Will these spark plugs work? Denso lists them as a cross reference spark plug for the Motorcraft AGSP32PP.
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Denso PQ16R Spark Plugs
- Thread starter Kens1992mtxSHO
- Start date
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Mr Anonymous
Tire Wall
Haven't heard of them or looked them up, so I can't say, but there are other plugs out there that are available over the counter locally just about everywhere. AGSP32FM or AutoLite APP3924.
Thanks.
I'm aware of the other plugs but have just never heard of these and was wondering if anyone else had. Maybe I'll give them a shot. I know that Denso originally manufactured the AGSP32PP plugs for Motorcraft.
I'm aware of the other plugs but have just never heard of these and was wondering if anyone else had. Maybe I'll give them a shot. I know that Denso originally manufactured the AGSP32PP plugs for Motorcraft.
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Storm-Chaser
New Member
The Denso's that others have used in the past were PK16R11.
Are the PQ1R's iridium plugs?
Are the PQ1R's iridium plugs?
The PQ16R is listed as a platinum plug
Storm-Chaser
New Member
Is this from Denso's website, or are you looking on [someone's] else's inventory list, or are the numbers from the plug-box?
The PK16R11 has always been listed as a double platinum plug, but Denso's website simply lists it as "platinum" with very little additional information - same for the PQ16R. Here's what I pulled from another website (densoproducts.com), which claims they pull all their information directly from Denso:
I am also wondering why they've listed different plugs for the 3.2L ATX versus the 3.0L MTX?
[hears Jeopardy music causually playing in the background . . . .]
The PK16R11 has always been listed as a double platinum plug, but Denso's website simply lists it as "platinum" with very little additional information - same for the PQ16R. Here's what I pulled from another website (densoproducts.com), which claims they pull all their information directly from Denso:
- PQ16R
14mm thread, 19mm reach, 16mm hex, fully projected, resistor, double platinum
FORD TAURUS SHO (1995) - 3.2L V6
FORD TAURUS SHO (1994) - 3.2L V6
FORD TAURUS SHO (1993) - 3.2L V6
- PK16R11
14mm thread, 19mm reach, 16mm hex, resistor, double platinum, .044"gap
FORD TAURUS SHO (1995) - 3.0L V6
FORD TAURUS SHO (1994) - 3.0L V6
FORD TAURUS SHO (1993) - 3.0L V6
FORD TAURUS SHO (1992) - 3.0L V6
I am also wondering why they've listed different plugs for the 3.2L ATX versus the 3.0L MTX?
[hears Jeopardy music causually playing in the background . . . .]
...hmmmm
I pulled my info directly from Denso's website. I as well was wondering why the two different plugs for the ATX/MTX engines.
When I search by vehicle I get the 2 diffrent plugs for ATX/MTX, but if I cross-reference the motorcraft plug I specifically get the PQ16R.
PK* --- 14 x 16 (Miniature platinum plug)
PQ* --- 14 x 16 (Miniature platinum plug)
Heat Range 16
R --- With Resistor
11 --- 1.1mm (.044'')
I pulled my info directly from Denso's website. I as well was wondering why the two different plugs for the ATX/MTX engines.
When I search by vehicle I get the 2 diffrent plugs for ATX/MTX, but if I cross-reference the motorcraft plug I specifically get the PQ16R.
PK* --- 14 x 16 (Miniature platinum plug)
PQ* --- 14 x 16 (Miniature platinum plug)
Heat Range 16
R --- With Resistor
11 --- 1.1mm (.044'')
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...note on projected spark plugs...
One very useful variation of the standard spark plug has its insulator nose and electrodes extended from its metal shell. The projected-nose configuration moves the spark gap a bit farther into the combustion chamber, which tends to improve efficiency by shortening the distance traveled by the flame front and also making the combustion process more regular. But there is a more important benefit: the projected-nose plug provides, in many engines, what effectively is a broader heat range than you get with the conventional flush-nose type. The projected nose is more directly exposed to the fire in the combustion chamber, and quickly comes up to a temperature high enough to burn away fouling deposits after ignition occurs. Then during the subsequent intake phase this plug's exposed tip is cooled by the swirling air/fuel mixture. In this fashion the higher temperatures existing at full-throttle operating conditions are to some extent compensated by the greater volume of cooling air, and the net effect is to make the projected-nose plug better able to cope with the conflicting demands of traffic and highway travel.
It should be evident that the projected-nose plug's effectiveness depends on the pattern of incoming mixture flow. Four-stroke engines often have intake ports angled to promote turbulence. If the plug is positioned directly in the path of the intake flow there will be a large amount of heat removed from the plug's tip by this direct air cooling, and that is just what you get in most four-cylinder motorcycle engines. Indeed, any hemi-head four-stroke engine gives its plugs' tips quite a useful blast of cold air during the intake stroke, and we think projected-nose plugs probably should be in wider use in bikes than is the case. Two-stroke engines can benefit from projected-nose plugs' fouling resistance which they get simply through the sheer length of their insulator (it's a long way from the center electrode's tip back up to the metal shell). However, the two-stroke's incoming charge doesn't always do a good job of cooling its plug, and you have to be very cautious in using projected-nose plugs in the valveless wonders.
Some four-stroke hemi-head engines' domed pistons extend up into the combustion chamber too far, at TDC, to leave room for plug tips that extend inward. This can prevent the use of projected-nose plugs; it's something you check by covering the plug nose with modeling clay, shaping it so you have a 360-degree electrode contour, and inspecting for signs of contact after you've installed your "clearance" plug and cranked the engine over a couple of turns.
Courtesy of : http://www.strappe.com/plugs.html
I guess "fully projected" means that bad boy sits in the chamber pretty deep.
One very useful variation of the standard spark plug has its insulator nose and electrodes extended from its metal shell. The projected-nose configuration moves the spark gap a bit farther into the combustion chamber, which tends to improve efficiency by shortening the distance traveled by the flame front and also making the combustion process more regular. But there is a more important benefit: the projected-nose plug provides, in many engines, what effectively is a broader heat range than you get with the conventional flush-nose type. The projected nose is more directly exposed to the fire in the combustion chamber, and quickly comes up to a temperature high enough to burn away fouling deposits after ignition occurs. Then during the subsequent intake phase this plug's exposed tip is cooled by the swirling air/fuel mixture. In this fashion the higher temperatures existing at full-throttle operating conditions are to some extent compensated by the greater volume of cooling air, and the net effect is to make the projected-nose plug better able to cope with the conflicting demands of traffic and highway travel.
It should be evident that the projected-nose plug's effectiveness depends on the pattern of incoming mixture flow. Four-stroke engines often have intake ports angled to promote turbulence. If the plug is positioned directly in the path of the intake flow there will be a large amount of heat removed from the plug's tip by this direct air cooling, and that is just what you get in most four-cylinder motorcycle engines. Indeed, any hemi-head four-stroke engine gives its plugs' tips quite a useful blast of cold air during the intake stroke, and we think projected-nose plugs probably should be in wider use in bikes than is the case. Two-stroke engines can benefit from projected-nose plugs' fouling resistance which they get simply through the sheer length of their insulator (it's a long way from the center electrode's tip back up to the metal shell). However, the two-stroke's incoming charge doesn't always do a good job of cooling its plug, and you have to be very cautious in using projected-nose plugs in the valveless wonders.
Some four-stroke hemi-head engines' domed pistons extend up into the combustion chamber too far, at TDC, to leave room for plug tips that extend inward. This can prevent the use of projected-nose plugs; it's something you check by covering the plug nose with modeling clay, shaping it so you have a 360-degree electrode contour, and inspecting for signs of contact after you've installed your "clearance" plug and cranked the engine over a couple of turns.
Courtesy of : http://www.strappe.com/plugs.html
I guess "fully projected" means that bad boy sits in the chamber pretty deep.
Storm-Chaser
New Member
Okay.
So who's going to be our "modeling clay guinea pig" . . . .
So who's going to be our "modeling clay guinea pig" . . . .
I'll just install the plugs and let everyone know how they work. I'll also compare them side by side with OEM Motorcraft plugs pior to installation.
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Storm-Chaser
New Member
Hey, did you still need the lock set?
Honestly, I'm undecided on the lock set, mainly because I'm thinking about scrapping or selling the Plus. I will keep you informed though. Now that I have a grarge at my new house (I close on it a week from today) I can work on it more. So I may keep it.
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