Toyota SC (Soarer) 1UZ-FE - DET Install/Set-Up - Wiring,etc

[Chambers]

Hi all,

I just got the DET3 wired into my 1UZ-FE. I need some assistance in setting the unit up for my application. I will list some info below and then questions at the end. Help is much appreciated, and I want to help the future community. This little box has so much potential!!!! Here is a basic run down:

Step 1:
- Engine is stock internally
- The internal DET3 MAP sensor will be used
- The stock AFM will be used (to build fuel map and AIT)
- Innovate LC-2 input will be used
- Vortech V2 will be used
- Surface Pro-2 will be used for tuning

Step 2 (comes later on):
- Engine is stock internally
- The internal DET3 MAP sensor will be used
- The stock AFM will be removed (resistor will be wired in for stock ECU)
- A GM AIT will be installed in intake
- Innovate LC-2 input will be used
- Vortech V2 will be used
- Surface Pro-2 will be used for tuning

So far I have followed the user manual and found I’m not understanding it in whole. There are many details it does not cover enough, and I totally understand, there are so many applications that have so many variable you can’t possibly give written instructions for every instance.

I attempted to create a fuel map by using the log last night (unfortunately I wasn’t able to save this log). This did something but I just don’t know enough about the system to know if it all worked properly. Since the 2D map values do not update its difficult to tell where the values are on the map... This morning the car was leaning out so far that I removed the AFM and crank signals from the DET3 so I could get the car safely to work. I have four logs from this morning.

I have attached my settings.

Notes:

1. After attempting to review my log I’m noticing the wideband signal is not functioning properly. It shows way rich, when in fact its way lean. <--- Error on my behalf, I went through the Innovate manual. Only one of the signal wires have a 0-5v signal.
2. The power output #2 does not seem to control the fuel pump properly, it’s constantly on. <--- Error on my behalf, I created a "back door" to excite the fuel pump relay, so the DET3 wasnt really controlling it from the beginning.
3. The tables do not update properly when values are changed/updated. <--- Error on my behalf, I realized when I deselected the aix buttons you can see the fuel table values.
4. I’m not able to scroll the log window to view the entire log.
5. Info here on the KS signal http://www.lextreme.com/forums/showthread.php?t=2603
6. I wasn't successful in using a GM AIT, for some reason the DET3 would not recognize the signal and produced no values. I'm still looking into this.


Questions:

1. What are the correct settings to create a fuel map from the stock AFM signal? <--- Was able to figure this out but could not utilize it since I have boost, there were no positive pressure values to record from the AFM that were within safe AFR ranges.
2. What do I need to check to get the LC-2 signal working properly? <--- Error on my behalf, I went through the Innovate manual. Only one of the signal wires have a 0-5v signal.
3. Pertaining to the fuel map, what do the corrections 1&2 actually do?
4. When populating the fuel table AIs, does the data collected in the log update all of the data points for the scales you have enabled in the Setup Tables menu?

I will have more questions I’m sure, and I want to build off of this.

The car:



Thanks in advance!

[Chambers]

I have made major progress. I tinkered with the settings, did some research, and found the frequency output was set up incorrectly. I will update the first post with info soon!

[Chambers]

New configs, I couldn't get enough fuel with the factory injectors so I put a set of 7M-GE injectors in. Now I have to much fuel, I'm starting to populate negative values on the map, I'm wondering if my correction is incorrect... I would appreciate some input.

[Kisielisodd]

You connected ECU in regular mode (piggyback ?)

[Chambers]

Not sure what your asking, but I will attempt to answer:

The DET is producing a AFM signal for the factory ECU
The factory AIT within the old AFM is still connected to the factory ECU
The DET is also intercepting the timing signal from the crank to alter timing output to the factory ECU
All other control points are still tied to the factory ECU

UPDATE:

I got some dyno time in and was able to do some good tinkering with the fuel map, and even adjusted the timing map slightly.

It made 268 WHP at 4.5-5 lbs of boost with a little aggressive timing map. We backed off the timing map values and it made 228 WHP, but this change kept the engine within a good safety factor.

I'm finding the factory ECU is a royal PITA, its not consistent at all and I think it see something is funny with the signals and is trying to correct. The best course of action would be a standalone ECU for me right now.

[ihiryu]

Chambers,
I followed your build on SM. Glad you updated.

He was asking if you ever switched to fuel implant mode.

[Chambers]

Thanks!

I wasn't confident that the DET3 would be able to control 8 fuel injectors correctly so I have not used fuel implant, mainly because of the batch wiring layout the factory harness has. However, I could be mistaken and I would like some input on this.

The DET3 has two output controls for injectors, the factory ECU has four, it is banked like this:

1 & 7
8 & 2
3 & 5
4 & 6

[ihiryu]

I haven't done it myself, but from the fuel implant mode, it is pretty simple.

All signal wires from the injectors are cut, leaving the power wires intact (so the black/orange wires).

Then Pin 20 and 18 are wired to the bank 1 and bank 2. And finally Pin 19 goes to ground.

Pin 19 acts as a switching source, so pretty much when 18/20 will send signal FROM 19.

So more or less, only the power side is used from the factory wiring. You'll just tie all each bank of injectors together, and then run that single wire to the Pins 18/20.

Using FIT mode, it offers much more control over everything. You'll be able to control injectors independently from altering MAF/AFM signals. And if you can't advance timing, you will be able to in FIT mode. Since when you start to lean out the MAF signal the factory ECU should begin to advance timing.

You should also really look into ditching the OEM IAT sensor in favor of a GM unit.

[Chambers]

I looked over the FIM manual, yea it seems simple in concept. I also created a spreadsheet based on the firing order and something I found online to timetable the engine cycle so I could visually see where the engine is at any point. (SEE ATTACHMENT)

Is there any benefit to banking the fuel injectors left and right? That would require a lot of mods to the harness in the sense of time not complexity. What if the fuel injectors are grouped as follows:

1 & 7 w/ 4 & 6

8 & 2 w/ 3 & 5

This would be a simple mod that could be done right at the ECU, I have a connector in my harness for anything that goes to/from the ECU to the DET3 so I could return to stock if ever needed. So I would make the mods post that connector before the DET3.

I fabbed up a new intake tube that has a bung for a GM AIT, but the DET could not read its signal so I wasn't able to run it.... I'm not sure if I need a resistor or if the DET3 is only compatible with the GM style AIT ECUMaster sells on their website.

[ihiryu]

Chambers,

I think you're wayyyy overthinking this.

My suggestion would be to bank fire, it's not the most efficient way of doing it, but it works. Nissan was running bank fire for the longest time before they moved over to sequential.

It also depends on your firing order though. The way I see it, from the ECU harness side, I would snip 1,3,5,7 and group it into a single wire, leading to one of the pins on the DET, and 2,4,6,8 onto the other wire. You won't even touch power whatsoever.

On the injector grouping, which ones fire first? So for instance, lets say the firing order is 1,2,3,4,5,6,7,8. I would group the first four, then group the second four. If I were to do it that way, but truthfully, I would bank fire for simplicity's sake.

In FIT mode, you tap into the factory temp sensors, I'm not sure if you're able to use a standalone sensor whatsoever.

From my understanding, the resistor is needed if you are tapping into the factory IAT sensor.

If you are running a standalone sensor, there's no need for a resistor. It should be from 5V Out (Pin 11) to GM IAT, then the other side to whichever analog you plan to run to the DET3. The resistor however, does go into where the factor AFM wiring is. That's just to trick the stock ECU to not throw a CEL.

[Chambers]

The firing order is 1, 8, 4, 3, 6, 5, 7, 2. Hence my overthinking, but then again, I tend to overthink things like this a lot haha.

The wiring for the injectors splits in the harness near the intake manifold so I would have to disassemble 2/3rds of the harness to do bank injection. Like I said, not very complicated just time consuming. I think I may attempt the easier batching first, 1, 7, 4, 6 and 8, 2, 3, 5.

But, on the AIT thing, yea the resistor goes to the factory ECU to keep it from throwing a code. When I installed it I didn't get a code from the factory ECU for AIT.

I confirmed that the GM AIT sensor was receiving 5V and the "ground" side was properly connected and configured in the DET3 but it simply would not read the sensor.

[ihiryu]

You did go to the "scales" menu right? Also, make sure after you do it, you hit F10, and it SHOULD work.

[ihiryu]

Also here's a stupid question, when you're tuning, you do have the o2 sensors disconnected right? I know with tuning the MAFTPro, you have to watch your vF signals to see what the stock o2's are doing. Otherwise you'll end up fighting the stock ECU. Or you could just go to FIT mode, and you shouldn't have any issues (since the DET3 is controlling the injectors).

[Chambers]

Yup, I set it up in the scales menu. I double checked my work with the manual. I even started over twice to ensure I set up the software correctly, I also confirmed my hardware was good too.

I'm tuning with a Innovate Wideband, the factory o2 sensors are still installed and connected.

I just realized the 7MGE injectors I installed were low impedance... so I need to source some high impedance ones before I can continue.

I'm looking over the FI manual more indepth now, it seems like there will be no inputs left for the wideband input. I really don't like this, however I'm not sure it needs the TPS signal in speed density mode. Thoughts?

[ihiryu]

TPS Is definitely needed.

TPS is used for Fuel Decel, and Accel Enrichment. So yeah, definitely needed.

Also for the impedance issue, I believe you should just run a resistor box. Pretty easy to do, and pretty easy to source from a junkyard. You'll need two of them from early hondas. Hopefully you didn't run it for a long time with the injectors in, because it will kill an ECU pretty quickly.

As far as the wideband goes, I BELIEVE you can use Freq IN. I'm currently using Freq IN for my launch control. However, it's only going to read a signal, and it won't show up on a scale.

Also, as far as the stock o2's, I don't think it's actually going to make a difference in FIT mode. O2's read the fuel in the exhaust, and makes adjustments to the fuel trim, but since it can no longer control the injectors, it doesn't really matter what it does.

If anything, CTS could be delete, since it's only used for start up, you just won't have a smooth running car until it warms up.

[Chambers]

I see, yea having the TPS does make sense.

It is true I would only need a resistor box to run the injectors, but I dont want to add the extra components, the high impedance 7M injectors are common enough I've been able to source two sets already.

I dont like the idea of the wideband not being an overlay on the map, I use that every time I tinker with the tuning. I would ditch the CTS, but crap cold starts are not ideal. Perhaps utilize the switchable fuel map and have a warm up map that has more fuel, heck even put a timer switch on it so it flips back automatically. Thoughts?

With the DET controlling both timing and fuel yea, the factory o2 sensors are irrelivant other than preventing an engine code (who really cares at this point).

[ihiryu]

True,

You could set the fuel map 2 to run decently rich, and once you get to a temp, you could always swap it back over.

Or if you wanted to get really snazzy you could always find a temp gauge that has an output (for an alarm or something), I'd assume most outputs would be a ground signal, so you could always install that into the MAP switch pin, so when it's below operating temp, it is on MAP 1, once it hits 180 degrees, it sends the output and it'll switch to MAP 2 all on it's own.

You'll be adding a shit ton of stuff but it does allow you to not use the CTS whatsoever.

[ihiryu]

http://www.cruzpro.com/

Actually has a gauge that does this, but it outputs a 5V signal. Not a big deal, you just have to run a relay.

[Antwan64og]

If you convert to MAP sensor as the main load you can run fuel implant mode and have your wide band going to pin 2 MAP switch.
You can have this assigned to either be an analog input for logging purposes or a modified analog input.

You may need to play with the cold start a bit to get it right for speed density load.

[ihiryu]

Can you explain on how to do that??

How do you configure the wideband for MAP switch? And how do you use it to modify load in the software?