Jah, ki čm, kmet an s hribu doma, pei nism še vidu deuge svečke kt une od motorke...
Zato 😁
Spark-plug length varies because different engines and cylinder-head designs require different physical reach, heat management, and sealing characteristics. “Length” usually refers to the threaded portion (reach) and the insulator nose length; both affect fit, combustion and cooling.
Key reasons and effects
Reach (threaded length)
Provides proper spark location relative to the piston and combustion chamber. Correct reach positions the electrode in the optimal combustion zone for flame propagation and avoids impact with valves or piston crowns.
Ensures correct sealing with the cylinder head and engagement with the thread depth specified by the manufacturer. Wrong reach can cause exhaust leaks (too short) or physical contact/damage (too long).
Insulator nose length (projecting ceramic)
Influences heat dissipation and quenching. A longer nose projects further into the combustion chamber and changes the thermal profile of the plug.
Changes likelihood of pre-ignition or fouling. Too-hot plugs (insufficient heat-sinking) can cause pre-ignition; too-cold plugs (excessive heat-sinking) foul with deposits. Manufacturers pair nose length with a heat-range rating to manage this.
Electrode position and combustion dynamics
Electrode location relative to the center of the chamber and incoming fuel/air jet affects ignition quality and flame kernel growth. Some engines (high-compression, direct-injection, or specific combustion-chamber shapes) require one configuration to optimize burn and emissions.
Mechanical and service considerations
Extended reach may be required for recessed or deep combustion chambers; short reach for shallow or pent-roof heads.
Aftermarket performance plugs sometimes use different lengths to accommodate custom heads, turbochargers, or nitrous setups, but proper fitment is critical.
Kdo pa danes še dela 2.0 turbo motorje? Audi? Mercedes? Ostalo vse na 1.5 mlinčkih. Če iščem avto 2017 letnik in naprej, bencin, ročni menjalnik, vsaj 150 konjev in vsaj 1.8l prostornine, po možnosti limuzino... Nimam neke strašne izbire. Padem ravno v ta trend SUV 1.5 avtomatikov 🙄
Verjamem, jaz tudi pridem na 4.0l ampak to ni povprečna. Lahko se pa cincam cel tank in pridem pod 6.0.
Gre se za normalno vožnjo... 😉
90-100 po regionalki ni ravno cincanje, ali pac? 🤷♂️
Pa ko je treba potegnit na hitrost tut lih ne sparam. Na dizlu je bla visja poraba ob enakih pogojih... Res pa, da je awd tut nardil svoje
Pred eno uro je Bini napisal:
Tole niso ravno uradni tovarniški podatki ampak so kar vredu in precej v prid x186 motorja, sploh tisti od 0 do 160 je 5 sekund in to je v metrih pri 160km/h kar veliko!
Niso uradni podatki, ampak so dejansko testirani podatki.
Ja, v prid x186, ampak je tut vec kot 40 konj razlike
Najlažje je vlačiti isti požrešen in neaktaktiven motor že skoraj dvajset let po avtih in ga prodajati kot "novega".😊😊
Je kolega iz banda, bobnar, trenutno vozi toyoto korolo karavan, šel malo na mazdo, da pogleda za nov avto. Zanima ga cx30 zaradi večjega prtljažnika. Preizkusil je baby Dinota in bil precej razočaran nad njim. Rekel je, da bi vzel takoj x186 z ročnim menjalnikom, a da mu je predrag. Tako ni vzel nič. Kvaliteta pač stane. 😊
Po tejle primerjavi CX-30 med X186 in G140 sta si zelo podobna kar se pospeskov tice
Spletna stran uporablja piškotke z namenom zagotavljanja funkcionalnosti in boljše uporabniške izkušnje spletnega mesta. Z uporabo spletnega mesta soglašate z uporabo piškotkov.
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Zato 😁
Spark-plug length varies because different engines and cylinder-head designs require different physical reach, heat management, and sealing characteristics. “Length” usually refers to the threaded portion (reach) and the insulator nose length; both affect fit, combustion and cooling.
Key reasons and effects
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