A really well explained tutorial, which is easy to follow and understand especially if you've never done this before, i haven't and i understood you perfectly. You have a very pleasant and calm demeanor, so thanks for your time in making this.
For what it's worth that is a really poor way to check a plug. Sure it may work if you have a plug that has no continuity or is grounded but a dead miss is pretty simple to locate and this test likely won't work on intermittent issues under load. Heat increases resistance, and most elements are designed to operate at 1700 deg f. Most engines today run at least platinum, so even if you have continuity the gap is very important and on platinum it is non adjustable. The only way to check a plug accurately is with a scope. That being said, installing in the wire and cranking the engine you can get a good idea by eye but it's not really that accurate. I have a collection of eroded plugs where the core rotted and the plug did not even miss. When pulling the wires off the cores come out of the porcelain. Carbon tracking (internal) is another issue as is the plug grounding to the head and heat dissipation. Sure, you might get by with this test BUT if you are standing around scratching your heads.....it's because......
Thank you for your time and help, I have in the NGK iridium, And the resistance on all of then are 3200 ohz do you think are bad or is ok because are iridium they read lower, I have a vibration on idle, and reverse and when stop signal or red light , then runs smooth, Please can you let me know
This is a general video and good enough to give you a reasonable idea but every spark plug should have a technical data sheet so if you Google the exact make and model number, you should get a more precise answer.
ILZFR6D11 NGK, and the website says 5k resistor , Now the read is 0.470 in 10K , Do you think is a good or is not becausr never reach 5k , But what means reading in 10k
Nice tutorial. I really enjoyed it. Nice to see a tutorial where one can use cheap (or relatively cheap) equipment to test automotive components. I'd give it more thumbs up, but YT allows me to give it only one . And about the experts that claim that you can not test a high current device with a low current device...well a spark plug is not a high current but a high Voltage device. If it were a high current device it would weld itself to the piston on the first arrival of the piston to the TDC :D
What is it you are testing? There are parameters. 1. if you have an eroded electrode and heat causes expansion and creates and open ckt, your continuity test is useless. 2. If you have a non resistor plug and it is carbon tracked internally it will give a false positive. 3. resistance has nothing to do with breakdown and Paschen's Law inside the combustion chamber which is where it matters. You NEED A SCOPE. Anybody who disagrees is looking at the wrong end of the plug and is telling every mechanic out there that they failed their first year of trade school and can't fix jack.
Welding a piston "is it possible"? 50-70 kv, dc extinguishes itself 3000 times per min. (this is why AC welders are junk). The distance from head to piston is 5/16" which is an increase of the 0.030" of the spark plug, enclosed in a gaseous atmosphere Paschen's law comes into effect and you need to increase the voltage exponentially to arc assuming the spark plug was not already grounded in the head and the spark took the longest hardest path. Is it possible to make a high current device that will weld itself? To arc electricity at 1 metre it requires 3.4 MV or 3,400,000 volts (at atmosphere). How many amps is that? I'm no electrician but HV continuity is different than HV ability to discharge.
A really well explained tutorial, which is easy to follow and understand especially if you've never done this before, i haven't and i understood you perfectly. You have a very pleasant and calm demeanor, so thanks for your time in making this.
For what it's worth that is a really poor way to check a plug. Sure it may work if you have a plug that has no continuity or is grounded but a dead miss is pretty simple to locate and this test likely won't work on intermittent issues under load. Heat increases resistance, and most elements are designed to operate at 1700 deg f. Most engines today run at least platinum, so even if you have continuity the gap is very important and on platinum it is non adjustable. The only way to check a plug accurately is with a scope. That being said, installing in the wire and cranking the engine you can get a good idea by eye but it's not really that accurate. I have a collection of eroded plugs where the core rotted and the plug did not even miss. When pulling the wires off the cores come out of the porcelain. Carbon tracking (internal) is another issue as is the plug grounding to the head and heat dissipation. Sure, you might get by with this test BUT if you are standing around scratching your heads.....it's because......
Thank you for your time and help,
I have in the NGK iridium,
And the resistance on all of then are 3200 ohz do you think are bad or is ok because are iridium they read lower,
I have a vibration on idle, and reverse and when stop signal or red light , then runs smooth,
Please can you let me know
This is a general video and good enough to give you a reasonable idea but every spark plug should have a technical data sheet so if you Google the exact make and model number, you should get a more precise answer.
@@sirobb thank you so much,
I will do that first , cause they looked
ILZFR6D11 NGK, and the website says 5k resistor ,
Now the read is 0.470 in 10K ,
Do you think is a good or is not becausr never reach 5k ,
But what means reading in 10k
10 k range is the max reading setting of the meter. So a 4.7 is 4700
@@danc2014 thank you for help me , I been waiting for more than a year and no body let me know
THANK YOU
..excellent tutorial....you know your stuff and express yourself with calm authority....thank you
Thank you.
Your comment and support is appreciated.
Bt
Nice tutorial. I really enjoyed it. Nice to see a tutorial where one can use cheap (or relatively cheap) equipment to test automotive components. I'd give it more thumbs up, but YT allows me to give it only one . And about the experts that claim that you can not test a high current device with a low current device...well a spark plug is not a high current but a high Voltage device. If it were a high current device it would weld itself to the piston on the first arrival of the piston to the TDC :D
What is it you are testing? There are parameters. 1. if you have an eroded electrode and heat causes expansion and creates and open ckt, your continuity test is useless. 2. If you have a non resistor plug and it is carbon tracked internally it will give a false positive. 3. resistance has nothing to do with breakdown and Paschen's Law inside the combustion chamber which is where it matters. You NEED A SCOPE. Anybody who disagrees is looking at the wrong end of the plug and is telling every mechanic out there that they failed their first year of trade school and can't fix jack.
Welding a piston "is it possible"? 50-70 kv, dc extinguishes itself 3000 times per min. (this is why AC welders are junk). The distance from head to piston is 5/16" which is an increase of the 0.030" of the spark plug, enclosed in a gaseous atmosphere Paschen's law comes into effect and you need to increase the voltage exponentially to arc assuming the spark plug was not already grounded in the head and the spark took the longest hardest path. Is it possible to make a high current device that will weld itself? To arc electricity at 1 metre it requires 3.4 MV or 3,400,000 volts (at atmosphere). How many amps is that? I'm no electrician but HV continuity is different than HV ability to discharge.