Kevin
There are many ways to look up Ion Sensing and how it works. Here are a few links but you need to be an engineer to understand it all as written.
http://www.max-boost.co.uk/max-boost...rpretation.htm
Here is one of my favorite reads on Closed Loop EGR with Ion Systems.
https://app.box.com/s/5gfjzmmd10xsg0atxynq
Believe it or not there are ion sensing systems all around you. Take for example a gas stove or your gas fuel furnace. Anything with a flame that has a spark ignition uses Ion Sensing Technology. Voltage is actually passed through the gas flame and proves a "ground current" for the flame sensor. This 'proving' tells the gas safety there is flame present and to open up the main gas valve. It's called Flame Rectification. I've attached a sample for your reading pleasure.
Once familiar with how the ion sensing actually works you can integrate it into the Delphi system spark control.
In as few and easy to understand words as I can put this; Delphi uses Ion Sensing Technology within the EFI system of a Harley to assist the ECM (computer) protect the motor during cycles of determined or predetermined knock by reducing the timing at the 'sensed' RPM/kPa area of the timing table of each cylinder. This is not new to the industry. It's been used in the automotive field for many years. Remember when the first car came out with a computer? Delphi does this by sending a signal down the plug wire to the plug and measures the resistance during the firing of the cylinder or the non-firing of the cylinder. The resistance changes and the ECM reads the data within milliseconds.
The above links explain Ion Sensing so let's take it from there...
When the ECM detects a knock the data is learned. When the cylinder returns to the exact RPM/kPa this 'learned' area will let the ECM know to reduce the timing so the motor doesn't knock again. How the knock got there or what is creating a ghost knock could be any number of things outside the preset normal Delphi code.
This code is within the ECM and hard written in most cases.
How to get rid of these 'learned' timing values is easy. Once the cause is no longer present the learned values will diminish with each key on/key off cycle until they are entirely removed. This is totally different from the adaptive learned values (ALV) for the volumetric efficiencies (VE) which tell the ECM how much air/fuel percentage to give each cylinder at a certain RPM/Throttle Position/kPa. The ALV's are permanent until you remove them by flashing the ECM again or delete them using your tuning software.
Now for causes of spark knock. You've already grasped the normal why with higher compression, aftermarket cam lifts and lope timing, poor gas or incorrect AFR/Lambda settings not to mention a bad timing table setting. The question in this thread has to do with plugs and wires. As there already has been talking-head points above this post you now realize what could happen. The issue is, how to know what resistance is correct for the motor combination of mods. You have just joined a long list of people searching this out and still scratching their heads. The real answer is... there is no way to know without some trial and error. Logic or good old common sense tells us to have a baseline approach when looking for answers. Start with what Harley/Delphi uses. Stock plugs and wires and take them out of the investigate quotient. If knock is still present in the data then there are other ways to reduce that knock.
Gas booster just in case you have old or bad fuel
Adjust your timing down or retard the timing in the areas of knock data
Increase the AFR/Lambda in the same area of knock data
Increase the VE% in the same area of knock data
Now, you ask...
Tom says...
I wanted to say... "Once the ECM learns with the TTS" as Tom said, It's not the TTS, it is the Delphi code doing this. Again, you don't have to flash to removed the timing learned values, just fix the issue then key on/key off and they will diminish on their own. If you want to start fresh then by all means flash your calibration again.
Learned values can't be stopped. Not even in open loop AFR 02 sensor switching. These learned timing values will still be applied regardless but there is a way to reduce the effect. Reducing this effect could/may/will cause damage to your motor. I do not practice removing/adjusting them and don't want to teach the procedures to anyone. I do know these reduction values are present in the TTS software, not so sure with other generic flash tuners.
Forgive me guys but I smell Turkey..