[Z06] Plug Wires: OEM vs Granatelli
12-07-2011, 07:43 PM
#1
Burning Brakes
Thread Starter
Plug Wires: OEM vs Granatelli
Just swapped out the OEM plug wires. After a lot of searching on the forum and some reading, I decided on a set of Granatelli plug wires for the Z06 (P/N 28-1811S) and a set of plug wire boot insulator sleeves.
Once I got the OEM wires off, I was curious to see what the resistance comparison would be between the OEM and Granatelli wires. Granatelli claims 0 ohm resistance. Well as you can see below, the Granatelli wires deliver, .000 Ohms on all 8 wires. Comparatively, the OEM wires mearsured between .785 and .790 Ohms on all 8 wires. Just thought I would share.
Once I got the OEM wires off, I was curious to see what the resistance comparison would be between the OEM and Granatelli wires. Granatelli claims 0 ohm resistance. Well as you can see below, the Granatelli wires deliver, .000 Ohms on all 8 wires. Comparatively, the OEM wires mearsured between .785 and .790 Ohms on all 8 wires. Just thought I would share.
12-07-2011, 08:07 PM
#2
Team Owner
Most multimeters aren't accurate at all below an ohm. You need a high dollar one made for precision ohm measurements. I wouldn't trust those readings at all.
12-07-2011, 08:30 PM
#4
Burning Brakes
Thread Starter
Well, that would require me to strap it to a dyno again. I may ask my tuner if he would make a single pull to check, but not likely it will happen.
12-07-2011, 11:57 PM
#5
I would be skeptical if the two set of readings were closer and were different on any of the 8 wires. All 8 Granatelli wires read 0 and all 8OEM wires read .785-.790.
Well, that would require me to strap it to a dyno again. I may ask my tuner if he would make a single pull to check, but not likely it will happen.
Well, that would require me to strap it to a dyno again. I may ask my tuner if he would make a single pull to check, but not likely it will happen.
So how accurate is the chi meter.
12-08-2011, 12:14 AM
#7
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I pulled this from another forum. A guy was researching spark plug wires and came across this article.
"LOW-RESISTANCE" SPIRAL WIRES
By far the most popular conductor used in ignition wires destined for race and performance street engines are spiral conductors (a.k.a. mag, pro, super, spiral, monel, heli, energy, ferro, twin core etc.). Spiral conductors are constructed by winding fine wire around a core. Almost all manufacturers use constructions which reduce production costs in an endeavor to offer ignition component marketers and mass-merchandisers cheaper prices than those of their competitors.
In the USA in particular, most marketers of performance parts selling their products through mass-merchandisers and speed shops include a variety of very effective high-output ignition systems together with a branded not-so-effective ignition wire line using a spiral conductor. Most perpetually try to out-do their competitors by offering spiral conductor ignition wires with the lowest electrical resistance. Some publish results which show their wires are superior to a competitor's wires which use identical cable (on which another brand name is printed). The published "low" resistance (per foot) is measured with a test ohmmeter's 1 volt direct current (DC) passing through the entire length of the fine wire used for the spiral conductor.
"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.
Claims of Horsepower Gain
Every brand of spiral conductor ignition wires will perform the function of conducting coil output to the spark plugs, but NONE, despite the claims made in advertisements and other promotional literature, will increase horsepower. Independent tests, including a test performed by Circle Track Magazine (see May, 1996 issue) in the USA, show that NO "low-resistance" ignition wires for which a horsepower increase is claimed do in fact increase horsepower - the test also included comparisons with solid metal and carbon conductor ignition wires.
Bill
"LOW-RESISTANCE" SPIRAL WIRES
By far the most popular conductor used in ignition wires destined for race and performance street engines are spiral conductors (a.k.a. mag, pro, super, spiral, monel, heli, energy, ferro, twin core etc.). Spiral conductors are constructed by winding fine wire around a core. Almost all manufacturers use constructions which reduce production costs in an endeavor to offer ignition component marketers and mass-merchandisers cheaper prices than those of their competitors.
In the USA in particular, most marketers of performance parts selling their products through mass-merchandisers and speed shops include a variety of very effective high-output ignition systems together with a branded not-so-effective ignition wire line using a spiral conductor. Most perpetually try to out-do their competitors by offering spiral conductor ignition wires with the lowest electrical resistance. Some publish results which show their wires are superior to a competitor's wires which use identical cable (on which another brand name is printed). The published "low" resistance (per foot) is measured with a test ohmmeter's 1 volt direct current (DC) passing through the entire length of the fine wire used for the spiral conductor.
"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.
Claims of Horsepower Gain
Every brand of spiral conductor ignition wires will perform the function of conducting coil output to the spark plugs, but NONE, despite the claims made in advertisements and other promotional literature, will increase horsepower. Independent tests, including a test performed by Circle Track Magazine (see May, 1996 issue) in the USA, show that NO "low-resistance" ignition wires for which a horsepower increase is claimed do in fact increase horsepower - the test also included comparisons with solid metal and carbon conductor ignition wires.
Bill
12-08-2011, 05:38 AM
#8
Burning Brakes
Thread Starter
12-08-2011, 06:03 AM
#10
Burning Brakes
Thread Starter
I'm not gonna defend my choice of replacement plug wires. Lots of words and tests from 1996 are quoted, but no data is provided. Which you didn't include in your cut and past was where it says,"Although most new ignition wires will perform the function of conducting coil output to the spark plug, what is important to sophisticated race engine preparers and owners of production vehicles with exhaust emission controls is EMI suppression. All electronic devices can be effected by EMI emitted from ignition wires, and the problem is often exacerbated by installing a high-output ignition system. As production vehicles age, engine management sensors and wiring deteriorate and become more susceptible to EMI radiating from improperly suppressed ignition wires. To be truly effective, ignition wires need to be EMI suppressed for a reasonable time, while having the ability to maintain good conductance without overloading other ignition system components."
These wires also supress EMI. Here's a short video testing these wires.
http://www.youtube.com/watch?v=aQO77IeWIlg
Last edited by TORQJNKY; 12-08-2011 at 01:27 PM.
12-08-2011, 09:14 AM
#11
Melting Slicks
I have never seen a measurable difference. I would only change them if they are bad or if you switch to headers and need more clearance or an end that can tolerate the heat better.
12-08-2011, 10:07 AM
#12
There was a pretty long debate on these wires over on ls1tech: http://ls1tech.com/forums/generation...-rwhp-gain.htm
Seem to recall some people saw no dyno benefit (power increases) but noticed other positive benefits.
Digital multi-meters are pretty accurate, not hard to test to see how far off it is.
Seem to recall some people saw no dyno benefit (power increases) but noticed other positive benefits.
Digital multi-meters are pretty accurate, not hard to test to see how far off it is.
12-08-2011, 10:33 AM
#13
12-08-2011, 01:05 PM
#14
Burning Brakes
Thread Starter
As you know, you should always test your leads before you use them. If yours aren't zeroing before you use them, I would replace them.
Last edited by TORQJNKY; 12-08-2011 at 05:30 PM.
12-08-2011, 01:54 PM
#15
Le Mans Master
Would be interested in hearing from Katech as they recently announced some wires they'll be selling going fwd.
OP,
Asking for comparison sake, not bashing your choice by any means.
OP,
Asking for comparison sake, not bashing your choice by any means.
12-08-2011, 02:01 PM
#16
Burning Brakes
Just curious: why replace the perfectly good OEM plug wires? Other than to replace a defective wire, what is to be gained?
Not trying to offend, just trying to understand and educate myself.
CL
Not trying to offend, just trying to understand and educate myself.
CL
12-08-2011, 02:29 PM
#17
Instructor
They look perdy tho!!
12-08-2011, 05:30 PM
#18
Burning Brakes
Thread Starter
I agree. Why replace a perfectly good set of metal shielded wires developed by a company that has billions of dollars in research, development, racing, and not to mention, warranty cost prevention for a so called performance wire thought up by some marketing guy who most likely goes by the name Ping Ling.
They look perdy tho!!
They look perdy tho!!
I know most think that everything about the Z06 can't be improved upon and everything about it was perfect from the day it was created.
Katech obviously doesn't think so. They sell what they call "Performance Wires" at OEM lenghts. This must be a gimic as well. Hmmm. http://store.katechengines.com/katec...ines-p292.aspx
Last edited by TORQJNKY; 12-08-2011 at 05:38 PM.
12-08-2011, 05:48 PM
#19
Le Mans Master
I know most think that everything about the Z06 can't be improved upon and everything about it was perfect from the day it was created. Katech obviously doesn't think so. They sell what they call "Performance Wires" at OEM lenghts. This must be a gimic as well. Hmmm. http://store.katechengines.com/katec...ines-p292.aspx
Katech obviously doesn't think so. They sell what they call "Performance Wires" at OEM lenghts. This must be a gimic as well. Hmmm. http://store.katechengines.com/katec...ines-p292.aspx
Katech falls in line with many of the other well respected vendors in my eyes such as LG, Pfadt and Halltech so I'm confident there is no "gimmick" here.
12-08-2011, 05:51 PM
#20
Burning Brakes
Thread Starter
If all were perfect there would be no "Performance" aftermarket.