Fighting some knock issues

czimpel

Boost...gotta get some!
Joined
Aug 16, 2012
Running boost at 22-23lbs, and fighting some KR issues that I don't think should be there.

Tested my fuel and it's coming out at E80.

Is my stock IC creating a bottle neck that is causing an increase in charge air temp?

I'll attach a log of a run with the KR on it. It was an 11.48 @ 116 run if it matters.
 

Attachments

  • 11.48 run.dat
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Neither your 3rd nor 4th gear pressure switch is working. This causes the computer to always command the higher ignition timing that it is programmed to command for first and second gears. Remove 2 degrees of timing from first and second gears in the chip programming. This will give your engine 21 degrees of timing under full throttle in all gears. What is your compression ratio?
 
I agree with Ttype6. Try pulling some timing see if it will clean up.

If the knock sensor is gooped up with teflon tape and installed with low torque, take it out clean it off and reinstall at 14 ft*lbs. Common to see this and it does more harm than good. Messes up the grounding.

Read the plugs, look for color and speckles (detonation) and heat line on the strap. It will help you to validate the computer data.
 
OK, thank you. Honestly, I don't know my exact CR, but I'm guessing its pretty low. Budget 4.1 with hypers and felpro head gaskets. IIRC I calculated it really close to 8.0.

Is there a quick way to check and fix the 3-4 pressure switches?
 
I agree with Ttype6. Try pulling some timing see if it will clean up.

If the knock sensor is gooped up with teflon tape and installed with low torque, take it out clean it off and reinstall at 14 ft*lbs. Common to see this and it does more harm than good. Messes up the grounding.

Read the plugs, look for color and speckles (detonation) and heat line on the strap. It will help you to validate the computer data.
I installed the knock sensor clean and made sure it was torqued correctly.

I will pull the plugs and post up some pics.
 
Here's 2 pulls from this morning. I pulled 2 degrees from 1/2 and 3/4 in the first log and 5 degrees in the 2nd log. Still seeing KR at the top of 3rd. I did notice that my boost was closer to 25 this morning.
 

Attachments

  • -2 Degrees.dat
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  • -5 Degrees.dat
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I am seeing close to .5 to .7 difference between my AEM gauge and my SM screen as far as my A/F readings. It reads a higher number on the SM(ex. AEM reads 10.5 the SM would read 11.2), so could this possibly be a rich KR condition? I have changed my ground for the AEM gauge from a body ground to the #6 terminal on the PL.
 
I see that your timing changes during full throttle operation. It's not supposed to do that. What is your operating system on the computer you use for data logging?

There's no reason to retard 3/4 timing because the ecm never commands it because of your pressure switches. You'll need to buy new ones.
 
I am seeing close to .5 to .7 difference between my AEM gauge and my SM screen as far as my A/F readings. It reads a higher number on the SM(ex. AEM reads 10.5 the SM would read 11.2), so could this possibly be a rich KR condition? I have changed my ground for the AEM gauge from a body ground to the #6 terminal on the PL.
Ground the wideband to the engine block.
 
I see that your timing changes during full throttle operation. It's not supposed to do that. What is your operating system on the computer you use for data logging?

There's no reason to retard 3/4 timing because the ecm never commands it because of your pressure switches. You'll need to buy new ones.
Using Windows 7.
 
EA non lock up doesn't use the switches in the trans. The wire is not plugged in.
 
EA non lock up doesn't use the switches in the trans. The wire is not plugged in.
There's no good reason to purposely not use the 3rd and 4th gear pressure switches. If they were not used,by disconnecting the electrical connector on the side of the trans,the 3RD and 4TH icons would always be highlighted on the Powerlogger console. The switches are normally closed which means that their respective wires are always connected to ground through the switches until the switches see pressure. The circuits to ground,for those 2 switches,are open when pressure acts on the switches. Disconnecting the connector on the side of the trans does the same thing that the switches do to the circuits when they see pressure. The wires connected to the switches get disconnected from ground. Disconnecting both wires from ground tells the ecm that the trans is in fourth gear and the proof of that would be that the 3RD and 4TH icons on the Powerlogger would be highlighted. Since they are not highlighted in the Powerlogger console,we know that the switch wires are connected to ground which means that the connector is plugged in and the switches are bad.
 
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