Pete and Mark, thanks for the replies,

Pete, I tend to put more store in the code definitions and setting criteria from manufacturer sources than generic EOBD info. The info on the code I posted is from TIS2000. The problem being that manufactures data is far from fool proof. As I said I haven’t done much with this one so far, but what I have seen with the Inj PW does not make a lot of sense to me, hence my question.

Mark, I have looked on TIS and it appears to fault the integrity of the signal but I have yet to test the sensor. I just have a hunch that the knock code has a poor definition and could be the result of another fault. Sometimes hunches are great and sometimes they can be a waste of time. I haven’t touched it wit a scope yet, that’s due to happen in the morning. I haven’t worked through the TIS2000 test schedule yet either but I did read it and it focuses on testing the integrity of the sensor.

To get back to my question and rephrase it slightly, does it make sense that the ecu would lean the engine under knock?

To put this in perspective, I am not the first to work on this. Previous attempts have included, as far as I know, 2 new knock sensors, an ECU, a cam sensor, a check of the wiring, a set of plugs, a coil pack and God only knows what else. When someone else suggested engine mounts the customer bailed out.

From the little I looked at today, which was just a bit of live data, I wasn’t happy with the pulse width, the rear O2 sensor or the MAP figures. More testing to be done.

Thanks

Alan