Pre-ignition (or preignition) in a

spark-ignition engine A spark-ignition engine (SI engine) is an internal combustion engine, generally a petrol engine, where the combustion process of the air-fuel mixture is ignited by a spark from a spark plug. This is in contrast to compression-ignition engines, ty ...

is a technically different phenomenon from

engine knocking In spark ignition internal combustion engines, knocking (also knock, detonation, spark knock, pinging or pinking) occurs when combustion of some of the air/fuel mixture in the cylinder does not result from propagation of the flame front ignite ...

, and describes the event wherein the air/fuel mixture in the

cylinder A cylinder (from ) has traditionally been a three-dimensional solid, one of the most basic of curvilinear geometric shapes. In elementary geometry, it is considered a prism with a circle as its base. A cylinder may also be defined as an infin ...

ignites before the

spark plug A spark plug (sometimes, in British English, a sparking plug, and, colloquially, a plug) is a device for delivering electric current from an ignition system to the combustion chamber of a spark-ignition engine to ignite the compressed fuel/air ...

fires. Pre-ignition is initiated by an ignition source other than the spark, such as hot spots in the

combustion chamber A combustion chamber is part of an internal combustion engine in which the fuel/air mix is burned. For steam engines, the term has also been used for an extension of the firebox which is used to allow a more complete combustion process. Interna ...

, a spark plug that runs too hot for the application, or carbonaceous deposits in the combustion chamber heated to

incandescence Incandescence is the emission of electromagnetic radiation (including visible light) from a hot body as a result of its high temperature. The term derives from the Latin verb ''incandescere,'' to glow white. A common use of incandescence is ...

by previous engine combustion events. The phenomenon is also referred to as 'after-run', or 'run-on' or sometimes

dieseling Dieseling or engine run-on is a condition that can occur in spark-plug-ignited, gasoline-powered internal combustion engines, whereby the engine keeps running for a short period after being turned off, drawing fuel through the carburetor, into th ...

, when it causes the engine to carry on running after the ignition is shut off. This effect is more readily achieved on carbureted gasoline engines, because the fuel supply to the

carburetor A carburetor (also spelled carburettor) is a device used by an internal combustion engine to control and mix air and fuel entering the engine. The primary method of adding fuel to the intake air is through the venturi tube in the main meteri ...

is typically regulated by a passive mechanical

float valve A ballcock (also balltap or float valve) is a mechanism or machine for filling water tanks, such as those found in flush toilets, while avoiding overflow and (in the event of low water pressure) backflow. The modern ballcock was invented by Jos� ...

and fuel delivery can feasibly continue until fuel line pressure has been relieved, provided the fuel can be somehow drawn past the

throttle A throttle is the mechanism by which fluid flow is managed by constriction or obstruction. An engine's power can be increased or decreased by the restriction of inlet gases (by the use of a throttle), but usually decreased. The term ''throttle'' ...

plate. The occurrence is rare in modern engines with throttle-body or

electronic fuel injection Manifold injection is a mixture formation system for internal combustion engines with external mixture formation. It is commonly used in engines with spark ignition that use petrol as fuel, such as the Otto engine, and the Wankel engine. In a mani ...

, because the injectors will not be permitted to continue delivering fuel after the engine is shut off, and any occurrence may indicate the presence of a leaking (failed) injector. In the case of highly supercharged or high compression multi-cylinder engines, pre-ignition can quickly melt or burn pistons since the power generated by other still functioning pistons will force the overheated ones along no matter how early the mix pre-ignites. Many engines have suffered such failure where improper fuel delivery is present. Often one injector may clog while the others carry on normally allowing mild detonation in one cylinder that leads to serious detonation, then pre-ignition. The challenges associated with pre-ignition have increased in recent years with the development of highly boosted and "downspeeded" spark ignition engines. The reduced engine speeds allow more time for autoignition chemistry to complete thus promoting the possibility of pre-ignition and so called "mega-knock". Under these circumstances, there is still significant debate as to the sources of the pre-ignition event. Pre-ignition and engine knock both sharply increase combustion chamber temperatures. Consequently, either effect increases the likelihood of the other effect occurring, and both can produce similar effects from the operator's perspective, such as rough engine operation or loss of performance due to operational intervention by a powertrain-management computer. For reasons like these, a person not familiarized with the distinction might describe one by the name of the other. Given proper combustion chamber design, pre-ignition can generally be eliminated by proper spark plug selection, proper fuel/air mixture adjustment, and periodic cleaning of the combustion chambers.

Causes of pre-ignition

Causes of pre-ignition include the following: * Carbon deposits form a heat barrier and can be a contributing factor to pre-ignition. 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 or excessive amount of oxygen in the combustion chamber * An engine that is running hotter than normal due to a cooling system problem (low coolant level, slipping fan clutch, inoperative electric cooling fan or other cooling system problem) * Auto-ignition of engine oil droplets (Can be solved by using an

oil catch tank An oil catch tank or oil catch can is a device that is fitted into the cam/crankcase ventilation system on a car. Installing an oil catch tank (can) aims to reduce the amount of oil vapors re-circulated into the intake of the engine. Positive cr ...

) * Insufficient oil in the engine * Ignition timing too far advanced * Too much air/too little fuel (octane) to withstand pressures (too much air causes too much pressure for the octane to handle, too little fuel reduces the octane to handle the pressurized air) Engine Basics: Detonation and Pre-Ignition by Allen W. Cline
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Detonation induced pre-ignition

Because of the way

detonation Detonation () is a type of combustion involving a supersonic exothermic front accelerating through a medium that eventually drives a shock front propagating directly in front of it. Detonations propagate supersonically through shock waves with ...

breaks down the boundary layer of protective lubricant surrounding components in the cylinder, such as the spark plug electrode, these components can start to get very hot over sustained periods of detonation and glow. Eventually this can lead to the far more catastrophic pre-Ignition as described above. While it is not uncommon for an automobile engine to continue on for thousands of kilometers with mild detonation, pre-ignition can destroy an engine in just a few strokes of the piston.

References

{{Reflist Engine fuel system technology