Stock tuning uses solenoid 1 @ 100% duty at all times and solenoid 2 has a max of 50% duty and thats how I have it set at present.

I have been getting a fair amount of knock lately and have reduced the duty to 0%on solenoid 2 and removed totally all the boost error corrections. This reduced knock greatly. Its mostly all gone! So i have once again raised the boost by increasing solenoid 2 a bit.

mrfred in the attachment below I show you the stock loads that the ecu tries to hit on the mr roms (96260009 and 96260007). Notice the strong dip in the load @ 3000rpm...that is where the 2nd solenoid comes on (with stock mapping) I believe that the constant error correction adjustments are leading to fluctuations in load (minor) leading to timing jumps resulting in knock.
Since I have removed the error corrections, knock has greatly reduced and I have been able to add some timing to my maps....granted that boost is about 1-2psi less....

please have a look at the tables below and tell me what u think....

 

Solenoid #1 is very likely the active solenoid, but with the boost error correction table zeroed out, both solenoids effectively become passive solenoids with no ability to correct up or down.

Boost is unlikely to be directly responsible for the knock. The real issue is that either there is too much timing or too lean or too rich AFR at the higher loads. Are you able to log AFR?

 

No i am unable to log AFR (will be able to in about 3 weeks) however the car is completely stock (JDM EVO8MR) and I have not touched the AFR values.
I doubth the knock was due to too much timing as I had greatly reduced the timing and knock was still present although it was significantly reduced...

I will add back the error correction with new desired load values to see if it has any influence on knock....

I remember before removing the error correction the boost gauge (autometer) would hit 21psi and flutter about before dropping to 19psi then 16....when compared to the load the kind of erratic movement was also observed....upon reduction of the duty cycle on solenoid 2 and zeroing out the error correction the boost was alot smoother and load was smoother as well.....

Why would mitsubishi max out the active solenoid and use the passive solenoid to add further boost?

 

Using 100% is they way they ensure that the boost will not exceed a predetermined value with the way that they program the boost control options. Its exactly the same on single solenoid cars.