converting obd1 to obd2 (1 Viewer)
- Thread starter semlin
- Start date
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I'm almost scared to post this, but a local guy has put a translator together and we should be starting to test it this weekend. Our plan is to put the two AFMs in tandem and then monitor them and try and sync them up.
Oh, I have plans for this. That engine will be rebuilt, among other things. This project will be done right...
So am I to understand that the airflow meter the only thing that causes fuel starvation under low boost on OBD I vehicles? Or is there a difference between injectors, pump, base fuel pressure, etc? If the airflow problem is solved, then I'm good to go?
NLXTACY
Wits' End
I remember reading something about land tank's MAF sensor correcting this problem and smoothing idle quality by raising fuel pressure and making the sensor read better at low airflow rates.
Does the low fuel pressure only occur at idle or low engine load operations? I know there's a fuel pump high/low relay on OBD I vehicles... essentially the fuel pressure is the same at higher load conditions such as boosting or WOT, correct?
I hope the ECU has the proper calibrations for increased airflow, is that something Toyota would have done if the airflow meter wouldn't ever have been able to read that high?
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semlin
curmudgeon
- Thread starter
- #49
yes there seems to be another thread about the purposes of FPR low idle pressure right now 
the obd1 ecu is untested in boost applications with a different intake system. it is assumed that it is the VAF and not the ecu that is the bottleneck. this is an educated guess based on a number of factors. as i mentioned, there are other threads on this. search on "VAF to MAF conversion"
the obd1 ecu is untested in boost applications with a different intake system. it is assumed that it is the VAF and not the ecu that is the bottleneck. this is an educated guess based on a number of factors. as i mentioned, there are other threads on this. search on "VAF to MAF conversion"
I'm waiting......
Do keep us posted. It's tougher than it looks, this standing on one foot while hiolding my breath.
Many years have passed, I have just read this as I'm wanting to do similar.
I have a 96 1FZFE that is ODB1 manual and want it ODBII mostly for the scanguage II
I didn't know it was so old this thread and just reading this is doing my head in. Does anyone know what happened if successful etc?
I have a 96 1FZFE that is ODB1 manual and want it ODBII mostly for the scanguage II
I didn't know it was so old this thread and just reading this is doing my head in. Does anyone know what happened if successful etc?
semlin
curmudgeon
- Thread starter
- #54
it would depend on whether the engine had the crank position sensor that was fitted in north america after 1995. if it did, then the conversion might be doable. but it still depends on whether an oz 96 80 got a bunch of other upgrades that occurred in north america or whether it was the same as the 93-94. do you have a maf or vaf air flow system? do you have in line cats or are they side by side? do you have an o2 sensor behind the cats or just in front.
whatever happens, you'd need a number of obd2 model 80 parts to do it including, potentially, an ecu, maf, manifold and exhaust and wiring harness plus possibly dash instruments.
ppc
M Go Blue
The one thing not addressed in the video is what was done with the transmission. If the original A442F transmission is still in place it would be interesting to know how that is controlled as the ODB1 uses a separate controller which ties into the engine ECM where the ODB2 engine ECM provides the control directly. As far as what's been documented in the past the two systems are are not really compatible. Retaining the original transmission would require an aftermarket controller but that still make throw codes with the ODB2 ECM.
The catalytic converters have been switched to the newer inline setup versus the side by side configuration. What effectively looks to have been done is to swap the entire driveline with the exception of axles/suspension along with the entire dashboard and electrical system. From a cost perspective a swap of that magnitude is not going to be cheap. With a blown engine the cost of replacing the motor with ODB1 or ODB2 is a wash but for someone converting a good motor there are differences in almost everything except the short block. I'm sure this conversion with accomplished with the use of a donor vehicle.
Bottom line it would be more cost effective to buy a ODB2 vehicle, transfer any accessories/modifications and sell the ODB1 to defray the costs. Another option would be to add the turbo to the existing motor but switch to a standalone aftermarket ECM.
The catalytic converters have been switched to the newer inline setup versus the side by side configuration. What effectively looks to have been done is to swap the entire driveline with the exception of axles/suspension along with the entire dashboard and electrical system. From a cost perspective a swap of that magnitude is not going to be cheap. With a blown engine the cost of replacing the motor with ODB1 or ODB2 is a wash but for someone converting a good motor there are differences in almost everything except the short block. I'm sure this conversion with accomplished with the use of a donor vehicle.
Bottom line it would be more cost effective to buy a ODB2 vehicle, transfer any accessories/modifications and sell the ODB1 to defray the costs. Another option would be to add the turbo to the existing motor but switch to a standalone aftermarket ECM.
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semlin
curmudgeon
- Thread starter
- #57
not sure what was done in that case and it may be a full swap from a newer vehicle. for an obd2 vehicle a vaf to maf conversion can be done while retaining the obd1 ecu if you build or buy a device to convert the voltage output from the maf to the vaf equivalent voltage. that cures the main weakness of boosting an obd1 vehicle. there are threads on that. it's been done for supras and other early efi toyotas.
