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Thread: Knock Sensor Level on Trucks?

  1. #41
    my stock tables maxed out at 335 in certain areas. i raised them about 4% and smoothed in the 16-2200 range from .40 to .60

  2. #42
    Advanced Tuner Obsolete489's Avatar
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    Looks like i missed that there were more posts here.. I thought i had this pretty well sorted, then switched to straight 91 from e85 since gas is so cheap.. and back to playing with it. Also going to dump in some octane booster just to rule out that any real KR.
    2000 K2500 - 489 CI Vortec w/ comp XE270 cam - 0411 swap and rear mount turbo
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    2011 LML Duramax

  3. #43
    Tuning Addict WS6FirebirdTA00's Avatar
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    Quote Originally Posted by MrFixIt86 View Post
    I'm up to 320* SOI in those areas at 16-1800rpm you speak of and .52 airmass and up. I get up to 330 at high rpms in the 60+ airmass. I had the exact areas knock. From my research as long as your pulse widths are not being cut short you want to inject as late as possible. I'm around 4.5ms injector PW in high rpm areas. Also read 338 from one source and 350* from another as being the possible max. I'd stick to the 338 if your pushing it. I don't go over 332 on my SOI table. I am at 28* spark advance with no knock, stock set up, also no knock down low cruising.

    Are you running the stock knock sensitivity?
    Sulski Performance Tuning
    2000 WS6 M6 - LS6 (long block, refreshed top end), 10.8:1 CR, 90 mm ported FAST, Exo-Skel, 227/232 cam, QTP HVMC, EWP, GMMG, 9" w/4.11s
    2018 Sierra SLT 5.3L A8 - Airaid intake tube, GM Borla catback, L86 Intake/Ported TB

  4. #44
    Tuning Addict WS6FirebirdTA00's Avatar
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    What is interesting is the 2016 SOI is a bit different from the 2018 in the area we are talking, and also at lighter loads in the RPM range.

    I wonder why? Curious how it impacts fuel economy, emissions, etc. From what I understand and from practical knowledge, too early and you wet the piston and too late you have a bad mixture. Not sure if later is better for emissions, only assuming as years progress GM tweaks for this reason. I am not sure if there were other design changes that may demand this. The area we are looking drops off quickly. I see areas stock in the 240 range. It ramps up to a certain load, then tanks, then ramps up.

    Trying to understand the logic and benefits of one way vs. the other and why GM would command later vs. earlier.

    When I look at most of GM's tables, like this, I see modeling that populated the tables. The thing I often wonder is should there be drastic changes between cells? I highly doubt jumping one cell justifies a change in SOI of 20-30 deg.

    2016 vs 2018 SOI (2018 lower).PNG
    Last edited by WS6FirebirdTA00; 05-17-2020 at 07:20 AM.
    Sulski Performance Tuning
    2000 WS6 M6 - LS6 (long block, refreshed top end), 10.8:1 CR, 90 mm ported FAST, Exo-Skel, 227/232 cam, QTP HVMC, EWP, GMMG, 9" w/4.11s
    2018 Sierra SLT 5.3L A8 - Airaid intake tube, GM Borla catback, L86 Intake/Ported TB

  5. #45
    GM also made a change in the high-pressure tables as well and it appears to be at the same cruse area have a look at this form. https://www.silveradosierra.com/ecot...3-t657369.html

  6. #46
    Tuning Addict WS6FirebirdTA00's Avatar
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    Cool, thanks. Any idea what tables they are talking about? Trying to read through the thread now...
    Sulski Performance Tuning
    2000 WS6 M6 - LS6 (long block, refreshed top end), 10.8:1 CR, 90 mm ported FAST, Exo-Skel, 227/232 cam, QTP HVMC, EWP, GMMG, 9" w/4.11s
    2018 Sierra SLT 5.3L A8 - Airaid intake tube, GM Borla catback, L86 Intake/Ported TB

  7. #47
    Fuel system - fuel pressure - high pressure desired - base. And also the soi table you mentioned. I haven't made any changes to my 14 Sierra but it's having the same knock issues while cruising. not sure if that's GM's way of trying to fix it.