You realize that the "Death Flash" is no longer there...while some timing is
taken out, it's not across the board like it used to be...it's been updated
since.
-----Original Message-----
From: jon@dakota-truck.net [mailto:jon@dakota-truck.net]
Sent: Saturday, April 14, 2007 1:45 PM
To: dakota-truck-moderator@bent.twistedbits.net
Subject: Re: DML: RE: 318 pinging; programming updates
"Bernd D. Ratsch" <bernd@dodgetrucks.org> wrote:
> Is the intake plenum leaking? Are the plug wires router properly
> (as per TSB)? What plugs are you running?
> As for the TSB Update flash, yes...it can help cure the pinging
> blues, but you need to make sure everything else is up to proper
> working order first - mainly the intake plenum. If that's leaking,
> the flash won't help you at all.
Here is a link to a post that describes how to test wether your
belly pan gasket (intake plenum) is leaking:
http://archives.dakota-truck.net/0603/0481.html
The short version of the above post is "pull the breather hose and
PCV valve out of your valve covers, then block off the holes in the
valve covers. If you feel vacuum, your belly pan gasket is blown, if
you feel pressure, it is probably OK."
Regarding the update flashes, I have seen many complaints from
people regarding a loss of power when they have had them done. (I
think the updates pull out some timing.) So if you are one of those
folks who wants to maintain as much power as possible, the update
should definitely be a last resort.
Regarding the plug wire routing that Bernd mentioned, here is a
link to a copy of the plug wire routing TSB:
http://autorepair.about.com/cs/faqs/l/bl654h.htm
Basically what you want to do is to route your wires so as to
minimize the potential for induction firing or arcing by keeping each
wire away from the wires for cylinders which are adjacent to it in the
firing order. When these wires have to cross, its best to have them
do so at a 90 degree angle so as to create as small of an intersection
as possible. The biggest problem is cylinders 5 and 7 since they are
not only physically adjacent, but also in the firing order, so it is
likely for these wires to be routed parallel to each other, but that
is a no-no. As the wires reach the distributor, they all get pretty
close, so although the 5-7 issue is the most obvious, other
combinations of adjacent wires getting too close can occur in that
area. (Just a little background theory there, you don't need to know
that to perform the TSB, but I like to know why I'm doing something
instead of just blindly following the directions.) :-)
You could also have some carbon buildup on the pistons, heads,
valves, or spark plugs which is creating hot spots, leading to
preignition. The spark plugs are easy enough to check by pulling them
but unless you've got a borescope, the only way to check the rest of
it would be to pull the heads. I suspect it isn't buildup on the
plugs though since you did just change them. Bernd already asked
which plugs you are running, and that could be a factor. Don't bother
with any of the fancy or gimmick plugs like platinum, multiple
electrodes, etc. Just go with plain ol' plugs, something like
Champion or Autolite. It might help to run a set of plugs which are
one step colder than stock. If you are still running the stock
thermostat (195 degree), you may find it helpful to drop down to a 180
degree thermostat. (When I installed the MP PCM in my '96 Dakota, I
was getting pinging even on 92 octane, and a 180 degree thermostat
cured the problem.)
Just a few ideas there to build on what Bernd said and offer some
inexpensive and easy ways to try and rectify the problem without
having to resort to the dreaded "death flash". :-)
Good luck!
--
-Jon-
.- Jon Steiger -- jon@dakota-truck.net or jon@jonsteiger.com -.
| '96 Kolb Firefly, '96 Suzuki Intruder, Miscellaneous Mopars |
`-------------------------------- http://www.jonsteiger.com --'
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