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Thread: Ultimate Opel Spark Plug

  1. #81
    1000 Post Club kwschumm's Avatar
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    Quote Originally Posted by Autoholic View Post
    Something to think about. I'm sure one day in the not too distant future, there will be laser plugs for classic cars.

    https://www.newscientist.com/article...e-efficiently/
    Hmm. Article says one advantage of lasers is that they can ignite the fuel in the center of the cylinder. Doesn't a hemi do that already? Not that there aren't other benefits for lasers. Faster cycle time for one.
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    Quote Originally Posted by kwschumm View Post
    Hmm. Article says one advantage of lasers is that they can ignite the fuel in the center of the cylinder. Doesn't a hemi do that already? Not that there aren't other benefits for lasers. Faster cycle time for one.
    Nope. It still ignites from the edge. By center of the cylinder, they mean away from the edges. Not mentioned is that the design could also split the ignition point into many points. Imagine a floating spark, dead center of the combustion area when a piston is at a specific spot.
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    Just Some Dude in Jersey My location The Scifi Guy's Avatar
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    This sounds like a really great idea. With the right kind of lense or refractor a single beam of laser light could be broken into many smaller beams and ignite the fuel all at once. Or multiple lasers in one cylinder could be programmed to fire sequentially to form the desired wave front for various combustion chambers.

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    Even with one ignition point, when it's at the center of the gas, that is how the research showed a 27% gain in efficiency. When this tech finally reaches production, it will be a game changer for for fuel economy. Combined with a hybrid power train, I see a very strong future for the ICE. I'd love to see the tech retrofitted to distributor ignition systems with some sort of laser plug that is a direct replacement for a spark plug. That would be awesome.
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    Just Some Dude in Jersey My location The Scifi Guy's Avatar
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    I am now upgrading my used stock 2.4 engine to one of Charlie's 2.5L higher compression motors. I think he has refined his engine formula by having the machine shop do a little more valve un-shrouding to reduce the compression away from the danger zone where race gas might be required. I'm totally guessing that the compression will be between 9.5-10:1 and will likely require using high test gasoline. Okay, now questions:

    Does anyone know what the compression on a factory stock 2.4 engine was supposed to be?

    If you increase the compression on an engine, is it recommended to use a hotter or colder spark plug?

    If you increase your engine's compression, should you increase or decrease your spark plug gap?


    I am currently using NGK BPR 7HS spark plugs gapped to somewhere around 30-35. I just bought new ones and they are currently gapped to 28.


    Is my hot/cold temp okay on these, or should I return them and get a hotter/colder variety?

    What would you recommend I gap my plugs to?

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    I would see how the engine functions on the spark plugs you know work already. Read the spark plugs, they will tell you what is needed after you've done some test runs. The plugs might say the AFR is off, they might indicate the temp of the plug is wrong.
    Last edited by Autoholic; 2 Weeks Ago at 04:45 PM.
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    If you increase the compression on an engine, is it recommended to use a hotter or co

    Hi. I Have found each compression point gives about 2.5 - 3 % power increase and usually, I find if the engine is jetted correctly for street use. you may need to go colder plugs once power is up more than 15 % than standard. So compression alone is not usually cause to change the plugs. Same goes for gap. If you drive very hard or have hot cam, big carb, and extractors etc. go 2 grades colder this will cover most scenarios including quite a bit of engine mods.

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    7,000 Post Club My location wrench459's Avatar
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    Quote Originally Posted by The Scifi Guy View Post

    If you increase the compression on an engine, is it recommended to use a hotter or colder spark plug?
    I'm going to pick on this one.
    If you're only going to putt-putt around at 35 mph...a hot plug would work.
    If you're going into higher rpm's colder.
    You still got that high stall(4500) converter?
    Last edited by hrcollinsjr; 2 Weeks Ago at 10:40 PM.

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    The application is almost more important than the dynamic compression ratio of the engine. You could have two identical engines, one lives its life in a race car and the other lives its life in a commuter car. The two engines would likely require different spark plugs, even though everything else about the engines are the same. What changed is the overall state at which the two engines are ran. Commuter cars spend most of their time below 4,000 RPM and a racecar will spend a great deal of its life at and above 4,000 RPM.

    It would be a good idea to figure out the dynamic CR of the engine when considering spark plugs and fuel requirements. Static CR is rather useless when thinking about spark plugs and fuel requirements because you don't start building compression until the valves are closed. You could have a high static CR with a rather low dynamic CR due to a long duration cam with a late closing angle, and run the engine safely on pump gas with a typical off the shelf spark plug. The opposite could be a pain in your neck. You could have a rather run of the mill static CR but due to other variables such as the cam, wind up with a high dynamic CR that results in needing race gas and cold spark plugs. A cam with high valve lift but short duration could be the most dangerous thing you installed in an engine if it resulted in an early closing angle, allowing the engine to create dangerous levels of compression. This is why blueprinting an engine can be very important, it allows you to verify key measurements and calculations so you don't blow up your engine.
    Last edited by Autoholic; 2 Weeks Ago at 01:11 AM.
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    Charlie worked out the problem of the excessive compression with a switch to dished pistons, so we're thinking the compression will be closer to a more normal 9:1. He'll give details about it soon in his thread. I didn't want a racy performance engine that loped at idle or felt like it was going to stall all the time because it was so jacked up. The new piston choice should make this a fairly normal rebuild with normal compression, but with a little bit more displacement to 2.5 liters and a little bit bigger valves with a little bit lighter pistons than my stock 2.4.

    No, I don't use the high stall torque converter on this car, Charlie now has that. Gil suggested that I don't use it with the 2.4. He was right, the auto tranny with stock converter works so good with the 2.4 it's friggin' amazing. You can't detect the shifts, they're instantaneous and always at the perfect time. That was far from the case when I was using 2.0's with Combo cams.

    Yup, my driving style is just to putt-putt around for the most part due to all the traffic around here. I don't beat on my cars' engines, I like'em to last forever.

  13. #91
    Über Genius My location First opel 1981's Avatar
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    Quote Originally Posted by The Scifi Guy View Post
    Charlie worked out the problem of the excessive compression with a switch to dished pistons, so we're thinking the compression will be closer to a more normal 9:1. He'll give details about it soon in his thread. I didn't want a racy performance engine that loped at idle or felt like it was going to stall all the time because it was so jacked up. The new piston choice should make this a fairly normal rebuild with normal compression, but with a little bit more displacement to 2.5 liters and a little bit bigger valves with a little bit lighter pistons than my stock 2.4.

    No, I don't use the high stall torque converter on this car, Charlie now has that. Gil suggested that I don't use it with the 2.4. He was right, the auto tranny with stock converter works so good with the 2.4 it's friggin' amazing. You can't detect the shifts, they're instantaneous and always at the perfect time. That was far from the case when I was using 2.0's with Combo cams.

    Yup, my driving style is just to putt-putt around for the most part due to all the traffic around here. I don't beat on my cars' engines, I like'em to last forever.
    I'm not judging but I do wonder what's the point of a bigger engine with lower compression.
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  14. #92
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    Quote Originally Posted by First opel 1981 View Post
    I'm not judging but I do wonder what's the point of a bigger engine with lower compression.
    I would think the single word "TORQUE" answers that question, and it all comes at low RPM.

    JMHO -- Doug

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    A Rebuild with Benefits

    All I wanted was a rebuild. If I can get a rebuild that keeps compression the same, but with a little more power and drivability for the same money, why not opt for that? There was an initial problem with the machine shop's choice of flat top pistons for Charlie's first engine or two, which caused the too high compression and the need for race gas or a cam that would lower compression and allow normal pump gas to be used. Dished piston's should fix the too high compression and the engine should operate and run like a "normal" passenger car engine.


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