Toyota VVTi Setups

[MR22ZZ]

I think we are saying the same thing 2 different ways. I was saying lift was on both cams while the VVTi is on the intake cam. I know what the actuator looks like as I have a couple lying around at home

ah so... mis-interpretation. I thought it was strange that you would get that wrong.

It was calling it VVTL that threw me as there is no Variable Cam-ness about it, it's just the lift actuation. The VVT is only on the intake cam. Infact, despite it's name, they system on the 2ZZ would be better named as VVTiL... but that's a whole other debate.

Sorry mate, was caught up in the details so much I failed to see the point.

[Vios-GT_07]

NZ
Variable Cams

- Intake camshaft only

Actuation

- Camshaft Timing OIl Control Valve (i'm assuming this means it's a hydraulic oil activated solenoid thingamajigi)

Factory Sensors
Cam Sync -

- None mentioned

Crank Trigger -

-Signal Plate, 34 teeth + pickup coil

Cam Position Sensors -

- End of inlet camshaft, single tooth plate + pickup coil. This sensor is monitored for Engine position and operation of the camshaft timing oil control valve (also states a timing rotor is provided to trigger camshaft position sensor)

hope this is handy, though the spec sheet i have does not detail if there are lobed triggers .. is this info handy or should i be looking for something else?

[web]

Just talked to an Adaptronic developer ; he says their 420C ECU can control VVTi on a maximum of two camshafts, the newer 1280 ECU can do FOUR.

Seems to be the most affordable option in the aftermarket at this time, for standalone VVTi control.

As MR22ZZ said, piggybacks like Camcon or HKS Valcon are useless if you don't have the original ECU running. They cannot control VVT on their own, only modify existing ECU control.

[JustCallMeOrlando]

And the newer e1280s has a scope function so you can work out what the trigger pattern is without any extra equipment

[Mos]

Marcel, one of the issues with the 420 is the lack of "many" outputs, so while it contains the hardware and software to control two VVTi cams it then lacks the hardware to run 4 injectors and 4 ignitors sequentially (let alone 8). Without researching it, I'm not sure if it could even control a gen 5 3S-GE fully sequentially.

I originally was thinking about using it on the 1UZ, offering my engine as a test mule, but they did not have the resources at the time. (The 1UZ needs 8 injector and 4/8 ignition outputs, as well as the two VVTi solenoids - while the software could do it, the hardware was unable to support it). As this was over two years ago, things may have changed and I don't know anything about the 1280.

Steve: There would be literally 100s of posts on which aftermarket ECUs run VVTi - the Autronic SM4 does it, amongst several (with the Adaptronic being most affordable).

Vios: It would probably be better to call the crank trigger 36-2 - can you confirm that is the case?

Mos.

[JustCallMeOrlando]

Marcel, one of the issues with the 420 is the lack of "many" outputs, so while it contains the hardware and software to control two VVTi cams it then lacks the hardware to run 4 injectors and 4 ignitors sequentially (let alone 8). Without researching it, I'm not sure if it could even control a gen 5 3S-GE fully sequentially.

I originally was thinking about using it on the 1UZ, offering my engine as a test mule, but they did not have the resources at the time. (The 1UZ needs 8 injector and 4/8 ignition outputs, as well as the two VVTi solenoids - while the software could do it, the hardware was unable to support it). As this was over two years ago, things may have changed and I don't know anything about the 1280.

It has 8 outputs, the Gen5 3SGE was what they actually got their VVTi setup working. That only requires two of the PWM outputs.

I worked out with the guys, that the e420c (now at least) could run the VVTi 1UZFE, but only with wasted spark and batched injection (4 batches of 2). It'd require some trickery with the ISCV, hence that circuit diagram I asked about ages ago.

It just seemed like a compromise, even if it could do it. The extra ~$900 for the e1280s just seems worth if for the total overkill of it.

[Mos]

I don't fully follow?

If it has 8 outputs, 2 are used for VVTi, 4 for sequential injection and 2 for wasted spark?

How does that translate to the 1UZ? You need 2 for VVTi, 4 for ignition (at least), leaving only 2 to run injection?

My 1UZ doesn't run any idle speed devices (other than fueling and timing). It's a bit hard to start with no throttle, sometimes won't idle when very cold, but otherwise works "fine"

I don't think it's overkill to run it sequentially.

Mos.

[JustCallMeOrlando]

I don't fully follow?

If it has 8 outputs, 2 are used for VVTi, 4 for sequential injection and 2 for wasted spark?

How does that translate to the 1UZ? You need 2 for VVTi, 4 for ignition (at least), leaving only 2 to run injection?

My 1UZ doesn't run any idle speed devices (other than fueling and timing). It's a bit hard to start with no throttle, sometimes won't idle when very cold, but otherwise works "fine"

I don't think it's overkill to run it sequentially.

Mos.

Sorry, those are dedicated outputs which are in addition to the standard ignition/injector ones. Standard it has 4 injector outputs, 3 ignition outputs (including the tacho which can become an ignition). You can also trigger the 3rd PWM output (from the 8) to be a 4th ignition channel. See what I mean by doable but messy?

[web]

Marcel, one of the issues with the 420 is the lack of "many" outputs, so while it contains the hardware and software to control two VVTi cams it then lacks the hardware to run 4 injectors and 4 ignitors sequentially (let alone 8). Without researching it, I'm not sure if it could even control a gen 5 3S-GE fully sequentially.

It does have 4 injector drivers, and can run 4 igniters with a bit of trickery. So only a 4-cylinder could run fully sequential on a 420C.

I wonder how important fully sequential operation really is though - Toyota has continued to use batch fire for a very long time without clear disadvantages in fuel economy, power or anything else. Most non VVT motors are still batch fire, including the 1UZ. I think I need some convincing before I'll scratch batch-fire as an option - seems a very minor refinement to me - and I like keeping things simple if possible. Complexity must have a good reason.

I originally was thinking about using it on the 1UZ, offering my engine as a test mule, but they did not have the resources at the time. (The 1UZ needs 8 injector and 4/8 ignition outputs, as well as the two VVTi solenoids - while the software could do it, the hardware was unable to support it). As this was over two years ago, things may have changed and I don't know anything about the 1280.

The 1280 does take care of that lack of outputs - 12 injector 8 ignition besides several Aux/PWM outputs. That could run a V12 in sequential injection wasted spark mode, and a V8 ignition fully sequential I'm sure the price will be closer to the competition as well though.

I guess it's a matter of "you get what you pay for". Spend less, settle for batch fire. Spend more, get fully sequential.

[wilbo666]

2JZ-GTE VVTi
Variable Cams
Intake

Actuation


Factory Sensors
Cam Sync -
None

Crank Trigger -
36-2, Cyl 1 TDC is 156° after -2 teeth / reset.

Cam Position Sensors
3 equally spaced teeth on intake, tooth approx 70deg before? TDC

Cheers
Wilbo

[JustCallMeOrlando]

I take it from your post you got it working?

[wilbo666]

I take it from your post you got it working?

Somewhat, the RPM vs MAP table doesn't work, see this thread.

http://adaptronic.com.au/forum/index.php?topic=1166.0



Cheers
Wilbo

[JustCallMeOrlando]

Oh good, you get to be a guinea pig like I was

[wilbo666]

Yeah love it

Cheers
Wilbo