CROME not working any more plz help < new 1.5 +link
06-02-2008, 11:28 PM
#13
1.5 BAR
Thread Starter
Join Date: Oct 2006
Posts: 1,147
Re: CROME not working any more plz help
06-03-2008, 04:44 AM
#14
1.5 BAR
Join Date: Oct 2005
Posts: 1,490
Re: CROME not working any more plz help < new 1.5 +link
ill be test driving 1.50 today when the guys comes over see how his gay D m d15b like my modded p28 file.. just in case i still have the golden 1.2 if needed
btw has anyone got the CEL shift lgiht ---- to work
?!! its wack dont work for me ..
btw has anyone got the CEL shift lgiht ---- to work
?!! its wack dont work for me ..
06-04-2008, 12:05 AM
#17
0.0 BAR
Join Date: Dec 2002
Posts: 0
Re: CROME not working any more plz help < new 1.5 +link
Originally Posted by leed
Used 1.5 on a car today, everything works just fine.
Lambda trace seems to work better than the last few versions too.
Lambda trace seems to work better than the last few versions too.
06-04-2008, 02:18 AM
#18
3.0 BAR
Join Date: Dec 2002
Posts: 3,830
Re: CROME not working any more plz help < new 1.5 +link
I held out on 1.2 for a long time.
For basic NA action, 1.2 is all you need. It works, and gets the job done.
I like using the newer 1.4+ stuff because you can run the low timing #'s needed on higher boost stuff.
By applying the 'timing fix' and another related setting, the timing #'s entered on boosted cars starts to make sense and seem closer to actual #'s you'd expect to see in the maps.
The past few times I've dyno'd boosted cars, they have all responded like you think they would when adding 1-2* at a time between pulls. IE, noticable +6-10TQ gains until it plateau's out, and then followed by audible knock via the stethoscope.
With the behind the scenes stock ignition code in CROME 1.2, I was never able to see boosted engines respond to the same degree on the dyno as they are now. On several setups, I would run into audible knock that I could not get rid of, even if I set the in-boost timing map to a -6. I'd end up doing it at the distributor, and things would fall in line.
For a standard 10psi stock GSR, on CROME 1.2 I'd end up w/ 10-12* in the high cam maps. On CROME 1.4+ w/ the timing fix and another setting applied, I am ending up w/ about 17-22 (depending on the setup) in the high cam maps.
Basically, 15* timing in 1.2, is NOT 15* timing in 1.4+ on high cam. Everything changes.
This applied to both NA and boosted engines. On 1.2, I would not be uncommon to have a very high CR engine need a 14-15 in the high cam tables to not ping. On 1.4r5, Dustin's high C/R engine ended up w/ 20-24 on high cam maps. His also measurably responded to timing changes on the dyno.
I've always looked at the timing #'s in CROME like you would fuel #'s; arbitrary #'s that you adjust to make good power w/o any knock.
Another thing I've noticed on 1.4+ versions on the dyno, is that the engines are responding to particular RPM timing changes. IE, one GSR had a TQ dip from 7500-8000ish before it natually nosed over at 8000, and it responded and picked the lost TQ up from +3 bump in that area only. Never had such good measurable response in 1.2.
The advanced tables in the newer 1.4 versions are useful as well. I use the IAT fuel trim alot to keep engines from lean stumbling during heat soaked idle's. A working IACV adjustment is very useful on engines w/ aftermarket TB's, and cars w/ meaty cams. Working cranking fuel trims, and post start trims a very useful for engines w/ ginormo injectors.
Ultimately, I feel the newer versions are more capable of timing control and much safer to use. They are perfectly stable for me as well.
Also, if you Dlog much, I remember there being a rather large increase in sample rate in the newer versions. Pretty sure it was after 1.2. For my laptop, I went from about 30 samples/sec, to the current 60-62/sec. Useful for when you are 'stepping' through a dyno pull datalog.
I think CROME has been getting a bad rep as of late. Sure, it is not as actively supported, but you CAN get a big boost, large injector car to run and drive very clean and be just as 'safe' as any other commercially available editor. IMHO.
Dave
For basic NA action, 1.2 is all you need. It works, and gets the job done.
I like using the newer 1.4+ stuff because you can run the low timing #'s needed on higher boost stuff.
By applying the 'timing fix' and another related setting, the timing #'s entered on boosted cars starts to make sense and seem closer to actual #'s you'd expect to see in the maps.
The past few times I've dyno'd boosted cars, they have all responded like you think they would when adding 1-2* at a time between pulls. IE, noticable +6-10TQ gains until it plateau's out, and then followed by audible knock via the stethoscope.
With the behind the scenes stock ignition code in CROME 1.2, I was never able to see boosted engines respond to the same degree on the dyno as they are now. On several setups, I would run into audible knock that I could not get rid of, even if I set the in-boost timing map to a -6. I'd end up doing it at the distributor, and things would fall in line.
For a standard 10psi stock GSR, on CROME 1.2 I'd end up w/ 10-12* in the high cam maps. On CROME 1.4+ w/ the timing fix and another setting applied, I am ending up w/ about 17-22 (depending on the setup) in the high cam maps.
Basically, 15* timing in 1.2, is NOT 15* timing in 1.4+ on high cam. Everything changes.
This applied to both NA and boosted engines. On 1.2, I would not be uncommon to have a very high CR engine need a 14-15 in the high cam tables to not ping. On 1.4r5, Dustin's high C/R engine ended up w/ 20-24 on high cam maps. His also measurably responded to timing changes on the dyno.
I've always looked at the timing #'s in CROME like you would fuel #'s; arbitrary #'s that you adjust to make good power w/o any knock.
Another thing I've noticed on 1.4+ versions on the dyno, is that the engines are responding to particular RPM timing changes. IE, one GSR had a TQ dip from 7500-8000ish before it natually nosed over at 8000, and it responded and picked the lost TQ up from +3 bump in that area only. Never had such good measurable response in 1.2.
The advanced tables in the newer 1.4 versions are useful as well. I use the IAT fuel trim alot to keep engines from lean stumbling during heat soaked idle's. A working IACV adjustment is very useful on engines w/ aftermarket TB's, and cars w/ meaty cams. Working cranking fuel trims, and post start trims a very useful for engines w/ ginormo injectors.
Ultimately, I feel the newer versions are more capable of timing control and much safer to use. They are perfectly stable for me as well.
Also, if you Dlog much, I remember there being a rather large increase in sample rate in the newer versions. Pretty sure it was after 1.2. For my laptop, I went from about 30 samples/sec, to the current 60-62/sec. Useful for when you are 'stepping' through a dyno pull datalog.
I think CROME has been getting a bad rep as of late. Sure, it is not as actively supported, but you CAN get a big boost, large injector car to run and drive very clean and be just as 'safe' as any other commercially available editor. IMHO.
Dave
