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Blown Alcohol Motor Spark Plug Reading 101
by Mike Canter
Reading a blown alcohol tune-up using spark plugs is a very different than
reading a gasoline tune-up on spark plugs. First major difference for alcohol
is that you do not read the color off the porcelain around the center
electrode. Air to fuel ratios within the combustion chamber are going to be
read by the appearance of the metal base ring at the end of the threaded area
of the plugs and the color of the first three threads of the spark plugs. The
amount of ignition advance is still read as with gasoline plugs by the blue
line on the plugs ground strap or sometimes referred to as the ground
electrode.
An important note is that the spark plugs only reflect the tune-up that was in
the motor just prior to finish line engine shutdown. In a ¼ mile this is
normally just the last 300 feet in high gear but it takes 1000 feet to develop
the correct appearance. It is possible for the plugs to indicate a good tune-up
at this point but to have run too rich or too lean in first or second gear or
at a lower rpm. This makes it possible to damage the engine due to incorrect
fuel mixture in the first part of the run and actually be correct at the finish
line. It is highly recommended that the initial tune-up runs be limited to
1/8th mile plug readings before proceeding on to the ¼ mile run. Most
the damage to an engine is done in the last 300 feet.
The fuel mixture and the ignition timing are totally intertwined as to the
effecting the appearance of the spark plug ring at the of the threads and the
EGT values. Changing the fuel to air ratio and changing the ignition will both
change the combustion chamber temperature. The leaner the mixture or the more
advanced the ignition the higher the combustion chamber temperature and the
richer the mixture or the more retarded the ignition the lower the combustion
chamber temperature. Remember the EGT sensor is outside the combustion chamber
so it is only reading the exhaust gas/flame temperature. The more the ignition
advance the lower the EGT and more the ignition is retarded the higher the EGT.
This opposite effect is caused moving the heat or the flame out of the chamber
into the exhaust with a retarded ignition and raising the temperature of the
EGT. So having a high EGT because of retarded ignition can and will show less
heat in the spark plugs.
It is highly recommended to pick a maximum ignition timing point that is known
to be good for your particular engine setup and tune the mixture for that
point. This way the tune-up is safe and you can retard the ignition to pull out
power without drastically changing your fuel tune-up. You can always go back to
the maximum power ignition point without damaging the engine.
Reading For Air Fuel Mixture
An important step first is to degrease the plugs by spraying the threaded end
with brake cleaner to remove any deposits of oil that may have been put on the
plug during shutdown or when the plug was removed from the head. Most of the
spark plug manufactures that make plugs used for racing plate the spark plug
shell with cadmium or zinc which oxidizes at a temperatures that corresponds to
the correct operating range of the temperatures within the combustion chamber
of a racing engine.
As one is tuning the motor and leaning the fuel system out the first part of
the plating to start oxidizing will be the ground strap. This oxidation
(burning) is uneven in progression around the ring at the end of the threaded
part of the plug because the side of the plug ring that was closest to the
exhaust valve seat gets hotter faster than the side of the plug ring that is
closest to the intake valve seat. The result is a crescent of unburned cadmium
that gets smaller as the engine is leaned out. When the cadmium is oxidized and
has turned white across the entire face of the plug ring or countersink area
just inside the ring the increased temperature then progresses down the side of
the plug into the threaded area.
The peak performance is at the point where the cadmium or zinc plating oxidizes
and turns white over about 90% of the plug ring and a small crescent of
unburned plating is left on the ring. Burning 100% of the plating off the ring
all the way down to the first thread will not result in any damage but will
also not result in any increase in engine performance. There is a fairly large
tuning range between the burned area being at 90% and being burned all the way
down to the first thread. Using this large area will ensure that no damage is
done to the engine. The next stage from this safe appearance is when the
cadmium is burned down to the second thread and the ring loses its white
appearance and picks up a greenish tint with small visible bubbles and the
ground strap picks up rainbow colors (blues and green when held in the bright
sunlight). The strap getting hot enough to exhibit rainbow colors is hot enough
to start igniting the fuel mixture too soon and causes pre-ignition/detonation.
As the plug gets hotter then sooner the mixture will ignite and this will
result in the melting of the ground strap and possible breaking of the plugs
porcelain and damage to the upper rod bearings.
By keeping good records of actual performance this peak performance point
should be readily seen and matched to the indication on the spark plug ring.
When the 90% white ring is obtained with the fastest MPH noted you are now
ready to move on to adjusting the ignition timing.
Reading for Ignition Timing
Once the fuel mixture has been adjusted so that 90% of the plug ring is white
and all the cylinders have been adjusted so that the white area are the same on
all plugs the ignition timing can be now checked by reading the blue line on
the ground strap of the plug.
Ignition timing is also directly responsible for the heat in the combustion
chamber and therefore the color of the plug's ground strap is a tattletale sign
of this temperature because it is thinner than anything else on the plugs and
sits right out in the combustion chamber. The ignition timing can be checked by
looking at the color of the plug's ground strap and the position of the "blue
line" on the strap. The blue line really indicates the point at which the strap
has reached annealing temperature of the metal. To help to understand this
think of a bar of steel (ground strap) on a table that is being super heated
with an acetylene torch at one of the tip ends. As the end heats up and the
heat starts moving down the bar you will see a blue line across the bar at some
point down the bar away from tip with the torch. This blue line reflects the
temperature that is the annealing point of the metal. As the temperature
increases the blue line moves further down the bar away from the torch.
Similarly, the blue line moves down the spark plug ground strap as you put more
heat in the engine.
Assuming that you have adjusted the alcohol fuel mixture correctly and if you
are using gold colored ground strap like with an NGK spark plug then not enough
timing will show the ground strap as still gold or going light gray maybe with
a few bubbles on it after a run. As you advance the ignition and put heat in
the engine the plug ground strap will turn darker gray. As the metal turns
medium to dark gray you should start looking for the blue line (band) around
the ground strap. Ideally, you want this blue line to be just above where the
ground strap makes the sharp bend and above the weld. If you advance the
ignition too far the blue will disappear off the strap and the strap will pick
up rainbow colors (blues and greens). The next step beyond that is to start
melting the strap from the tip end and detonation. When you are close to the
correct timing then only change the timing by half a degree at a time. If you
ignition system has the capability of adjusting the timing of each cylinder
independently (ICT) then you can use that feature to have the blue line in the
same position on all the plugs. First, adjust the basic timing to get as many
of the plugs to have the blue line just at the sharp bend in the strap. Now
adjust the ICT to move the blue line to the same point on the remaining plugs.
Once all the plugs read the same you can advance the ignition a little at a
time to put the blue line just above the weld on the strap or whatever point
gives you the best performance.
If your timing is too far retarded then it maybe necessary as you adjust the
timing to add a little more fuel to keep the crescent on the end of the plugs
white for 90% of the area. Be very careful on adjusting timing because it does
not take much change to make a lot of difference. I recommend limiting the
changes to half a degree at a time. It is easier to set the timing at a known
good degree for the type of engine and adjust and individual cylinder timing
(MSD ICT) to balance out all the cylinders and then adjust the mixture to show
the correct amount of white area on the metal ring of the plugs as explained
above.
(This article reprinted with permission from Mike Canter
©Copyright Mike Canter 2004 all rights reserved)
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