At one time I have removed a total of 10* timing in the problem KR spots. Still got the KR.

Attached a screenshot of 15* commanded timing and a 3* KR pull.

 

I had similar problems with my truck when it would transfer from vac to boost going down the highway in the 22-2400 rpm area. No mater what I did it would still show KR only I never heard any thing. Ross from EFILive suggested to set all the max torque tables in ENGINE torque limiting to there max value. I don't know what they would be in HPT, but after doing this in my tune the KR seemed to go away, unless it really starts to lug which I think it is real KR there.

 

There are torque tables for TM and they are maxed. There is one for max torque while TC locked that isn't. Don't see how it will help but I will try it maxed for awhile.

Thanks for the tip!

 

Been reading your 2bar posts for a while here & on hptuners. Pretty informative. I'm hoping to do the same soon.

Good luck getting the bugs worked out.

I'll be watching.

 

It's not something that really translates well through a forum. Soooo many variables, philosophies as to how and part combinations. Just gotta dive in. Full immersion. I've learned more in the last few weeks than in the entire year that I've "played" tune and reading every post on the subject.

I'm needing some luck, Thanks. This KR is kicking my butt! Convinced a lot of it is real. Think some of it is mechanical/false. I know enough and and am **** enough to know it has to go but can't get there.

 

I've already got my 2bar map sensor and enough credits left for the 2bar OS. Just waiting until I have the better part of a weekend to devote to tuning.

I agree that diving in to different tuning situations is the best way to really learn.

FWIW I just insalled and tuned a radix on my buddy's truck. I noticed alot of knock retard at 1-2 shift. pretty sure it is false knock. not getting any in boost or higher spark advance. I think it has something to do w/ the radix & the clunk of a firm shift.

Sorry to get off topic, just wanted to say I should be joining you soon with the 2bar tune.

 

Personnally I would drop your timing to aorund 14 wot and pull fuel to 12:1, I think its too much fuel causing your knock(notice afr gets richer and kr occurence goes up) also cut the decay rate alot so you can see patterns better.
Once you get the timing to be steady at 14 and the afr steady, if you still have it drop some 110 in and if it doesnt go away then its false and you should tweak sensors till it goes away.

The knock is real and its from too much fuel!!

You can always add timing later but fueling has to be right thats first and foremost.

 

This is like extreme Déjà Vu for me because i was wrestling with this for the longest time, check out some of my older "KR" posts. I found that my KR went away when i tweaked the sensitivity and frequency of my knock sensors, then tweaked the timing across the whole high and low octane board. I made so many changes to the spark tables at one point i forgot where I had even started, so I went back and checked a few stock tunes from holdens site, and checked the "optimal" timing table for my size engine in EFILive. Then i copied the whole spark table right out of the stock files into my tune and just tweaked the WOT/boost areas. The way i see it, the rest of the spark table should act just like a stock table until you go into boost and need the extra fuel. So from about 1.00g/cyl @ 2200rpm on up, I fine tuned the spark table by pulling back the timing, but everything else i left stock. That took care of 90% of my KR problems. The only spots i have left are the low rpm high load areas, where i still have a bit to much timing in there. Sometimes you gotta just scrap the table and throw the stock table back in and start over, its to hard to try and fix areas that you have been gone over a hundred times. As far as still getting KR in areas that have 10* of timing pulled from the table, I saw the same thing. I was at 8* and still getting KR spikes of 2-4* with 93 octane. I threw some 110 in there and still saw them, so i know thats false, i bet you would find the same thing. Not to mention, i have never "heard" any of my KR in those areas.

I would drop a stock spark table in there, then reduce the whole table by about 5%, then pull back the spark in the 1.00 and up g/cyl areas where you will be going into boost.....then just bump it up till you see problems.

 

I agree here too, my truck really likes the 14*-15* WOT settings. Anything higher than 15* and i will get knock. I can have IATs of 65* and i still get knock when i go above 16* of timing. My truck actually feels stronger with 14.70* of timing than it does with 16*, so more timing isnt always better....it took me a while to come to grips with that.... I have my WOT timing set at 16.4* and my IAT table pulling timing from 60* on up. So with IATs of 70* my IAT table is pulling my timing back to about 15*. I also bumped my commanded AFR when in PE to 12.05 and its feels a lot better, plus im maxing my injectors out so the 11.60 it used to be at was running me lean anyway.

 

Thanks for input guys but it's not WOT I am having trouble with. Not that I have logged a dead stop full WOT pull but I have logged several pulls through a couple gears. WOT all the way to 6200 rpm @ 19* timing and its clean of KR.

All of my troubles are light to mid throttle acceleration. Usually starting about 2500 rpm to 3200 rpm. .44 g/cyl to 90.

Last tank of fuel I had a bottle of lucas octane boost in it. Just refueled and logged and its worse. Same spots just larger hits of KR. Has to be real.

I really don't know where to go now. I've reduced timing by as much as 10* in these spots. Down as low as 12* total. I've tried various AFR's from 13.5 down to 11.5. It seems to like it richer. I've tried entering PE earlier. Tried a smoother transition in AFR from stoich down to PE. VE is smooth... My base timing table is the one shipped with the blower and generally 2-3* lower than stock 6.0 tables I've looked at.

I'd attach more screenshots but tired of resizing images to meet this sites silly byte limit.