What is Knock Count and Knock Control (defined)

I wanted to share this great piece of information from Derek at IMW. He created this comment in a Facebook group and it contains solid info that is worth re-posting and sharing. So check out these useful definitions and come back for more.

Thanks D-Rob

"Knock Count" = This parameter is a reflection of the ECU's misfire monitor. It is NOT an accurate reflection of anything other than misfire events. When will you see these normally? Startup, rapid throttle closures, rapid throttle inputs, rapid release of the clutch pedal, and sometimes at idle (especially if you have a lighter flywheel/clutch combo, and/or plugs that have been gapped down to prevent spark blowout at high load). A completely stock car, operating perfectly will still accumulate these counts. In my experience with these engines, you will see more activity on cylinder four compared to others, as the crank position sensor is physically located closest to there on the block. This usually isn't a concern area unless you see a steep count in a very, very short time (like 50+ in a few seconds), which will likely trip a P0300-variant DTC code.

"Knock Control" = This parameter is the ECU's determination of fuel quality. Movement here indicates the knock sensor hears what it thinks is knock activity, and reports to the ECU to apply a steeper ignition retard to avoid continued knock activity. This value is dynamic, and WILL move from time to time. On Civic Si models, there doesn't seem to be a forced rise at play at WOT like the non-Si 1.5T ECU's (which naturally rise above 5,200-5,400rpm regardless of sensor input). Movement that goes up and up and up and never comes down is more concerning than movement alone. Knock control can typically be manipulated down by driving the car in a higher gear at lower engine speeds and targeting atmospheric pressure on the MAP sensor reading.

Vincent@27WON said:

I wanted to share this great piece of information from Derek at IMW. He created this comment in a Facebook group and it contains solid info that is worth re-posting and sharing. So check out these useful definitions and come back for more.

Thanks D-Rob

"Knock Count" = This parameter is a reflection of the ECU's misfire monitor. It is NOT an accurate reflection of anything other than misfire events. When will you see these normally? Startup, rapid throttle closures, rapid throttle inputs, rapid release of the clutch pedal, and sometimes at idle (especially if you have a lighter flywheel/clutch combo, and/or plugs that have been gapped down to prevent spark blowout at high load). A completely stock car, operating perfectly will still accumulate these counts. In my experience with these engines, you will see more activity on cylinder four compared to others, as the crank position sensor is physically located closest to there on the block. This usually isn't a concern area unless you see a steep count in a very, very short time (like 50+ in a few seconds), which will likely trip a P0300-variant DTC code.

"Knock Control" = This parameter is the ECU's determination of fuel quality. Movement here indicates the knock sensor hears what it thinks is knock activity, and reports to the ECU to apply a steeper ignition retard to avoid continued knock activity. This value is dynamic, and WILL move from time to time. On Civic Si models, there doesn't seem to be a forced rise at play at WOT like the non-Si 1.5T ECU's (which naturally rise above 5,200-5,400rpm regardless of sensor input). Movement that goes up and up and up and never comes down is more concerning than movement alone. Knock control can typically be manipulated down by driving the car in a higher gear at lower engine speeds and targeting atmospheric pressure on the MAP sensor reading.

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What knock would you expect on 91 octane? i use 91 and have the race maf and custom tune and my knock is around .59 i read that .49 is where it should be?

Readings in the mid to high .50's on 91 octane is about what you'd expect. With 93 octane, .49 is the lowest you'll see.

Vincent@27WON said:

I wanted to share this great piece of information from Derek at IMW. He created this comment in a Facebook group and it contains solid info that is worth re-posting and sharing. So check out these useful definitions and come back for more.

Thanks D-Rob

"Knock Count" = This parameter is a reflection of the ECU's misfire monitor. It is NOT an accurate reflection of anything other than misfire events. When will you see these normally? Startup, rapid throttle closures, rapid throttle inputs, rapid release of the clutch pedal, and sometimes at idle (especially if you have a lighter flywheel/clutch combo, and/or plugs that have been gapped down to prevent spark blowout at high load). A completely stock car, operating perfectly will still accumulate these counts. In my experience with these engines, you will see more activity on cylinder four compared to others, as the crank position sensor is physically located closest to there on the block. This usually isn't a concern area unless you see a steep count in a very, very short time (like 50+ in a few seconds), which will likely trip a P0300-variant DTC code.

"Knock Control" = This parameter is the ECU's determination of fuel quality. Movement here indicates the knock sensor hears what it thinks is knock activity, and reports to the ECU to apply a steeper ignition retard to avoid continued knock activity. This value is dynamic, and WILL move from time to time. On Civic Si models, there doesn't seem to be a forced rise at play at WOT like the non-Si 1.5T ECU's (which naturally rise above 5,200-5,400rpm regardless of sensor input). Movement that goes up and up and up and never comes down is more concerning than movement alone. Knock control can typically be manipulated down by driving the car in a higher gear at lower engine speeds and targeting atmospheric pressure on the MAP sensor reading.

Click to expand...

This info is much appreciated as it puts my mind to ease, I have noticed that around 5,000-6,000 rpms kcontrol does rise to about .70-.80 on a WOT pull even in perfect ambient temperature running 92 Oct. But it does go back to .49 when I take it easy again and just cruise

Vincent@27WON said:

I wanted to share this great piece of information from Derek at IMW. He created this comment in a Facebook group and it contains solid info that is worth re-posting and sharing. So check out these useful definitions and come back for more.

Thanks D-Rob

"Knock Count" = This parameter is a reflection of the ECU's misfire monitor. It is NOT an accurate reflection of anything other than misfire events. When will you see these normally? Startup, rapid throttle closures, rapid throttle inputs, rapid release of the clutch pedal, and sometimes at idle (especially if you have a lighter flywheel/clutch combo, and/or plugs that have been gapped down to prevent spark blowout at high load). A completely stock car, operating perfectly will still accumulate these counts. In my experience with these engines, you will see more activity on cylinder four compared to others, as the crank position sensor is physically located closest to there on the block. This usually isn't a concern area unless you see a steep count in a very, very short time (like 50+ in a few seconds), which will likely trip a P0300-variant DTC code.

"Knock Control" = This parameter is the ECU's determination of fuel quality. Movement here indicates the knock sensor hears what it thinks is knock activity, and reports to the ECU to apply a steeper ignition retard to avoid continued knock activity. This value is dynamic, and WILL move from time to time. On Civic Si models, there doesn't seem to be a forced rise at play at WOT like the non-Si 1.5T ECU's (which naturally rise above 5,200-5,400rpm regardless of sensor input). Movement that goes up and up and up and never comes down is more concerning than movement alone. Knock control can typically be manipulated down by driving the car in a higher gear at lower engine speeds and targeting atmospheric pressure on the MAP sensor reading.

Click to expand...

On non-SI, above 5200-5400RPM, will "Knock Control" rise naturally? If it continues to be above 5400 RPM, will "Knock Control" rise indefinitely?

Vincent@27WON said:

I wanted to share this great piece of information from Derek at IMW. He created this comment in a Facebook group and it contains solid info that is worth re-posting and sharing. So check out these useful definitions and come back for more.

Thanks D-Rob

"Knock Count" = This parameter is a reflection of the ECU's misfire monitor. It is NOT an accurate reflection of anything other than misfire events. When will you see these normally? Startup, rapid throttle closures, rapid throttle inputs, rapid release of the clutch pedal, and sometimes at idle (especially if you have a lighter flywheel/clutch combo, and/or plugs that have been gapped down to prevent spark blowout at high load). A completely stock car, operating perfectly will still accumulate these counts. In my experience with these engines, you will see more activity on cylinder four compared to others, as the crank position sensor is physically located closest to there on the block. This usually isn't a concern area unless you see a steep count in a very, very short time (like 50+ in a few seconds), which will likely trip a P0300-variant DTC code.

"Knock Control" = This parameter is the ECU's determination of fuel quality. Movement here indicates the knock sensor hears what it thinks is knock activity, and reports to the ECU to apply a steeper ignition retard to avoid continued knock activity. This value is dynamic, and WILL move from time to time. On Civic Si models, there doesn't seem to be a forced rise at play at WOT like the non-Si 1.5T ECU's (which naturally rise above 5,200-5,400rpm regardless of sensor input). Movement that goes up and up and up and never comes down is more concerning than movement alone. Knock control can typically be manipulated down by driving the car in a higher gear at lower engine speeds and targeting atmospheric pressure on the MAP sensor reading.

Click to expand...

On non-SI, above 5200-5400RPM, will "Knock Control" rise naturally? If it continues to be above 5400 RPM, will "Knock Control" rise indefinitely?

Does anyone have any opinions?

hi guys i just installed a 27won w1, a mishimoto intercooler and charge pipe, a prl catted down pipe, a megan front pipe, and a prl trans cooler. I have never seens my knock control go this high. Also my afr was spot on staying around 14 + - . i never took the car out i just let it idle cause i gotta check the trans fluid tom and i havent got the bumper back on so its still on jackstands. let me know something please

Hondaman248u said:

hi guys i just installed a 27won w1, a mishimoto intercooler and charge pipe, a prl catted down pipe, a megan front pipe, and a prl trans cooler. I have never seens my knock control go this high. Also my afr was spot on staying around 14 + - . i never took the car out i just let it idle cause i gotta check the trans fluid tom and i havent got the bumper back on so its still on jackstands. let me know something please

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You have never seen your knock control go how high? How high does it go and under what conditions? Wide open throttle for a few seconds and what does it do?

Nice setup you have btw.

Vincent@27WON said:

I wanted to share this great piece of information from Derek at IMW. He created this comment in a Facebook group and it contains solid info that is worth re-posting and sharing. So check out these useful definitions and come back for more.

Thanks D-Rob

"Knock Count" = This parameter is a reflection of the ECU's misfire monitor. It is NOT an accurate reflection of anything other than misfire events. When will you see these normally? Startup, rapid throttle closures, rapid throttle inputs, rapid release of the clutch pedal, and sometimes at idle (especially if you have a lighter flywheel/clutch combo, and/or plugs that have been gapped down to prevent spark blowout at high load). A completely stock car, operating perfectly will still accumulate these counts. In my experience with these engines, you will see more activity on cylinder four compared to others, as the crank position sensor is physically located closest to there on the block. This usually isn't a concern area unless you see a steep count in a very, very short time (like 50+ in a few seconds), which will likely trip a P0300-variant DTC code.

"Knock Control" = This parameter is the ECU's determination of fuel quality. Movement here indicates the knock sensor hears what it thinks is knock activity, and reports to the ECU to apply a steeper ignition retard to avoid continued knock activity. This value is dynamic, and WILL move from time to time. On Civic Si models, there doesn't seem to be a forced rise at play at WOT like the non-Si 1.5T ECU's (which naturally rise above 5,200-5,400rpm regardless of sensor input). Movement that goes up and up and up and never comes down is more concerning than movement alone. Knock control can typically be manipulated down by driving the car in a higher gear at lower engine speeds and targeting atmospheric pressure on the MAP sensor reading.

Click to expand...

Hi what Facebook page is it,

sorry I was worming up my car adding coolant after the install and looked at the v2 and it was at 1.30 it used to sit at like .49 and this was just at idle sitting cause its still on jack stands until I get the bumper and the plastics underneath put back on

Joe1986 said:

Hi what Facebook page is it,

Click to expand...

This Link ---> CLICK ME

"Knock Count" = This parameter is a reflection of the ECU's misfire monitor. It is NOT an accurate reflection of anything other than misfire events. When will you see these normally? Startup, rapid throttle closures, rapid throttle inputs, rapid release of the clutch pedal, and sometimes at idle (especially if you have a lighter flywheel/clutch combo, and/or plugs that have been gapped down to prevent spark blowout at high load). A completely stock car, operating perfectly will still accumulate these counts. In my experience with these engines, you will see more activity on cylinder four compared to others, as the crank position sensor is physically located closest to there on the block. This usually isn't a concern area unless you see a steep count in a very, very short time (like 50+ in a few seconds), which will likely trip a P0300-variant DTC code.

"Knock Control" = This parameter is the ECU's determination of fuel quality. Movement here indicates the knock sensor hears what it thinks is knock activity, and reports to the ECU to apply a steeper ignition retard to avoid continued knock activity. This value is dynamic, and WILL move from time to time. On Civic Si models, there doesn't seem to be a forced rise at play at WOT like the non-Si 1.5T ECU's (which naturally rise above 5,200-5,400rpm regardless of sensor input). Movement that goes up and up and up and never comes down is more concerning than movement alone. Knock control can typically be manipulated down by driving the car in a higher gear at lower engine speeds and targeting atmospheric pressure on the MAP sensor reading.
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???
Great share Vincent? +(Derek) ?
(I still want my free exhaust JK)
?
My K.Count is 43605... Lol

Living on the west coast refineries are not producing 93 octane but yet most tunes are set up for that. You can use a fuel calculator to add 100++ to balance your fuel to 93 octane but be careful, running too high of octane will cause your motor to run very rich in these Earth Machines.. ?
D-Rob LOL remember my 8 mpg nightmare.

Anyone anyone want to buy a Civic LOL



Old School B
I.G. @Staged.FK7

Hi guys!

I know this is talking about non-tyoe r's, but I wanted to make sure I understand correctly that Type-R's don't have knock control values since it isn't tracked over time? So we can't really monitor knock?

On my 2.0, my readings are .53 at idle, is that good or bad?