I've been trying to figure this out on my own, reading, making tuning changes, checking for possible mechanical issues, but I just can't seem to get rid of the knock retard. I'll get up to around 11* (usually starting around 35-40% throttle). The car is a 99 GT that I "L67 top-swapped" with an engine I had laying around doing nothing that I used for parts (Gen III M90). I can give all of the "build" info if requested, but this post is already going to be long enough. I didn't do anything too radical, but it has some light P&P, 1.9 rockers w/ new springs/retainers, front plog (all manifolds and crossover are header wrapped), 3" catted downpipe, 3.8 MPS and DIY "cold" air intake. I have tried TR55's gapped at .050 and .055", 103's gapped at .050" and TR6IX (factory gap at .035"!!!) and am currently back to the TR55's. Engine and trans mounts are new solid units and I have poly dogbone mounts. Running an L67 MAP sensor that needs a little more tuning, but I'm only seeing 4 psi with the boost/vauum gauge (getting that figured out was an ordeal in itself). I have a wideband coming, but it hasn't shown up yet. I am running DHP, so I don't have some of the tables that HPT has. I haven't tuned anything in a long time and back then I didn't get too far into it. My friend helped me a lot back in the day (I'm borrowing his PT), but he had some memory loss from around that time.
The base tune I made was using a stock 2000 GTP bin with GT transmission tables and I reduced the good fuel spark 2 degrees across the whole table. When I was fiddling with everything this weekend, the logs would show KR seemingly right when it was entering PE. I tried lowering the A/F ratio in PE to 11.5 and 0'd out the RPM vs Time table, giving it more AE at 30% and above among other things I will detail later. I also changed some of the TCC tables (not sure if correctly, however; this is where I don't know anything at all) and copied the performance shift tables over to the normal shift tables since it doesn't have a performance shift button, thinking it was a lockup release issue or that it wasn't downshifting when it should. I'm sure there is a lot more work to do there. Sometimes it will have 0 KR, sometimes maybe 2-4*, but occasionally it will get as high as 11*. I don't think with a 3.8 pulley and 4 pounds of boost that I should need to lower the timing any more.
I went back to the base tune with a few tweaks to try and start over. I have a couple logs I'll share, but they don't show the massive spikes I occasionally get since it decides to not show up when I'm logging sometimes. I'm going to take another log with this tune later today, but going back to GT TCC tables with performance shift tables copied over to the normal shift tables. I'm not sure if sharing the *.bin file will help since HPT uses *.hpt, but I can share those also or screenshot certain tables. The first bin/log has the following applicable changes to a stock GTP file:
99 GT Transmission tables
EGR disabled
Good_Fuel_Spark -2*
P0243 removed (no boost solenoid)
Cat_Protection_Coolant 284*
PE_RPM_vs_Time_A/F zero'ed
I went back to another tune I made with a lot of changes. I will attach a scan from last night and one from this morning. The second and third bin/log have the following changes (in addition to the ones previous):
Base_PE_A/F 11.5 from 50-284*
Traction Control Removed
Closed Loop Idle Spark Correction (AP On/Off) 0'd
AE TPS Re-allow 30% throttle
AE Enrichment +5% @ 30% throttle and below, +10% @ 35-75% throttle, +15% @ 80+%
Closed Loop Desired A/F 14.2 (running E10)
PE Enable TPS stock
Bad Fuel Spark reduced
Good Fuel Spark reduced by up to 3*
Peformance shift tables copied over the normal shift tables
Any help would be greatly appreciated. I've been racking my brain for days trying to figure this out.