New to me - FZJ80 on 40's
- Thread starter jamesurq
- Start date
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I don't know why I never thought to find your thread and read it, I guess I assumed it would be in the 80's section. But I don't understand what the problems were with the computer control? Are there strict emission requirements in NC that make use of the CEL? Because with an AEM infinity you could lose the MAF, run just a straight MAP tune and run it in parallel with the stock ECU so that you wouldn't have to control the transmission the stock ECU would do it. You would get a CEL but most people just pull the bulb.
You should be able to wire in a parallel setup with like 10-12 wires.
- Crank angle sensor
- Cam angle sensor
- TPS
- MAP sensor
- O2 Wideband
- Coolant temp sensor
- Air temp sensor
- Injectors
Some you would tap some you would splice but I don't understand what the issues were, maybe get some more details from the tuner?
You should be able to wire in a parallel setup with like 10-12 wires.
- Crank angle sensor
- Cam angle sensor
- TPS
- MAP sensor
- O2 Wideband
- Coolant temp sensor
- Air temp sensor
- Injectors
Some you would tap some you would splice but I don't understand what the issues were, maybe get some more details from the tuner?
- Thread starter
- #584
Thanks man. I appreciate the input. Not sure why neither one of the tuners I ended up with couldn't get it done.
It's not through a lack of trying though.
It's not through a lack of trying though.
Morning Ryan ....
Recall that James' rig is a 94. This is the rig I was following so closely to see how the tuner made it all happen. In the end .... he didn't. So now I am digging into the MAP-ECU3 owners manual to try and learn what the tuner missed.
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- Thread starter
- #586
Ordered a set of 4 new 'high performance' brake rotors and pads. They get here Wednesday.
Haven't done rotors/pads in a toyota are there any special torx tools or anything I need, like with Chevy?
Haven't done rotors/pads in a toyota are there any special torx tools or anything I need, like with Chevy?
You will need the 54 mm socket.
You can borrow mine. There are some one time use items like new jam nuts, thrust and star washer. As well as skme consumables....Gasket between hub and rotor i believe, seal on back of rotor behind wheel inner wheel bearing, etc
If your inner seal is weeping you are half way to replacing it at this point.
You can borrow mine. There are some one time use items like new jam nuts, thrust and star washer. As well as skme consumables....Gasket between hub and rotor i believe, seal on back of rotor behind wheel inner wheel bearing, etc
If your inner seal is weeping you are half way to replacing it at this point.
Jason is correct, if you are half thinking about a front axle refresh this is perfect timing.
What they said^^^^^. I did notice yesterday your driver side knuckle was weeping so I'd say your due anyway. Perfect timing
- Thread starter
- #592
And while I'm at it, I might as well replace the birfs.... Jeez you guys don't make anything easy. I was hoping to slap this on Wednesday night - now I"m rebuilding axles....
Unless you guys are offering up another HAMOM?
Cause I do have some nitro axles in a box somewhere
Unless you guys are offering up another HAMOM?
Cause I do have some nitro axles in a box somewhere
And while I'm at it, I might as well replace the birfs.... Jeez you guys don't make anything easy. I was hoping to slap this on Wednesday night - now I"m rebuilding axles....
Unless you guys are offering up another HAMOM?
Cause I do have some nitro axles in a box somewhere
Yeah, you keep using the term "I".
- Thread starter
- #595
Don't want to be presumptuous. A set of pads and rotors is something I've done before....
Hey Rice, Good Morning,
I do understand it is a '94, that should actually make it easier since there isn't an OBDII system to fight. So I don't have a '94 EWD, but you should be able to find the section on the ECU pinout for each plug, and from there pull what you need to run a standalone engine management system in parallel. Like I said there will be some things that you have to splice and others that you will just need to tap. For example you will splice the injector signal since you will take full control, but you will need to tap the Crank and Cam signals so the stock ECU still gets RPM etc. You will have a wideband that the stock system will not need at all. So you will trigger all kinds of CEL's which is why I was asking if the issue was requiring a CEL for emissions issues because that does complicate things.
I do understand it is a '94, that should actually make it easier since there isn't an OBDII system to fight. So I don't have a '94 EWD, but you should be able to find the section on the ECU pinout for each plug, and from there pull what you need to run a standalone engine management system in parallel. Like I said there will be some things that you have to splice and others that you will just need to tap. For example you will splice the injector signal since you will take full control, but you will need to tap the Crank and Cam signals so the stock ECU still gets RPM etc. You will have a wideband that the stock system will not need at all. So you will trigger all kinds of CEL's which is why I was asking if the issue was requiring a CEL for emissions issues because that does complicate things.
We don't have an issue with the '94 passing inspection since we have no emission testing (other than federal visual). The 94's do have other issues. There is no crank sensor and no MAP since we still have AFM's (VAF), and transmission control still has to reside with the OEM computer.
What I have learned so far is this should not be an issue .... The MAP-ECU3 has its own built in MAP sensor and so the AFM should simply come out of there. Then let the MAP-ECU3 "feed" AFM values to the CPU. In addition, the MAP-ECU3 has built in A/F values to feed the OEM ECU for open loop. Start with the built in base map from a Supra and then it's ready for tuning.
The hardest part (It seems) is transmission control.
What I have learned so far is this should not be an issue .... The MAP-ECU3 has its own built in MAP sensor and so the AFM should simply come out of there. Then let the MAP-ECU3 "feed" AFM values to the CPU. In addition, the MAP-ECU3 has built in A/F values to feed the OEM ECU for open loop. Start with the built in base map from a Supra and then it's ready for tuning.
The hardest part (It seems) is transmission control.
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No 80 series came with a MAP, the standalone ECU has a pressure sensor built into it that you just run a vacuum line to. You get rid of the AFM completely. I think you will need to do something about getting a crank angle sensor, with just cam sensor I am not sure if you will get a proper trigger signal to the ECU. I am not aware of all the trigger signals but it seems like most require a crank and cam signal.
Trans control stays with the ECU, that is why you run the system in parallel it is the same with the 95+'s my stock computer still runs the trans.
I wouldn't try to feed the stock computer any of the signals, just take control of what you need and bypass the stock computer for those things. The reason you need a standalone is simply because the stock computer won't know what to do with the new signal voltages. For example a maxed out voltage of 4.9v might have been 25lbs/min of air flow through the old AFM, but now your new 4.9v signal needs to be 45lb/min of air flow the stock computer isn't going to know what to do with that. The standalone will be controlling the ignition timing and fueling anyways so there is no reason to send any of those signals back to the stock computer.
Trans control stays with the ECU, that is why you run the system in parallel it is the same with the 95+'s my stock computer still runs the trans.
I wouldn't try to feed the stock computer any of the signals, just take control of what you need and bypass the stock computer for those things. The reason you need a standalone is simply because the stock computer won't know what to do with the new signal voltages. For example a maxed out voltage of 4.9v might have been 25lbs/min of air flow through the old AFM, but now your new 4.9v signal needs to be 45lb/min of air flow the stock computer isn't going to know what to do with that. The standalone will be controlling the ignition timing and fueling anyways so there is no reason to send any of those signals back to the stock computer.