I came across resistance numbers for some plugs wires and I'll post 'em if anyone's interested.

Jake

 

I'm in!

 

 

When i checked last time on my car, it was 16 ohm mine is 8.5 magnecor wires. Let's compare ur's.

Ignore this above statement, that was my injector ohm readings. Chit happens when u r doing 2-3 windows at the same time. sorry

 

When I put MSD SuperConductors into my old IROC-Z one reason was because of the 50 Ohm/foot rating.

 

OK, here goes:

Corvette, Stock (years not stated) = 3200
Accel 8.8s Performance = 3500
Jacobs, 8 mm = 290
Stock Ford, Motorcraft = 4100
Split Fire Twin Core = 2300
T.P.I.S. = 165
TAYLOR Spiral Core = 185

Like Porky Pig Use to Say, "That's All Folks".

Jake

 

Those ohm readings are per 1 foot of wire length.

I'm running Taylor's.

Jake

 

Wow u got lot a wires, i got only 2 sets, msd 8.5 and magnecor 8.5. But which one is good, is low resistance is better for performance wise?. those taylor's are really low res.

 

Well, Jacobs says that below a certain ohm level, it doesn't matter. On the other hand, TPIS says the less the resistance the more spark to the plugs.

Choose your poison, but I certainly wouldn't want 4100 ohm wires.

Jake

 

Thanks Jake, good info.

I've got a set of Taylors on now, but have a set of TPIS on the shelf I'll be installing soon, with boot socks.

 

Thanks for the info. I have Taylor's on my 85. I guess they are a good choice

 

Low resistance means nothing.

From Magnecor's website:

"Low-resistance" conductors are an easy sell, as most people associate all ignition wire conductors with original equipment and replacement ignition wire carbon conductors (which progressively fail as a result of microscopic carbon granules burning away and thus reducing the spark energy to the spark plugs) and with solid wire zero-resistance conductors that were used by racers with no need for suppression. Consumers are easily led into believing that if a spiral conductor's resistance is almost zero, its performance must be similar to that of a solid metal conductor all race cars once used. HOWEVER, NOTHING IS FURTHER FROM THE TRUTH!
What is not generally understood (or is ignored) is that as a result of the laws of electricity, the potential 45,000 plus volts (with alternating current characteristics) from the ignition coil (a pulse type transformer) does not flow through the entire the length of fine wire used for a spiral conductor like the 1 volt DC voltage from a test ohmmeter, but flows in a magnetic field surrounding the outermost surface of the spiral windings (skin effect). The same skin effect applies equally to the same pulsating flow of current passing through carbon and solid metal conductors.

A spiral conductor with a low electrical resistance measured by an ohmmeter indicates, in reality, nothing other than less of the expensive fine wire is used for the conductor windings — a construction which cannot achieve a clean and efficient current flow through the magnetic field surrounding the windings, resulting in poor suppression for RFI and EMI.

Of course, ignition wire manufacturers save a considerable amount in manufacturing costs by using less fine wire, less exotic winding machinery and less expertise to make low-resistance spiral conductors. As an incentive, they find a lucrative market amongst performance parts marketers who advertise their branded ignition wires as having "low-resistance" conductors, despite the fact that such "low-resistance" contributes nothing to make spiral ignition wires perform better, and RFI and EMI suppression is compromised.

In recent years, most ignition wire manufacturers, to temporarily improve their spiral conductor's suppression, have resorted to coating excessively spaced spiral windings, most of which are crudely wound around strands of fiberglass or Kevlar, with a heavy layer of high-resistance carbon impregnated conductive latex or silicone compound. This type of construction hides the conductive coating's high resistance when the overall conductor is measured with a test ohmmeter, which only measures the lower resistance of the sparse spirally wound wire (the path of least resistance) under the conductive coating and ignores the high resistance of the outermost conductive coating in which the spark energy actually travels. The conductive coating is rarely shown or mentioned in advertisement illustrations.

The suppression achieved by this practice of coating the windings is only temporary, as the spark current is forced to travel through the outermost high-resistance conductive coating in the same manner the spark current travels through the outermost high-resistance conductive coating of a carbon conductor used in most original equipment and stock replacement wires.

In effect, (when new) a coated "low-resistance" spiral conductor's true performance is identical to that of a high-resistance carbon conductor.

Unfortunately, and particularly with the use of high-output ignitions, the outermost high-resistance conductive coating over spiral windings acting as the conductor will fail from burn out in the same manner as carbon conductors, and although in most cases, the spiral conductor will not cease to conduct like a high-resistance carbon conductor, any RFI or EMI suppression will be lost as a consequence of the coating burning out. The worst interference will come from the so-called "super conductors" that are wound with copper (alloy) wire.

However, despite the shortcomings of "low-resistance" spiral conductor ignition wires, these wires work satisfactorily on older production vehicles and race vehicles that do not rely on electronic engine management systems, or use on-board electronics effected by EMI — although with the lowest-resistance conductor wires, don't expect much RFI suppression on the AM band in poor reception areas.

Some European and Japanese original equipment and replacement ignition wires including Bougicord and NGK do have spiral conductors that provide good suppression — usually none of these wires are promoted as having low-resistance conductors — however, none are ideal for competition use, as their conductors and pin-type terminations are fragile and are known to rarely last as long as good carbon conductor ignition wires.

To be effective in carrying the full output from the ignition system and suppressing RFI and EMI in particular, spiral conductors need windings that are microscopically close to one another and precisely spaced and free from conductive coatings. To be more effective, the windings need to be wound over a core of magnetic material — a method too costly for wires sold through mass-merchandisers and most speed shops who purchase only the cheapest (to them) and most heavily promoted products.

 

interesting, thanks for the info.

So what wires are the best for my vettes?

 

Honestly, assuming you have a stock-ish street driven car, you are going to be fine with any reputable brand, or OEM parts.

Any of the brands Jake listed are going to work just fine. They're just not "better" if they have lower impedance.

 

i dont know if or when Corvettes (C4`s) ever got them, but the 4.3 truck engines went to factory (Packard) spiral core wire sets in 1996, i believe. i know for a fact that the original wires on my 2000 Sonoma are spiral core...

probably any vehicle, with the 100,000 mile recomended sparkplug service interval, likely has spiral cores.

i have the 11mm Moroso wires on my vette.
and i do like Magnecor`s wires... i have them on my 13 second turbo Lebaron...