HolyCrapItsFast
Drinks beer!
I was thinking about per cylinder knock today and I was wondering about the logic behind it. I see you can log per cylinder knock on the 08+ and I would like to start adjusting based on per cylinder knock.
This is my take on it... Per cylinder knock sum has little to do with where the sensor is located or even the intensity of the signal. The knock sensor sees knock from all cylinders and as long as a threshold is reached it is registered. The ECU has further filtering logic that isolates the knock event and correlates it to crank and/or cam position. From this it can very accurately determine what cylinder a knock event occurred on and then reports it to the log.
Of course this is an assumption and before I start messing with things based on per cylinder knock i would like to get a take from the more astute of you.
If my assumptions are correct then logging these parameters is in my best interest for making safe tunes for other people. I can optimize my tuning methods and include per cylinder timing and fuel optimization. Ideally, tuning these parameters requires the use of per cylinder EGT and AFR gauges, but that is very impractical. The per cylinder knock parameter in conjunction with global EGT and AFR will suffice
Any thoughts?
This is my take on it... Per cylinder knock sum has little to do with where the sensor is located or even the intensity of the signal. The knock sensor sees knock from all cylinders and as long as a threshold is reached it is registered. The ECU has further filtering logic that isolates the knock event and correlates it to crank and/or cam position. From this it can very accurately determine what cylinder a knock event occurred on and then reports it to the log.
Of course this is an assumption and before I start messing with things based on per cylinder knock i would like to get a take from the more astute of you.
If my assumptions are correct then logging these parameters is in my best interest for making safe tunes for other people. I can optimize my tuning methods and include per cylinder timing and fuel optimization. Ideally, tuning these parameters requires the use of per cylinder EGT and AFR gauges, but that is very impractical. The per cylinder knock parameter in conjunction with global EGT and AFR will suffice
Any thoughts?