Spark Plugs

[joecurto@aol.com]

Bill I do not know about those NGK plugs but the first place to check out fouling spark plugs is the cylinder head itself. T types up to 52 TD used 1/2 inch reach spark plugs, later heads used 3/4 inch reach, if your car has had a cylinder head change in the past and a 3/4 reach plug head was used and you are using 1/2 reach plugs this will foul out plugs big time and real fast. Remove spark plugs and look into the threaded hole and with a skinny machinist scale measure the length of the threaded area if it is 3/4 make sure you use 3/4 reach plugs. If this is so you may have to "chase" the threaded hole to remove carbon buildup on lower 1/4 inch of thread. Needless to say do not drop anything into the cylinder. If this checks out look into ignition system coil, distributor quality of spark, after that look into carbs. Joe [Non-text portions of this message have been removed]

[Bob Grunau]

Joe, Or you can simply look at the casting mark or stamped number on the front top RHS of the head: 22952= TC/early TD 1/2" plug reach head. 168422= late TD/TF round hole head with 3/4" reach plugs. Bob Grunau Bill I do not know about those NGK plugs but the first place to check out fouling spark plugs is the cylinder head itself. T types up to 52 TD used 1/2 inch reach spark plugs, later heads used 3/4 inch reach, if your car has had a cylinder head change in the past and a 3/4 reach plug head was used and you are using 1/2 reach plugs this will foul out plugs big time and real fast. Remove spark plugs and look into the threaded hole and with a skinny machinist scale measure the length of the threaded area if it is 3/4 make sure you use 3/4 reach plugs. If this is so you may have to "chase" the threaded hole to remove carbon buildup on lower 1/4 inch of thread. Needless to say do not drop anything into the cylinder. If this checks out look into ignition system coil, distributor quality of spark, after that look into carbs. Joe [Non-text portions of this message have been removed] [Non-text portions of this message have been removed]

[joecurto@aol.com]

OKI DOKI either way the 1/2 reach verses 3/4 reach has been lost over the years. It was once common knowledge but not anymore Joe [Non-text portions of this message have been removed]

[Zernial]

Hi, I am sure this has been asked over and over. Again, what recommendation has the group on sprak plugs for standard XPAG engine. Here in Germany I can get Champion and NGK. Bosch doesn`t work. By the way has anybody ever undertaken the effort to collect and classify the comprhensive knowledge of the group. If yes were can I find it. Best regards Peter TC 7191

[Davidtasa@aol.com]

Hello Peter! I use NGK B6HS in the TC (1/2" reach) and NGK B6ES in the TD (3/4" reach) which are readily available in Germany and were first recommended to me by Mike Sherrell, as well as several others on this list. They work very well for my cars! Herzliche Gr e! David TC 3896 [Non-text portions of this message have been removed]

[Chip Hellie]

Peter, I believe Joesph Lucas designed or at the very least is involved in the manufacture of the Champion sprak plugs. My advise would be to first use the units from the land of the rising sun. Chip Hellie --- Zernial zernial@t-online.de> wrote:

> Hi, I am sure this has been asked over and over. > Again, what > recommendation has the group on sprak plugs for > standard XPAG engine. > Here in Germany I can get Champion and NGK. Bosch > doesn`t work. By > the way has anybody ever undertaken the effort to > collect and > classify the comprhensive knowledge of the group. If > yes were can I > find it. > Best regards Peter TC 7191 > > > >

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[jeffrey townsend]

Hi All,   I've just removed plugs from the TB which is usually simple but for some reason they were really tight this time.   I've noticed that I have 3 Champion L86C & 1 L82C. I'm not sure why. I believe that the only difference is to do with heat banding but any comments would be appreciated.   Could someone confirm that L86C is the correct replacement for the old L10 in a fairly standard XPAG.   The car has standard head, carbs etc.   Thanks,   Jeff Townsend  Cambridgeshire UK  TA1957  TB0489

[Jose Vicente Vargas]

I used L86C on a standard mg tc Sent from my iPad

On 6/06/2014, at 3:08 p.m., "jeffrey townsend jeff.townsend@hotmail.co.uk [mg-tabc]" mg-tabc@yahoogroups.com> wrote:

  Hi All,   I've just removed plugs from the TB which is usually simple but for some reason they were really tight this time.   I've noticed that I have 3 Champion L86C & 1 L82C. I'm not sure why. I believe that the only difference is to do with heat banding but any comments would be appreciated.   Could someone confirm that L86C is the correct replacement for the old L10 in a fairly standard XPAG.   The car has standard head, carbs etc.   Thanks,   Jeff Townsend  Cambridgeshire UK  TA1957  TB0489

[claude lardans]

  Hello to All,   The correct actual Spark plugs for replacement of the original Champion L10 and L10S is Champion L87YC.   This information comes from Mike Allisson's excellent book "MG Le Grand Livre" in 1995 French Edition.   The spark Plug reference comes directly from CHAMPION manufacture.   L87YC Spark plugs are correct for TA, TB and TC.   TC6637 have L87YC since four years with goog r sult.   Best Regards to all from France.   Claude Lardans - TC6637-  

----- Original Message ----- [b]From:[/b] jeff.townsend@hotmail.co.uk [mg-tabc] [b]To:[/b] mg-tabc@yahoogroups.com [b]Sent:[/b] Friday, June 06, 2014 10:08 PM [b]Subject:[/b] [mg-tabc] SPARK PLUGS   Hi All,   I've just removed plugs from the TB which is usually simple but for some reason they were really tight this time.   I've noticed that I have 3 Champion L86C & 1 L82C. I'm not sure why. I believe that the only difference is to do with heat banding but any comments would be appreciated.   Could someone confirm that L86C is the correct replacement for the old L10 in a fairly standard XPAG.   The car has standard head, carbs etc.   Thanks,   Jeff Townsend  Cambridgeshire UK  TA1957  TB0489 [img]http://static.avast.com/emails/avast-mail-stamp.png[/img] Ce courrier lectronique ne contient aucun virus ou logiciel malveillant parce que la protection Antivirus avast! est active.

[Joe Curto]

L 87 Y is correct but L 86 is slightly colder and more available , but again those numbers have been changed . The letter Y stood for an extended ground electrode which was meant to be out in the flame front and be self cleaning  Joe Curto 718-762-7878 www.joecurto.com -----Original Message----- From: claude lardans claude.lardans@sfr.fr [mg-tabc] mg-tabc@yahoogroups.com> To: mg-tabc mg-tabc@yahoogroups.com> Sent: Sat, Jun 7, 2014 5:52 am Subject: Re: [mg-tabc] SPARK PLUGS     Hello to All,   The correct actual Spark plugs for replacement of the original Champion L10 and L10S is Champion L87YC.   This information comes from Mike Allisson's excellent book "MG Le Grand Livre" in 1995 French Edition.   The spark Plug reference comes directly from CHAMPION manufacture.   L87YC Spark plugs are correct for TA, TB and TC.   TC6637 have L87YC since four years with goog r sult.   Best Regards to all from France.   Claude Lardans - TC6637-  

----- Original Message ----- [b]From:[/b] jeff.townsend@hotmail.co.uk [mg-tabc] [b]To:[/b] mg-tabc@yahoogroups.com [b]Sent:[/b] Friday, June 06, 2014 10:08 PM [b]Subject:[/b] [mg-tabc] SPARK PLUGS   Hi All,   I've just removed plugs from the TB which is usually simple but for some reason they were really tight this time.   I've noticed that I have 3 Champion L86C & 1 L82C. I'm not sure why. I believe that the only difference is to do with heat banding but any comments would be appreciated.   Could someone confirm that L86C is the correct replacement for the old L10 in a fairly standard XPAG.   The car has standard head, carbs etc.   Thanks,   Jeff Townsend  Cambridgeshire UK  TA1957  TB0489 [img]https://ec.yimg.com/ec?url=http%3A%2F%2Fstatic.avast.com%2Femails%2Favast-mail-stamp.png&t=1456506595&sig=rOVP9a3Zie.CUaJFewzChQ--~C[/img] Ce courrier lectronique ne contient aucun virus ou logiciel malveillant parce que la protection Antivirus avast! est active.