Cappy
Well-Known Member
- First Name
- John
- Joined
- Jun 20, 2020
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- 183
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- 156
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- Ann Arbor, Michigan
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The placebo effect is very powerful.
So, is there any pinging with this engine? sounds the same as it did day 1
So, is there any pinging with this engine? sounds the same as it did day 1
Here is the only video I could find on engine knock/pinging, still cant tell what it should sound like
don't hear any knocking on the first vid ..knocking sounds are usually heard under load ..not @ idle.So, is there any pinging with this engine? sounds the same as it did day 1
Here is the only video I could find on engine knock/pinging, still cant tell what it should sound like
Yeah the fricking ethanol thing really drags the spunk out of lift-off. That's why I run +91, I think the +87 is just crap here in Az, Hell I'm thinking the +91 is crap.. Ha HaI feed our dogs top shelf foods, luckily our Jeep runs fine on top-tier 87 octane. Like I mentioned earlier, if I can find crapanol-free gas I'm all over it, but unfortunately it's only available on our road trips, not locally![]()
You have that 'special' ACN gas. I bought a used turbo car from CA, that I had 91 in the tank and had it shipped to me. It was noticeably faster when I filled it up with local 93 gas.Yeah the fricking ethanol thing really drags the spunk out of lift-off. That's why I run +91, I think the +87 is just crap here in Az, Hell I'm thinking the +91 is crap.. Ha Ha
Stupid question of me to ask, but I’ll go ahead and ask it anyway.I'll just put this here.
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I beg to differ, but there is definitely a difference. If you run with a couple of tanks of premium gas in your Jeep then go back to regular gas, you will notice a difference. It is not imagined. But I do agree, a clean car does drive better.Americans spend a few billion a year on premium gas that is not needed. In a car not designed for it, any difference is imagined.
However, I have notice over the years my vehicles drive much better when I give them a good wash, wax, and interior cleaning.
There is no difference in power, fuel mileage, or engine manners, whatsoever in my 2021 3.6l. This has been my experience with every single vehicle i've owned over the past 12 years. I'm not going to speak for anyone else because who knows what different locations and whether can do to results. But here, in eastern PA, with my Wrangler, NO difference.I beg to differ, but there is definitely a difference. If you run with a couple of tanks of premium gas in your Jeep then go back to regular gas, you will notice a difference. It is not imagined. But I do agree, a clean car does drive better.
It's worth mentioning that camshaft overlap and VVT play a pretty big part in the effective compression ratio.Notice the test subject being an economy chevy four that is lightweight and has lower CR ratio. Theres no denying that lower octane can actually make better power but there is limit for every engine . Look @ this
LS Family = Gen. 3, 5.7L, Aluminum Block, Car Engines
10.2 CR
2013 Chevrolet Cruze/Compression ratio
9.5 to 10.5
...............and then compare this to our Jeeps
11.3 CR
Pentastar V6 Specs
Guess who in this group would likely need higher octane ?...
From https://www.comeanddriveit.com/engine/detonation-and-knockIt's worth mentioning that camshaft overlap and VVT play a pretty big part in the effective compression ratio.
Also timing advance can be the cause of pinging.
https://www.comeanddriveit.com/engine/detonation-and-knock said:Most people express compression ratios using the static compression ratio generated by the reduction in total cylinder volume (head volume + deck height volume + swept volume) from BDC to TDC. However, the dynamic compression ratio is more complex, but is a better representation of the actual compression ratio.
Dynamic compression ratio uses the rod length, stroke, and rod angle, known as the rod to stroke ratio, or rod ratio for short, to determine the physical location of the piston when the intake valve closes. This begins the real measure of the compression ratio.
As an example, a stock engine with a 10.5:1 static compression ratio may have a dynamic compression ratio of 8.0:1, but adding a higher duration camshaft can lower this dynamic compression ratio to around 7.7:1. This is why big camshafts necessitate higher static compression ratios, to help offset the original loss.
Anything that alters the intake valve timing will also change the dynamic compression ratio. This includes secondary cam lobe profiles like those used on Honda’s VTEC as well as cam phasing technologies like BMW’s VANOS and Subaru’s AVCS. It’s important to adjust ignition timing to meet the needs of advancing or retarding the intake valve’s timing.
Sounds like a lugging issue, or the OEM tune is too advanced at that spot.The pinging occurs when the engine is fully warmed up and the ambient air temp is at least 60 degress, under load at rpm's in the 1500-2000 range.
Lugging is when you're in a higher gear than you should be. The pinging occurs even in first gear. The tune is obviously the culprit, part of an effort to maximize fuel economy. Aftermarket tunes are usually designed for 91 octane minimum.Sounds like a lugging issue, or the OEM tune is too advanced at that spot.
Anyone with a tune have this issue?