I get a pinging(mechanic's word) in my V10 when driving. My mechanic said V10's make that noise and the only way to eliminate would be to use premium gas. Does anyone know if this is true or not?

 

I bought mine with 14,000 miles on the clock and I've put 20,000 more miles on my '05 V10 since I bought her ~14,000 of what I have put on her are towing miles...I don't baby my V10 nor have I ever run anything other than 87 octane and I've never heard any pinging...

What year and how many miles on yours?

Do you run 87 or 89 with ethanol?

 

2004 with 76K on it. I described the noise as a rattling or vibration noise and the mechanic said they called it pinging.

 

Does it do it under load while accelerating?

What conditions reveal the symptom?

 

Usually when accelerating and up hills. It only does it for a second like when the engine is gearing up for more power or something. I'm not schooled in auto stuff so I don't really know other than what I'm hearing. I use unleaded gas but not sure if it's 87 or 89

 

That pinging may be normal ( a bit is normal per Ford but usually only in extreme load situations). Then again, it may not be pinging at all. Have you searched the umpteen hundred threeads in the V10 forum about similar noises? You'll be busy for the night but you'll have a bunch things to check when you're done!

First thing to verify would be that all your exhaust manifold bolts are there and in good condition. Exhausts leaks on the V10 can sound like pinging.

 

I have not researched the other threads yet. Can I search 'pinging' or another word? Do you have other suggestions besides the exhaust manifold bolts/leaks? I'd like to take them back to my mechanic to check out. I want to get to the bottom of this if possible.

 

Per the other threads it sounds like could be exhaust issue or just normal. If it's normal I can understand but it is a bit annoying.

 

Detonation or spark knock, pinking in UK English or pinging in US English) in spark-ignition internal combustion engines occurs when combustion of the air/fuel mixture in the cylinder starts off correctly in response to ignition by the spark plug, but one or more pockets of air/fuel mixture explode outside the envelope of the normal combustion front. The fuel-air charge is meant to be ignited by the spark plug only, and at a precise time in the piston's stroke cycle. When spark knock occurs, two or more combustion fronts will exist and their collisions produce a sudden rise in cylinder pressure, and a shock-wave which will reverberate around the cylinder<sup id="cite_ref-deton_0-0" class="reference">[1]</sup>. The peak of the combustion process no longer occurs at the optimum moment for the four-stroke cycle. The shock wave creates the characteristic metallic "pinging" sound, and cylinder pressure increases catastrophically. Spark knock can range from inconsequential to completely destructive.******** type="text/javascript">//<![CDATA[ if (window.showTocToggle) { var tocShowText = "show"; var tocHideText = "hide"; showTocToggle(); } //]]> *********> Normal combustion

Under ideal conditions the common piston internal combustion engine burns its fuel/air mix in the cylinder in an orderly and controlled fashion. The combustion is started by the spark plug some 5 to 40 crankshaft degrees prior to top dead center (TDC), depending on engine speed and load. This ignition advance allows time for the combustion process to develop peak pressure at the ideal time for maximum recovery of work from the expanding gases.
The spark across the spark plug's electrodes forms a small kernel of flame approximately the size of the spark plug gap. As it grows in size its heat output increases allowing it to grow at an accelerating rate, expanding rapidly through the combustion chamber. This growth is due to the travel of the flame front through the combustible fuel air mix itself and due to turbulence rapidly stretching the burning zone into a complex of fingers of burning fuel air that have a much greater surface area than a simple spherical ball of flame would have. In normal combustion, this flame front moves throughout the fuel air mix at a rate characteristic for the fuel-air mixture. Pressure rises smoothly to a peak, as nearly all the available fuel is consumed, then pressure falls as the piston descends. Maximum cylinder pressure is achieved a few crankshaft degrees after the piston passes TDC, so that the increasing pressure can give the piston a hard push when its speed and mechanical advantage on the crank shaft gives the best recovery of force from the expanding gases.

Detonation — abnormal combustion

When unburned fuel/air mixture beyond the boundary of the flame front is heated and pressurized by the advancing flame front for a certain length of time, detonation occurs. It is caused by an instantaneous, explosive ignition of pockets of fuel/air mixture. The cylinder pressure rises sharply beyond its design limits, and if it is allowed to persist, detonation will damage or destroy engine parts. The deleterious mechanisms range from particle wear caused by moderate knocking, to holes punched through the piston or head caused by serious knocking.
Detonation can be prevented by the use of a fuel with higher octane rating, richening the fuel/air ratio, reducing peak cylinder pressure by increasing the engine revolutions (e.g., shifting to a lower gear), decreasing the manifold pressure by reducing the throttle opening, or reducing the load on the engine. Because pressure and temperature are strongly linked, knock can also be attenuated by controlling peak combustion chamber temperatures at the engineering level by compression ratio reduction, exhaust gas recirculation, appropriate calibration of the engine's ignition timing schedule, and careful design of the engine's combustion chambers and cooling system. As an aftermarket solution, a water injection system can be employed to reduce combustion chamber peak temperatures and thus suppress detonation.
An unconventional engine that makes use of detonation to improve efficiency and decrease pollutants is the Bourke engine.

I experience the same pinging when I'm traveling up a steep incline... when my X downshifts or if I ease off the accelerator the PINGING stops... This pinging is not bad and I've come to expect it since I live on top of one of the highest elevated spots with a very quick rise in elevation. Basicly most all vehicles I've owned have pinged going up my "hill".

I wouldn't worry too much, unless your ping becomes a serious KNOCK

 

THanks 71-4R3SONS for the detailed explanation. Now that I have confirmed it isn't a bad thing, what about an annoying thing. Would any gas additives besides using higher octane gas at the pump help the cause?

 

Does this only do it when the eng is cold? If so, its ur exhaust manifold bolts.

 

Matt,
I experienced the exhaust manifold broken stud issue on my 99 F250... that sound is more of a ticking... not really a pinging.

The ticking of the exhaust maniford makes one think they have a sticky valve. (at least that's what I thought before I diagnosed the broken studs.)

 

happens all the time. Would using an octane additive help or hender ?

 

An octane booster wouldn't hurt... but if it is pinging all the time it sounds like it might be running lean... did you try changing the fuel filter? Is your PMC pulling any DTC's? Bad gas? Fouled oxygen sensors? MAF sensor issues?

If I was experiencing this problem all the time, I would have the vehicle hooked up to a diagnostic computer for a complete check-up.

I know that I plan to change out my oxygen sensors with new Bosch units, clean my MAF sensor along with the usual oil change & yearly fuel filter swap... it you clean your MAF sensor or replace your Oxygen sensors make sure you reset the PMC and do a complete drive cycle. (click below)

Ford Motor Company Driving Cycle

 

Same thing as you, bought 2 bottles of Techron additives from k_art helped quite a bit, have not had to add anymore, I heard the ping towing or going up a hill