NGK # 6418 Iridium Spark Plugs BKR6EIX - 4 PCS NEW

Product Information

LPG Laserline spark plugs feature an iridium tipped centre electrode and a ground electrode that contains a platinum chip. The tip of iridium is attached in a specially developed laser welding process patented by NGK. The advantage: These precious metals are resistant to unfavourable conditions in gas-powered engines. The spark gap remains virtually unchanged throughout the entire service life. Do we need to be saved from our own stupidity or are there sound economic reasons to be so meekly 'managed' by manufacturers? The Best Plugs to use for 1.6 Turbo (Z16LEx/A16LEx/B16LER) and 2.0 Turbo (Z20LEx Family) engines, and suitable for many other applications. Been looking into spark plugs for my Mini Cooper S and thought it would be of value to document what I have found out. If you know more or have something to add please feel free to do so. Maybe this thread could become a FAQ ?

The second generation R55, R56, R57 petrol models are fitted from the factory with the BERU: 12ZR6SP03 with the EXCEPTION of the Cooper S these are fitted with NGK: PLZBR7A-G, and the JCW are fitted with the NGK: ILZKBR7A-8G NGK Iridium 7 (BKR7EIX) - One steps colder (In car for 6k on Revo Stage 2, changed for 2+, no issues other than electrode discolouration causing concern) BKR6EIX-11 (NGK-3764) a.k.a Iridium IX-11 - This is pregapped at .044 and should not be used in our cars. Adjusting a gap of this width is not necessary and should not be attempted. So for all those who've spent the last few weeks championing that this is a Revo specific issue...... now maybe the time to reflect and realise your trusty Audi and it's lean burn lump ain't quite as complete a product as you once thought as if it can happen with an MTM map...... Nothing is as clear cut as you may think when it comes to engines and tuning.When the plugs look as carbon fouled as they did on some of the ones I pulled out of 8P2 something is not 100% right. I've never had a car which leaves so much carbon build up on plugs and through to the tail pipes. They were all fitted to manufacturer torque settings, and run with V-Power / overserviced etc. Manufacturers don't seem to want us to be included in the ownership process; there seems to be a 'dark veil' surrounding the act of questioning their decisions: ...'filled for life'...'they all run hot'...'they all need premium plus fuel'...'manufacturer fluids only'...with dire consequences of warranty violation.

An unaltered engine will run within the optimum operating range straight from the manufacturer, but if you make modifications such as a turbo, supercharger, increase compression, timing changes, use of alternate racing fuels, or sustained use of nitrous oxide, these can alter the plug tip temperature and may necessitate a colder plug. A rule of thumb is, one heat range colder per modification or one heat range colder for every 75–100hp you increase. In identical spark plug types, the difference from one full heat range to the next is the ability to remove 70 degrees C to 100 degrees C from the combustion chamber!

Designed specifically for the performance enthusiast Iridium IX offers extreme ignitability, improved throttle response and superior anti fouling. Question 4: is although the Iridium is seen to be the performance spark plug, the fitting of the Iridium spark plug itself will not give any power performance gain, many people report, that when they changed from Platinum to Iridium, they felt a livelier throttle response, in fact what you will have done is simply, renew old tired spark plugs with fresh new spark plugs, the ignition system now performing as it should do, thanks to the change of tired old, for new fresh, the material change in the case of Platinum to Iridium has played no difference! The other question (Q1) will be answered as you read on, Platinum and Iridium is used for it's hardness and resistance to wear, this gives longevity between service intervals, with Iridium being the harder of the two,