Steve Bull

the only reason for dropping the FP that low on tick over is that the fuel pressure regulator, through manifold depression, does the same. The pumps can flow 660 lt of fuel per hour which is far too much unless at max boost and revs. The fuel was getting quite warm and pumps drawing too much current when they didn't need to .

Got another question, im using Aux 4 as a PWM to control my fuel pumps. I have a Solid State Relay SSR, to do the high current switching and its set at 1800 hz. This allows control of the pumps to lower the pressure at low demand. At present tick over @35% PWM, gives 30 psi of fuel and maintains a steady 4.5 V Its yet to be set up fully but what would you recommend to to use as the "Y" axis on the PW table. At the moment its TPs % but i thought it might better to either MAP or % of the fuel table while keeping the "X" axis as RPM. I also need to control the Electric PAS pump, I do intend to use another SSR but could the ECU be used on the low side to control it again PWM.

Im trying to set up the ECU for idle control with a 2 wire solenoid but cant seen to get it to maintain a stable tick over. Any ideas.

Just trying to set the fueling on the ecu. The master fuel I know affect the whole map.and the value in the fuel table cells is a percentage. If the Master fuel is set at say 7ms and the fuel cell in the table is 50, does that mean that at that setting the injector will fire for 50% of the 7ms 0.0035 seconds. Knowing the basics of how the fueling figures work and correspond to each other and real life numbers will greatly help me map the car . This would also allow me to change the Master setting and have an accurate guess what effect this will have on the fuel table,. plus knowing the AFR will allow me to predict the correct number for all the cells before it goes on the dyno. Thanks Steve

thanks for that is has made a difference. If the master fuel setting is is changed by one what is the equivalent in the main fuel or what proportional effect.

Trying to set up the injectors with the ECU. I have a set of 1050 ASNU injectors and trying to find out the nearest injectors in the pull down menu. I have the injector/voltage i think that the same as dead time on the ECU, is the nearest the Bosch 1000H .http://www.asnu.com/static-downloads/injectordata/ASNU 1050cc VC 3 BAR.pdf

Thanks for that. I have put "4 ms", the lowest value for master fuel, but its not low enough as the AFR is at 10. If i put in minus value in the "master fuel trim " will that reduce it further.

I have your base map for the 1uzfe. My engine has a turbo so we are fitting 1050cc injectors. As these are loads bigger than standard what the easyest way to get the engine to test run and tick over.

Yes the Digital window states both D1 and D2 VVT Cam Position OFF. The engine runs it just show the fault. On the Digital Inputs D1 and D2 on the ECU setting the pullup resister is off and that is normally when the sensor have a 5/8 or 14 volt input. I looked at the: Navigation: Wiring Information > Input Signal Wiring > Digital Input Wiring and it shows that the pullup resister should be "on" if the sensor is earthed. Or am i reading it wrong.

The cam position sensors on my 1uzfe vvti aren't being picked up on my ECU. I have them wired from D1 and D2 on the ECU to sensor and then from the sensor to shielded earth. I notice the setting on the ECU that the pullup resister was off, on D1 and D2. Should this be on or should there be power going to the cam sensor. Thanks

That's load of information. The main things I wanted to know the difference between the g4 extreme ( the old ecu which I have) compared to the new G4+. Mainly the difference in outputs.

Hi, Whats the main advantages of the new ecu compared to the old one. Can it use the same ecu plugs (A,B) Is there any base maps for the 1uzfe engine.

Hi, got a xtreme G4 ecu and a 1uzfe engine on sequential injection. One of the issues is that left bank 1,3,5,7 didn't fire when in injector test. 2,4,6 and 8 were fine. Then injector 1 started to work the only one on that bank. All injector have power, any ideas. Thanks Steve

Thanks for that, it will free up 4 outputs. Â One other thing on the 1uzfe (vvti) which sensors require 5 volt and which require 8 volts from the ECU. Â

I had set the ecu up to run 8 coil on plug using all 8 of the inginition channels. However, i need more Aux outputs so i need to go to wasted spark to free up 4 Aux channels. Can one ignition channel cope with two coil on plugs.Â

I'm a 1uzfe on a link G4 ecu.  At present its running Sequential injection coil on plug.  However, I need more outputs so  i was considering using wasted spark and using some out the injector outputs.  Is there any draw backs going to wasted spark.  I need outputs for the fuel pumps, rev counter etc.

standard sensor via ecu read 75 while  the after market was 50 degrees 'C'

the ECT standard sensor throgh ecu was at, Â The throttle side of things ill go for using th 1uz clutch on a relay. On when TPS IS lower than 0.6%, idle control. Plus that will free up on output.

just need to check, what is the correct setting for the standard 1uzfe coolant sensor. Â I have aux coolant sensor as well but they never read the same

Thanks  That's more or less whY I have done. One problem is that the ecu engages the throttle clutch so the cable is stiff and closes slowly.  Â

Hi Thanks Does that mean you can use this as an electronic throttle control without the  link 'E Throttle'.  I had converted it to manual just by altering the cable end of the throttle to operate on pull but it can be easily changed over. The engine ran smooth today up to about 3000 rpm but as it was small throttle opening the turbo didn't cut in.  Still a long way to go.  Anyone with any ideas pass them on.  Steve

Hi, i set the injector times  to 4 ms and the thing ran.  But had to increase to 8ms for the throttle to work.  The TPS calibrated but then fell out ill have to check that.  The MAP took a while to callibrate, a bit of trail error.  The injectors are an upgrade for the 1uzfe there Nikki 550cc @ 52psi high impedance.  Thanks Steve

Hi, thanks  The injector are now 550 cc rather than the standard (175cc)  1uzfe ones.  I take it i have to reduce  from  11ms, as it is now, down to say 6ms. It ran but was only for second or two.  However, you could smell the fuel. Â

Thanks for that  Yes its coil on plug, but it wired for sequential.  But wasted spark might be better.   How do you change fuelling for bigger injectors as I'm using the 1uz standard map but trying to alter it for my set up.  The engine fired up but there was  to much fuel for it to run. Â

Does anyone have anyexperiance with these engines and the idle control. Looking at the system they need the use of 4 aux ouputs in stepper control. Can this be reduced to just useing 2 just to control the valve as all two do is engage the clutch. Could this done just by givbing it a perminant live feed.  One reason for asking is to free up two outputs for PAS control and fuel pump.Â