Tag Archive for supra 2urgse

Transmission ECU – Brake Sense Circuit

GPI4 (Brake sense)

This circuit is located behind the center of the Ampseal connector. This circuit is built as a digital input, but we must bring the nominal 12V brake light voltage down to the 5V that the processor pin can handle (~6.5 Volts absolute maximum). R33 forms one leg of the voltage divider, and also limits the current through the Zener diode if the voltage is greater than 5.6 Volts.

  1. Install and solder a 15K Ohm, 1/8 Watt resistor {brown-green-orange, 15KEBK-ND} in R33.
  2. Install and solder a 10K Ohm, 1/8 Watt resistor {brown-black-orange, 10KEBK-ND} in R34.
  3. Install and solder a 5.6 Volt Zener diode {1N4734ADICT-ND} in place of C20, with the banded end towards heat sink. You will have to space it up off the board by about ½” (12mm) to get the leads to fit.

Thats you done!

Megashift brake sense circuit

12v brake sense circuit

 

 

NOTE:

If the input voltage is 14.5 Volts, the voltage divider will reduce this to 14.5 * 10K/(10K+15K) = 5.8 Volts, and the Zener diode further bleeds this off to 5.6 Volts (nominal) with a current of 14.5/15×103 = 0.97 milliamps (the Zener is rated for 1 Watt, which is much higher than we need which is ~1 milliamp * 0.2 Volts = 0.0002 Watts).

If the input voltage is 11.5 Volts, the voltage divider reduce this to 115 * 10/(10+15) = 4.6 Volts, and the Zener diode does nothing. 4.6 Volts is till plenty to trigger the input pin (the acceptable voltage range for ‘high’ on a HCS12 input pin is 3.25 Volts or higher), which means the supply voltage from the brake signal could drop as low as 8.1 Volts and still trigger the input successfully.

 

design and build..The AA80E Transmission test Bench

Well in Order to Fully test and debug the AA80E Controller, AA80E transmission, and also control functions (paddle shift etc etc) we are building a Transmission test Rig. We started today on the Bare bones of the Frame Work.

 

And the plan..

We will be using a 3HP 2800 3 Phase motor which will be motor than plenty to spin the aa80e with no actually load…ie. the rear diff and wheels and car weight.

The 3phase motor will be controlled using a single phase to 3 phase digital inverter unit. This will give us full control of the motor speed and braking. In theory at 200hz we should see around 5000rpm at the motor, though 3500rpm is all we need for most testing.

Transcooler will be mounted on the test rig, and from the bench we will have our paddle controllers, selector mechanism, load and tps STIMulator and PC to monitor and edit Data (Megashift) from the Trans controller.

This will save a lot of development time and help iron out problems a lot faster than trying to do whilst in car.

so the basic idea is..

components should start arriving this week ;)

 

Marty

in-Car PC

 

Well with so many various options available for in car PC equipment, we have decided to go down the route of an open source environment with a bit of hacking of a well known system. The system with be accessed via a passive 7 inch capacitative touch-screen and bmw I-drive like main controller. OS will be a flash based affair to speed up start up times. At the moment im an testing various Window and Linux builds to see which have the fastest boot Times. main unit itself takes up a very small footprint of only 180 x 130 x 115mm. Usually applications such as media centre, bluetooth, DAB radio will be run, with sat nav send custom data via serial to the drivers TFT cluster to indicate direction.

Specs are :-

Based on Intel’s Poulsbo/US15W mobile chipset.

CPU: 1.3GHz Intel Z520 Single-Core, Hyper-threaded, Atom CPU

Chipset: Intel US15W (400/533MHz FSB)

Graphics: Intel GMA500 (with hardware acceleration for H.264, MPEG2, MPEG4, VC1, WMV9)
Storage:

Network Features:

 

Power: 5v DC

Screen: 7in Sharp LQ070Y3LG4A 800×480 LCD, 16m colour (24-bit), LED backlit, capacitative touch-screen

Size: 180 x 130 x 115mm

Weight: Approx 650g

Power Usage

1.24A/6.2W during startup

1.09A/5.4W with the clock on screen set at lowest brightness

1.40A/7.0W with the clock on screen set at Highest brightness

0.14A/0.7W in STANDBY set by performing a SYSRQ+O

 

 

So what is it?

The device in question in known as a Joggler. It was built by 02 as a sort of media player/message centre and infotainment unit for the home. Now for the best part, although pretty useless in thier current formatt the have A LOT of potential, especially in the CAR PC World. We purchased ours new for £49.99..yes you read that right!

But some very clever people seen the potential behind the unit. The first thing to do was to find away of bypassing the 02 firmware/software and running our own operating system. More info at http://jogglerwiki.info/

So, how do we go about creating our own system?

Well its actually easy enough. We use a Custom boot loader and an Operating system of our choice. For test purposes we used XP tablet edition. information of bootloader uiling can be found here http://jogglerwiki.info/index.php?title=Efi

Currently we have our Joggler booting and running XP from a 32gb Sandisk USB 2.0 Flash pen in around 1 minute, and running various car PC front ends with ease. The next step now will be to run with a fast USB harddrive to increase boot time.

For details on building the XP image can be found here :-

http://www.jogglerwiki.com/wiki/WindowsXP

 

Now, we used XP as a test image to get to grips with bootloaders and OS images. But, our ultimate goal will be to run the MEEGO platform on the Joggler. MEEGO is slowly becoming an industry standard, with Companies like FORD taking it on for thier in car systems….So why shoulodnt we!                     https://meego.com/about/

Heres a few images of our joggler running XP and riderunner/shotgun front ends.

 

Thats all for now…more to come on GPS, SATNAV, DAB, and gesture control…..

 

Marty

 

 

Cosmetics – The rear end

After looking at the rear bumper options out there we decided we would build our own. The current offerings were never intended for dual exhaust systems so a fresh approach was needed. With the main bullk of the body being dressed by Ridox, we want to do something clean yet aggressive. The Bumper will have an inetgral diffuser which will house a brake and reverse light. Here is the design we are aiming for.

Disecting the DI system

just some rough notes in how we might control the DI EDU’s

D4-S

 

update on DI fueling and AA80E 8 speed to be used in the Supra

Just a quick update. We have decided to run the AA80E box, along with the IS-F Differential. We will be controlling the box via custom contoller with paddle shift changes.

The DI fueling is still a major headache though i have more information on it now including schematics, wiring, control etc etc

This is the most important part of this swap.
Max Orido decided to by pass DI, and unfortunately it caused major engine failure.
The DI injectors heated up as they had no fuel flowing though them (an inbuilt mechanism for cooling) and caused Det melting one piston, and melting an injector tip in another cylinder.

Marty

 

IS-F engine + TCM Wiring Diagram and ECU Pinouts

in all its Glory! in PDF formatt mind you,

IS-F ECM Pinout

IS-F Wiring Diagram

IS-F Wiring B (plugs)

Marty

Some DI insight

well still awaiting my IS-F tech doc, but heres the basic control system employed by toyota and lexus on thier DI system..

Engine test fit – 2urgse into a Supra…yes it does

Well doing a lot of research before this project began has been paying off. According to the Lexus collision repair manual we had aound 1″ on each bank to play with when sized with the jza80 bay dimensions. So today we placed the lump into the bay..and well..we have a good 1″ of clearance on each bank. As we have also lost the AC pump, this leaves room for future components i.e. PS pump or Superchager. Yes boost is good on a Hi comp engine thanks to Direct injection technology..if we can find a way to contol that off course

The Sump fits exactly were the 2jz did, but we will be taking around 1.5″ from the rear member to bring the engine back another bit. The Engine mount backets also place the mounts quite close to the original 2jz point on on the subframe, which should mean custom mounts to tie things up.

Transmission tunnel and rear bulk head clearance can be summed up with a great saying here “you would get a bus through there bai!!!”

2urgse in a mkiv supra2urgse in a mkiv supraalways have a big hammer at the ready ;)

2urgse in a mkiv supra

2urgse in a mkiv supra

2urgse in a mkiv supra

2urgse in a mkiv supra and the bonnet closes

and even the bonnet closes

 

So next step will be sorting the rear crossmember and mounting

Cam timing – Dual VVT-I and VVT-IE explained

The IS F 5.0-litre Quad-Cam V8 engine has an intelligent electric controlled, continuously variable valve timing system on the intake camshafts.

The electric inlet camshaft actuation system – known as Variable Valve Timing – intelligent Electric, or VVT-iE – improves engine performance and fuel efficiency, as well as reducing emissions and engine vibration.

The IS F engine also has intelligent variable exhaust camshaft timing, with hydraulic activation.

The dual VVT-i system is designed to continually optimise intake and exhaust timing, according to engine load, temperature, revolutions and throttle position.

It offers benefits across the engine revolution range, including increased low-end torque and higher top-end performance – the latter by making optimum use of the ‘breathing’ advantages of valve overlap.

Lexus dual VVT-i also contributes to a significant reduction in exhaust emissions, such as oxides of nitrogen (NOx) and hydrocarbons (HC).

Lexus developed electrically controlled VVT-i to provide additional benefits and greater valve timing control.

Hydraulic VVT-i cannot operate below 1000rpm or when the engine is cold.

However, the VVT-iE system will operate across the full engine revolution and temperature spectrum, with a cam response speed of some 50 degrees per second in the retardation phase and 150 degrees per second in the advance phase.

The Lexus 2UR-GSE engine in IS F has a range of 40 degrees of inlet camshaft timing variation (relative to crankshaft angle) and 35 degrees of exhaust camshaft timing variation.

It can vary valve overlap (the period when both the exhaust and inlet valves are open) from a minimum minus 10 degrees to a maximum of 65 degrees.

The IS F inlet cams have 248 degrees duration and the exhaust cams have 244 degrees duration.

The Quad Cam 2UR-GSE engine has separate primary cam chains to drive the inlet camshaft in each cylinder head, and secondary chains to drive the accompanying exhaust camshaft from each inlet cam.

Lexus now offers dual VVT-i engine technology in eight models.

The new-generation dual VVT-i Lexus Quad-Cam engines meet the previously conflicting goals of:

improved torque at low revolutions, and

better use of the expansion ratio in the cylinder and exhaust pulsation to improve engine breathing at high revolutions.

The dual VVT-i system boosts torque at both low and high engine speeds.

It makes full use of exhaust pulsation to increase cylinder filling at high rpm.

The engine ECU controls camshaft advance and retard, via electric motors for the inlet camshafts. It controls exhaust camshaft timing via an oil control valve mounted on the cylinder head and vane-type actuators on the ends of the exhaust camshafts.

There are five main dual VVT-i operating scenarios.

Engine idle: inlet camshaft neutral position, exhaust camshaft on full advance. This eliminates valve overlap, thereby reducing volume of exhaust gas blowback into the cylinder and inlet ports – for stable combustion and improved fuel economy.

Low engine speed range with light to medium load: inlet timing is retarded and exhaust timing is retarded for increased overlap. This creates two parallel effects: increased internal exhaust gas recirculation rate to reduce oxides of nitrogen and re-burn hydrocarbon, and reduced pumping losses and hence improved fuel economy.

High-load range, low-to-medium engine speed: inlet timing is advanced to close the intake valve earlier, reducing the volume of intake air blowback into the inlet ports and improving volumetric efficiency.

High-load range, high engine speed: inlet timing retarded, exhaust timing advanced. Retarding the inlet timing (according to the inertial force of the inlet air) improves volumetric efficiency and hence power.

At low temperatures: Retarded intake timing and exhaust in the full advance position, to eliminate valve overlap to the intake side. Fixing the valve timing at extremely low engine temperatures – and controlling the range as the temperature rises – stabilises fast idle and improves fuel economy.

The donor Car – 1998 Supra MKIV Jspec n/a

So the lucky car in question is a 1998 mkiv supra, a Jap spec non turbo manual. The car has already been raped of its v161 transmission as most do for a 2jzgte manual conversion. The body is flawless but has been subject to being dressed in a silly frock. So the first steps where to remove the dress, n/a 2jzge engine, and interior. As you can see the car was raped of a few other items in its life including  the Faelift rear lights.

So out came the very low mileage N/A 2jz-ge power plant which will return back to life as a Forged bottom end and an ideal replacement for a 2JZ-GTE block. waste not want not as my folks used to say.

Which in turn leaves room for the new engine..

 

 

Modern Technology meets an all time Classic

Yes, the worlds first 2UR-GSE supra is coming this way…stay tuned for the build….