Try our new info resource - "Aladdin's Cave" (Main menu)Just added a separate link to Ash's Dropbox thread (shortcut)
"Here is my personal view on the matter. The combustion engine is but the next step in locomotion right after the steam engine (and it is about time we kick it into oblivion ). Where on a steam engine the stoker had to add coal to an already burning fire, say at every telegraph pole, the combustion engine begins with putting the mixture in and then throws a match at it. I know, I know, all put very simple, but just for the perspective.Now our way of interpreting phenomena has also been evaluated and thanks to progress in digitization, we are now used to pin point accuracy. However to project such precision on a process as primitive as a fire place like in the combustion chambre, doesn't touch either side (if that's the correct expression). Every combustion cycle differs from its predecessor and its successor and the margins are wide."With that statement I can see why you form such a limited view of combustion effects. In the contrary, it's a very demanding and precise science supported by extensive (all motor manufacturing over many years) that's concise, repeatable and highly accurate form of motive power. Because you've not seen fit to study this area doesn't make it in any way primative, but can obviously lead to innacurrate statement on your part. How can you make judgment from such an I'll informed overview ?
"Personally I have no reason to doubt the advice given by Honda France and Honda The Netherlands and I find the fact that 10kΩ caps are not even available anymore, telling. From school I vaguely remember something about Rc time, but I won't even look it up. Don't get me wrong. I have always been open to a possible effect on spark duration, but..." Surely a quasi-religious view, that which follows a doctrine of which you cannot be certain of the origin, or supporting reasoning to make convincing technical statements which can withstand valid scrutiny.
Factually, Honda (by default their combustion engineers) make statements in manuals that see absolutely that both resisted plugs and caps can be used, without reservation or need to set that system in any way differently. Where the regional distributor gets information that contradicts that research from would be a key point in discussion, both it's reasoning and origin. If they cannot do that, then it doesn't even clear a very low level of factual scrutiny that was mentioned earlier in thread about proving right or wrong.As it is, Honda (Japan and through their published manuals) say theres no reason not to. In other words it has no detrimental effect. Proof of the opposite is necessary to challenge that view. Does that exist from Honda? and with a traceable route to their combustion engineers.
Quasi religion refers to recently created subcultures or organizations that, while not overtly religious, incorporate religious or spiritual elements into their belief systems.I’ll never mention plugs and caps again….😢
News flash.According to Greenspark the NGK D7ES are now obsolete and will not be taking on any more stock.
So far - and I have kept record - the various European fora suggest an OEM standard suppression of around 6,5kΩ. Not only matches it my own findings, but it is consistent with Honda France's advice to replace caps once they read > 8kΩ. What legislation in other markets require(d)? I have no idea. Can these engines run with a 11,5kΩ (that's a 23kΩ in one circuit!) resistance? No doubt, when everything is new, why not? What I'm very much against, is folks attributing some - sofar unknown - benificial effect, without anything to substantiate this, let alone to deliver proof. Then - so, it seems - it comes down to who said it. Sorry, but the rules are for everyone the same. When somebody is right, say 80% of the time, people should still feel free to criticise where that person is wrong. In the international forum only a few do this and I don't need more than five fingers to count them...