I have already tuned my car for WOT at 0 knock. The car is stock turbo, stage 1 running 91 CA gas

However, I am **** about my car and datalog all the time. I have partial throttle knock in the 2000-3500 rpm range at load levels 70-100 off-boost and partial boost. I have made no changes to the AFR (=stock AFR), but have found that I have significantly adjusted the timing in those ranges to avoid any knock.
I have run enough logs to determine that knock in these areas is consistant.
I am not that familiar with the conditions that create "phantom knock", or if that is what people claim this may be.

I feel like this is a prudent thing to do from a reliability standpoint, but have not heard about people tuning beyond WOT runs.

I daily drive this car, so like many others, it sees more time at low boost-partial throttle than WOT.

Please advise

 

You should tune for a wide range of loads, not just WOT.....

 

In CA this must be happening on stock cars running 91 gas. Is the expectation that the car knocks until the ECU runs the low octane maps?

 

is it under closed loop during the part throttle knock?

if so, its probably ok becasue the factory tunes to run right on the edge of knock and usually into light knock for max fuel economy during cruise.

thats why the knock sensor is there.

 

I don't know each individual situation where those knocks occur but my guess is they're caused by a short lean spike in AFR caused by the lean spool coming on. Solution is to try to fix that lean spike or disable lean spool and retune your AFRs. Lean spool info is in the ecuflash forum.

On my logs I can see my AFR go above 15 AFR at around 2500 rpm. It always knocks at that rpm too.

 

I have also gone through several hour + logs to identify part throttle knock and adjust timing back a touch. I also make the areas above the WOT cells graduate in the same way the the stock map does, though I'm never going to see 280 load at 7K RPM it seems like good practice.

MB

 

I've been able to log during road course driving, with the engine under those conditions I've had to remove a lot of timing in the 70 through 120 cells. If it is because of phantom knock I don't know, but with lower timing it has subsided.

I have just recently changed the closed to open transition, and think there may be some help there. As, by the nature of the load level, it happens right at the transition from closed to open. Which means another dozen rounds with the logger finding out what is what.

This is on a car with lean spool disabled but with relatively equal afr numbers in that location.