like this http://www.gnttype.org/techarea/proj...ck/circuit.gif

 

This one relies on a digital knock signal and lengthens it so you can see it. Not suitable for our cars - you need to process the analogue signal, and there is no output from the ECU that says knock yes or no.

 

I will have a knock link arriving next week, and a stethascope....

I have just been doing some road testing, and noticed a few dets from 4000-5000. I think that the Legacy ecu has been putting car into safe mode due to that, and the PPP code has the knock sensitivity turned down a tad. Didn't appear to be pulling the timing, as it did it again.

I think there is definitely something in the load measurement not being influenced by airflow/boost enough. So if you do something radical, you don't push onto throught the map enough, and end up running more advance than you like.

John, have you any correlation between load and boost? like 1psi of boost is worth about 4 units (dec) on the load scale?

Paul

 

Paul I have not looked at the correlation - perhaps Bob has. When I get more time I want to map it so that I hit the penultimate load column, with the last one with some conservative run off settings for overboost. Imagine hot track, boost creep, increased charge temp, coolant and oil temps. Or a hot rolling road. Only problem is that on the airbox/MAF setup I am running out of MAF and would need to redo the map quite a lot. Maybe the induction will give me a bit more, but I suspect the FMIC will mean I get higher airflow and will need to rescale lots again.