I was out doing 3 logs tonight and during the first and third log the knock count looks similar and occurs in the similar areas, but the 2nd log I did had little to no knock at all and was the most powerful of the 3 logs (based on DLL of course, just for comparisons sake)...is this strange or normal? What does this mean?

Thanks

 

my take - and by no means is this an expert opinion is that you are on the brink of knock... so if you are happy with the power you are getting, drop the timing back a little bit in the areas of knock and re-run it..

 

Well based on DLL, again I only use it for comparisons, shows variation in the power numbers as well, while they're all above 310, some cross the 320 mark and some stay in the low 300's...

wouldn't taking timing out reduce the power? I'm only seeing 10* of peak timing after 7k to redline...

 

It's normal to have different knock on each pass,depending how you drive ,temperature,boost and etc..
The pass that had no knock on it the car used all the timing it needs that's why it made more power.
Tuning it more depends on how many counts of knock you had.

 

I see...I believe the knock count only got as high as 8 in the first pass, 2 the 2nd pass, and 6 the last pass...unfortunately my widebands calibration was off so I have no idea where my AFR's are to see if that has anything to do with the knock...the last image I got from my tuner had the AFR's spot on, so I doubt thats the issue, its possible I'm running to much boost, I was spiking to around 24/24.5 psi...

Here's my 1st log...

 

Here are the 2nd and 3rd logs from the same night, all three were within 45 seconds of each other and done in a 3-4 minute span

 

It looks to me that your timing map is block tuned ,you need to tune it based on how the load goes up then you will have less knock and more consistant power.

 

what do you mean block tuned?

 

A tuner if that is who tuned your car just went with changing the timing values and afr values in the ecu. Its the easy way out instead of spending time testing and pulling values. Some well known tuner in my area does this and I was a victim myself. My car didnt want to hear it so I ended up flashing back to stock and started over

 

Knock chemistry is random, even when tuned aggressively. Many combinations of events are required for the reaction to occur but when it starts it like a chain reaction.

If a tune is way too aggresive, there can be zero counts for one pull then the motor can blow up to smitherines on the next pull. This is why there should be a maximum acceptible knock sum for the tune. Also, just because there isn't knock doesn't mean there's room for tuning and boost, especially when not knock limited by fuel.

High boosting cars are also very inconsistant with output since there are so many factors contributing to the power, i.e., rpm, load, intake cam delay (MIVEC), barometer, temp, and resp baro/temp tables, heat soak on head and charge, not to mention the ECU isn't always precise.

 

don't forget gas impurities.

 

Thats actually incorrect. All tuners change the timing and afr values, thats what a tune is. A block tune is where there is, for example, a square block of 8's in the peak torque area of the map.

 

Looking at your logs, i feel that there is some problem with your timing, it doesn't seem consistent. In the log where there is no knock vs the knock log, you will see that the timing on the no knock log ramps up slower than the knock logs.
So my opinion is that you should take a look at your timing maps and retard timing at the point where it is knocking and make the timing more smooth and gradual. Also make all the 3 timing maps the same. After the timing and knock is sorted, I would also take a look at the A/F map as it seems too rich.

BUT, I am just an amateur, so please consult a pro before doing what i say.

P.S. More data points would help as well as Octane Number, just to see if you were interpolating from low octane timing maps in your knock free logs.

 

I would back off your lower rpm timing 1* and I bet you wont see it. Based on the 2nd log I would surmise that knock is real but just circumstantial. I am wondering why there is such a disparity though between the 2 byte and load calc, usually its the other way and not quite so much (20% or so).

I would start with the 3500-5000 range in the load cells that you are currently hitting 260-280 and see what happens. You might find that you can add some more up top though as 11 is kind of low for most IX's. As hard as it comes on boost you must be using a pretty aggressive MIVEC map I see.

 

I would never make all 3 hi-octane ignition maps the same. only modify map 2. From what ive gathered map 1 is for cold starts and map 3 is when in limp mode. Don't be dumb and destroy an engine on a cold morning.