The present study addresses effects of pressure wave disturbance on end-gas autoignition behavior and subsequent pressure wave development, which are of particular interest for understanding a fundamental process of knocking combustion in spark-assisted ignition engines. Such pressure wave disturbance is initiated by a compression wave generated from spark-like ignition and continuously exists in a combustion chamber. The investigation is conducted through a direct numerical simulation with a 1-D constant volume reactor, where the compressible Navier-Stokes equations are solved with detailed reaction mechanisms of n-C7H16 and n-C4H10/air mixtures. The width of an ignition kernel parametrically changes in order to control the strength of an initial compression wave and thus pressure wave disturbance. The result showed that stronger compression waves with larger kernel widths enhance the progress of the autoignition process at the wall through the transient increase in pressure and temperature due to the wave reflection. Consequently, stronger pressure waves such as a developing detonation are generated with the enhanced inhomogeneous end-gas autoignition starting from the wall. In contrast, weak pressure wave disturbance produces no strong pressure waves due to the lower inhomogeneity of autoignition timing in an end-gas region. An analysis with temperature variation in an end-gas region indicates that cool flame generation helps maintain the superiority of the wall for earlier autoignition through the heat release at an earlier stage. Therefore, a stronger pressure wave associated with inhomogeneous end-gas autoignition is likely generated around 650 K in the case of an n-C7H16/air mixture, which corresponds to a distinct peak generation of knocking intensity in the negative temperature coefficient regime. For lower temperature conditions such as 500 K, the end-gas autoignition first takes place in a region away from the wall. This is because the initially induced temperature inhomogeneity in the end-gas region is considerably weakened due to wave interactions and dissipation effects during longer ignition delay times. Thus, multiple end-gas points including the wall can become a preferred point for earlier end-gas autoignition, resulting in a variation of end-gas autoignition locations. The result for an n-C4H10 air mixture is finally shown and the difference from that for the n-C7H16/air mixture is highlighted. (C) 2019 The Combustion Institute. Published by Elsevier Inc. All rights reserved.