Spark Plugs

[whturner]

Hi Guys:

What is the current thinking regarding spark plugs for a 330 GT (9.5:1 CR)
The archives seem to suggest a preference for NGK plugs (various heat ranges, depending on use). They all appear to be conventional plugs.

Are there any virtues in using the platinum tipped plugs, or even the newer iridium tipped plugs? Has anyone actual experience with these?. Or is it only the heat range that matters, when using conventional ignition?

Cheers
Warren

[Rudy van Daalen Wetters]

I use NGK plugs in both Ferraris and am quite pleased. I have been using NGK for many years starting with my Fiat 500 back in 1972. With only 22 horsepower, the right plug really counts on that car. I would avoid the iridium plugs though. All though they seem to work well, I have seen the thin wire tips break off. You don't want to take any chances with a broken tip landing somewhere in that V12.

Rudy van Daalen Wetters
1963 GTE s/n 4001
1966 330 GT s/n 8705

[whturner]

Hi Rudy:

What heat range do you use, and are they resistor plugs?

Cheers
Warren

[Rudy van Daalen Wetters]

Hi William,

On the GTE I use B7ES for normal street driving. I would avoid BP7ES since it has the projected tip. When I first got the car it was running on 11 cylinders because one of the plugs, a BP7ES, was closed and not firing. The reason was that the head does not give adequate clearance for the projected tip plug and in installing the plug, the head configuration caused the two electrodes to be pushed together.

Rudy van Daalen Wetters
1963 GTE s/n 4001
1966 330 GT s/n 8705

[Rudy van Daalen Wetters]

PS. I don't really use the resistor type plugs in any of my cars. I have a radio in the GTE but never use it. The sound of the V12 is the best music.

Rudy

[John Vardanian]

Yes. I can vouch for that too. I once drove to Monterey and back on 11, due to collapsed electrode.

john

[Art S.]

I also use NGKs. I would recommend non-resistor plugs. Start with the correct heat range and if you foul the plugs, go up a heat range on the plugs you foul (this is especially true if your engine has different compression and leakdown numbers on various cylinders). This will help compensate for any wear issues your engine may have.

Regards,

Art S.

[whturner]

Thanks guys

NGK it is:

Art : Is the heat range different than normal for a "new" engine, about 3K miles, but with 9.5:1 CR? Is there a specific plug number I should ask for? There were several mentioned, all seemed to be OK for the cars they were being used in. The engine seems to be broken in by now.

Cheers
Warren

[Yale]

Thanks guys

NGK it is:

Art : Is the heat range different than normal for a "new" engine, about 3K miles, but with 9.5:1 CR? Is there a specific plug number I should ask for? There were several mentioned, all seemed to be OK for the cars they were being used in. The engine seems to be broken in by now.

Cheers
Warren

Warren, are you souping up the Ferrari? Our engines have a comression ratio of 8.8:1 and you mention 9.5:1? What up?

Yale

[whturner]

Hi Yale:

Souping up - well just a little. When the engine was being rebuilt I went with a bit higher compression ratio pistons. Gives a little more torque at low speeds, probably very little at high engine speeds, where breathing gets to be the limiting factor. Nothing else, unless I upgrade the ignition, as you did.

Cheers
Warren

[Rudy van Daalen Wetters]

I upgraded to higher compression pistons as well on the GTE. Also went with electronic ignition. So far so good.

Rudy van Daalen Wetters
1963 GTE s/n 4001
1966 330 GT s/n 8705

[Michael Bayer]

Warren If I remember correctly, the NKG heat range numbers are the opposite of Champions, lower numbers increase heat, Champions plugs increase heat range with a higher number.

[tim]

Greetings... Rudy, what electronic ignition did you go with. Any others with recommendations (or warnings) Tim

[Rudy van Daalen Wetters]

Tim,

I went with the Crane Fireball XR700 electronic ignition. I know there are quite a few out there, but after doing a lot of research I chose this one and have been most satisfied with it. It is an easy installation too. I can appreciate the intricant workings of the dual points systems but I thought for practicality I'd try the electronic system on the GTE. My 330 GT is still on the standard system and runs so well, I will leave it be for now.

Rudy van Daalen Wetters
1963 GTE s/n 4001
1966 330 GT s/n 8705

[shill288]

Yes, NGK heat ranges are the higher the number, the cooler the plug. I use BP7ES and BP6ES in my Daytonas, C/4, etc. In general, in California, the warmer BP6ES is a better plug. You also run a larger gap than normal. Lots of technical mumbo-jumbo here, but the bottom line is that the California formulated gas has less engery per volume. NGK sent me several sets of plugs in different heat ranges and had me put them in my cars, run them for 300 miles, take them out and send them down to them. They cut them open lengthwise to see the burn pattern to determine the correct plug. BP6ES it was for standard driving. For a 288 GTO it was a 9 thin wire (EVX, EIX, etc.) and for a 512TR is was the 8 heat range thin wire plug. I had NGK plug heat ranges from 5 to 10 to try.

The great news here is that BP6ES is the same plug as a Datusn 500, or something like that, uses and the plugs are dirt cheap. Well under $2 a plug.

Steve