Sensitivity knock sensor
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Teching In
Joined: Sep 2005
Posts: 4
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Sensitivity knock sensor I am sorry for my bad english but i have a problem whit my car, the car is a
Pontiac Trans Am -00 WS6 Convertiabel
Ls1 Automatic
I have changes some parts:
SLP Double-Roller Timing Chain
GM LS6 Series Stage II cylinder head
hooker longtube headers
GM LS6 cam
MaF
LID
roller rockers
When I run the car so it spikes from the 2000/rpm and upwards, came to the conclusion that it is probably knock sensors that makes the nails, thus false nailing, can be a mega please explain to me how to change the sensitivity of the knock sensor, it would save my summer. show happy with the image of hp tuner program.
/ / Per from sweden
Pontiac Trans Am -00 WS6 Convertiabel
Ls1 Automatic
I have changes some parts:
SLP Double-Roller Timing Chain
GM LS6 Series Stage II cylinder head
hooker longtube headers
GM LS6 cam
MaF
LID
roller rockers
When I run the car so it spikes from the 2000/rpm and upwards, came to the conclusion that it is probably knock sensors that makes the nails, thus false nailing, can be a mega please explain to me how to change the sensitivity of the knock sensor, it would save my summer. show happy with the image of hp tuner program.
/ / Per from sweden
You definitely want to understand what precedes the knock
retard events. Often it is a transient lean fueling (which is
as likely airflow measurement error, as anything fuel-specific).
Steady-load KR might have to do with the MAF (what MAF?)
while transient fueling ignores the MAF but sees speed-density
errors that might attend the heads, cam, exhaust changes.
And of course there are other nonidealities like injector match
that can show up at higher loads.
I don't think your logic in calling it false knock, is sound. You
can determine this by experimenting with adding fuel and
taking out spark, if it responds to either then it it not false.
But conjecture is not enough of a basis.
retard events. Often it is a transient lean fueling (which is
as likely airflow measurement error, as anything fuel-specific).
Steady-load KR might have to do with the MAF (what MAF?)
while transient fueling ignores the MAF but sees speed-density
errors that might attend the heads, cam, exhaust changes.
And of course there are other nonidealities like injector match
that can show up at higher loads.
I don't think your logic in calling it false knock, is sound. You
can determine this by experimenting with adding fuel and
taking out spark, if it responds to either then it it not false.
But conjecture is not enough of a basis.
