JMP

JZX110 is a drive by wire vvti 1jz with waste spark ignition same as the vvti 2J. You can use the Supra basemap fuel and ignition maps as a guide, are you leaving the stock ECU in control of the throttle and auto? Wiring in a new intake air temp sensor in a post intercooler location also? You can use the attached file as a guide, will need all the inputs/outputs reviewed and reconfigured based on how the patch loom is pinned. Would also need the usual DBW configuration/calibration. G4+ Fury DBW JZ Sample.pclr

I can't see why it matters at all... If you really want the vipec logo in the software, copy the BackgroundImage.jpg from your old iVTS directory to the PCLink directory.

Is the 044 a genuine pump? One of the quicker way's I've found to check is to ensure the inlet port is helicoiled. Is there any voltage drop at the pump?

Thanks again, So with the relay also in use, would you setup both the clutch ground and the relay to be of type "E-Throttle Relay", or would you set the clutch to be "Test (PWM)" at 250Hz and set the relay to "E-Throttle Relay"

Thanks Dave, the 2JZ ETCS-I setup is similar to the 3S and 1U throttles but not physically identical. In factory form the ECU has the Ethrottle motor + & -, along with clutch + & - wired. Same electrical plugs/pinouts as the 1U and 3S setups though, it's not like the later 3UR throttle. The FPS and TPS are both built into the throttle assembly and it still has a physical cable to the pedal. When the clutch is not energised the plate will only open ~10% of it's travel with full physical pedal actuation... Toyota's limp home mode A few pics etc can be found here: http://www.2jzgarage.com/2013/07/etcs-i ... eshooting/

Hi Guys, I'm finishing up a custom i88 engine loom for a JZX100 Chaser with a JZS161 2JZGTE with factory clutched E-throttle and have a quick question regarding the wiring. In the help file it states "For Toyota and Lexus E-throttle systems that have a clutch in the throttle body, wire the clutch ground to an Auxiliary Output. Set the Auxiliary Output function to either 'Test (PWM)' and set the frequency to 250 Hz, or to 'E-throttle Relay'" My question is... If I set the clutch ground Aux Output to "E-throttle Relay", should I still be wiring an isolating relay to the Aux9/10 power supply pins? I'm currently thinking with the clutch output assigned as the E-throttle relay, that will be the failsafe, but I can definitely see the advantages of being able to isolate/disable the Aux9/10 power feed. If the isolating relay is still required, I'm guessing I'm able to set 2x different Aux outputs both to "E-Throttle Relay" Any advise is appreciated as I'd like to avoid having to rework this loom. Thanks Jason

I don't believe any more development is taking place on the G4 platform. I managed to get mixture map working on my G4 Extreme by loading a Vipec VTS layout file in PClink

Thanks, that's what I had gathered from the existing documentation. Did some logging today and noticed that the charge temp estimate is locked at 18deg when the function is disabled so I guess that's a constant for the equation. Would still be nice to have a rough idea of how much the injector puslsewidth is impacted given a 10deg change in charge temp estimate. eg with Autronic, there's approx. 3.2% change in injection time per 10deg change in charge temp estimate, with their formula being Charge temp = ((water temp – Air temp) * charge EST) + Air temp

I'm preparing to start using the Charge Temp Approximation table with my new engine setup, and I'm wanting to get some clarification around my thinking. In earlier posts, Dave states that if the table is Zero'd then it will turn off the function. Reading the help file, my understanding is that a zero in the table will force the charge temperature parameter to read the same as the IAT, then in that case I would have thought the following from the help file would still be in effect: · If the Charge Temperature is below 18°C the ECU will increase the injector pulse-width, leading to increased fuel delivery to the engine. · If the Charge Temperature is above 18°C the ECU will decrease the injector pulse-width, leading to decreased fuel delivery to the engine. Is the support team able to share the charge temp calculation equation, or advise how much the pulse width is changed as the charge temp moves either side of 18deg? This would be helpful so I can build my initial Charge Temp Approximation Table knowing how the engine used to respond with normal ECT and IAT corrections. Thanks Jason

If none of the preconfigured calibrations from other types of widebands match, configure your own with one of the extra CAL Tables. EG, if you're using the widebands analogue output #2 wire with the default 0.5-4.5V setting, you could set the Vipec's Analogue input to Lambda1, then select Cal4 as the calibration. Go to Cal4 and configure as follows: Input Value A: 0.5V Input Value B: 4.5V Output Units: AFR Output Value A: 10.0 AFR Output Value B: 20.0 AFR If you have set the output of the FJO to something different, just make the appropriate changes to the CAL Details are on pages 11 and 12 of the FJO user manual: http://www.fjoracing.com/products/WBAFR ... ev%20F.pdf

main difference I can see between your settings and what I have is related to the Trig2: VVTi offset. You have yours set at 130, I used 170 inline with the Engine Specific Information in the vipec help file. I also have custom PID configured for the vvt: P: 8.00 I: 0.07 D: 10.00 Filter: 6 Min Clamp: all 0 Max Clamp: all 100 My cam solenoid is also configured from Aux1, with a frequency of 175Hz. Yours is set to 300Hz.

the vvti 2J is the same config as the vvti 1J, single cam sensor at the rear of head, same crank trigger with 2 wire sensor and same 2 wire vvti solenoid. How have you wired the solenoid?

From the help file: I've attached the vvt map from my 2J which uses an almost identical system:

I can send you the map from my vvti 2J with GT35R, 725cc injector dynamics, JZS147 plenum and ISCV, ST215 map sensor, 2nzfe denso coils etc etc. You will need to reconfigure it to suit your inputs/outputs and change the injector deadtimes/fuel maps, adjust the dwell times, check the trigger offsets and back off the timing before tuning.

http://www.linkecu.com/forums/G4Forum/821448596 Â

I'd be looking at a G4 Storm as a minimum. You run out of inputs/outputs quite quickly on the smaller ECU's and I'm not sure the Atom has VVT functionality built in... I wouldn't recommend trying to bodge VVT control up with a GP Aux output configured to drive the solenoid. I had a Storm for my 2zz but I ended up installing a G4 Xtreme as I needed additional inputs and outputs for the turbo setup. I've got the following outputs wired: Fuel Pump Idle Solenoid Lift Solenoid VVT Solenoid Boost Control Solenoid Tachometer feed Cooling Fan Relay Check Engine Light Aircon Clutch trigger Coils x4 Injectors x4  Inputs: Coolant Temp Air Temp MAP Sensor Fuel Pressure Sensor A/C Request Wideband Input Speed Signal Start position  Write down what you'll be using, then fill out the installer table to see if the ECU suits your needs without having to go waste spark or batch injection.

Impressive!

Excellent, Thanks for the reply

Hi Guys, Can anyone see any issues with attempting to run a Subaru EZ30R H6 engine with a V7-9 V44 plugin? I'm looking to change out my current built EJ257 for an EZ30R and it would be great if I didn't have to purchase another ECU and make full-scale wiring changes to make it run. My only real concern is with the Trigger 2 setup on the EZ30R being an optic/hall sensor, with the EJ using a reluctor. Will the V7-9 V44 plugin be able to handle the EZ30R optic/hall sensor on it's Trigger 2 input? Does the top-board in the V44 plugin have a 5/8V output I can wire for the sensor power and is the pullup resistor functional on the plugin for the Trigger 2 input? I plan on adding additional wires to the stock loom for the extra injectors, re-assigning/repinning the Engine Fan trigger to a different output to free up Injector Drive 5 and then wiring the engine-side loom to run waste-spark for the ignition. Also plan to convert it to cable throttle with a PWM idle valve. Any thoughts or input would be appreciated. Thanks Jason

I'll be tuning it myself using a Dyno Dynamics unit at Crossley Street and Race Engineering in Brisbane. The long motor is standard so I'll be fairly conservative with it, but if I luck out and break some ringlands a new assembled short motor is under $2K AUD from toyota and then a set of mahle drop in forged pistons aren't much more

This is a car I've been building on the weekends for the past year. Standard compression 2zzge with a TD05-18G turbo, 6 speed and a whole bunch of custom parts. Engine Spec: 2zzge/6-speed from 2003 Corolla Runx Kinugawa T2 flanged TD05-18G on a custom steampipe manifold with Tial MVS wastegate. Bosch 525cc injectors with custom adapters in a modified standard fuel rail for a return system, turbosmart FPR800 and USDM JZA80 in-tank fuel pump Modified plenum to accept a Bosch combo 3bar MAP/IAT sensor Modified AE101 alloy radiator with twin SPAL slimline thermofans. 3" exhaust with magnaflow mufflers Link G4 Xtreme ECU  I got it running a couple of weeks ago and just have to finish off some of the smaller details before I take it to the dyno for it's initial run-up to see what it can do. Will tune it first on the 0.5bar spring and then use boost control via the ECU to wind it up a bit. Couple of pics: And finally a video from when it was first running:

buy new crimp pins/seals for the housings from your original loom, then terminate the link loom the same as the factory loom. I use the proper U-shaped crimp splice terminals when doing joins mid loom the same as toyota/subaru do in their factory looms. You can buy terminals for AMP/Tyco/Sumitomo/Kostal/Yazaki/Bosch/Delphi etc from http://www.bmotorsports.com/

I'm guessing it's not running long enough for the LC1 to get an accurate reading? Looking at your fuel table, it looks basically identical to the RB20 base map that comes with PC link, same master setting too. Have you tried bumping up the master setting? You will need a fair amount more fuel than the RB20.

the base values haven't been increased much in that map. What's the max value you tried? I'd be increasing the values in the entire row until you get a suitable idle speed. Try something around 80-95 instead of the 55 to 30 you have in there.

I'd set the idle mode to open loop and configure the base idle values first to get your desired idle speed, once that is done you then setup closed loop.