I ust notified this accel coil and taylor 8.2mm wires. Will I have the ability to open up my spark plug gap any, if so just how much. Here"s the specs.Coil cable Attachment Male/HEI Coil format E-core major Resistance 0.200 ohms Coil Internal building and construction Epoxy Coil color Black/Yellow preferably Voltage 48,000 V Turns proportion 132:1 an additional Resistance 8.8K ohms Mounting Bracket consisted of No Coil Wire consisted of No Ballast Resistor consisted of No Coil form Square amount Sold individually.

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There room several factors you can want to upgrade ignition systems:increased compression requires an ext voltage come fire the plugslean or stratified mixture require an ext voltage come ignite the chargethe presence of too much EGR calls for a larger space /more voltage to fire come ignite the chargeBy spreading the plug gap you can increase your chances of igniting the charge in the cylinder in ~ the proper time come insure a an excellent burn rate and minimize the chances of a misfire / slow-moving burn.You didn"t cite what state of buildup the engine is. Boosting the plug space results in a bigger flame kernal, the initial fireball that ignites the remaining charge. I you have any kind of of the over conditions it may help. On the other hand advancing the time a pair of degrees to provide the fire kernal a little more time to develop into a bigger flame front, assuming that ignites in the very first place, does quintessentially the same thing as increasing the plug gap. And also it costs a lot less to development the timing 보다 to install brand-new ignition mechanism components. For this reason if the engine endured from the above maladies or raised compression climate ignition device component upgrades do sense. Yet an engine the runs well with no mixture distribution issues will no see any type of benefit to upgrading the stock ignition system. Many Fords through EGR specify around a .055 gap.
Timing is collection at 16*, high flow intake and also before the thing is ran again it will have a walker Y pipe, power cat and a turbo muffler indigenous cherry bomb or dynomax. It"s walk to it is in 2.5 inches all the means to the bumper. Oh yeah, the hot coil and also wires too.
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v the time aready set at 16 degrees should ns widen the gap? can someone define the benifits that copper main point plugs and also side gapping too. Thanks for your understanding FTF, I"m learning an ext and an ext here. Walk anyone do a power TFI module or is it also worth that or safe?
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93FordGuy - There are some subject on this forum on side gapped plugs and also ignition upgrades indigenous a year or two ago, carry out some searching. I have noticed with side gapped plugs, name is coil and also wires, MSD ignition the the void increases throughout use more quickly 보다 without side gapping. Ns am at this time running around 0.060 - 0.065 side gapped, stock Autolite plugs. I did not development the timing.
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16° BTDC is a little much. Stock is 10°; most human being run 10-12°. Why space you to run so much? You may actually it is in costing you yourself power. If the combustion starts that far BTDC, it may actually oppose the upward motion of the piston at the finish of the compression stroke. Similarly, if combustion is complete substantially BBDC, the last part of the power stroke is wasted effort.Ideally you desire the flame kernel to initiate just enough BTDC that it begins to increase rapidly as the piston will TDC and also not before. You desire the combustion process to proceed throughout the strength stroke and finish just prior to BDC. At 16° advance, ns strongly doubt you space not meeting either of this goals.
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16° BTDC is a little bit much. Stock is 10°; most world run 10-12°. Why space you to run so much? You may actually it is in costing yourself power. If the burning starts that much BTDC, it may actually oppose the upward motion of the piston in ~ the finish of the compression stroke. Similarly, if burning is complete substantially BBDC, the last portion of the strength stroke is wasted effort.Ideally you want the fire kernel come initiate just enough BTDC that it starts to expand rapidly as the piston reaches TDC and not before. You desire the combustion procedure to proceed throughout the strength stroke and finish just before BDC. In ~ 16° advance, ns strongly suspect you are not conference either of this goals.
I don"t desire to hijack this thread, yet you have actually my curiosity piqued. Ns was taught that on a non-computer managed application, you"re most effective at the leaf of detonation. Mine runs finest at 18 degrees initial, 42 degrees complete (in by 3200, vacuum disconnected). My believed was the the progressed timing would certainly crutch the low compression and also (I think mine has this together well) retarded video camer timing.FWIW, I"m also running a 180 t-stat, though I"m thinking about going back to a 195.
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With low compression and low octane (i.e. Rapid burning) fuel it is less complicated to start combustion and also once initiated that proceeds an ext quickly. If you breakthrough timing to the point where the flame kernel has begun rapid growth prior come the piston reaching TDC then every the power which the widening kernel generates creates downward force on the piston i m sorry is still traveling up ~ above the compression stroke. This outcomes in a net loss of strength as the engine is working versus itself.Ideally, ignition wake up just far enough prior to TDC that the flame front starts its rapid expansion right in ~ TDC and also continues every the method to just prior to BDC therefore no section of the punch goes come waste.In high compression engines, we need greater octane (i.e. Slow burning) fuel to protect against detonation yet they room harder come ignite and burn more slowly. This requires progressed timing to put the same critical event (rapid development of the flame kernel) in ~ the same vital point (TDC). Bumping the time in a low compression engine to run on short octane gas is just counterproductive.You cannot determine the point where ignition should begin without instrumentation yet Ford had actually that instrumentation and also used that to identify the 10° BTDC early timing. There were other factors mostly drivability and emissions which entered this determination however given the cost impact of CAFE regulations you can bet the farm that castle didn"t leave much if any kind of efficiency ~ above the table. I deserve to tell you because that an absolute reality that 14° BTDC prices me fuel economic climate with no appreciable gain in performance compared to 12° BTDC, obviously YMMV
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Interesting stuff. I"ll shot backing off the initial and also see if I pick up any kind of mpg. This is counter-intuitive to every little thing I"ve learned, but I"m never ever too old come learn, i guess :mrgreen: ~ above a somewhat associated note, I had a pair of 5.0 Mustangs in the late "80s, and also one the the very first things one did earlier then was bump the initial native 10 come 14. This was an excellent for around a tenth in the 1/4.To the OP - mine 300 runs finest at share gap. It does NOT choose anything wider. To run an original-type DSI, v all new components.

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My Mustang is at 14° BTDC together well.But it"s got about a 10:1 CR, and runs 93 octane fuelThe truck is only 8.8:1 and runs top top 87. Not even the same breed that cat.