It's generally accepted that the best way to gauge knock is to richen up your AFR and retard timing, both, enough so that you're basically guaranteed of no knock. Log that as your knock baseline. Then you can adjust AFR and timing and tell when you have actual knock.

 

Always kinda wondered this myself. TBH I just use Advanced for everything and it's served me well thus far.

 

@2kgts.... i know that, but that was not my question ;-)

@Celicasaur... Well if i only looked at advanced logged knock the max knock at that moment was 10, so i would miss the knock if the basic one is right.
Normaly Advanced en basic log follow each other, but this time the advanced log did not show any spike. Thats strange to me. So it looks like they use on other algoritme for both values. But i cant find anything about the differance.

 

@2kgts.... i know that, but that was not my question ;-)

Yeah, I know. But I don't have an answer for that question. Nor have I received a straight answer for that question when I've asked.

 

You are logging too many values so the sample rate drops dramatically. Your log seems to only be getting 6 samples per second. That will cause missed readings if between samples.

I always recommend people only check advanced and aux (if using external wideband) for logging. You get better sample rates / resolution on logs, and it doesn't bug out the logs when viewed later.

 

Oké that make sense. I Will do that
I gues there is no difference in the knock value of basic ABD advanced?

Off topic. Can the knock Be caused by to much exhaust pressure?

 

Your scalar on your FC edit chart makes it "impossibru" to determine what the cause of the knock is. I cant see what your actual Timing, boost, and vvt are when the knock occured.

High exhaust back pressure can contribute to knock if your ignition timing and cam timing aren't dialed in for the exhaust/turbo combination.

 

High exhaust back pressure can contribute to knock if your ignition timing and cam timing aren't dialed in for the exhaust/turbo combination.

This is true. I'm able to run up to 2 degrees more in some places when I remove my exhaust silencer and it runs totally free flow.

 

@Illusive:
Indeed i changed the log setting to only Advanced and the AUX (Wideband). I have a lot more measure point... but (luckely) no knock.

The timing at the knock situation was 12:
Boost was 9 psi
VVTi: 30
rpm 3443
AFR 11,9 - 12.1

Will this help?

 

I'd recommend a richer mixture if you are pump fuel and not on race gas and/or E85 at that boost pressure.

Your vvt setting seems about tripple what I usually run during spool up and at peak torque.

You might want to try reducing the vvt to zero (advancing the cam) during spool up and start to slowly retard the cam (raise vvt) as torque starts to fall off as you approach fuel cut. Keep in mind that when altering the vvt you will need to adjust fueling AND timing.

 

thanks Illisive

I richend up the mixture (oh its on ron 98 (93 in the US), i reduced the timing (its around 9 now) but its not knock free (value around 20... its a 2001 GT)


Can you give a example of your timing map and vvt map for a stock 1zz-fe what you wil do, so i can focus on that.

Around here (Europe NL) there are not( i cant find them) many people (tuners) who have experience with VVT engines (more on German cars and Nissan)

 

Hello,

Your VVT map is way too retarded in most places and in some too much advanced,
max vvt value should be 50.
try to start with 50 in the first 2 load rows ans slowly advance cam downward.
same from left to right.
your vvt is too retarded from 4000 rpm.

if you want i can send you an example

 

I think your right, its not my map. Its the vvt map that comes with the apexi turbo kit incl. Apexi turbo power fc. This power fc (platform 1zz-fet 4.12) has an other default map than the non turbo power fc (3.20 And 3.14) which the most of us have.
The apexi turbo kit is for a mr-s