(http://i873.photobucket.com/albums/ab295/damiansic66/2jz%20build/2jzectphonepix031-1.jpg)
(http://i873.photobucket.com/albums/ab295/damiansic66/2jz%20build/2jzectphonepix044.jpg)
(http://i873.photobucket.com/albums/ab295/damiansic66/2jz%20build/2jzectphonepix047-1.jpg)
(http://i873.photobucket.com/albums/ab295/damiansic66/2jz%20build/2jzectphonepix051.jpg)
(http://i873.photobucket.com/albums/ab295/damiansic66/2jz%20build/2jzectphonepix002.jpg)
(http://i873.photobucket.com/albums/ab295/damiansic66/2jz%20build/2jzectphonepix045.jpg)
(http://i873.photobucket.com/albums/ab295/damiansic66/2jz%20build/2jzectphonepix048.jpg)(http://i873.photobucket.com/albums/ab295/damiansic66/2jz%20build/stuartsjzstuffandmodballgtr048.jpg)
(http://i873.photobucket.com/albums/ab295/damiansic66/2jz%20build/stuartsjzstuffandmodballgtr040-1.jpg)
(http://i873.photobucket.com/albums/ab295/damiansic66/2jz%20build/stuartsjzstuffandmodballgtr035.jpg)
(http://i873.photobucket.com/albums/ab295/damiansic66/2jz%20build/stuartsjzstuffandmodballgtr033.jpg)
(http://i873.photobucket.com/albums/ab295/damiansic66/2jz%20build/stuartsjzstuffandmodballgtr038.jpg)
(http://i873.photobucket.com/albums/ab295/damiansic66/2jz%20build/stuartsjzstuffandmodballgtr040.jpg)
(http://i873.photobucket.com/albums/ab295/damiansic66/2jz%20build/stuartsjzstuffandmodballgtr042.jpg)
(http://i873.photobucket.com/albums/ab295/damiansic66/2jz%20build/stuartsjzstuffandmodballgtr046.jpg)
thought i would share this build with you all,,,as it stands.....
3ltr twin turbo 2jz gte,greddy tdo5s,jun manifold,standard inlet,denso 1000cc injectors,block decked and honed,crank polished and balanced,.acl main bearings,carrillo rods,wiscoe pistons,head pressure tested and faced,valves lapped and seals replaced.hks fuel rail.new oem water and oil pumps,head gasket and front pulley.billet tensioner and hks cambelt.arp fasteners throughout.twin warlbro fuel pumps and all the usual support mods with,of course,VEMS ecu....will keep ya posted,,,
8) ok, so we are still waiting for the clutch to arrive and also undecided on what front pulley to use and as such cant install crank,pistons ect,,(balancing),,,dammit!!!,oh well got other stuff to do like mount the vems and install fuel systems,,meanwhile ive just got a vems wide band kit for my 200sx,awesome quality and support,,as usual;-)
update,,,
the clutch finaly arrived so the build can commence...at fucking last,,,keep ya posted,,should get interesting....;-)..
*cough* updates *cough*
It drove today, after the brakes got a good bleeding :D
Also flushed out the office computer as it was riddled with a virus.
Expect video and pictures posted tomorrow.
Can anyone recommend cam timing for a 2jz with 272/272 cam setup?
Best just to see how the current cam timing controls the VE curve and spool and go from there
First successful start
Some vac leaks etc holding the revs up, no wastegate on mani
Damo on the case checking that everything is ok :)
http://www.youtube.com/watch?v=y-TLoIzV4uM
Running vid
More exhaust bits put on to quiten things down :D
Ignore the bit wiht me mumbling about audio.
http://www.youtube.com/watch?v=79-bSPlxl0w
First drive
Hooray :D
http://www.youtube.com/watch?v=vkUPZft3O-Y
Hi Chaps,
2jz with KU Engineering plenum & KU Engineering TB.
TB is fitted with Toyota TPS 89452-53010, wiring is as per image below.
Calibrating TPS results in low ADC value greater than high ADC?
With Low ADC 72 / high ADC 1: TPS reads 0-99.6%
The problem is that mechanically the throttle body is opened 50% of the way?
We unscrewed the securing screws on the TPS.
Adjusting one direction made it worse.
HADC approached 0 and we only had 30% of mechanical sweep being measured.
Adjusting the TPS completely in the other direction gave us 70% sweep which could be metered.
HADC 89 / low adc 1
Problems:
TPS reads high to low, not low to high.
The entire mechanical sweep of the throttle plate cannot be measured?
Possible causes:
Wiring is back to front somehow? TPS not wired properly?
VEMS needs to be told the sensor reads high to low, not low to high, or vice versa?
KU throttle body sweeps more than sensor is capable of???
Does anyone have direct experience doing TPS calibration with KU Engineering TB on VEMS?
Please help, we cannot datalog without resolving this and we certainly cant map the car.
TPS & wiring
http://s223.photobucket.com/albums/dd186/irishtwincam/280820113229.jpg
Engine TB and plenum pic
http://s223.photobucket.com/albums/dd186/irishtwincam/300720113186.jpg
We appear to be using all 4 wires on the loom, although the harness should only need 3 wires (5v, earth and signal)?
VTA is the true signal wire as it measure TPS from .5v to 4.5v
VTA2 is only for error correction on stock ecu.
http://www.turbosupras.com/pdfs/JZA80%20TSRM/DI.pdf
Page ref "DI-40"
Assuming we have 5v and Earth wired correctly TPS voltage should go .5v to 4.5v giving a low adc (tps 0%) less than high adc (tps100%).
If VTA2 is being used for a signal, it may only wor for a narrow sweep range, this may be the issue?
5v and earth back to front, also VTA2 used for signal instead of VTA.
What I would do is speak to the person who installed the system, and who calibrated the TPS before starting the car the first time.
NA tps fitted, not the turbo one I posted voltage sweeps for.
Backprobed voltage to VEMS which showed it worked fine.
.5 to 4.5v sweep.
KU engineering tb is designed with throttle cable on oposite side to stock supra item.
Probably to clear the PAS pump fitting on which it would otherwise foul.
TPS needs to work back to front, hence high to low issue.
TPS needs to be "sprung" to keep TB swing arm in contact with it when reversed.
The TB wasnt adjusted to allow TPS to be in calibrated range.
IT was sweeping until there was no contact with the tps arms.
We undid the grub screw holding the tps contact arms against the TB shaft.
Rotated it 90 degrees or so until it kept in contact with tps throughout the full sweep.
So starts at 4.5v and as you increase throttle, voltage drops to .5.
It could be possible for someone to hit the throttle faster than the ts spring can keep up, but unlikely.
Its also possible that the spring will go weak from being kept bound tight sitting at idle.
But as it stands its fine.
0 throttle is ~230adc, 100% throttle is ~50adc.
Wiring was fine :D
I could reverse the 5v and earth wires to have it sweep low to high, but thats a non issue it seems.
The spring is more of a concern,, but not a great one, unless osomeone else says otherwise.
Going to have a go at datalogging it with current map.
Lesson I take for the future, check that tps outputs what you want before you start the car.
note: ive had a quick google and it seems the Q45 TB is preferred for the KU manifold as it has the TPS on correct side.
There you go :D
The voltage sweep is changed by swapping the +5v and gnd wires over - but there is no point because VEMS works perfectly in either direction.
Dunno if you can figure out from the images below but the turbo TPS swigs different from the non turbo tps.
Guess the KU engineering TB is designed to suit that tps.
Assume nothing in future :D
http://i223.photobucket.com/albums/dd186/irishtwincam/290820113230.jpg
http://i223.photobucket.com/albums/dd186/irishtwincam/290820113232.jpg
Car runs much better now, hits a brick wall if it tries to boost.
If we can get a turbo tps thats working Ill fit that so everything is correct.
How does one get EGT displayed on the screen and does a datalog automatically log everything even if its not on a guage on scren?
A datalog does log everything.
Have a look at all these videos.
those videos where removed or something but here are more tutorial videos showing what the VEMS is all about .
http://www.youtube.com/watch?v=6nR7omf2oVI
http://www.youtube.com/watch?v=3PgOCPrMlZE
http://www.youtube.com/watch?v=4sb2jUr1f0o
http://www.youtube.com/watch?v=imkainiA2yE
http://www.youtube.com/watch?v=9VbskmcfzJg
http://www.youtube.com/watch?v=D6dVF_r5d3o
http://www.youtube.com/watch?v=aHGh-e7j1qM
http://www.youtube.com/watch?v=fx_Kas30yno
http://www.youtube.com/watch?v=hNFkd1cMT4k
http://www.youtube.com/watch?v=Br7otRO20lk
http://www.youtube.com/watch?v=HUld7QmfstM
http://www.youtube.com/watch?v=rvx7MwwfL54
http://www.youtube.com/watch?v=8T_Sok_Gmw0
http://www.youtube.com/watch?v=pLPCMzDNanA
http://www.youtube.com/watch?v=oi9vFFy5gYo
http://www.youtube.com/watch?v=b1IJpAbEM10
Cheers for the vids Gunni.
I am playing with Vemstune at home and everytime I start it there are no guages displayed, unlike when an ECU is connected.
There doesnt apear to be away to turn on / bring to front, the standard set of guages.
Also, trying to add EGT crashes Vemstune?
Most things crash Vemstune when there is no ECU connected.
Its making it difficult to learn.
You *do* have a VEMS at home though...
I can lend you my test harness, its not seeing any action at the moment.
Quote from: irishtwincam on September 05, 2011, 12:02:13 PM
I am playing with Vemstune at home and everytime I start it there are no guages displayed, unlike when an ECU is connected.
There doesnt apear to be away to turn on / bring to front, the standard set of guages.
Also, trying to add EGT crashes Vemstune?
Most things crash Vemstune when there is no ECU connected.
Its making it difficult to learn.
Which version are you using? I might suggest uninstalling VemsTune, deleting the install directory, then install the latest stable version (7-20-2011 as of today). I've had no problems at all using it in offline mode. Maybe something got messed up along the way? Deleting the install directory will make sure the settings (no gauges displayed) aren't retained from one release to another.
Ive a laptop, no 12v source.
Car battery... 12v PSU from Maplin...
True dat
yeah!!!
Drove supra with live VE analyser on and autotune on.
Car now drive s abit smoother at low revs/part throttle.
Less prone to cutting out when slamming the throttle closed.
(http://i223.photobucket.com/albums/dd186/irishtwincam/Autotune_1_resized.jpg)
(http://i223.photobucket.com/albums/dd186/irishtwincam/Autotune_2_resized.jpg)
The f1 help suggests burning after changes are made, but this appears to only be possible if autotune is on.
Unless it means you must manually enter data then burn if autotune is off?
Left to right.
1 Before any changes
2 Autotune at idle while free revving slowly, stabbing throttle, slamming throttle closed to deal with cutout tendancy/
3 Autotune while driving up and down the road fairly sensibly.
(http://s223.photobucket.com/albums/dd186/irishtwincam/DifferenceBeforeDuringIdleAfterAutotuneonstreet.jpg)
I imported them in an odd order hence the diffeerences highlighte not being entirely correct.
Does any of this look ok?
Autotune seems to work very well when acceleration enrichment is already correct, but does not filter out events where acceleration enrichment is active, nor does it take into account the delay between the injection event and the exhaust gases passing the oxygen sensor. These are built into the VE Tune by Statistics tool, but I have found that even when most of those events are filtered out it leaves a few bumps. It would be nice if the filters and options for lambda delay were also built into the default autotune filter. I guess the bottom line is be careful.
Cheers for that.
I also figured outthe offline guage issue:
The guage icon at the top wasnt selected by default? The Shift+F1 job.
Hit that and all is well :D Doh.
Still cant turn EGT temp on?
Don´t use Live VE analyzer.
Rather drive and collect as large a log as you can and have the VE tune by statistics do the job.
Live VE doesn´t do the job unless you have configured it correctly. And you should already be proficient in tuning by yourself
before even contemplating using it. Thus you wouldn´t have problems with it not doing what you are wanting it to do.
There are areas and conditions when you do NOT trust a autotune / log review feature.
Big up da ruffest gunark for sorting the tacho :D
Can anyone explain how to enable the EGT guage on the VemsTune display?
Car has an EGT fitted and wired, just doesnt seem to be any info on screen or in logs showing EGT????
Right click on the gauge where you want EGT to be displayed, hover over Change Gauge Data to..., Temperatures, then click on Exhaust 1.
HKS 2202-RT085 intake/086 exhaust
272° 9.3mm 113° 2202-RT085
272° 9.3mm 115° 2202-RT086
http://www.hkseurope.com/engine/apps/camshaft.htm
The actual cam timing is unknown.
Adjustable verniers are fitted but were left at 0 until the car was being mapped.
Assuming the verniers are the same timing as stock when unchanged
intake centreline 113.5 atdc
exhaust centreline 112.5 btdc
Based on
http://www.turbosupras.com/pages/pages/specifications/JZA80/jza80.htm
So ~113/113 centrelines.
More cam timing/dyno info for 2jzgtes
http://www.supraforums.com/forum/showthread.php?404377-Hks-264-264-272-264-And-272-272-Testing-by-SP-ENGINEERING!!!!
gunni: cam timing above.
S7 config uploaded.
Also enabled the EGT guage on screen to compare against Defi unit.
Damo reckoned there was an issue with EGT but said you might know what was up.
So, car got mapped up, EGTs were high all the time, boost didnt really kick in til 5k rpm and car wasnt as powerful as it should have been.
Suspected cam timing was out, exhaust probably too advanced.
HKS cams and HKS cam gears installed as per factory manual.
Only problem is HKS dont put the dowels in the cam relative to the lobes properly.
Exhaust cam was 36degrees out, intake was out about 5, with a total of something like 2 degrees overlap!
:(
Cams degreed in, 113/115 centrelines as per hks spec sheet.
The car now has a lovely lopey idle, boosts to 1.5bar with boost coming in ~4k rpm, seems to want to rev past 8k rpm :D.
hopefully fuel and spark maps soon, along with dyno sheet....
Stay tuned.