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02:49:09 - 12/29/2024
Dakota Performance
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rEID tARDO
Dodge Dakota
9/14/2001
10:44:09
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 Subject: Witts end
IP: Logged
Message:
ok.... I have a 97 4x4 CC 5.2. I have done everything I can think of to get rid of the awfull ping under acceleration and my uneven idle but IT WONT GO AWAY!!! here are the things Ive done.
180 degree thermostat
autolite 3923 plugs
brass cap and rotor
replaced IAC sensor
replaced MAP sensor
replaced TPS sensor
replaced intake plennum gasket
running 92 octane
Does anyone have any insights as to something I may have missed?? after doing all this the ping is WORSE!! I love everything about this truck but I am really starting to get bummed out. If anyone has any ideas please let me know
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Anthony G
Dodge Dakota
9/14/2001
12:11:43
|  RE: Witts end
IP: Logged
Message:
If switching to a higher octane fuel fails to eliminate a persistent detonation problem, it probably means something else is amiss. Anything that increases normal combustion temperatures or pressures, leans out the air/fuel mixture, or causes the engine to run hotter than normal can cause detonation.
Check for loss of EGR. The Exhaust Gas Recirculation (EGR) system is one of the engine's primary emission controls. Its purpose is to reduce oxides of nitrogen (NOX) pollution in the exhaust. It does this by "leaking" (recirculating) small amounts of exhaust into the intake manifold through the EGR valve. Though the gases are hot, they actually have a cooling effect on combustion temperatures by diluting the air/fuel mixture slightly. Lowering the combustion temperature reduces the formation of NOX as well as the octane requirements of the engine.
If the EGR valve is not opening, either because the valve itself is defective or because its vacuum supply is blocked (loose, plugged or misrouted vacuum hose connections, or a defective vacuum control valve or solenoid), the cooling effect is lost. The result will be higher combustion temperatures under load and an increased chance of detonation.
"Read" your spark plugs. The wrong heat range plug can cause detonation as well as preignition. If the insulators around the electrodes on your plugs appear yellowish or blistered, they may be too hot for the application. Try the next heat range colder spark plug. Copper core spark plugs generally have a broader heat range than ordinary plugs, which lessens the danger of detonation.
Check for engine overheating. A hot engine is more likely to suffer spark knock than one which runs at normal temperature. Overheating can be caused by a low coolant level, a slipping fan clutch, too small a fan, too hot a thermostat, a bad water pump, or even a missing fan shroud. Poor heat conduction in the head and water jackets can be caused by a buildup of lime deposits or steam pockets (which can result from trapped air pockets).
Check for a lean fuel mixture. Rich fuel mixtures resist detonation while lean ones do not. Air leaks in vacuum lines, intake manifold gaskets, carburetor gaskets or the induction plumbing downstream of a fuel injection throttle can all admit extra air into the engine and lean out the fuel mixture. Lean mixtures can also be caused by dirty fuel injectors, carburetor jets clogged with fuel deposits or dirt, a restricted fuel filter or a weak fuel pump.
If the fuel mixture becomes too lean, "lean misfire" may occur as the load on the engine increases. This can cause a hesitation, stumble and/or rough idle problem as well.
The air/fuel ratio can also be affected by changes in altitude. As you go up in elevation, the air becomes less dense.
Remove carbon deposits. An accumulation of carbon deposits in the combustion chamber and on the top of the pistons can increase compression to the point where detonation becomes a problem. Carbon deposits are a common cause of detonation in high-mileage engines, and can be especially thick if the engine consumes oil because of worn valve guides and seals, worn or broken piston rings and/or cylinder wear. Infrequent driving and not changing the oil often enough can also accelerate the buildup of deposits.
In addition to increasing compression, carbon deposits also have an insulating effect that slows the normal transfer of heat away from the combustion chamber into the head. A thick layer of deposits can therefore raise combustion temperatures and contribute to "preignition" as well as detonation.
Carbon deposits can often be removed from an engine that's still in service by using a chemical "top cleaner." This type of product is poured into an idling engine through the throttle body. The engine is then shut off so the solvent can soak into and loosen the deposits. When the engine is restarted the deposits are blown out of the combustion chamber.
If chemical cleaning fails to remove the deposits, it may be necessary to pull the cylinder head and scrape the deposits off with a wire brush or scraper (be careful not to scratch the face of the cylinder head or engine deck!).
PRE-IGNITION
Another condition that is sometimes confused with detonation is "preignition." This occurs when a point within the combustion chamber becomes so hot that it becomes a source of ignition and causes the fuel to ignite before the spark plug fires. This, in turn, may contribute to or cause a detonation problem.
Instead of the fuel igniting at the right instant to give the crankshaft a smooth kick in the right direction, the fuel ignites prematurely (early) causing a momentarily backlash as the piston tries to turn the crank in the wrong direction. This can be very damaging because of the stresses it creates. It can also localize heat to such an extent that it can partially melt or burn a hole through the top of a piston!
Preignition can also make itself known when a hot engine is shut off. The engine may continue to run even though the ignition has been turned off because the combustion chamber is hot enough for spontaneous ignition. The engine may continue to run-on and chug erratically for several minutes.
CAUSES OF PRE-IGNITION
Carbon deposits form a heat barrier and can be a contributing factor to preignition. Other causes include: An overheated spark plug (too hot a heat range for the application). Glowing carbon deposits on a hot exhaust valve (which may mean the valve is running too hot because of poor seating, a weak valve spring or insufficient valve lash).
A sharp edge in the combustion chamber or on top of a piston (rounding sharp edges with a grinder can eliminate this cause).
Sharp edges on valves that were reground improperly (not enough margin left on the edges).
A lean fuel mixture.
Low coolant level, slipping fan clutch, inoperative electric cooling fan or other cooling system problem that causes the engine to run hotter than normal.
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Demon-Xanth
Dodge Dakota
9/14/2001
13:27:41
| RE: Witts end
IP: Logged
Message:
Someone recently was mentioning that he had a problem with stalling and found it to be the O2 sensor. If the O2 sensor is a reading too rich your truck would be really leaning out as the computer attempts to correct the false "too rich" condition.
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Dakota Man
Dodge Dakota
9/14/2001
14:43:01
|  RE: Witts end
IP: Logged
Message:
Great information Anthony G. Thanks for your posting!
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