Thread: Random high knock counts

I did a couple logs a few days ago and came up with some crazy high knock counts and weird points also. I'll let the charts do the rest of the talking.

Here's one with high knock at the end of a pull
endpullknock.png

Random
randomknock2.png

Random
randomknock1.png

Here's the crazy one. 35 counts of knock at a moderate pull. I wasn't even really laying into it as you can see.
35countknock.png

Here's are my ignition maps.
highandlowmaps.png


My question is should I make both high and low maps the same so that when they interpolate, it's not as big as a jump? And then when I got a good tune, retard the low map?

If you make both maps the same they wont interpolate at all. That would basically disable your low octane ignition map.

35 counts is a lot for only 34% throttle and 3700 rpms. Whats your AFR look like?

the small random blips could be fantom knock. but the 2 big ones are the ones that need to be looked at.

What does your fuel table look like? Your timing maps are less agressive than stock 2g maps so i do not think that would cause an issue if you fuel table isnt to rich. causing rich knock. Just an FYI you low octane timing map has higher timing than your high octane map at some points.

Originally Posted by DSMroots

If you make both maps the same they wont interpolate at all. That would basically disable your low octane ignition map.

35 counts is a lot for only 34% throttle and 3700 rpms. Whats your AFR look like?

I know they won't. That's why I plan on making both maps the same, then when I get it tuned well, retard the low map. I dunno what the AFR's are currently cause the LC-1 is tarding out again. It stops reading after like 5 minutes.

Originally Posted by A.D.D.

the small random blips could be fantom knock. but the 2 big ones are the ones that need to be looked at.

I heard the 35 count could be lifter tick, which I got a bad case of.

Originally Posted by A.D.D.

What does your fuel table look like? Your timing maps are less agressive than stock 2g maps so i do not think that would cause an issue if you fuel table isnt to rich. causing rich knock. Just an FYI you low octane timing map has higher timing than your high octane map at some points.

fuelmap.png

Incase you're wondering, they are both stock fuel tables altered to fit the big maps. Now whether or not these are the actual AFR's I'm getting is a different story. And yes I know the low ignition map has some higher points. Still trying to tune this.

what does your wideband say? during a pull? and what maf are you using? by the looks of it something is off because that table is way way rich.

I dunno my AFR's cause my LC-1 only works for 5 minutes. It's the stock 2g maf. Like I've told 7", the ignition maps and fueling maps are rediculous like this from the factory.

Originally Posted by MercenaryX2

I know they won't. That's why I plan on making both maps the same, then when I get it tuned well, retard the low map. I dunno what the AFR's are currently cause the LC-1 is tarding out again. It stops reading after like 5 minutes.

Makes sense. I guess it would be easier to tune without the ecu interpolating on you. But then again it's also not exactly safe either. Especially with that kind of knock (whether it's phantom knock or not). Then add the faulty WB on top of it all and it really doesn't seem safe.

stock 2g afr is 9.6 and the evo base afr is leaner than that. are you sure your airflow table is right?

Originally Posted by A.D.D.

stock 2g afr is 9.6 and the evo base afr is leaner than that. are you sure your airflow table is right?

The thing that gets me is that I've been scaling my MAF according to my fuel trims, and it seems like I'm getting too rich. Reason why I say this is because I used his scalings as a good base to start. Allow me to compare mine scalings and Gus' back when he was scaling his.

Gus' back in '09. Fuel trims are +/-10%



Mine as per now with fuel trims +/-5%

airflow.png

As you can see, there's a bit of a difference. Part of the reason is he had an FP intake, which is bigger (i think) than my injen intake. Intakes affect the airflow scaling if you don't know that already. I'm beginning to wonder if my fuel pump isn't about to take a dump.

yes the fp intake is bigger than your injen intake. the injen intake is designed for a 2 1/4" inlet turbo where the FP intake is made for a 4" inlet on the turbo. There for allowing more airflow. And i have owned both. did Gus have cams in his car too? Just an intake pipe shouldn't have that much of a change in the maf hz.