Tuesday 4 February 2014

TOYOBD1 Android datalogger :: Engines supported

 Here is a compatibility list of engines using TOYOBD1 with OBD1READ.

Petrol Engines that were test proven

  • USDM 3VZ-FE 
  • JDM 1992+ 4E-FTE EP82
  • JDM 4A-GE AE111(blacktop)
  • USDM 1994 2JZ-GE JZA80
  • JDM 1JZ-GTE VVT-i JX100 1998 and earlier ONLY
  • JDM 1992-1993 3S-GTE
  • USDM 1992-1993 celica 5S-FE 
  • 1994-1995 CELICA 5S-FE 
  • USDM 1UZ-FE SC400 and LS400
  • JDM 3S-GTE ST205 WRC
  • USDM 4A-FE 1993
  • 1991+ 3VZ-E Pickup and 4Runner
  • USDM 22R-E 94-95 
  • JDM 4A-GE AE101(silvertop)
  • 1992-1993 REV2 3S-GE (SW20) 89661-17370
  • ST202 3S-GE
  • SW20 1992+ 3S-GTE
  • EE101 4E-FE
  • EP91 4E-FE
  • EP91 4E-FTE
  • USDM 7A-FE 1993 
  • JDM 2TZ-FE 1994 and above
  • JDM 5E-FHE EL54 (2nd generation) 
  • Land Cruiser 1FZ-FE(more details to come about supported years)
  • 88-92 Cressida A/T 7M-GE
  • 88-91 2VZ-FE 89661-32590 ES250 and 2.5 V6 camry
  • late 2TZ-FE (map sensor system)  
  • 5E-FE GEN2 PASEO UK 89661-16490 

Diesel engines that were proven to work

  •  european diesel 2C-E corolla 
  • 1995 1KZ-TE Diesel Land Cruiser (Africa)   
  • Toyota Estima 3C-TE ( toyota estima )

Engines that are believe to work but not yet tested

  • All JDM engines past 1992 with a TE2 ,E1,B+ and some sort of VF(1) pin in their diagnosis box should work.
  • Some non JDM engines between 1992 and prior OBD2
  • AE101 4A-GZE
  • 2RZ-FE depending on maket
  • Avenis turbo diesel 2C-TE 
  • early VVti 2JZ-GE JZX100
  • Crown 2L-TE and 2L-THE 
  • late Crown GS13X 1G-GE 
  • 1G-GZE
  • late 1G-GTE (mark 2, cresta, chaser)

Engines that are clearly known to not be working

  • Anything under 1988
  • Most simple Toyota engines before 1992 (3E-E,2E-E,3S-FE,3S-GE,4A-FE,4A-GE)
  • 1MZ-FE
  • 5VZ-FE
  • All 16V 4A-GE  
  • 3E-E and 2E-E all years 
  • full mechanical Diesels
  • first generation 5E-FE 
  • first generation 5E-FHE
  • 90-91 4E-FTE 
  • 90-91 3S-FE 
  • 90-91 3S-GE
  • 90-91 5S-FE
  • 90-91 3S-GTE
  • AW11 4A-GZE
  • Supra 7M-GE
  • LN130 2L-TE
  • early 1G-GTE (GA70,GZ20)
  • 7M-GTE (http://i88.photobucket.com/albums/k162/crzywhtrican576/supradiag89.jpg
  • 1990-1993 2TZ-FE

Here is a list of JDM OBDII engines  that can't work with TOYOBD1.

To know if your engine is OBDII ,easy way is to find the SIL pin on the pin out.
no OBDI Toyota will have that pin.

*for those desperately seeking to datalog on those OBDII engines it is said that with a recent ELM327 scanner it can be done. But the elm327 must be configured by the application accordingly prior to this. As I have no recent ELM327 scanner my quest ended there. maybe another time...

Back to the future year 2009 : ST162 3S-GE with Honda P06 ecu


Like the title means, let's go back in the past, the year is 2009 , A time when Engine management systems were a mystery to me. At that time I started the project to get a 3S-GTE to work without having the matching ecu and much everything in fact. Back then my skills in electronics were not much better than installing car stereos and simple analog electronic stuff, fog lights,repair broken wires,nothing to fancy. Please excuse the poor presentation of subjects in the pictures, having known I would have shared them It would have looked better!

As the avaricious young Lad I was, I decided to go with the cheapest alternative in exchange for more required skills to succeed. I found on the web that Honda civic ECUs were modifiable quite easily and for cheap, I also found that they were successfully used on rare occasions on the 3S-GTE which was my ultimate goal, but first I wanted to make it work on a 3S-GE I had lying around, those engine share a lot EMS wise and would be less of a loss if something went real bad with the tuning. 

example igniton map
The leanring curve involved for a complete beginner was steep but I probably would do it the same way as the challenge was rewarding in the end. Please note that this document is a really rough tale of how to do this, 5 years have past since the events described here were made, so If you intend to do a similar project where to learn to work with those ECUs go to pgmfi.org, this is where I learned everything about the P06 and most of the basics surrounding Engine management systems and the common strategies used to modify pre-OBD2 oem ECUs. Please do your research too and do not rely solely on what is written here. Any questions asked will be replied to the best of my knowledge tough . For details on

Mecanical and electronical aspect

3S-GE left D15 right
What was the biggest problem was that I neeeded to use the civic distributor( crank angle sensors are inside
) to match with the civic ecu. A friend of mine did the machining work to build an adaptor to bolt the distributor on the 3S-GE head and camshaft, Thanks Again Adam!.

The Honda P06 ecu was found in 1992-1995 d15 and d16 civic with already installed VTEC capabilities or not, was about 35-60 CDN$ available at most scrap yards.
Modifying cost were around 20-25 CDN$ in
3S-GE left D15 right
parts. It required soldering inside the ECU and have the tools to burn EEPROM chips when necessary.

So at that time I bought tools to burn chips and a stock of 27C256 compatible EEPROMs,mine were SST27SF512, as time goes by findind compatible EEPROM is getting harder.

I started by getting a bench P06 to work, pull error codes, trigger ignition and injection events, make sure it was fully working on bench, then perform modifications so that the program could be replaced and add Datalogging to PC through RS232.

Bench ecu wiring and ecu

Please note the Chip marked SST at top of picture, this is where the new program resides
RS232 com device installed
Here is what looked like the adaptor to fit the D15 distributor on the 3S-GE. a rod to space the camshaft key( D15 camshaft key is suitable for the 3S-GE) a collar to center the D15 distributor on the 3S-GE head, and a plate to mount between head and distributor

 Software Side

I used the following software to make Binary files to burn on the EEPROM chips
Crome( Binary file editor for Honda ECUs, you make your tune in there)

I then used an EEPROM programmer SIMILAR BUT NOT EXACT to that one on ebay to burn on the chips my tune. installed the chip in it's socket on the PCB and power the ECU up

I used the following software to datalog what ECU sees at what particular time
FreeLog 1.0.87

If memory serves right I then used  maps from a B18 or B20 non VTEC engine with a D15 base program.

Testing on the engine

Test then began on the Test engine, please note that this ECU was tested on an engine not installed in a car so no real world testing was done. Only proof of concept that the ECU could be used correctly to start engine at all temperatures, that the engine could be revved without failures or bad behavior, that the ignition timing read with a timing light was the one in the tune.
Test rig sporting 3S-GE electronics before test began, crude ;) but sufficient for the task

Close up of the connector receptacle used
As this turned out positive to that point, it was then time to make an adaptor to merge both mandatory Civic wiring and 3S-GE wiring. No files were kept to describe the exact correspondance of what signal went where, but If someone is interested we can make it up together easy and fast, it was not that complicated since both engine share electrical similitude (High impedance injectors and similar sensors pinout).

P06 ECU at left, adapter wiring in between , and ST162 3S-GE wiring at right
To work on a host engine using the P06 ecu  I used those Civic parts: Crank sensors, map sensor, and ignitor. Water and Air Temp sensors should probably used also but I used those of my 3S-GE at the time.
P06 ECU installed with Test engine

Distributor was installed in an orientation that made it suitable for the Pickup coils in the distributor to be in a good location in relation to TDC on 1st cylinder.

Do not take for granted the firing order written on the Cap, this is a bad lead!
As Honda engines of the time were counter clockwise rotating crankshaft, opposed to virtually every competitor being clockwise rotating crankshaft the Firing order on the Distributor had to be changed otherwise the engine could not be used. to do that simply invert spark plugs wires to the new correct order.(Please forgive me as that correct firing order was forgotten since then!)

I used B18 spark plug wires to connect to civic ECU and the 3S-GE head. the fitment was good enough on the 1st gen 3S-GE cylinder head.
B18 spark plugs wires have the proper length and fitment

Map sensor signal was taken on the intake plenum.

After the correct firing order was found the engine ran great using this ECU. better idling than the 3S-GE ECU, better starting also, more agressive Ignition base maps used on Honda engines.

Here is the only video showing the 3S-GE being run by the P06,poor quality, does not show much, but here it goes!

What was accomplished at the time.

Recalibration was possible but this was a tedious process, you needed to burn a new chip every time you wanted to update your tune.
Datalogging was possible , which is not possible with a 1st gen 3S-GE ECU
1st gen 3S-GE without AFM, now using map sensor + IAT sensor and probably a more complex program than the 1986 3S ecu program.

In the end

In the end I started working with a Megasquirt-1+V3 PCB and fell in love with it, the P06 age ended for me and more flexible and complex EMS setup started to take form on the 3S-GE test mule and then on the 3S-GTE afterwards.

Further possibilities

-Using an EEPROM emulator like Moates ostrich would cut a lot of time in the process of building and testing the binary file, which at a point when the suitable file is made it is burned on a chip and used
-Using a P06 with a custom made crank sensor conditioner circuit, One could possibly use the stock toyota crank sensor and simplify by much the work involved and cleanliness of installation. this could also make this setup usable on many most toyota 4 cylinder engines of the same era.