If your ECU version can log knock then the software will log it, otherwise you have to mod the ECU bin to enable it. With the cables - all my ELM devices have the bridge resistor (brutally) removed, that's not it. My USB ELM has the required protocols implemented, the BT one does not, end of story. I almost bought a genuine one, but decided to build my own Arduino based interface instead.

God how did top reply start happening in forums now

This I noticed) but now I can not turn it off on my own, my eeprom was damaged by another tuner, I already bought such a car.

KFZWOP

So my problems seems to be not as much as AFR / transient fluctuations, but RPM dropping below sustainable threshold when I shift gears. My stationary and driving idle are already raised a bit, and that makes things smooth when steady state, but I have the habit of changing gears very low when cold not to over-rev the engine. This forces RPM drop and then it chokes trying to get out of it on throttle press. Not sure if this is solvable by ECU mods. A different story is that it's not a good idea to drive off immediately after starting the engine at ~0*C.

For comparison, the rpm gradient dynamic mode thresholds from Fiat 500 N/A version of the same ECU. Not much lower, but lower... My next attempt should be to log the dynamic mode flags and check if there are any correlations before I try with lowering these.

My parallel experiment made today, now with E70 and I copied the complete knock sensor and detection setup from Grande Abarth 155 hp version. Not a single retard event in several pulls and other knock provocations.

Read the thread back a bit. I get knock induced retards sometimes even on Ethanol under more or less repeatable conditions, and despite good advice from here that this could be hardware related (rattling, exhaust resonating, what not) I am still looking into possible causes in the ECU / calibrations, because I know for a fact that everybody I talked to has the same problem regardless of fuel type, base ignition setting, boost, etc. Something is simply badly messed up and I want to know what (also Fiat calibrations are known for peculiarities of this sort, even on much older engines / ECU generations).

Without intervening into the knock detection calibration, I logged some variables to see what's going on inside the knock detection routines. A sample attached below. I left only the most interesting things in the graph, the rest you have to trust me on, they would haze the picture or are beyond the magnified area.

It shows what happens more or less typically when I looked at the other parts of the logs. The green line that goes up to 1 at 123.5 s. indicates the rpm ramp up dynamic mode for knock detection is on (no wonder, the rpm gradient goes up to 4000 rpm/s). Dynamic mode = knock detection is dampened by a factor of ~1.2. 2 on the green line would mean load ramp up, but here it does not happen (though the load ramps up too). The violet line going up to 15 means that the frequency setting changes on all four cylinders going through the calibrated rpm thresholds and this also temporarily triggers dynamic mode. The rpm climb you see from 123.5 to 127.5 is a rolling quick pull in the 2nd gear. The knock retard on one cylinder (others were 0) kicks in when the load touches on the target one (EDIT: the retard kicks in already when the load starts to climb, initially it goes up at a rate of 180%/s, yet no dynamic mode). And this is on E70!

What bothers me is ngas, the rpm gradient. the blue thing. It says somewhere in the FRs that it is measured every 10ms (so defo more than one time per engine rotation at these rpms), nevertheless, I do not see why it's spiked and why a rather smooth rpm line gives such gradient readings. I can also see that the n/a setting I quoted above would turn the dynamic mode on much more in the particular area.

Seriously curios now if that's the way it's supposed to be...?

EDIT 2: I also looked at some other bins from the  family. The n/a version has also the load thresholds for dynamic mode more or less at the half level of my ECU = goes into dynamic mode more likely. One of the SS bins though has the rpm threshold slightly lower, while the load thresholds are seriously higher (around twice as much in the lower rpm range).