NORMAL Combustion deposits are slight and not heavy enough to cause any detrimental effect on engine performance. Note the brown to greyish tan colour, and minimal amount of electrode erosion which clearly indicates the plug is in the correct heat range and has been operating in a "healthy" engine.				ASH FOULED A build-up of combustion deposits stemming primarily from the burning of oil and/or fuel additives during normal combustion... normally non-conductive. When heavier deposits are allowed to accumulate over a longer mileage period, they can "mask" the spark, resulting in a plug misfire condition.
			WORN This plug has served its useful life and should be replaced. The voltage required to fire the plug has approximately doubled and will continue to increase with additional miles of travel. Even higher voltage requirements, as much as 100% above normal, may occur when engine is quickly accelerated. Poor engine performance and a loss in fuel economy are traits of a worn spark plug.				PRE-IGNITION Usually one or a combination of several engine operating conditions are the prime causes of pre-ignition. It may originate from glowing combustion chamber deposits, hot spots in the combustion chamber due to poor control of engine heat, cross-firing (electrical induction between spark plug wires), or the plug heat range is too high for the engine or its operating conditions.
			CARBON FOULED Soft, black, sooty deposits easily identify this plug condition. This is most often caused by an over-rich, air-fuel mixture. Check for a sticking choke, clogged air cleaner, or a carburettor problem - float level high, defective needle or seat, etc. This may also be attributed to weak ignition voltage, an inoperative pre-heating system (carburettor intake air), or extremely low cylinder compression.				DETONATION This form of abnormal combustion has fractured the insulator core nose of the plug. The explosion that occurs in this situation applies extreme pressures on internal engine components. Prime causes include ignition timing advanced too far, lean air-fuel mixtures, and insufficient octane rating of the gasoline.
			SPLASH FOULED Appears as "spotted" deposits on the firing tip of the insulator and often occurs after a long delayed tune-up. By products of combustion may loosen suddenly when normal combustion temperatures are restored. During hard acceleration these materials shed from the piston crown or valve heads, and are thrown against the hot insulator surface.				OVERHEATED A clean, white insulator firing tip and/or excessive electrode erosion indicates this spark plug condition. This is often caused by overadvanced ignition timing, poor engine cooling system efficiency (scale, stoppages, low level), a very lean air-fuel mixture, or a leakage intake manifold. When these conditions prevail, even a plug of the correct heat range will overheat.
			OIL FOULED Too much oil is entering the combustion chamber. This is often caused by piston rings cylinder walls that are badly worn. Oil may also be pulled in the chamber because of excessive clearance in the valve stem guides. If the PCV valve is plugged or inoperative it can cause a build-up of crankcase pressure which can force oil and oil vapours past the rings and valve guides into the combustion chamber.				INSULATOR GLAZING Glazing appears as a yellowish, varnish-like colour. This condition indicates that spark plug temperatures have risen suddenly during a hard, fast acceleration period. As a result, normal combustion deposits do not have an opportunity to "fluff-off" as they normally do. Instead, they melt to form a conductive coating and misfire will occur.
			FUEL ADDITIVES Red to purple deposits on one side of the core nose are an indication of a fuel additive. While many of these deposits are non-conductive and do not contribute to lack of performance, some additives contain octane boosters that result in formation of electrically conductive deposits. Care must be taken in selection of fuel additives				MECHANICAL DAMAGE May be caused by a foreign object that has accidentally entered the combustion chamber. When this condition is discovered, check the other cylinders to prevent a recurrence, since it is possible for a small object to "travel" from one cylinder to another when a large degree of valve overlap exists. This condition may also be due to improper reach spark plugs that permit the piston to touch or collide with the firing end. Consult the Champion recommendation chart for correct size.

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