Something like that, I believe. But listen to the smarter guys, they know their stuff.

 

Theoretically, deposits displace combustion area, artificially increasing the ratio. The "rate" stays the same (your timing stays the same), but the amount of volume during the compression is reduced at that rate.

I go w/ the deposits wicking incompletely ignited fuel, which then fires out of sequence as a result of excessive combustion chamber temps, which exasperates the temp problem. That's why, if the ping threshold temp is reached, it's hard to recover to a temp below that threshold.

I have also read that each plug fires twice per cycle. Once on the compression stroke & once on the exhaust stroke. that would further allow for out of sequence ignition if wicked fuel is present.

 

Higher octane if you "must" drive it. But you are only making things worse in the long run.

I'm thinking a Seafoam treatment, but something to do w/ the parts replaced or something you altered in some way when you did it. Something disconnected inadvertently possibly.

Blues theory of "Is a harmonic balancer "slipping time," being two separate pieces isolated by rubber", is possible, but God I hate coincidences!

 

Not necessarily. Carbon doesn't build up overnight. You probably do have some carbon buildup, But I doubt that is what is causing your problem.


Carbon build up in your EGR system can cause some problems, but it is something that is not going to happen suddenly.

Check the things listed in that picture I posted here. You will see vacuum lines listed And it is very possible that you knocked one loose or even broke one when you installed your new wires or cap.

 

Everything that exist is made up of carbon. When fuel is burned, it is reverted back to it's essential element leaving a deposit layer after layer if it is not "blown" out of the engine by occasional high engine speeds. It really depends on the driving behavior of the people driving the truck and acts just like a lump of coal. When a vehicle rarely sees over 2-3k RPM or so, carbon deposits become very accumulative and it's best to "race" the engine a few times during each oil change couldn't hurt.

It gets hot and increases the fuel igniting temperature, making it more violent. Flame fronts that propagate away from the spark plug must be a constant uniform burn and not be a violent quick burn from too high of combustion temperature which only attempt to push the crankshaft straight down into the pan, so to speak. This is why ignition timing is set at 10°BTC, to give the flame 10° of crankshaft rotation so it can apply power to the piston precisely after the piston has past TDC.

The "pinging" noise that is heard is from the engine cylinders resonating, typically at 6400Hz, knock sensors are tuned for this frequency for ping detection, and when the piston has no leverage of turning the crankshaft but rather against the main bearing bore/bearings at Top Dead Center.

 

Sorry, sometimes I just can't help myself!

 

i think it might have been pinging before i changed the plugs,cap,rotor, & wires and i just didn't notice it. could it have gotten worse with better spark from the new stuff? cause the old stuff had been there quiet awhile.

 

It's possible, anything that increases the ignition temperature, such as excessively lean condition can cause it. If it has pre-ignition or pre-detenation (unrelated to each other, they also have different engine damage symptoms) and may cause engine damage if allowed to continue for prolonged periods of time.

 

Whats the difference between pre-detenation and pre- ignition?

I dont think its to lean the old plugs looked good kinda light brown. I pulled a couple of the plugs yesterday and there kinda white but i think its from the lucas injector cleaner ive been running every tank.

 

Once again treating a symptom, but a bottle of "Water Wetter" added to your coolant system to help carry away C/C thermal buildup.