLUG DIAGNOSIS

DIAGNOSTIC OF FAILURE

Failure Cause Consequences Fig.

Improperly adjusted ignition Spark advance (from a proper Pre - ignitions /Detonation
2
system moment) burning
Spark delay (from a proper Excessive formation of
1
moment) combustion deposits
Excessive formation of
Improper air/fuel ratio Rich mixture 1
combustion deposits
Pre - ignitions /Detonation
Lean mixture 2
burning
Low or no performance of Dust penetration into the
Excessive deposits 3
the air filter combustion area
Excessive formation of
Filter impassability 1
combustion deposits
Excessive formation of
Compression pressure Low 1
combustion deposits

14
Failure Cause Consequences Fig.
Improperly selected spark Pre - ignitions Detonation
Too hot 2
plug burning
Excessive formation of
Too cold 1
combustion deposits
Perfect performance of the spark
None 4
plug
Spark plug is like a dipstick into your engine, which will let you see what is going on inside of the
combustion chamber.
The two most destructive combustion events to the engine and the Spark Plug are: PRE-
IGNITION and DETONATION. These terms are commonly misunderstood and confused with
each other.
Detonation occurs after normal combustion (controlled burning) was initiated from a spark
between spark plug electrodes. As the flame front propagate trough the combustion chamber, the
pressure and heat on the remaining yet un-burnt mixture increases dramatically pass the point of
fuel octane rating and any hot spot (most often hot side of the piston) will detonate (explode) the
remaining yet un-burnt mixture. This event takes place in a split second and cause extreme
pressure shock wave, which often pits the piston surface (looks sandblasted as it compresses less
dense micro-portions of the aluminum alloy) and almost always breaks ceramic insulator on the
spark plug. The damage to the spark plug is a result of the events and the high frequency shock
wave. Please note that detonation is a different event than pre-ignition where the mixture is ignited
by usually hot spot, glowing carbon deposit or overheated ground spark plug electrode, prior to the
mixture ignition by spark form spark plug. Pre-ignition is far more destructive to the engine than
detonation because maximum cylinder pressure is reached far before the piston reach the TDC (top
dead center). Pre-ignition will destroy the engine, put hole trough the piston, or even blow it up.
Detonation (can be also heard as engine knock or pinging) is not necessarily damaging to the
engine if it is not prolonged and only very small amount of un-burnt mixture detonate. Modern
engines in order to reach the maximum fuel economy run on the edge of pinging. They use knock
sensors to "listen" for the pinging and retard the timing accordingly. However prolonged and
severe detonation will hurt the engine and the spark plug, and is probably the most common cause
of failure due to inconsistency of the octane rating of gasoline. Modern engines are equipped with
a Knock Sensor which provides feed back to engine ECU/PCM to adjust engine ignition timing in
order to prevent prolonged detonation. However engine knock sensor is often not working
properly, or is purposely eliminated on some performance applications, which exposes engine and
spark plug to damage from severe detonation. Spark plug is passive component with 3 basic
functions. It have to: 1) stay cool enough to prevent pre-ignition 2) stay hot enough to burn off
combustion deposits 3) provide spark to ignite A/F mixture. About the only time you can blame
spark plug for a failure, is if too hot spark plug heat range is used and the spark plug ground
electrode gets too hot and become a source of the pre-ignition.

15
HOW TO CHANGE SPARK PLUGS |
TORQUE SPEC CHART
How to Change Spark Plugs - Spark Plugs Methods of Sealing, Spark Plugs Installation and Spark
Plug Gap Chart sections of this page are here to help you better understand the most critical steps
and procedures in changing spark plugs.
When replacing spark plugs, BASIC IDENTIFICATION OF SPARK PLUG - is necessary for
determination of the correct spark plug installation troque.
Spark plugs are constructed by using two different manners of sealing in cylinder head.

Methods of spark plugs sealing in the engine cylinder head:

Conical seat - Spark plug is sealed in cylinder head with a conical (tapered) seat.
In this case no sealing washer is used. The assembly of spark plug
with this kind of sealing requires an especially sensitive approach. For
proper spark plug installation, it is always highly recommended to use
spark plug removal and installation tooland spark plug torque wrench.
Correct torque is the very most critical step of spark plug installation.
If the torque is exceeded, the spark plug shell can be stretched, thermal
characteristics can be lost and there may even occur a rupture of the
spark plug during its assembly or dismantling in the engine... It is
extremly important not to exceed the installation torque. However in
order to ensure proper seating of a conical seat spark plug, it is a good
idea to torque the spark plug, loosen it a 1/4 turn and torque it again.
This will help ensure proper seating and adequate heat transfer. This
goes for conical seat spark plugs only!

How to change conical (tapered) seat spark plug without torque wrench - (only if torque
wrench can not be obtained)
TIGHTENING by ANGLE
When replacing spark plugs without spark plug torque wrench, spark plugs should be thread-in
by spark plug removal and installation tool, or socket by hand (wihtout spark plug wrench)
untill they fully seat. Then a spark plug wrench should be used to tighten the spark plug by
turning an additional angle as follow:
new spark plug used spark plug

16
Sealing with a gasket (washer) - spark plugs can never be mounted into cylinder head without a
sealing gasket (washer).
In this case sealing washer must be used (comes with new spark
plugs). If gasket style spark plug is installed without sealing
gasket, the combustion area will not seal sufficiently and heat
removal
(transfer of heat from the spark plug into the engine cylinder head)
will not be sufficient. When replacing spark plugs, for proper spark
plug installation it is always highly recommended to use spark plug
removal and installation tool and spark plug torque wrench. Correct
spark plug torque is the very most critical step of spark plug
installation. It is extremely important to never exceed the spark
plug recommended installation torque.

How to change gasket (washer) style spark plug without torque wrench - (only if torque wrench
can not be obtained)
TIGHTENING by ANGLE

When replacing spark plugs without spark plug torque wrench, spark plugs should be threaded-
in by spark plug removal and installation tool, or socket by hand (without spark plug wrench)
untill they fully seat. Then a spark plug wrench should be used to tighten the spark plug by
turning an additional angle as follow:
new spark plug used spark plug

17
How to Change Spark Plugs - Replacing Spark Plugs using torque wrench
IMPORTANT !!! - When replacing spark plugs, the engine must be close to the ambient
temperature. The area around the spark plugs should be cleaned with compressed air (or air in the
can) to prevent foreign debree from falling into the combustion chamber. Spark plug and cylinder
head threads needs to be free of carbon build up, clean, and it is recommended, free of lubricant.
If needed, cylinder head threads can be cleaned by spark plug thread chaser in the correct size
thread (10mm, 12mm, 14mm). If spark plug thread lubricant (antisieze) is used when replacing
spark plugs, it shoud be used very sparingly on the spark plug thread only and the spark plug
installation torque is to be reduced by about 25% !
However, it is highly recommended to use spark plug dielectric grease in the spark plug wire cable
boot, or Coil on Plug boot prior connecting to the spark plug. This ensures air tight connection
which prevents spark flash-over (spark on the outside of the spark plug between the spark plug High
Voltage terminal and the spark plug shell) which will cause spark plug missfire and engine
hesitation. Dielectric grease prevents missfires, keeps the moisture out, and ease the
future removal of the spark plug wire or the spark plug boot.

How to Change Spark Plugs - Spark Plug Torque Chart specs in (N.m.)
SPARK PLUG HEAD OF ENGINE
plug sizes seals cast - iron aluminum
M 10 x 1 sealing ring10 - 15 Nm10 - 15 Nm
M 12 x 1,25sealing ring15 - 20 Nm15 - 25 Nm
M 14 x 1,25sealing ring20 - 40 Nm20 - 30 Nm
M 14 x 1,25conical seat10 - 20 Nm10 - 20 Nm
M 18 x 1,5 conical seat20 - 30 Nm20 - 30 Nm

How to Change Spark Plugs - Spark Plug Torque Chart specs in (ft.lb)
SPARK PLUG HEAD OF ENGINE
plug sizes seals cast - iron aluminum
M 10 x 1 sealing ring7.2-10.8 ft.lb 7.2-8.7 ft.lb
M 12 x 1,25sealing ring10.8-18 ft.lb 10.8-14.5 ft.lb
M 14 x 1,25sealing ring18-25.3 ft.lb 18-21.6 ft.lb
M 14 x 1,25conical seat10.8-18 ft.lb 7.2-14.5 ft.lb
M 18 x 1,5 conical seat14.5-21.6 ft.lb14.5-21.6 ft.lb
How to Change Spark Plugs - Spark Plug Torque Chart sepecs in (in.lb)
SPARK PLUG HEAD OF ENGINE

18
plug sizes seals cast - iron aluminum
M 10 x 1 sealing ring86-130 in.lb 86-104 in.lb
M 12 x 1,25sealing ring130-216 in.lb130-174 in.lb
M 14 x 1,25sealing ring216-304 in.lb216-259 in.lb
M 14 x 1,25conical seat130-216 in.lb87-174 in.lb
M 18 x 1,5 conical seat174-259 in.lg174-259 in.lb

19
 SPARK PLUGS ELECTRICAL
PROPERTIES

The fouling of insulator tip surface with combustion deposits reduces electrical insulation
resistance . If the insulation resistance drops, there also occurs a drop in electrical voltage supplied
to the spark plug from the ignition system. If, as a result of heavy fouling of the insulator tip, the
insulation resistance decreases down to the value when the electrical voltage supplied from the
ignition system is lower than the voltage required by the spark plug, there will be misfire of spark
between the spark plug electrodes and a failure of the engine function.

Reduction of the insulation resistance from electric energy leakage on the

insulator tip surface

• voltage required by the spark plug

• voltage supplied by the ignition system
Voltage required by the spark plug and voltage supplied by the ignition system. In order that a
discharge can occur between the spark plug electrodes, it is necessary that the ignition system can
supply voltage of a certain value.
If the spark plug requirement concerning the voltage supplied by the ignition system exceeds its
possibilities, there will not occur any spark jump across the spark gap. It generally applies that the
spark plug voltage requirement increases if the electrode gap rises and during acceleration. The
voltage supplied by the ignition system decreases at starting, low ambient temperatures and at a
high speed of the engine.

20
Relation between voltage supplied by the ignition system and the spark plug requirement
A. voltage required by the spark plug (new)
A1. voltage required by the spark plug (used)
B. voltage supplied by the ignition system
C. insufficient voltage supplied by the ignition
system

Relation between electrode gap and voltage

requirement of the spark plug

Relation between the spark plug wear and spark plug voltage requirement

Electrical Conductivity comparison between precious metals used in Spark Plug technology.
Electrical Conductivity plays a vital role in spark plug performance. The more efficient the
conductivity the less strain that is put on your ignition system. This allows for a more potent /
strong spark which is crucial for force induction, nitrous, high compression and hard to ignite
alternative fuels.

21
Thermal Conductivity comparison between precious metals used in Spark Plug technology.
Thermal conductivity is vital to prevent pre-ignition detonation, aka "grenading", an engine
and builders worst nightmare. The more efficiently a spark plug is able to dissipate the heat
being accumulated, the less likely you are to occur pre-ignition detonation which can cause
substantial damage to your high performance and racing engines.

22
 SPARK PLUG CROSS REFERENCE HEAT
RANGE CHART
Spark Plug Cross Reference - HEAT RANGE CHART - Brisk spark plugs_NGK
spark plugs_Denso spark plugs_Bosch spark plugs_Champion spark plugs

HEAT
HOT
BRISK 8 10 12 14 15 17
NGK 10 9 8 7 6 5
DENSO 31 27 24 22 20 16
BOSCH 2, 07 3, 08 4 5 6, 7 8
CHAMPION 55, 57 4, 59 6, 61, 637, 8 9, 10 11, 12
Autolite spark plug heat range is generally indicated by the last digit of the part number.
Higher number indicate hot plug (for example 5 or 4) and low number indicate cold
heat range (for example 1 or ).

Spark plug heat range is the measure of how fast the spark plug tip dissipates
combustion heat. It must do this in a precise and controlled manner so the spark
plug will:

• Stay cool enough to avoid pre-ignition and/or electrode destruction due to detonation.
• Run hot enough to burn off combustion deposits that would otherwise collect on the sparkplug
insulator tip and cause fouling, that leads to misfire.
• Adapt to specific engine characteristics and widely varying driving/load conditions.

23
Why is Spark Plug Heat Range Critical?
Two basic conditions for proper performance of a spark plug
are given by sufficient electrical insulation between the center
and ground electrodes, and heat transfer from the parts of the
spark plug projected into the combustion chamber. Both
conditions are directly related.
In order to ensure sufficient insulation between center and
ground electrodes it is necessary, to keep the insulator tip (the
part of the insulator projecting into the engine area) within an
optimum temperature range. Insulator tip temperature is
influenced by the proper choice of spark plug heat range. One
heat range changes the spark plug insulator tip temperature by
about 75 - 100 degree Celsius.

A. To cold spark plug for a given engine

B. Suitable spark plug for a given engine
C. Too hot spark plug for a given engine
If the insulator tip temperature drops into the so-called deposit zone, combustion deposits (carbon,
non-combusted fuel, lubrication oil, impurities from the atmosphere) start to form on the insulator
tip surface. A consequence of these combustion deposits on the insulator tip is reduction in
electrical insulation resistance accompanied by failing ignitions and after a certain period of time
even by a failure of the spark plug performance.
Providing a higher temperature of the insulator tip, no further combustion deposits are formed, but
those already existing will not be burnt until the insulator tip temperature rises above 475 °C - the

24
so-called self-cleaning zone. In this temperature range, no new deposits are formed and those
existing will be burnt. The spark plug operates in an optimum manner.
Too high temperature of the insulator tip is undesirable. High temperature results in pre-ignitions of
the air-fuel mixture and further compression of the mixture already ignited leads to high
temperature, which can cause serious damage to the engine.
In order to achieve the correct temperature of the insulator tip for a given engine, the spark plugs
are produced in various thermal values. The range of thermal values for BRISK spark plugs extend
from the warmest to the coldest, namely 19, 18, 17, 15, 14, 12, 10 and 08.

"Hot" spark plugs remove heat from the combustion area relatively slowly. They have a longer
insulator tip and they achieve a temperature higher than the deposition zone relatively fast.
"Cold" spark plugs feature a relatively short insulator tip and they remove heat from the combustion
area quite fast, in order to avoid advanced ignitions.
The choice of a proper heat range is very important. But even a spark plug featuring a properly
selected heat range, is influenced by the processes of fouling and self-cleaning of the insulator tip.
The setting of combustion deposits on the insulator tip is caused by an imperfect combustion due to
a "rich" air/fuel mixture. On the other hand, the combustion deposits previously set will burn if the
insulator tip temperature rises above 475 °C.
Zones of spark plug fouling and self-cleaning zone depending on the air/fuel ratio and on the spark
plug insulator tip temperature.

25
• Zone of fouling with non-evaporated fuel
• Zone of fouling with dry combustion deposits
• Inert zone
• Self-cleaning zone
Zone of fouling with non-evaporated fuel - this is the zone of the highest degree of
fouling for spark plugs. The mixing ratio of fuel and air is very low in this case
(rich mixture). Diffusion (atomization) of fuel is low and the fuel burns in its
liquid state. Level of creation of combustion deposits is significant. In addition,
the insulator tip is wet from the non-evaporated fuel. The decreasing insulation
resistance of the insulator tip results in an occasional failure of ignition. Cold
starts and frequent moving off from rest in cold weather will accelerate the
fouling of the insulator tip.
Zone of fouling with soft deposits - vehicle engine run at idling speed or its low load can result in
the setting of soft (dry) combustion deposits on the insulator tip, even if the fuel does not burn in
liquid state.
Inert zone - in this zone, there does not occur any setting of combustion deposits on the insulator
tip and there does not occur any self-cleaning either. No deposits set on the
insulator tip surface even if the spark plug temperature drops below 500 0 C. The
new spark plug does not feature any fouling and if a spark plug is fouled, it does
not get cleaned.

Self-cleaning zone - The combustion deposits set in this zone on the insulator tip
will burn and the insulation strength of the insulator tip will return to a common
value. The shift into the self-cleaning zone generally takes place during
acceleration and at higher speeds of the vehicle.
Determination of thermal value of a spark plug
While the engine is running, the spark plug is being heated to a certain
temperature. The highest temperature can be detected at the insulator tip end. Thermal balance
between the input and output of heat from the spark plug is determined by the value known as the
spark plug heat range. An important parameter of this heat range is given by the so-called self-
ignition value. It is measured by a special measuring engine by means of a gradual increase in the

26
supercharging pressure up to the initiation of self-ignitions of the spark plug. The self-ignitions are
indicated with the help of the ionization method, than they are processed by the control system with
a feedback to the engine control. The thermal load is expressed by the IMEP (Indicated Mean
Effective Pressure lb/in 2 ) units.
Determination of engine equipment with spark plugs
The equipment test of a particular engine is carried out with the help of special equipment making it
possible to detect self-ignitions during an increase in spark advance in comparison with the original
one, at a load of the engine. A part of the equipment tests is often formed by a starting capacity test
carried out in a freezing chamber, as well as operation tests.

27
BASIC THEORY OF SPARK PLUG
OPERATION

Basic Theory Of Spark Plug Operation

Basic function of ignition spark plug is to ignite the air and fuel
mixture inside the combustion chamber. The resulting flame front
expansion forces the piston from Top Dead Center to Bottom Dead
Center. This process happens within 3 to 20 milliseconds depending
on engine RPM. This piston movement is converted trough the
connecting rod and crankshaft into rotating kinetic energy. Speed
and the expansion characteristic of the flame front directly effects
the developed mean pressure in the combustion chamber, which acts
on the piston and is converted into power. But ignition spark plug is
also exposed to a very challenging environment. The temperature
inside of the combustion chamber reaches 2500 degrees Fahrenheit and the pressures reaching
hundreds of MPa.

SPARK PLUG BASICS:

The spark plug has three primary functions:
Spark plug has to: Seals the combustion chamber
Spark plug has to: Ignite air/fuel mixture
Spark plug has to: Transfer heat from the combustion chamber

ELECTRICAL PERFOMANCE OF THE SPARK PLUG

Spark plugs carry electrical energy from the ignition coil and wire inside of the combustion
chamber. Spark occurs between spark plug center and ground electrode- igniting the A/F mixture
and turning fuel into working energy. A sufficient amount of voltage must be supplied by the
ignition system and reach the spark plug in order to generate spark across the spark plug's gap.
This is called "Electrical Performance" of the spark plug.

THERMAL PERFOMANCE OF THE SPARK PLUG

The temperature of the spark plug's firing end must be kept low enough to prevent pre-ignition, but
high enough to prevent fouling. This is called "Thermal Performance" of the spark plug, and is
determined by the spark plug heat range selected.
HEAT RANGE EXPLAINED - High Performance Brisk USA Spark Plugs

It is important to understand that the spark plugs does not create heat, they only remove heat from
its tip to prevent it from getting too hot and glowing. The spark plug works as a heat exchanger
by pulling unwanted thermal energy away from the tip of the spark plug, and transferring the heat
to the engine's cylinder head and cooling system. The spark plug heat range is defined as a plug's
ability to dissipate heat.

The rate of the spark plug heat transfer is determined by:

28
The spark plug ceramic insulator nose length
The spark plug gas volume around the ceramic insulator nose
The spark plug materials/construction of the center electrode and ceramic insulator

A spark plug's heat range has no relationship to the actual voltage transferred through the spark
plug. Rather, the heat range is a measure of the spark plug's ability to remove heat from the spark
plug center electrode and ceramic tip. The spark plug heat range measurement is determined by
several factors; the length of the spark plug ceramic center insulator nose and its' ability to absorb
and transfer combustion heat, the material composition of the spark plug insulator and center
electrode material.

The spark plug ceramic insulator nose length is the distance from the firing tip of the ceramic
insulator to the point where the spark plug ceramic insulator meets the metal spark plug shell.
Since the insulator tip is the hottest part of the spark plug, the tip temperature is the primary factor
in pre-ignition and fouling. Whether the spark plugs are fitted in a moped, boat, or a race car, the
spark plug tip temperature must remain between 475-850°C in order to properly operate. If the
spark plug tip temperature is lower than 475°C, the ceramic insulator area surrounding the center
electrode will not be hot enough to burn off carbon and combustion chamber deposits which are
conductive and “conduct away” some of the available voltage that is needed to generate the spark.
These accumulated deposits can result in spark plug fouling leading to spark plug misfire due to
insufficient voltage for spark to occur.

If the spark plug tip temperature is higher than 850°C the spark plug will overheat which may
cause the ceramic around the center electrode to blister or crack and the electrodes to melt. This
may lead to pre-ignition/detonation and expensive engine damage. In identical spark plug types, the
difference from one heat range to the next is the ability to remove approximately 70°C to 100°C
from the spark plug center electrode and ceramic tip. A projected style spark plug firing tip
temperature is increased by about 15°C to 25°C.

The spark plug firing end appearance also depends on the spark plugs tip temperature. There are
three basic diagnostic criteria for spark plugs: good, fouled and overheated. The temperature
borderline between the fouling and optimum operating regions is 500°C. This temperature is called
the spark plug self-cleaning temperature and is where the accumulated carbon and combustion
deposits are burned off.

It is very important to keep in mind that the spark plug ceramic insulator nose length is a key-
determining factor in the heat range of a spark plug. The longer the ceramic insulator nose is, the
more ceramic nose surface area is exposed to the hot combustion gasses, and less heat is dissipated
by the spark plug as the heat from the tip must travel further before it reach the spark plug metal
shell and is transferred into the cylinder head water jackets. This means the plug has a higher
internal temperature, and is said to be a hot spark plug. A hot spark plug maintains a higher
internal operating temperature to burn off oil and carbon deposits, and has no relationship to spark
quality or intensity.

Conversely, a cold spark plug has a shorter insulator nose, have less surface exposed to the hot
combustion gases and dissipates more heat from the center electrode and ceramic tip as the heat
from the tip does not need to travel as far to meet the metal shell and transfer into the cylinder
head water jackets. This heat travels a shorter distance, and allows the plug to operate at a lower
internal temperature. A colder heat range is necessary when the engine is modified for
performance, subjected to heavy loads, or is run at a high rpm for a significant period of time.
Colder spark plugs remove heat quicker, reducing the chance of pre-ignition/detonation. Failure

29
to use a cooler heat range in a modified application can lead to spark plug failure and severe
engine damage.

Below is a list of external influences on a spark plug's operating temperature. The following
symptoms or conditions may have an effect on the actual temperature of the spark plug. The spark
plug cannot create these conditions, but it must be able to cope with the levels of heat...if not, the
performance will suffer and engine damage can occur.

Air/Fuel Mixtures seriously affect engine performance and spark plug operating temperatures.

Rich air/fuel mixtures cause the spark plug tip temperature to drop, causing fouling and poor
drivability
Lean air/fuel mixtures cause spark plug tip and cylinder temperature to increase, which may lead to
pre-ignition, detonation, and possibly serious spark plug and engine damage
It is important to read spark plugs many times during the tuning process to achieve the optimum
air/ fuel mixture
Higher Compression Ratios/Forced Induction will elevate spark plug tip and in-cylinder
temperatures

Compression can be increased by performing any one of the following modifications:

a) reducing combustion chamber volume (i.e.: domed pistons, smaller chamber heads, milling
heads, etc.)

b) Adding forced induction (Nitrous, Turbocharging or Supercharging)

c) camshaft change

As compression increases, a colder heat range plug, higher fuel octane, and careful attention to
ignition timing and air/fuel ratios are necessary. Failure to select a colder spark plug and adequate
higher-octane fuel can lead to spark plug/engine damage
Advancing Ignition Timing – dramatically increases the temperature in the combustion chamber

Advancing ignition timing by 5-10° causes spark plug tip temperature to increase by approx. 70°-
100° C
Engine Speed and Load

Increases in firing-end temperature are proportional to engine speed and load. When traveling at a
consistent high rate of speed, or carrying/pushing very heavy loads, a colder heat range spark plug
should be installed

Ambient Air Temperature

As air temperature falls, air density/air volume becomes greater, resulting in leaner air/fuel
mixtures.
This creates higher cylinder pressures/temperatures and causes an increase in the spark plug's tip
temperature. So, fuel delivery should be increased.
As temperature increases, air density decreases, as does intake volume, fuel delivery should be
decreased

30
Pre-ignition

Defined as: ignition of the air/fuel mixture before spark plug spark
Caused by hot spots in the combustion chamber...can be caused
(or amplified) by over advanced timing, low octane fuel, too hot a spark plug, lean air/fuel mixture,
too high compression, or insufficient engine cooling
Pre-ignition spikes the combustion temperature dramatically and most often leads to detonation

A change to a higher-octane fuel, a colder plug, richer fuel mixture,

or lower compression may be in order
You may also need to retard ignition timing, and check vehicle's cooling system
Pre-ignition usually leads to detonation; pre-ignition an detonation are two separate events
Combustion temperatures spike to over 3000°F during the combustion process (in a racing engine)

Detonation

The spark plug's worst enemy! (Besides fouling)

Can break spark plug ceramic insulators or break off ground electrodes. Most frequently caused by
insufficient octane rating and hot spots in the combustion chamber.
Detonation occur as propagating flame front further squeezes the yet unburned mixture in the
combustion chamber to the point of self ignition and detonate => the unburned mixture self ignite
spontaneously generally from a side of the piston which tends to be the hottest part in the
combustion chamber. Sometimes the pre-ignition starts at the side of the piston and than the spark
plug ignite secondary flame front. As the two flame fronts collide in the combustion chamber prior
to the TDC maximum pressure and temperature occurs with the piston still trying to go up.
As the piston is being forced upward by mechanical action of the connecting rod, the pre-ignited
explosion will try to force the piston downward. If the piston can't go up (because of the force of the
premature explosion and or detonation) and it can't go down (because of the upward motion of the
connecting rod), the piston will rattle from side to side. The resulting shock wave causes an audible
pinging sound. Most of the damage than an engine sustains when "detonating" is from excessive
heat and pressure.
The spark plug is damaged by both – the elevated temperatures and the accompanying shock wave,
or concussion. Prolonged pre-ignition and/or detonation will burn a hole trough the piston; bend
rod and can completely destroy the engine.
Misfires

A spark plug is said to have misfired when enough voltage has not been delivered to light off all fuel
present in the combustion chamber at the proper moment of the power stroke (a few degrees before
top dead center)
A spark plug can deliver a weak spark (or no spark at all) for a variety of reasons...defective coil,
too much compression with incorrect spark plug gap, dry fouled or wet fouled spark plugs,
insufficient ignition timing, etc.
Slight misfires can cause a loss of performance for obvious reasons (if fuel is not lit, no energy is
being created)
Some people believe that the spark plug will either ignite the mixture or will not. They believe there
is nothing in between. This belief is incorrect. Most modern OBD-II engines can even calculate
the % of misfire from the crankshaft position sensor by evaluating the crank angle speed million
times per second. On some vehicles the check engine will illuminate with the P0300 (random
misfire) code or specific cylinder misfire code P0301- P0312) if just 10% cylinder misfire is

31
detected which is sometimes far before average driver even notice that there is something not quite
right with the engine.
Severe misfires will cause poor fuel economy, poor drivability, and if prolonged even catalytic
convertor damage.

Fouling

Will occur when spark plug tip temperature is insufficient to burn off carbon, fuel, oil or other
deposits
Will cause spark to leach to metal shell...no spark across plug gap will cause a misfire
Wet-fouled spark plugs must be changed...spark plugs will not fire
Dry-fouled spark plugs can sometimes be cleaned by bringing engine up to operating temperature
or driving for few minutes in a low gear
Light media blasting can be also used, but only lightly on the ceramic insulator tip of the center
electrode, end extreme caution should be paid to blow-off all the remaining media from the spark
plug after the cleaning. Liquid cleaners of any type should not be used for cleaning spark plugs, as
they tend to imbed into the ceramic insulator and hamper it’s dielectric properties.
Before changing fouled spark plugs, be sure to eliminate root
cause of fouling

32
SPARK PLUGS IDENTIFICATION &
CONSTRUCTION

D Spark Plug Shell dimensions (the first letter of the part number)
O Metal shell projected into combustion chamber
Complies with relevant ISO standard
O Does not comply with relevant ISO standard
R Spark Plugs Interference suppresor (resistor)
No interference suppression
R Interference suppression
X Resistor reducing electrode burn-off
15Spark Plug Heat range
Hot Cold
19 18 17 16 15 14 12 10 08
L Spark gap design
Not projected insulator tip
Y Projected insulator tip
L Extremely projected insulator tip
T Projected insulator tip and three ground electrodes EXTRA
LG Extremely projected insulator tip and ring-shaped spark gap PREMIUM
Two auxiliary electrodes on the insulator tip and ring-shaped electrode gap
Z
PREMIUM
TX One auxiliary electrode on the insulator tip and three ground electrodes PREMIUM
LT Extremely projected insulator tip and three ground electrodes EXTRA
C Spark Plug Elektrode material
Nickel-alloy centre electrode
C Copper cored centre electrode SUPER
S Silver centre electrode SILVER
P Centre electrode with platinum contact PLATIN
PP Centre and ground electrode with platinum contact PLATIN
-1 Spark gap
0,4 - 0,9 mm
-05 0,5 mm
-1 1,0 - 1,1 mm
-3 1,3 mm
-X Special

33
Spark Plug Shell Dimensions

SPARK PLUGS CYLINDER HEAD APPLICATION GUIDE AND BRISK SPARK PLUG
ASSORTMENT GUIDE

34
35
36
37
38
39
40
41
42
HEAT RANGE CROSS REFERENCE
TABLE
HEAT RANGE COLD HOT
BRISK 8 10 12 14 15 17
NGK 10 9 8 7 6 5
DENSO 31 27 24 22 20 16

BOSCH BRISK BOSCH BRISK BOSCH BRISK

F6DC FR7DPX W8DC
F6DTC F7LTCR W9DC
FR6DTC FR7LTC W8DTC
FR6DC DR14YS BOSCH BRISK W8LTCR
F6DP F8LDCR W9DTC
F6DSR DR17YS-9 (gap 0.9mm)
WR8DC LR17YS
FR8DCX
DOR17LGS
FR6DS FR8DPX WR9DC
BOSCH BRISK BOSCH BRISK WR8DP
F7DC W6DC WR9DP
FR7LDC W6DTC WR8DS
F7DTC WR6DTC WR9DS
DR14YS BOSCH BRISK
FR7DTC WR6DC LR14YS
FR7DC WR6DP W8DTC
FR7DP W5CS W8LTCR
LR17YS-9 (gap 0.9mm)
BOSCH BRISK WR6DS WR8DCX
LOR17LGS
F8DC BOSCH BRISK WR8DPX
F9DC W7DC WR9DPX
FR8LDC W7DTC BOSCH BRISK
DR14YS
FR8DC WR7DTC W4AC
FR9DC WR7DC LR15YS W5AC
NR14S
FR8DS WR7DP W6BC
BOSCH BRISK W7DSR WR6BC
F6DTC WR7DS BOSCH BRISK
DR14YS-9 (gap 0.9mm)BOSCH BRISK
F6LTCR W7AC
DOR14LGS
FR6DCX W7DTC W7BC
NR15S
BOSCH BRISK WR7AC
WR7DCX LR15YS-9 (gap 0.9mm)
F7DCX WR7DPX LOR15LGS WR7BC
DR15YS-9 (gap 0.9mm)
W7LTCR
F7LDCR
DOR15LGS
FR7DCX

43
HEAT RANGE

HEAT RANGE COLD HOT

BRISK 8 10 12 14 15 17
NGK 10 9 8 7 6 5
DENSO 31 27 24 22 20 16

44
Heat range is the measure of how fast the spark plug tip dissipates combustion heat. It
must do this in precise and controlled manner so the spark plug will:

• Stay cool enough to avoid pre-ignition and/or electrode destruction due to

detonation.

• Run hot enough to burn off combustion deposits that would otherwise collect on the
insulator tip and cause fouling that results in misfire.

• Adapt to specific engine characteristics and widely varying driving/load conditions.

Why is Heat Range Critical?

Two basic conditions for proper performance of a spark plug are given by sufficient
electrical insulation between the center and ground electrodes and heat transfer from
the parts of the spark plug projected into the combustion chamber. Both conditions are
directly related.
In order to ensure sufficient insulation between center and ground electrodes it is
necessary, during operation, to keep the insulator tip (the part of the insulator projecting
into the engine area) within an optimum temperature range.
Insulator tip temperature influence on the proper choice of spark plug heat range

A. Too cold spark plug for a given engine

B. Suitable spark plug for a given engine
C. Too hot spark plug for a given engine

If the insulator tip temperature drops into the so-called deposit zone, combustion deposits
(carbon, non-combusted fuel, lubrication oil, impurities from the atmosphere) start to form
on the insulator tip surface. A consequence of these combustion deposits on the insulator
tip is reduction in electrical insulation resistance accompanied by failing ignitions and
after a certain period of time even by a failure of the spark plug performance.

45
Providing a higher temperature of the insulator tip, no further combustion deposits are
formed, but those already existing will not be burnt until the insulator tip temperature rises
above 500 °C - the so-called self-cleaning zone. In this temperature range, no new
deposits are formed and those existing will be burnt. The spark plug operates in
an optimum manner.
Too high temperature of the insulator tip is undesirable. High temperature results in pre-
ignitions of the air-fuel mixture and further compression of the mixture already ignited
leads to high temperature, which can cause serious damage to the engine.
In order to achieve the correct temperature of the insulator tip for a given engine, the spark
plugs are produced in various thermal values. The range of thermal values for BRISK
spark plugs extend from the warmest to the coldest, namely 19, 18, 17, 15, 14, 12, 10 and
08.

"Hot" spark plugs remove heat from the combustion area relatively slowly. They have a
longer insulator tip and they achieve a temperature higher than the deposition zone
relatively fast.
"Cold" spark plugs feature a relatively short insulator tip and they remove heat from the
combustion area quite fast, in order to avoid advanced ignitions.

The choice of a proper heat range is very important. But even a spark plug featuring a
properly selected heat range, is influenced by the processes of fouling and self-cleaning of
the insulator tip. The setting of combustion deposits on the insulator tip is caused by an
imperfect combustion due to a "rich" air/fuel mixture. On the other hand, the combustion
deposits previously set will burn if the insulator tip temperature rises above 500 °C.
Zones of fouling and self-cleaning zone depending on the air/fuel ratio and on the insulator
tip temperature

46
 Zone of fouling with non-evaporated fuel
Zone of fouling with dry combustion deposits
Inert zone
Self-cleaning zone

Zone of fouling with non-evaporated fuel - this is the zone of the highest degree of
fouling for spark plugs. The mixing ratio of fuel and air is very low in this case (rich
mixture). Diffusion (atomization) of fuel is low and the fuel burns in its liquid state. Level of
creation of combustion deposits is significant. In addition, the insulator tip is wet from the
non-evaporated fuel. The decreasing insulation resistance of the insulator tip results in an
occasional failure of ignition. Cold starts and frequent moving off from rest in cold weather
will accelerate the fouling of the insulator tip.
Zone of fouling with soft deposits - vehicle engine run at idling speed or its low load can
result in the setting of soft (dry) combustion deposits on the insulator tip, even if the fuel
does not burn in liquid state.
Inert zone - in this zone, there does not occur any setting of combustion deposits on the
insulator tip and there does not occur any self-cleaning either. No deposits set on the
insulator tip surface even if the spark plug temperature drops below 500 0 C. The new
spark plug does not feature any fouling and if a spark plug is fouled, it does not get
cleaned.
Self-cleaning zone - The combustion deposits set in this zone on the insulator tip will burn
and the insulation strength of the insulator tip will return to a common value. The shift into
the self-cleaning zone generally takes place during acceleration and at higher speeds of
the vehicle.

Fouling with non-evaporated fuel

47
 Fouling with dry combustion deposits

Self-cleaning

Determination of thermal value of a spark plug

While the engine is running, the spark plug is being heated to a certain temperature. The
highest temperature can be detected at the insulator tip end. Thermal balance between the
input and output of heat from the spark plug is determined by the value known as the
spark plug heat range. An important parameter of this heat range is given by the so-called
self-ignition value. It is measured by a special measuring engine by means of a gradual
increase in the supercharging pressure up to the initiation of self-ignitions of the spark
plug. The self-ignitions are indicated with the help of the ionization method, than they are
processed by the control system with a feedback to the engine control. The thermal load is
expressed by the IMEP (Indicated Mean Effective Pressure lb/in 2 ) units.
Determination of engine equipment with spark plugs
The equipment test of a particular engine is carried out with the help of special equipment
making it possible to detect self-ignitions during an increase in spark advance in
comparison with the original one, at a load of the engine. A part of the equipment tests is
often formed by a starting capacity test carried out in a freezing chamber, as well as
operation tests.

48
MAINTENANCE
Spark plugs do not require any maintenance during the replacement interval. Certain level
of maintenance is, however, required by the vehicle whose part the spark plugs are. All
deficiencies caused by insufficient vehicle maintenance can be reflected on the spark plug.
That is why we recommend, within the framework of prevention, to check the spark plugs
at least once a year. Their appearance reflects technical conditions of your vehicle.
Spark plugs replacement intervals are specified for a maximum mileage performance of
the engine in a good technical condition. Therefore never exceed the replacement
intervals prescribed for a given type of spark plugs! Possible spark plug replacement
before the interval prescribed will not cause any problem.

Check out the collection of performance ignition systems we offer.