Builds US Spec. February 1990 Poverty 80 2uz/h151f swap
- Thread starter Tank5
- Start date
This site may earn a commission from merchant affiliate
links, including eBay, Amazon, Skimlinks, and others.
Did you replace the timing belt? Could this be a issue caused by mechanical timing being off?
Can you list out the details on what you have exactly? I'm going to go back through your thread and see what I can answer myself, but it might be good to put it all in one spot.
What year / model is the engine from?
Is the harness from the same vehicle?
What ECU are you running? Was anything modified on the calibration?
Are any sensors different than that specific application?
Is the MAF from the same application?
Is the stock intake you picked up from the same vehicle?
What about the PCV and EVAP systems (I haven't looked, but I assume this engine has both), are they intact / unmodified? Is the EVAP tied into the fuel tank?
Is the SAI system intact?
What brake booster / where is it tied into the vacuum system?
Thanks
-Rob
What year / model is the engine from?
Is the harness from the same vehicle?
What ECU are you running? Was anything modified on the calibration?
Are any sensors different than that specific application?
Is the MAF from the same application?
Is the stock intake you picked up from the same vehicle?
What about the PCV and EVAP systems (I haven't looked, but I assume this engine has both), are they intact / unmodified? Is the EVAP tied into the fuel tank?
Is the SAI system intact?
What brake booster / where is it tied into the vacuum system?
Thanks
-Rob
It's possible you have an injector that's faulty. 4 years is a long time if the injectors had fuel sitting in them.
Maybe worth pulling the manifold and checking the gasket. I’ve seen aftermarket ones that don’t seal for crap. Usually you would have a purge valve code too. But can pinch that line and make sure it isn’t the culprit that something else we see a lot.
Tank5
SILVER Star
- Thread starter
- #289
The first few gallons of fuel that I ran through the engine had fuel system cleaner it it with those in mind. The primary reason I have not pulled the injectors to have them serviced or replaced is because the lean codes are for both banks, O would have thought if it was just one or two poor performing injectors the codes would be specific to one cylinder or another. Please identify the flaw in this thought process.
There was one capped port in the back but I used it to hook up to the brake booster. There are a couple vacuum lines on the bottom but they are hooked up as the should be. There were zero leaks detected from brake cleaner and smoke machine testing on the planum ports.
The planum and exhaust manifold gaskets were replaced with oem parts bought from parstsouq ( I am not aware of any reports of them selling counterfeits). When I test for leaks around the planum by plugging and clamping lines individually, using brake cleaner and last using a smoke machine I did not find any leaks from the planum or ports.
Maybe it was too soon for me to recommend the injectors as suspect. If you clear codes and drive it with live data on, when do stft numbers go above 5?
Sorry did not read all the prior pages to know. Is you vacuum on FSM spec if you use a vacuum gauge?
Tank5
SILVER Star
- Thread starter
- #292
I was trying to capture more live data last I drove it with the oem filter box on but the program kept loosing connection, I suspect the cable usb plug was getting josseled. This is the only screen shot I got. i might have been going about 30mph at the time.
Good question, I don't own a gauge to test this, so I have not. Maybe another tool I need to purchase.
On a side note, I really like the clean look of the new OEM filter box !
Tank5
SILVER Star
- Thread starter
- #294
@RivMan
- Engine was purchased November of 2020, first start Octoberish 2024, reported to have had 106,XXX miles on it
- Engine is out of a donor 2006 Land Cruiser, although partsouq dates the vehicle as 06/2005
- Engine Harness came with the engine, I sent the harness and ECU to a vendor to have it built into a standalone and have the ECU reworked. The vendor cooked the original ecu and replaced it with a 2005 GX470.
- The ECU was flashed and some systems were deleted, the transmission was deleted since I am running a manual transmission. I understand that it is wired such that the ecu believes it is in gear.
- The SAI system was turned off inside the ECU (I get no codes) and I deleted all the components related to this system. The holes for SAI tubes in the heads were threaded and plugged.
- The Second 02 sensor in each bank have been deleted
- The cats he been deleted
- The EVAP purge valve is intact and plumed to the charcoal canister which is connected to the tank. I capped the evap line to test it a vacuum leak source. No change.
- The PCV is also intact and I tested it as well as source for the vacuum leak.
- All replacement parts installed were purchased from Partsouq using the vin number of the engine donor vehicle: MAF, PCV, Planum Gaskets Manifold gaskets, A/F Sensors, Hoses, timing belt, spark plugs, crank sensor, other parts as well but they are not specific to this issue.
- The brake booster is stock for the 91 land cruiser and the vacuum is connected to a port on the back of the planum. I plugged this during my search for vacuum leaks as well.
- The air filter box is from a 2005 LX470, the intake pipe I have I believe came with the donor engine.
Tank5
SILVER Star
- Thread starter
- #295
I have been talking with the harness builder and shared the following information as another data point for how the motor is running. This was collected the last time I drove it with the oem intake setup on it.
2nd gear 20mph at 2000 rpm
3rd gear 65mph at 4500 rpm maxed would not go higher
4th gear 70mph at 3300 rpm it maxed out. To do this I had to drive on a slight down hill grade.
5th gear 80mph at 3300 rpm maxed out. To do this I had to drive on a slight down hill grade.
For comparison I drove my fj45 with the non-VVTI 2uz today and it will hold 60 at 2000 rpm it is running a 5 speed automatic, so I don’t know what gear it was in.
2nd gear 20mph at 2000 rpm
3rd gear 65mph at 4500 rpm maxed would not go higher
4th gear 70mph at 3300 rpm it maxed out. To do this I had to drive on a slight down hill grade.
5th gear 80mph at 3300 rpm maxed out. To do this I had to drive on a slight down hill grade.
For comparison I drove my fj45 with the non-VVTI 2uz today and it will hold 60 at 2000 rpm it is running a 5 speed automatic, so I don’t know what gear it was in.
I have been enjoying your build thread and will throw out a few thoughts I have. Thanks RivMan for asking for a rundown of your setup because it is helpful to see to provide input. There are two things that jump out to me.
Is the issue fuel supply related? To my knowledge the VVTi Land Cruiser has a returnless fuel supply setup (meaning no return on the fuel rail) and the fuel filter contains the regulator. How is your fuel supply and return line setup compared to how they would be in the donor Land Cruiser? Also, the 2uz VVTi variant typically has a fuel pump control module. Do you have that in your system or how is that addressed?
Is the mix of 05 LX470 ECU causing an issue because of a slight difference compared to the Landcruiser everything else? And I assume it is a model year 2006 LX470 in order to be VVTi?
Tank5
SILVER Star
- Thread starter
- #297
Thanks for the ideas.
The fuel system on the 2uz’s is the same that I am aware meaning the fuel filter is inline prior to the fuel rail, both receive fuel through a dampener on the rail and the fuel pressure is managed by a fuel pressure regulator on the fuel rail. After the FPR the fuel returns to the tank. My setup works the same.
I did install a new oem fuel pump ordered using the donor trucks vin. The fuel circuit that I am running the fuel pump with is all from the 91 80 series and I believe I recall it is bower through the EFI relay. The power to turn the pump on is triggered through the ecu.
I have tested the fuel pressure relentlessly throughout the trouble shooting process and after sorting a vacuum issue out the fuel pressure is great and at spec. Even under load, no issues there.
I don’t think there is an issue with the mixing of the GX470 and LC mix of ecu, harness, and engine. They all have a 2uz VVTI and I am not aware that there are any significant differences outside of fitting configurations. The ecu was flashed, so any differences in the ecu probably didn’t matter at that point.
Tank5
SILVER Star
- Thread starter
- #298
I have had the thought for a while that maybe my issue is caused by something in the ecu. I sent the harness/ecu a message to get his thoughts and after he reviewed the ecu build he does think it is worth sending back. He says he has build several others the same way without any issues. He says my symptoms seem like a vacuum leak. I get that but I cannot find any leaks.
I ran another 15 minute smoke machine test. Not a hint of smoke leaked anywhere.
@ceylonfj40nut suggested doing a vacuum test. I will probably buy a vacuum tester this weekend and try that next.
I am running out of time to get this thing sorted out before my trip.
I am considering taking it somewhere to have someone with all the tools to take a look at it. I just don’t know who that would be local to me. Considering it is a motor swap with a stand alone harness/Ecu build I expect most shops would pass on it.
Talk this out with me. I am getting lean codes for both banks. The only sensors that report data that would identify lean fuel conditions are the MAF and A/F sensors which both are oem new. For the moment let’s accept I don’t have any vacuum or intake leaks. Fuel pressure is at spec. no issues there. The lean condition affects both banks, so if the injectors were the issue it would have to span multiple injectors not producing enough fuel, so the A/F sensors are reading a lean condition? Wouldn’t this create a code in the individual cylinder or no? I don’t believe I have ever received a miss fire code, so all cylinders are firing. I have burned more cash on this than I had hoped, so I would really like to be as tactical as I can.
I have had thoughts of ditching this VVTI and going with Non-VVTI. I hate to give up on this though.
I ran another 15 minute smoke machine test. Not a hint of smoke leaked anywhere.
@ceylonfj40nut suggested doing a vacuum test. I will probably buy a vacuum tester this weekend and try that next.
I am running out of time to get this thing sorted out before my trip.
I am considering taking it somewhere to have someone with all the tools to take a look at it. I just don’t know who that would be local to me. Considering it is a motor swap with a stand alone harness/Ecu build I expect most shops would pass on it.
Talk this out with me. I am getting lean codes for both banks. The only sensors that report data that would identify lean fuel conditions are the MAF and A/F sensors which both are oem new. For the moment let’s accept I don’t have any vacuum or intake leaks. Fuel pressure is at spec. no issues there. The lean condition affects both banks, so if the injectors were the issue it would have to span multiple injectors not producing enough fuel, so the A/F sensors are reading a lean condition? Wouldn’t this create a code in the individual cylinder or no? I don’t believe I have ever received a miss fire code, so all cylinders are firing. I have burned more cash on this than I had hoped, so I would really like to be as tactical as I can.
I have had thoughts of ditching this VVTI and going with Non-VVTI. I hate to give up on this though.
Your close Dennis. ECU ship and reset is a easy card. Entirely possible something was missed. Dont the front 02 sensors pick up lean codes as well?
Tank5
SILVER Star
- Thread starter
- #300
The builder doesn’t believe there is anything wrong the ecus. I need to send one back for an adjustment but I not there just yet.
That is what I believe the front two are the A/F sensors. The back two have been deleted and I believe they only measure the how well the cats are functioning which I also deleted.
