1st Gen Haltech ECU Discussion

Yeah, I've got the TCCS book somewhere that explains all the ESA logic, I've posted it on the forum before. It is fascinating, Toyota did it very different compared to other manufacturers at the time.

 

Saw that they have california emmision spec knock sensors and federal spec ones.
I would have thought that the sensor wouldn't matter. Seems weird

 

Lol struck a nerve, chips on shoulders, and animosity might be a bit... dramatic. Just seems like you've had a few subtle and not so subtle jabs in my direction. For what reason, I'm not sure. But like you said, we don't know each other all that well.

With that, your summation of ESA in the stock 5vz ECU appears backwards to what's typically been understood in the 5vz community. I've heard for a long time now that the stock ECU does not listen to the knock sensors below 3k RPMs, hence why so many TRD supercharged engines suffer from high-load low-RPM knock and ping themselves into oblivion. But then seem to run fine at higher RPMs, as the ECU then reacts to input from the knock sensors (as well as possibly getting into open loop to help richen up fueling). But what you're saying... "since toyota knock monitoring becomes less active at 3000rpm"...."the base timing map is more conservative without ESA working on top"... seems to run counter to that.

I ran a couple searches looking for this, but came up empty. Would you mind linking me to this documentation?

 

Hey Trey, where did you land with knock monitoring? You get the thresholds dialed in? Are you using stock Toyota sensors, beefier GM ones, something else like an external Bosch?

I've just started playing around with logging the feedback from my stock Toyota ones. Looking to start diving into this a little more soon.

 

Wow you dug up an ancient post haha
I ended up putting in wideband Boschs a few months ago and just let it go with the map defaults. I was just telling Zane I really need to figure out the proper thresholds and this question of timing being the issue put to bed

 

Question if anyone can chime in,
I have an error coded in the trigger voltage section, it's referring me to the, it's saying to change the on during flood clear only, what drop down should be tagged?
1)disable
2)always on?
3) on during flood clear only = throws a error at the top of the page as shown ,
It's having a random trigger error at 4900rpms inconsistently,
And or what drop down is being used ?
Thanks in advance

 

I have that set for disabled in mine. Not sure why you would want to lock the ignition angle like that. How was it previously configured?
I doubt the trigger error is related to that. How old are your sensors? Do you have your trigger ground wires separated?

 

You can usually just leave ignition lock mode set to disabled. As far as the trigger error at 4900, it's likely due to the cam and crank wiring and the combo of settings "some people" like to use to bandaid the cam and crank ground splice in the factory harness.

 

The error on your ECU is because the fuel flood clear mode needs to be on in order to have it on for the ignition, you can't have ignition set to on while the fuel flood clear is off.

 

I have flood clear mode on, but dunno what ignition lock is

Also..why are his trigger voltages going the wrong way? A Gabening?

 

I’ve been having trigger errors off and on for a while, new OEM sensors = no change , I’m sure my issue is related somehow to the stock wiring.
Trigger wires grounded separately? No,
How is this done? Or a write up?
Will switch the default to disabled thx

 

Definitely gabe. that's how mine was

 

I would recommend separating the grounds. I did and it helped. Settings will have to change to accomodate though.

Disconnect the ECU plugs and pull the harness through the firewall into the engine bay. Easier to work in there. Strip back the sheathing to expose it and then just remove the splice, reconnecting the respective colored wires.


I would leave the ignition lock to disabled. Like @2RZNoShi1 said you don't need it. That won't have any affect on trigger errors or signals.

 

Here are my voltages without separated grounds (been running without trigger CELs for a while now):

 

I think it’s all related to the wire harness or grounds, that voltage going the other way sets off triggers everywhere, this setting was the closest with little to no triggers, going to have to address the grounds or wire harness next when I can find some time

 

Sounds similar to the behavior I was having before I separated mine. I had similar voltages that were sort of all of the place.
Once you make that wiring change, turn both trigger and home to ground reference on and then home signal to falling edge.

 

Thx, did you set the home voltage adjustment 1st and then trigger voltage? And fine tune the voltage off the trigger section?

 

They're independent so not sure I did either first, but the onboard oscilloscope works wonders for determining the noise floor at various RPMs. Set the trigger to maybe 1/4 to 1/3 between the noise floor and peak voltage to start.

 

You are one of the lucky ones. Some rigs run with the splice and cam and crank run into their respective grounds with no issues. Its not the correct way to do it at all, and usually hits a point where it no longer works. Can either run cam and crank grounds to sensor ground, and set the settings accordingly, or take out the splice and run them to their own grounds. Those are the two correct ways to set it up.

 

Would it be wiser to have new camshaft and crankshaft wires made that run directly to the sensors from the haltech then?