Turbo BS Thread

That screams of a bad intake manifold ground point being loose

 

I checked em quickly before shutting down the test drive and yeah both were way higher than normal. I should've hit record but it was like +20 and +30 for short/ long term trims

Are you thinking even tho it's zeroed out, which should be pass thru no changes, it's still seeing something it doesn't like?

 

Wasn't the intake manifold ground was the one next to the coolant sensor.

 

I think that the high fuel trims would indicate the stock ECU is seeing something it doesn’t like, or maybe a setting needs to be changed in the MAPECU. Sounds like you have a jumper harness and it runs right with the stock computer and no MAPECU. If this is the case, to me it seems the MAEPCU is the source of the issue. Try and isolate the problem as best as you can. That will help you figure it out

 

I agree something is wonky, I'm just at a loss as to what! I'm starting to see cross eyed looking at wiring diagrams trying to get this thing to work. Here is where everything is wired, and I've physically verified the wires are going into the actual pinout according to wiring diagrams obtained for my year truck. It all makes sense unless I'm missing something big, please help me out here.

16 way harness:
1. Green (MAF output) and Orange (MAF input) to plug E8 (or A) pin 12
-cut wire, orange to sensor side, green to ecu side
2. Red to plug E5 (or E) pin 1
-tap for + power
3. 2 Black (ground) Plug E8 (A) pin 4/5
-function E01/E02 (gnd/gnd)
4.Brown (TPS) to plug E8 (A) pin 15
-function VTA throttle valve open angle
5. Yellow (o2 sensor input) *optional plug E8 (A) pin 27
-function OX2B (heated ox sensor input)
6. Red/Blk (+5v output to AFR sensor calibrator)
*7. White (analog input 1) wired to wideband AFR sensor

NOT USING:
Blue (KVF output)
Yel/Grn (SW output 1)
Purp (SW output 2)
Gry (KVF input)
Wht/Blk (analog output 2)
2x Black for IAT sensor

18 way harness:
wire cut from ecu on plug E7 (B) pins 9/10/11 (IGT 1, 2 and 3)
White, Blue and Green: to ECU side
Wht/Blk, Blu/Blk, Grn/Blk: to coil side
Black (analog output 1): wired to AFR sensor calibrator

NOT USING:
Red, Yel, Brwn, Gry, Org: Ch 4, 5, 6, 7, 8 IN
Red/Blk, Grn/Yel, Brn/Wht, Gry/Blk, Org/Wht: Ch 4, 5, 6, 7, 8 OUT
Purple: Analog output 3

AFR sensor calibrator
1. Red to red/blk of 16 way (see above +power)
2. blk to ECU gnd plug E8 pin 4 or 5
3. wht to black of 18 way (analog output 1)
4. blue to plug E8 (A) pin 14 (AF1+) Air/Fuel ration sensor bank 1
5. Yellow – not used

Here is screen shots of my setup in MapCal for ECU configuration. a lot of them I left alone as I'm not using them, like fuel cut, speed cut, lean boost retard, electronic boost control, launch control, flex fuel, NOS, not using them nothing hooked up to the switched outputs so shouldn't be an issue?
I am set up for MAF intercept, MAP y-axis
GM 2 BAR sensor
6 cylinder wasted spark
my inputs match what's hooked up, TPS is TPS, yellow is O2, analog output 1 is AFR
I've since switched the MapCal configuration "02 lookup table" to AEM 30-2320 (matches my wideband)
So again, I'm going off the limited info in the manual on how to set this thing up, if I'm missing something big please let me know

*edited to add wideband AFR to Analog input 1

 

its definitely the MapEcu3. I made sure I was getting proper readings thru OBD of coolant temp and IAT, knocked a little dust off the air filter but its decently clean, made sure vacuum lines are all tight and intake was secured. Didn't see any obvious signs of leaks.
I don't see how/why it would matter since it shouldn't be enabled thru any of my output setup, but I zeroed out the IAT and coolant compensations in MapCal.
Initial results seemed promising, I was getting AFRs to hover around 13 and only dipped under heavy acceleration.
Buuuut, I started throwing non-stop P2238 "02 sensor positive current control circuit low Bank 1 Sensor 1"

Disconnected the MapEcu3 and put it back to stock and test drove 100% fine. normal AFRs and no codes thrown.

At this point, I have a limited number of remaining ideas:
unless somebody sees something in my settings that I messed up, moving on to potential wiring issue
1 diagram, which is how mine is wired, shows the 16 way yellow (02 sensor input) tapped into the ECU.
Another diagram says don't use it at all.
And a 3rd says to cut the ECU wire, wire the yellow into the sensor side, and wire analog output 2 into the ECU side.

I don't have time today, but my remaining plans are to:
1. cut the yellow wire and see if it makes a difference
2. cut the ECU wire of the jumper harness (thank god for that) and wire it with analog output 2
3. throw this damn thing off a bridge

 

I wouldn't use the yellow 02 wire since you already are wiring up the afr calibrator.
Since the truck is running. I'd cruise over to a datalog or your dashboard. Make sure maf in and out are the same. AFR in and out are the same. Make note of something that looks weird.


I don't have any experience with the afr calibrator. If you are still scratching your head, maybe try isolating that and just run fuel and spark.
Your afr sensors might be the area of issue with that CEL.

 

You make a good point about narrowing it down and eliminating possibilities.
I came up with a list of possible combinations of wiring and hopefully I can work thru it systematically and in a logical order and try to get this nailed down.

Just need little time to dedicate to it I guess.

Can I pretend I know what you mean by going to a data log and checking maf in/maf out?

 

Take back about the yellow wire cut. You don't need to cut it. I read that when you are in AFR mode, mapcal just reads.
When you are just idling with your laptop connected just take a look at your AFR adjust tab (F7). I like table mode the best.

https://www.tacomaworld.com/threads/map-ecu3-question.371891/#post-10207368

Worst case isolate your afr adjust module and connect it later once you figure out the bugs.
I don't have an afr module so I'm just shooting in the dark.
Does your truck have 4 sensors on the exhaust like the 4.0L?

 

Trying to spice up the rev limit a bit and learn, the Cut Off settings in Haltech NSP are worded weird. This is where I ended up

https://youtu.be/zJIkPLNwB00

 

Sick!

 

It's hectic under load haha, I need a night video, pretty sure its got some little fireballs. Shook one of my exhaust hangers off

 

Sounds like a rally car!

 

Sounds rad.
What's with the RPM needle bouncing down to 3k?
I was playing around with mine a while back and was told not to get too aggressive with it for the sake of valvetrain longevity lol

 

Yeah this is about as hectic as I'll let it get. Much more than this would be pretty violent. The needle is because it's not seeing the same amount of pulses as engine RPM. The haltech is reading RPM off of the crank sensor but the gauge gets its signal from the igniter which is having pulses cut to get the rev limit. The stock rev limit is fuel cut so normally this doesn't happen

 

Mind sharing your settings?
I currently have mine with an ignition cutoff with 350 range with an 80 rpm adder. I don't remember what I had it at before, but I setup a camera and it was shooting flames when I was hard on it.

 

If I had to guess its going to be hectic like this on your truck since you have a greater spread between firing events than I do. Lowering the RPM range seems to help intensity and the adder groups the clusters. I snuck up on the RPM with the adder set to 10 and then dialed the adder in after. This just felt like a good stopping point

 

Got some time today to mess with the truck/MAPECU3:

1st iteration - cut the yellow 02 sensor wire, left AFR calibrator
results: wonky AFRs that jumped around a lot, started at ~ 12 at idle, dropped to 9.5-10 ish under ANY type of throttle load (think 5-10 mph in my neighborhood) and then stayed there.

2nd iteration - yellow 02 sensor wire to the input side of the harness, wht/blk analog output wire to the ECU side of harness
results: learned that MapCal will NOT let you run both 02 sensor in/out and AFR calibrator out. One or the other. So, set my AFR output to "off" and ran the 02 in/out.
initial results seemed promising, it was more stable than with the AFR calibrator. But, still rich. 11.5-12 ish cruising the neighborhood but dropped to the high 9's low 10s while driving normal streets ~ 45 mph and some spirited starts

3rd iteration - wiring stayed as was, inputs changed and went back to AFR calibrator and tried to adjust. I might need to re-watch the tutorial on changing the table, but I went kind of extreme just to see if I could get the AFRs to go up a little, adjusted the "AFR adjust" table and my AFRs stayed the same, but then I threw 3 codes, all having to do with AFR bank 1 running lean. which I thought was funny. The truck actually thought it was lean, but the wideband says otherwise....

4th iteration - wiring stayed as was, inputs changed back to 02 sensor, loaded a base map tune from someone who has as close to the same set up as I can imagine, and got the best results I've seen so far. It was still richer than I'd like, right around 10 under any kind of load, but idle and neighborhood cruising was in the 11's-12's. promising.

What did I learn? I don't know. Honestly, the stock ECU does a good job with the stock pulley (2.37") except for some partial throttle/low boost scenarios until the open loop kicks in.
So, I can either mess around and tune this to pull a lot of fuel all over the place.
run stock.
or, throw in the 2.2" pulley and see if it can keep a happy AFR with that in there? I have larger Supra injectors and fuel pump to install, but I'm honestly thinking the MapEcu tune as is, with the smaller pulley might put my AFRs where the should be....?

 

Make sure the scale of your table isn't crazy large. Ran into a strange fueling issue on a friend's truck because the table was scaled too large.

A little pulling of the fuel is all it sounds like that you need at this point.

 

I have the GM 2 Bar sensor selected from -27 inHg to +13 psi (more boost than I'll need but the vacuum is close)
RPM wise i went to 5700 max, I think redline is 5500 so it's not over the top (and for some reason the last column gets cut off so it gives me 1 column of buffer that I'll probably never touch) - so the table shouldn't be too large with fields I won't use

Trims are still high, obviously, and I don't know why. Is that coming from my fuel table, my 02/AFR table, or both? The weird thing that doesn't make sense to me is that the ECU is adding fuel, but the wideband is crazy rich, so for whatever the reason the MapEcu is sending a signal that its lean? Even when I basically maxed out the AFR table, the truck threw the "lean" code but my wideband was still reading rich. So if I pull fuel from the fuel table, won't the ECU keep trying to + trim it back to what it thinks is 14.7?

What is the main difference from tuning the fuel table vs. the 02 adjust (and/or the AFR adjust) table? I get they work together but how do I know which table I should be adjusting to get a given result?