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Motor and Drivetrain / Re: turbo selection
« Last post by dsrace on Today at 08:47:20 AM »
the summit ad said non resistor plug. some plugs an R does mean race and some it means resistor, brand to brand thing. i meant meant resistor as in i need a resistor plug.  no response from ngk yet.
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Motor and Drivetrain / Re: turbo selection
« Last post by fabr on Yesterday at 08:43:33 PM »
i did some searching and found the ngk cut back plugs. summit has them , would require a .040 spacer , decent price but......none of them are R plugs.  my wires are R but based on what i read on ngk's site, R plugs are to combat emi vs R wires are for rfi. for some reason i cannot look that plug up on ngk so i will have to call and ask if the make a cut back R plug.
NGK plugs with an R in the number are not resistor plugs.R stands for racing in NGK lingo. I was fooled by that for some time. I haven't seen any EFI issues with using helically wound suppressor wires and non resistor plugs with EMI/RFI interference -in my application.
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Motor and Drivetrain / Re: turbo selection
« Last post by fabr on Yesterday at 08:37:19 PM »
thread length/reach is all that matters. That should be consistent brand to brand. Any overall length diff should be in the body/insulator.
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Motor and Drivetrain / Re: turbo selection
« Last post by dsrace on Yesterday at 08:07:38 PM »
that plug is .040 longer than mine. so w/o knowing where its longer i just say i would need a spacer.
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Motor and Drivetrain / Re: turbo selection
« Last post by fabr on Yesterday at 01:55:28 PM »
Spacer?
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Motor and Drivetrain / Re: turbo selection
« Last post by dsrace on Yesterday at 08:57:21 AM »
i did some searching and found the ngk cut back plugs. summit has them , would require a .040 spacer , decent price but......none of them are R plugs.  my wires are R but based on what i read on ngk's site, R plugs are to combat emi vs R wires are for rfi. for some reason i cannot look that plug up on ngk so i will have to call and ask if the make a cut back R plug.
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Motor and Drivetrain / Re: turbo selection
« Last post by dsrace on December 03, 2019, 11:46:41 AM »
i find the low angled ground electrode .....A smaller electrode requires less voltage to jump the gap, resulting in fewer misfires, which translates to increased fuel economy and horsepower.  A smaller electrode also reduces flame quenching. 
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Motor and Drivetrain / Re: turbo selection
« Last post by dsrace on December 03, 2019, 07:07:31 AM »
good info for all
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Motor and Drivetrain / Re: turbo selection
« Last post by fabr on December 01, 2019, 07:10:09 PM »
here is an interesting concept........ a person i have spoken with but do not actually know or have met, runs a dual plug head ( dp head). in the ranger n/a 2.3 4 cyl engines say 97 and later i think, they made dp heads which i believe was for emissions. now BO ( the person i speak of) runs an older pantera ecu that allows him to run all 8 coils. he runs fords coil on plug ( cop) which look similar to the busa coils that i call stick coils. he is able to fire the 2nd set of 4 coils off 9* later than the primary 4 coils and has gained some midrange and top end from this on the dyno.I saved this for last. I honestly don't know what to think other than I gotta see back to back dyno sheets of all coils firing at same BTDC timing and then with 4 firing 9* later, In the meantime I will just say I'm skeptical,VERY skeptical. as i said i do not know him, he is a friend of a friend and have only spoken with him, but i do believe him as i can see this. he too runs a turbo 2.3 on e85 with the same size inj's and pump as i do.

another interesting talk i had, with the guy rebuilding dougs 2.3 engine, was that the conservative hot and cold timing maps included with out ecu's from stinger are both overly conservative lol. again i do not know this guy but he is very passionate about the the turbo 2.3's and has built quite a few all tuned on the dyno. we didn't discuss what kind of dyno  and he does not tune them himself but has a good understanding of it. he makes 500 rwhp  out of his 2 current turbo 2.3's ( ones stuffed in a beetle lol ) and has one high comp n/a 2.3. the interesting part was when he told me he makes that at only 20 psi boost. now obviously that is a larger turbo than i run and that deducts from lower rpm spool time. i did not get a chance to ask which coils he ran as we  discussed other things, such as he spins his to 8200 rpm and dougs engine. he asked what my timing was at 20 psi at higher load cells as he runs 27*, we both run e85 fuel. the stinger hot ign map at 5k rpm and 320 kpa is 17* as i am looking at it right now and at 6500 rpm and 320 kpa is 18.5*.  he also told me based on his experience in the 2.3 realm that my 200 psi cold cranking comp test  vs stock 140 psi is actually closer to 10.5:1 rather than the 9:1 comp ratio i believe it to be.  he started to explain why the 2.3 is a trickier engine to calculate than most but the conversation was re directed back to 27* advance timing. we all know what that equates to !! the tuner he works with apparently is well versed with the 2.3 engines as well as several turbo e85 engines.  again i do not know this guy and have only spoken with him as he is re building dougs engine. he is as passionate about the 2.3's as spec was/is about jerkey!  ;D  reminded me of paul ( spec ) on the phone.
I'm sorry but that speaks for itself....................I would just say start conservative on timing to avoid detonation while being aware that too retarded is just about as bad as too advanced. 
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