My '84 2.8L V6 calls for an AC R43TS.>>>

However in my experience the R44T or R45T are better choices (heat range) >>>for my old 1970 SBC 350. I don't get too>>>caught up in brands but do like to choose plugs based on heat range. I'm >>>wondering if the SAME is true for the 84 2.8L>>>V6??? E.g. Am considering stepping up to an R44TS for example in the V6. >>>The car is predominately driven in highway>>>cruising (almost no stop and go city driving).>>>

Anybody looked closely at heat ranges for the V6s or considered an R44TS >>>or equivalent?>>>

thanks!>Selectin­g the correct heat range for the spark plug is a balancing act >between the speed of erosion of the electrodes (wear) versus the >accumulation of deposits (fouling). The correct range selection is based on >a few factors:>1. Engine duty cycle. The percentage of time the engine spends warming up >and at idle speed verses the time spent warmed up and at high speed .>2. How rich the fuel mixture is.>3. How much oil the engine consumes.>4. The engine operating coolant temperature.>5. Engine compression ratio and the octane of the gas it is burning.>The spark plug only needs to be hot enough to stay clean. Any hotter only >increases electrode wear>and can contribute to preignition (pinging). Sometimes factors will cancel >each other out.>Any one of the following conditions can make a hotter plug the corrrect one >for the application.>Exampl­es are:>1. More short trips opposed to more long trips.>2. Richer mixture in high performance setups as opposed to late model >"clean" engines.>3. High mileage engines that use some oil opposed to newer engines that use >almost none.>4. Earlier engines that use a 165` to 180` thermostat cool the sparkplugs >more opposed to newer engines>that use 195` thermostats.>5. Later model engines use a lower compression ratio for lower octane gas >and have lower combustion temperatures opposed to earlier high compression >engines.>The platinum tip plug was 'borrowed" from the aircraft engine industry where >even the coldest sparkplug would not last due to the constant high rpm and >load of an airplane engine. It can do both jobs. It allows a very hot plug >to be used in a car engine and still have very long electrode life. This >means that the plug can be hot enough for a car that will be used for very >short trips where the engine never reaches operating temperature or constant >highway speeds that would wear out a conventional plug in short order.>In short:>You can use as hot a platinum plug as you want as long as the engine doesn't >ping.>You can use as cold a conventional plug as you want as long as the electrode >doesn't collect deposits.>