Targetengineering

Ok, so today I got a couple of hours to try and verify some of the trigger signals. To test them I did a continuity resistance check from the sensor end to the ECU 80pin harness connection (with ECU Removed). Results measured 0.3-0.4 Ohms typically. I then tried a storage scope connected at the ECU connector end to see the cam signal. With a modern scope I seemed to pickup lots of noise. So I tried an old CRT scope and measured the sensor waveform at about 1volt peak to peak. Having moved the ground for the crank sensor from a chassis ground to the signal ground we finally set the base timing and finally got the engine to start !

Hi Adamw The car is a Mk4 Supra with the factory harness. We should get a chance to do some checks today hopefully. I’ll report back with findings when I have something. Attached photo is the actual engine from this car.

Hi Adamw, sorry I wasn’t being flippant, but I didn’t know a more specific answer at the time. Apparently it’s a G4x plug in. It says 211-3000 on the box if that helps ?

G4+

The owner has done much of the wiring himself. As far as I understand him, he has a two core screened cable to the cam sensor and a two core unscreened from the crank sensor. On one of the scope plots that I posted to you, it looks like the cam (trigger 2) trace has much of the crank signal merged together from the trigger 1 trace. This makes me wonder if there is a bad ground connection in the ECU multiplug connector. The RPM signal is intermittent whilst cranking !! im interested in your comment that the trigger 2 signal is inverted. Should we therefore reverse the cam sensor polarity?

Trigger issue !

Hi Adamw, G4+ ECU. As you say it has a built in scope in the software. However, we have a suspected poor connection at the multi plug interface of the ECU housing and engine harness. The point of using an independent scope is to check the signal integrity at the plug junction. i.e directly at the engine loom multi plug pin.

Adamw thanks for the reply. The MAP sensor was reading at least 100kpa above the BAP sensor. We had a Link 3Bar MAP arrive by post and it calibrated perfectly as soon as it was plugged in. So one problem done. The CPS is still a work in progress and we are still struggling with low voltage from the sensor output. Also we are investigating a suspected an erratic wiring connection issue at the ECU harness/housing connections. The old engine harness connection at the ECU has retained its old pins as we struggled to obtain new connections. The plan is to verify good waveforms for Trigger 1&2 inputs at this connection with a conventional storage oscilloscope. Once any bad connection is corrected we can hopefully set the arming thresholds later on the G4 ECU.

Hi Folks The Mk3 Supra engine uses a Cam Position Sensor Toyota called a CPS. It’s gear driven like a distributor from a camshaft, so its internal rotor spins at half crankshaft RPM. internally it has a profiled rotor with two 180deg opposed magnetic sensors that Toyota name G1 & G2 respectively. Also there is a 24 tooth reluctor wheel with its own magnetic sensor situated behind the profiled rotor. On the 7m engine the CPS triggers three ignition coil igniters and I think it provides an RPM signal to the ECU. Im trying to use the CPS unit in a 2JZGE engine in the Mk4 Supra. In my application I’m only using the G1 pickup to provide the Cam signal (Trigger 2) for the LinkG4+ ECU. Trigger 1 is from a 12 tooth reluctor fitted on the crankshaft. My question is: Has anyone used the CPS successfully with the Link G4+ ? Also does anybody have the trigger waveform, as I’ve been having trouble getting it to work. Thanks

What cam and crank sensors did you use with the ECU ?

Hi Brad. You are of course correct. I’ve checked and the crank has the 12 tooth trigger wheel. However, the G4+ does not appear to accept trigger wheels without a minimum of one missing tooth. Also we’ve wired the CPS sensor to use only the G1 output. The ECU seems to not accept the configuration and we’re also having intangible readings from the MAP sensor even when it’s been replaced and wiring thoroughly checked. So all three critical sensors causing issues on this 2JZ. I wonder what sensors othe 2JZ owners are using ?

Adamw, thanks for your reply. the engine has the 2jzgte turbo crank trigger wheel and the 7mCPS only for the cam. The 7mCPS is a strange device that has I think a reluctor wheel and sensor plus two additional sensors set 180degrees apart that Toyota call G1 and G2 sensors. At this point I have no idea how to configure the G4+ on how best to utilise the sensors. Any suggestions are appreciated!

Hi folks just wondering if anyone has some info on 2JZ OEM sensors. The engine in question is a 2JZGE non-vvti, now fitted with cam sensor from a 7m engine out of the mk3 Supra and a single turbo conversion, also R8 coIl on plug ignition. specifically: 1) what is the crank trigger wheel, is it a 60-2, for example? 2) what type is the crank sensor, inductive, etc? 3)does anyone know the configuration settings for the 7m cam sensor? thanks