lemmy01

My vi-pec map-sensor(2,5 bar) give up after 800 miles so i wire in a toyo Map-Sensor lying around in my garage. PartNr:89420-17040 its from a na Mr2 sw20. The st185/st205 calib do not fit. The Subaru EZ30 AVCS calib is the best i found in the list, the values at idle(27) and engine off 99 are ok but it seems the space between is not 100% correct. I get some lean cells at -60/-50 MGP that where correct with the vi-pec sensor. of course i did a calib with the new map sensor. Could someone provide a calib for the sensor.

I think the settings in the helpfile came from the first 2grfe without vvti enabled.Done by a uk-firm So if the ecu use the 30° gap instead of the 90° tooth its no problem, but if the the cam is 30° advanced the gap is gone and it give trig2 failures. This is only my speculation!

It seems that the trigger errors are gone Could not pull really hard because the streets are weet but i think they are gone. So the setting for the 2gr-fe should be updated in the helpfile: trigger2 Inlet/LH falling edge 52° offset

I have spend the LH-Sensor's some very heavy shielded wires to get save that noise is not my problem. Wired the inlet/lh Sensor again only to trigg2 and get again a error under the VVt-Runtime for the Inlet/LH sensor. Changed edge in trigger2 to falling and it worked.Seem's so that this not changed my main Offset. I think if the engine is idle at 750rpm i noticed a large amount oft ignition shifting. I switch the trigg2 endge with engine running. I have a cam-offset of 51,9 with that.(for LH/Inlet). Make a testdrive without and with Cam-Solonoids enabled later and see if things changed. But at leased this free's me one dig input.

There was a wireing diagram by the sensor. As i remember there is a 5 & 12V wire if you choose the right one your wireing looks right for me.(dont use both ,5V or 12v) You could try sucking on the vacline of the sensor and show if the ecu display's it.

You could work out a calib for your sensor if you would have to solved it immediately. if you have a good thermometer for reference. Make a measure at 0,60 and 100/98 °C and interpolate the other values in the calib table. Than you should close enough. To have it very acurate you could make some more holds at 70 -90°C range. No big thing but you must have the sensor connect to the ecu and at best use the same wireing for calibration. Put both sensors in water move them and note the readings. But do not go to fast over the points it take some time to stabilize because of the different reaction time of the sensors

Pull out the ect sensor and put him in cooking water.Only the sensor tip Better is if you have a calibrated thermometer but if you dont have one handy this works too. If you get readings over 100°C you calibration is off.

The online help shows rising for trigger2 and falling for vvt-sensors. I have checked the sparepart list of the engine and the 4 camsensors have the same partNr. So i guess the setting for trigger2 have to be falling too. At my understand its impossible that one sensor have to different endges so one setting have to be wrong. Must i check the main-offset again if i switch the trigger2 to falling? I hope the solution is so simple.

I have found this waveform in the toyota manual for that engine. Im not sure but it seems that vv1 and vv2 have different endge'. But im unsure. Dave i will try your settings if i get some time tomorrow.

Hi Dave, trig2 and dig1 have the same sensor.I split the wire. So i disabled the pullup in dig1. I could change trig2 pullup to off and dig1 to on but dont know if this makes things better. The settings are same as in helpfile Toyota 2gr-fe section. But im a little confused about why the Inlet/LH sensor have under trigger2 settings raising and under DI-settings falling? The cam has 3 tooth. First i tried as simon says and wire the inlet/LH sensor only to trig2 and have the vvti settings under trig2 enabled. http://forum.vi-pec.com/forum/viewtopic.php?f=3&t=1123 The engine has a chain and only 10k miles so there should be no slack. Have you noticed in this screenshot that there is 25° in the target table and the ecu give a target of 18.7? Exh is the same. You must scroll a little its a big resolution. http://img213.imageshack.us/img213/254/vvtifehler.jpg Im baffled.

I tried limit the inlet to 25 and it help a little. I get the errors later yet in the range from 3500-4200 rpm if i in the higher load cells. But i see some strange behavor of the ecu in a log file. The ecu give a inlet and exh target that have nothing to do with the settings in the target-table. See by yourself: http://img213.imageshack.us/img213/254/vvtifehler.jpg Try the url its a big screenshot 1900x1200 resolution

It seems so that the trigger errors only happens if the inlet cam is advanced more than 25°. What do you suggest? Should i give it a try to reduce the 30° values in the inlet-target table to 25°??? Please help!

When i switch of vvt-i (cam-test or pull the fuse for the solenoids) i get no trigger errors. Here 2 log's one with and one without vvti. There you could see that there are no trigger failures without the solenoids aktivated. https://rapidshare.com/files/4024680296/trigfehler.llg https://rapidshare.com/files/4197717969/ohnevvti.llg

Could you please tell me what number is right kPa or PSI? Figure it out by myself (GP-Input 0.5V,4.5V,PSI 0,150) The PSI value is right the kPa wrong.

I have checked the logfile and the 4 trig2 errors happens at the same point as the trig1 errors. I dont noticed this before. Is it possible that the trig1 error is the reason for the trig2 errors or is it a Indication for something else is wrong as the arming threshold? Try download the logfile again and add the paramater you need with rightclick->properties->addgroup IAT and ECT trims turned on. I temporary setup the e-throttle table that way because its make it easyer to touch the low loadpoints in the fueltable. My food is no precision instrument Thanks for help Dave

Here is the mapfile ralfmr2vers4.zip

The lean condition is because the ecu make a fuelcut. You can see this in my screenshoot (Fuelcut 100%) Is this the normal behavor if there are trigger failures? The engine only missfires when i abruptly lift off the throttle . There should be target AFR in the log i opend it and it shows me afr-target and wideband. wideband is at an volt 7. Threre is no pop or backfiring at that time. it feels like someone had switch the key to off. I have acceleration enrichment setup and it look's its enough to get no extreme leanout's that backfires

Here is the logfile from where i made the screenshoot look at the last 1/3 where is a spike at tps. https://rapidshare.com/files/1696063880/round2.llg

Trig1 signal is good and have no errors except i give abruptly some throttle. The offset i checked with the timing light but i not be able to check the delay (have no helper on hand to rev the engine) Here is a picture when it happens: http://img684.imageshack.us/img684/8199/trigerror.png What could be the reason for that? Wrong delay or to high arming threshold at that rpm range? Or could be somthing different the cause? Its a Toyota 2grfe and i set the trigger setup as listet in the helpfile.

There is something wrong with the units. An Volt 9 where the fuelpressure sensor is connected shows 35PSI as example and than Fuelpressure shows 350 kPa. 350kPa =50PSI and 35PSI=241kPa so one value is wrong. I have 2 standart Vi-pec Ti 150 psi pressure sensors and use the buildin calib. oilpressure have the same behavor. No big problem but i must know what value is right a what wrong so i clould regulate my fpr to the right pressure. It seems there is no way to see the volt out of pressure sensors so i could not figure it out by myself

I split the + wire from the Inlet/LH sensor and wire it to digital1 too and it works. Disable the Trigger2 V VTI (CamType off) Whats the reason for that behavor? I noticed that trigger2 have Raising and Digital1 have failing edge ( offset 51° ) so my offsets(51,172,21,140) 1-4

After doing a Cam-Test i get a clear signal for Inlet/RH Exh/LH Exh./RH but for Inlet/LH i get a "Signal Error:2nd Cam pulse". The Inlet/LH is not wired to Di1 is wired to trigger2 and as trigger2 i have a good signal. What i have made wrong? map https://rapidshare.com/files/1265057566/ralfmr2vers3.pcl

Im running PC-Link on a Mac Pro in a VirtualBox without any problems. For me its a better solution than a dualboot. After you have install windows and Pc-link you could clone the vm and could revert to a working system with a few mouse clicks. If your windows partiton goes bad you must spend some h i think

Thanks.

I Have a simple question about the DWB idle setup. I have 2,5% in the FPS/TPS table in the upper left rows(0,1000,1500 rpm) what about the values in base-position table in the idle setup. Are these values are added to the 2.5% or is there some || logik behind. Thanks ralf