You understood this right and you could do this, but it wouldn't make physical sense.   Look at the calibration hints at KRRA in the Funktionsrahmen. l KRDWSA l <= l KRDWA l - l KRDWKLA l.
To adapt the knock threshold you should use a combination of KRDWA = KRDWSA and KRDWKLA = 0.
Using a value KRDWSA (3) > KRDWA (0) doesn't make sense because if you have adapted a value of say 6 degrees and advance the ignition by 3 degrees if your current ignition retard  is say 5.5 degrees you will make things worse.  
How fast you can phase the ignition retard back in is dependent on how fast the combustion chamber thermically regenerates from the increased temperature due to knocking cycles. If you phase it in to fast you will straight be into knock again.
I don t know. Everybody here is so obsessed squeezing out the last bit of ignition angle. With 20psi + boost we are running resulting in ridiculously high peak cylinder pressures my strategy is to keep the engine out of the knock area. Even if kock doesn't f... up your engine instantly, your pistons will look like this over time (This is all assuming that knock detection is working 100% correct)

My thoughts are a little different.  IMO, people are overly scared of knock.  What are peoples experience with tuning turbo engines?  ME7 is the first I have tuned with such proper knock control, and If i'm honest so far it is hampering progress. 

The piston pictured has been subjected to some serious det, I would think that is impossible with a correctly working tune.  I have run many engines with very light audiable knock, i.e. detectable with a trained bare ear.  Never have i seen that level of damage.  Big boost engines often make their best power with slight knock, and can do this for 100k+ without effecting the engine life. 

Have you seen most timing logs for S4's?  the ignition curve undulates like crazy - this is not optimum!  I am pro ignition timing - it extracts the most efficiency from the engine, and runs the lowest temp.

Rick

Thanks for putting that into perspective, that approach may be a little aggressive.

Unfortunately, I am having problems with the basics now.

How are you guys determining what changes to make to KFZW and KFZW2 based on ECUx logs? RPM, load, and timing angle are not matching up between the logs and maps. Obviously, there are other factors effecting timing angle, but I am trying to make changes scientifically rather than on a whim. How do you determine if KFZW or KFZW2 needs to be changed?

I am trying to work my CFs down after adjusting target AFR.

Rick, I don't follow. I haven't touched KR.

 
This is not a piston out of a random engine, but a RS4 with our oversensitive knock control posted by someone on audizine.
That damage is most definately caused by knock. I can post some pictures of pistons from engines which were forced to knock in order to calibrate knock control if anyone wants to see it.
I think nobody will argue that big boost engines will make best power on slight knock as they are obviously knock limited, but my thoughts are that with cylinder pressures easily exceeding 120bar I don't want to stress the engine hardware more than necessary and rather give up 10 hp.

 

The only thing that still confuses me is KFZW vs KFZW2. The tuned files that I have seen modified KFZW and copied it into KFZW2. Is this the best approach? I would think that if it were optimal for them to be identical they would match from the factory or there would be no need for KFZW2 at all. The only thing I could find on this is a post by Tony, but I am still unsure how to balance the two maps.

So are we advocating running the same maps on KFZW and KFZW2 then?

The changeover map is KFNW, right?  I can't find anything which shows how to "stitch" the maps together with respect to KFNW.

Could somebody possibly share their KFZW/KFZW2 maps with us?  I like what Rick said regarding knock/tuning, but I'd personally rather avoid knock if possible...

I need a little help with understanding the schematic. What is the circle with the plus or minus next to it? Also, what is the asterisk in the box? These aren't explained in the beginning. I have included my general understanding below.




The output from KFZW is input into the partial function ZW_NWS as zw_local.

fnwue = 1 is the maximum possible overlap of the inlet camshaft and determines whether KFZW or KFZW2 is used in ZW_NWS. I have not completely figured out the origin of fnwue, but I didn't see any relation to KFNW.

 If SY_NWS = 0, then zwnws = zw_local (does not apply). 

If SY_NWS = 1 and fnwue < 1, then zwnws = zw_local?

If SY_NWS = 1 and fnwue = 1, then zwnws = the output from KFZW2? 

If SY_NWS = 2, then zwnws = the output from DZWNWSUE (does not qpply)?

zwnws is effected by KFDZWKG, dzwoag, and dzwol (I believe all = 0) and is the output as zwgru - Basic ignition