Jimbobs Lexus IS200 Turbo!
Jimbobs Lexus IS200 Turbo!
jimbob150385 Oh right so just plumb this into my vacuum manifold aswell then cheers mate ur engine is looking good mate!!!! Just want to get mine started then do all the tidy up of bay and wiring after
Nota project for the faint hearted!
![[Image: LexuS-Copy.jpg]](http://i65.photobucket.com/albums/h204/Sparkystav/LexuS-Copy.jpg)
Read my thread here: The Evolution of my Turbo Lexus from NA-Supercharged-Twin Turbo-Massive Single
Please leave your comments.
Sparkystav
11-02-2020, 01:58 PM #571jimbob150385 Oh right so just plumb this into my vacuum manifold aswell then cheers mate ur engine is looking good mate!!!! Just want to get mine started then do all the tidy up of bay and wiring after
Nota project for the faint hearted!
Read my thread here: The Evolution of my Turbo Lexus from NA-Supercharged-Twin Turbo-Massive Single
Please leave your comments.
You know I'm running into the exact same issue, but for a different reason.
My 1jz is actually a jzx100, which means that I have the old style throttle body.
I thought I could simply get an aristo 98+ throttle body and be done with it, but it seems that you're having some problems.
So my question to you is what sort of problems did you run into?
Now onto your question.
Looking at the old TB that i have and my current 2jzge, I've got:
4 - wires to the trac control motor
4 - wires to the accel position sensor
4 - wires to the trac TPS
Now the accel position sensor has:
B32 -- VPA2 Sub TPS, Idle input Blue/White
B33 -- VPA Sub-TPS Input Pink/Blue
B34 -- E2 Sensor Ground Brown
B35 -- VC 5V Reference Blue/Yellow
Now the Trac TPS has:
E24 -- VTA2 TPS, Idle input Green/Yellow
E25 -- VTA TPS Input White/Red
And then the same VCC blue/yellow and ground brown.
My 1jz accel sensor has 3 wires I'm guessing vcc, ground and vpa
My trac tps has 4 wires - hopefully the same as our trac tps.
trac motor has all 4 also but which one is which? your guess is as good as mine.
Since you're going full ems I'm guessing you're not too worried about traction whereas I'm still after the hopes of a working emu.
With the current TB I cannot achieve this.
Here's a little info on the accel:
The Accelerator pedal position sensor is mounted on the throttle body and it has the 2 sensors to detects
the accelerator position and a malfunction of the accelerator position’s own.
The accelerator pedal position sensor is connected with the accelerator pedal by the accelerator wire and the voltage applied to the terminals VPA and VPA2 of the ECM changes between 0 V and 5 V in proportion to the opening angle of the accelerator pedal. The VPA is a signal to indicate the actual accelerator pedal opening angle which is used for the engine control, and the VPA2 is a signal to indicate the information about the opening angle which is used for detecting a malfunction.
The ECM judges the current opening angle of the accelerator pedal from these signals input from terminals VPA and VPA2 and the ECM controls the throttle motor based on these signals.
http://www.tankota.net/repair/Repair...e/cip21202.pdf
The voltage applied to the terminals VTA and VTA2 of the ECM changes between 0 V and 5 V in proportion
to the opening angle of the throttle valve. The VTA is a signal to indicate the actual throttle valve opening
angle which is used for the engine control, and the VTA2 is a signal to indicate the information about the opening angle which is used for detecting a malfunction.
The ECM judges the current opening angle of the throttle valve from these signals input from terminals VTA and VTA2, and the ECM controls the throttle motor to make the throttle valve angle properly in response to
the driving condition.
http://www.ncttora.com/fsm/2003/Repa...e/cip01202.pdf
As you can see vta and vta2 will actually depend on traction. Whereas vpa and vpa2 seem to just be strictly related to the accel pedal.
In the end what's really confusing is that the ECM will read from what the 'trac tps' provides, since obviously it controlled the opening of the plate. Our traction control is mainly throttle based. This is where the dbw gets to be so confusing, since 100% pedal doesn't always mean 100% TPS (trac tps), but would mean 100% accel TPS
Hope this helps a bit. This is only my .2cents and what I've found out through reading and research. I may be completely wrong, if so, someone that actually understood this should chime in.
Jimbob-T-Lex
12-02-2020, 06:01 AM #573Found this gd read may have a problen with the VTA2 signal????
You know I'm running into the exact same issue, but for a different reason.
My 1jz is actually a jzx100, which means that I have the old style throttle body.
I thought I could simply get an aristo 98+ throttle body and be done with it, but it seems that you're having some problems.
So my question to you is what sort of problems did you run into?
Now onto your question.
Looking at the old TB that i have and my current 2jzge, I've got:
4 - wires to the trac control motor
4 - wires to the accel position sensor
4 - wires to the trac TPS
Now the accel position sensor has:
B32 -- VPA2 Sub TPS, Idle input Blue/White
B33 -- VPA Sub-TPS Input Pink/Blue
B34 -- E2 Sensor Ground Brown
B35 -- VC 5V Reference Blue/Yellow
Now the Trac TPS has:
E24 -- VTA2 TPS, Idle input Green/Yellow
E25 -- VTA TPS Input White/Red
And then the same VCC blue/yellow and ground brown.
My 1jz accel sensor has 3 wires I'm guessing vcc, ground and vpa
My trac tps has 4 wires - hopefully the same as our trac tps.
trac motor has all 4 also but which one is which? your guess is as good as mine.
Since you're going full ems I'm guessing you're not too worried about traction whereas I'm still after the hopes of a working emu.
With the current TB I cannot achieve this.
Here's a little info on the accel:
The Accelerator pedal position sensor is mounted on the throttle body and it has the 2 sensors to detects
the accelerator position and a malfunction of the accelerator position’s own.
The accelerator pedal position sensor is connected with the accelerator pedal by the accelerator wire and the voltage applied to the terminals VPA and VPA2 of the ECM changes between 0 V and 5 V in proportion to the opening angle of the accelerator pedal. The VPA is a signal to indicate the actual accelerator pedal opening angle which is used for the engine control, and the VPA2 is a signal to indicate the information about the opening angle which is used for detecting a malfunction.
The ECM judges the current opening angle of the accelerator pedal from these signals input from terminals VPA and VPA2 and the ECM controls the throttle motor based on these signals.
http://www.tankota.net/repair/Repair...e/cip21202.pdf
The voltage applied to the terminals VTA and VTA2 of the ECM changes between 0 V and 5 V in proportion
to the opening angle of the throttle valve. The VTA is a signal to indicate the actual throttle valve opening
angle which is used for the engine control, and the VTA2 is a signal to indicate the information about the opening angle which is used for detecting a malfunction.
The ECM judges the current opening angle of the throttle valve from these signals input from terminals VTA and VTA2, and the ECM controls the throttle motor to make the throttle valve angle properly in response to
the driving condition.
http://www.ncttora.com/fsm/2003/Repa...e/cip01202.pdf
As you can see vta and vta2 will actually depend on traction. Whereas vpa and vpa2 seem to just be strictly related to the accel pedal.
In the end what's really confusing is that the ECM will read from what the 'trac tps' provides, since obviously it controlled the opening of the plate. Our traction control is mainly throttle based. This is where the dbw gets to be so confusing, since 100% pedal doesn't always mean 100% TPS (trac tps), but would mean 100% accel TPS
Hope this helps a bit. This is only my .2cents and what I've found out through reading and research. I may be completely wrong, if so, someone that actually understood this should chime in.
http://www.outlawjapclub.co.uk/forum/sho...tcount=537
youd lose Traction control feature, but im not sure how the ecu would react if the traction control tried to kick in and the 2 signals stayed the same (as their joined)
You could try turning the traction control off permantently by earthing the light green with red stripe wire on the back of the switch permenantly.
Read my thread here: The Evolution of my Turbo Lexus from NA-Supercharged-Twin Turbo-Massive Single
Please leave your comments.
Sparkystav
12-02-2020, 07:51 AM #574yeah that does make sense, i said here:
http://www.outlawjapclub.co.uk/forum/sho...tcount=537
youd lose Traction control feature, but im not sure how the ecu would react if the traction control tried to kick in and the 2 signals stayed the same (as their joined)
You could try turning the traction control off permantently by earthing the light green with red stripe wire on the back of the switch permenantly.
Read my thread here: The Evolution of my Turbo Lexus from NA-Supercharged-Twin Turbo-Massive Single
Please leave your comments.
not sure what power resistor to get for the motor replace dont knoe how much it draws
Jimbob-T-Lex
12-02-2020, 12:20 PM #575sounds a plan that mate then the ecu wont be comparing the signals in theory lol
not sure what power resistor to get for the motor replace dont knoe how much it draws
DTC No. P0120 (Code)
Condition (a), (b), ©, (d) or (e) continues for 2.0 seconds:
(a) VTA < 0.2 V
(b) VTA2 < 0.5 V
© VTA > 4.8 V
(d) When VTA >0.2 V and <2.0 V, and VTA2 >4.97 V
(e) VTA – VTA2 <0.02 V
Also:
Condition (a) continues for 0.4 seconds:
(a) VTA <0.2 V and VTA2 <0.5 V
So if i joined the VTA and VTA2 wires i would get a code chucked at me because of (d) like Sparystav said ground the two wires together im not sure what this actually does though obviously turns it off but does this stop the ECU comparing the values of VTA and VTA2
I found this and had a good read from what i can gather is that when the traction control is set to off the ecu still recieves the signals and passes them on to the traction control ecu that im hoping disregards as they are not needed
All works fine in my head lol
Jimbob-T-Lex
13-02-2020, 07:20 AM #576Found this!! these are the conditions the ecu will throw a code
DTC No. P0120 (Code)
Condition (a), (b), ©, (d) or (e) continues for 2.0 seconds:
(a) VTA < 0.2 V
(b) VTA2 < 0.5 V
© VTA > 4.8 V
(d) When VTA >0.2 V and <2.0 V, and VTA2 >4.97 V
(e) VTA – VTA2 <0.02 V
Also:
Condition (a) continues for 0.4 seconds:
(a) VTA <0.2 V and VTA2 <0.5 V
So if i joined the VTA and VTA2 wires i would get a code chucked at me because of (d) like Sparystav said ground the two wires together im not sure what this actually does though obviously turns it off but does this stop the ECU comparing the values of VTA and VTA2
I found this and had a good read from what i can gather is that when the traction control is set to off the ecu still recieves the signals and passes them on to the traction control ecu that im hoping disregards as they are not needed
All works fine in my head lol
Jimbob-T-Lex
13-02-2020, 07:37 AM #577Also how do i check the resistance of the motor? lol i know billy basics lol there is 4 connections 2 for the motor and i think the other 2 are for a clutch which i think the trac off switch controls i say think very loosly lmao
![[Image: FE9E3B1E-EF25-4579-A0A3-5840224A1701-781...66746d.jpg]](http://i1197.photobucket.com/albums/aa435/jimbob150385/FE9E3B1E-EF25-4579-A0A3-5840224A1701-781-000000FA9F170E69_zps0f66746d.jpg)
Jimbob-T-Lex
13-02-2020, 11:28 AM #578Vacuum manifold arrived today not the ideal colour but nothing i cant sort out lol
Read my thread here: The Evolution of my Turbo Lexus from NA-Supercharged-Twin Turbo-Massive Single
Please leave your comments.
Sparkystav
13-02-2020, 12:03 PM #579Horrible colour! Though jayjay and the witch will love it.
Read my thread here: The Evolution of my Turbo Lexus from NA-Supercharged-Twin Turbo-Massive Single
Please leave your comments.
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