@SilverSurfer77 I was second guessing myself before posting but went back and checked my data logs as I was tuning a mafless gen4 car yesterday. High oct definitely works as I started conservative and was incrementally adding timing to it. I leave the low oct until I have my timing where I like it then set the low oct to suit (normally just copy high oct then take 4 deg out of the whole thing for simplicity's sake). I've tuned literally hundreds of gen4 cars at this point (I'm not suggesting this means I'm any good, it's just numbers) only a small percentage are mafless but I don't think I've once had high and low oct maps set the same. I'm in Australia but don't think you're stuff would be any different in regard to ignition maps. Gen3 is definitely as you stated though, set both tables the same when mafless. Next time you have your laptop in the car, pull a bunch of timing out of your low oct map and do a wot pull to see if actual timing drops or not.
@@benwhittaker8630 I appreciate your insight. This is something that was taught to me and has repeated...I never did test it myself TBH...assumed to be true. I will test when I can!
@@benwhittaker8630You are correct, just tuned a 2014 SS on pure speed density and the KL still works perfect. Burst Knock was causing some chaos at WOT up to it's RPM deactivation point though(rapid spark oscillations), I've disabled it for now but any tips on ways to just desensitize it appropriately? My VE table is dialed in, increased PE ramp in to 1.25, and I've pulled some timing from the factory spark table in the 3-4500rpm area but do see some small counts of KR occasionally, midway through a hard transient in that same area, which drives up the KL
Gen3 & Gen4 LS KSs are different electronically and installed in different locations. Gen4 KS not compatible with Gen3 PCM. Do you have an opinion on the best tuning compromise to use Gen3 KS on side of Gen4 block?
@SilverSurfer77 it's a disadvantage to mix. I was wondering if you had ideas on how to adjust KS tuning due to the change in physical sensor location.
@@evcass69 hopefully you have a base tune where timing is safe isn't knocking, then when you change over you can raise the threshold until the KS stop being active.
Excuse my English... on .....Knock sensor level.. to be specific the MIN LEVEL......say if knock sensor exeedds this learned value then the engine is considered knocking knocking. .. the value voltage in 120...... what's the exceeded value 130? Or. 110?
The voltage from the knock sensor is multiplied by the multiplier tables, and if that final value is higher than the Min value, then it is considered knocking. But it must be higher than the Min value..
I've said it before, but you're a hero for taking the time to breakdown info and present it in easy to understand videos.
Thank you for the kind words!
High oct and Low oct spark tables still work in Gen4 ECM's, even when MAF is failed. Gen3 you need to match high and low oct.
I don't know about the Gen3 stuff, but I will disagree. This does apply to Gen4 (and I believe Gen5 as well).
@SilverSurfer77 I was second guessing myself before posting but went back and checked my data logs as I was tuning a mafless gen4 car yesterday. High oct definitely works as I started conservative and was incrementally adding timing to it. I leave the low oct until I have my timing where I like it then set the low oct to suit (normally just copy high oct then take 4 deg out of the whole thing for simplicity's sake). I've tuned literally hundreds of gen4 cars at this point (I'm not suggesting this means I'm any good, it's just numbers) only a small percentage are mafless but I don't think I've once had high and low oct maps set the same.
I'm in Australia but don't think you're stuff would be any different in regard to ignition maps. Gen3 is definitely as you stated though, set both tables the same when mafless. Next time you have your laptop in the car, pull a bunch of timing out of your low oct map and do a wot pull to see if actual timing drops or not.
@@benwhittaker8630 I appreciate your insight. This is something that was taught to me and has repeated...I never did test it myself TBH...assumed to be true. I will test when I can!
@@benwhittaker8630You are correct, just tuned a 2014 SS on pure speed density and the KL still works perfect. Burst Knock was causing some chaos at WOT up to it's RPM deactivation point though(rapid spark oscillations), I've disabled it for now but any tips on ways to just desensitize it appropriately? My VE table is dialed in, increased PE ramp in to 1.25, and I've pulled some timing from the factory spark table in the 3-4500rpm area but do see some small counts of KR occasionally, midway through a hard transient in that same area, which drives up the KL
Gen3 & Gen4 LS KSs are different electronically and installed in different locations. Gen4 KS not compatible with Gen3 PCM. Do you have an opinion on the best tuning compromise to use Gen3 KS on side of Gen4 block?
Honestly I have never heard of anyone mixing different generations of knock sensors. Is there an advantage here?
@SilverSurfer77 it's a disadvantage to mix. I was wondering if you had ideas on how to adjust KS tuning due to the change in physical sensor location.
@@evcass69 hopefully you have a base tune where timing is safe isn't knocking, then when you change over you can raise the threshold until the KS stop being active.
Gen IV knock sensor is compatible you just need to change the sensor type from resonant to flat response in VCM Editor
@@0fx2gvwhere is this setting? Is that a Gen3 specific field?
Excuse my English... on .....Knock sensor level.. to be specific the MIN LEVEL......say if knock sensor exeedds this learned value then the engine is considered knocking knocking. .. the value voltage in 120...... what's the exceeded value 130? Or. 110?
Great excellent information I would ever find 😀
The voltage from the knock sensor is multiplied by the multiplier tables, and if that final value is higher than the Min value, then it is considered knocking. But it must be higher than the Min value..
Great !!!!!!