MAP-ECU3 Install on supercharged 1998 Toyota 4Runner SR5

[mastacox]

Hi guys, I'm creating this new thread to cover my experiences regarding the installation and tuning of the MAP-ECU3 for my supercharged '98 4Runner with the TRD supercharger and various fuel upgrades.

(For those that aren't aware I'd been running a URD fuel upgrade kit for almost 8 years after which I started running into trouble with the old FTC, see thread here: My piggyback ECU (SplitSecond FTC1-E) has gone bad recommend a replacement! (http://www.ultimateyota.com/showthread.php?10809-My-piggyback-ECU-(SplitSecond-FTC1-E)-has-gone-bad-recommend-a-replacement!))

Engine mods I have that affect tuning:

TRD Supercharger
URD 2.2" pulley
Denso 4430 350cc Fuel Injectors
Denso Iridium IK-22 Spark Plugs


Tools I have in addition to get the tuning done:

Innovate! Motorsports LC-1 Wideband with XD-16 Digital Gauge
PLX Kiwi Bluetooth OBD-2 reader, Torque Android App
Basic Windows 7 Laptop


Pictures of the MAP-ECU3 when it arrived:
http://pictures.strikeforceniner.com/wp-content/gallery/photobucket-pictures/20150512_220637_RichtoneHDR_zpspgaxdvbk.JPG
http://pictures.strikeforceniner.com/wp-content/gallery/photobucket-pictures/20150512_220339_zpsmwpdbqup.JPG

I decided to purchase URD's wire harness for my year 4Runner as well, this allowed me to do the wiring work on my table and then install with minimal work under the dash. The hardest part was getting the factory harness wired back to stock when removing the old piggyback; "back in the old days" plug-n-play harnesses weren't available and so the old FTC was wired directly into the wires going to the ECU.

Wired harness per URD instructions ready for install. The red wire sticking out is the power wire, it is wired to my Painless Cirkit Boss fuse block rather than directly to the ECU's power, this allows me to have a separate power fuse for the MAP-ECU3:
http://pictures.strikeforceniner.com/wp-content/gallery/photobucket-pictures/20150524_115804_zpsszatw0sm.JPG

[mastacox]

I ran into a couple of problems with URD's install instructions, I'm documenting them here for posterity but I've already discussed with Gadget and he will be updating the instructions so that going forward I <hope> these won't be an issue for anyone else.

When I installed the MAP-ECU3 in the vehicle, it was working but the measured RPM on the unit was off by a factor of 4. There were a couple of problems:

1) the ignition system setting in URD's instructions were wrong (directions said to set to "4-cylinder coil on plug" when it was supposed to be "6 cylinder wasted spark")

2) two of the three ignition wires specified to be tapped into in the instructions were wrong.

With some careful troubleshooting and reading in the Toyota FSM's wiring diagrams I tracked it down. I'm fortunate to have the factory Toyota Repair Manual for my exact year 4Runner, which includes very detailed diagnostic wiring diagrams. Looking into the Diagnostics section under "Igniter Circuit Malfunction" for the P1300 trouble code, there are two wiring diagrams which show the 3 signal lines I want to tap into for ignition control (and they're different than on URD's instructions). URD's instructions have me connect to signals IGT1, IGT2, and IGT3 which according to the wiring instructions correspond to pins E9-24, E9-25, and E9-26 on the ECM's "E9" connector; but this is an error and actually IGT1, IGT2, and IGT3 are on pins E9-24, E9-16, and E9-15. I re-wired the harness last night and this fixed the problem!

First diagram, showing the basic layout of the ignition system (but no connector numbers or pinout numbers):
http://pictures.strikeforceniner.com/wp-content/gallery/photobucket-pictures/1998-Toyota-4Runner-5VZ-FE-Ignition-Diagram-1_zpswssmpcw1-1.JPG

Second Diagram, includes connection and pinout numbers for the connections at the ECM:
http://pictures.strikeforceniner.com/wp-content/gallery/photobucket-pictures/1998-Toyota-4Runner-5VZ-FE-Ignition-Diagram-2_zpsnountt4u-1.JPG

Third: Table of ECM terminals and individual troubleshooting guidelines:
http://pictures.strikeforceniner.com/wp-content/gallery/photobucket-pictures/1998-Toyota-4Runner-5VZ-FE-ECM-Connections-1_zpsxagdyhst-1.JPG

Fourth: Table of ECM terminals and individual troubleshooting guidelines:
http://pictures.strikeforceniner.com/wp-content/gallery/photobucket-pictures/1998-Toyota-4Runner-5VZ-FE-ECM-Connections-2_zpsc11vmocz-1.JPG

[paddlenbike]

What are you able to control with it? Obviously timing advance and retard as well as injector pulse width. What else?

[mastacox]

I'm not directly controlling injector pulse width, although that might be possible. Typical application is called "MAF Intercept Mode" where the MAF signal is modified (original signal into the MAP-ECU3, modified voltage out to the ECU).

I also have the factory oxygen sensor routed through the unit, I plan to try and tune the signal to trick the ECU into making the fuel mix richer under closed loop low boost (low enough throttle input where open loop hasn't happened yet) , this feature never worked with my previous piggyback unit, but I have high hopes for this one.

[mastacox]

I've done some basic tuning over the past few days and am happy to report it's pretty straightforward. I have a PLX Kiwi Bluetooth OBD-2 reader and an Android app called Torque on my phone, in addition to on board wide band for AFR monitoring. This gives me a quick and easy method for monitoring fuel trims and the like in real time.

My tuning step-by-step so far has been as follows:


Zeroed out all three of the tuning maps (fuel, timing, O2 sensor adjust). I tried downloading a map that <seemed> like it might work, but it was no where close, so from scratch it is.
Starting with freshly reset ECU (battery power pulled) to avoid long-term fuel trims, started engine. It ran very rich (no surprise due to larger injectors), so with the engine running I adjusted the fuel map down until at idle the factory short term fuel trim was hovering near zero and the AFR is oscillating around/near 14.7. Seeing the adjusted results in real-time while the engine is running is a huge advantage over the old unit! I can literally just press +/- in any portion of the map and see the immediate effect on the engine while running!
I revved the engine up to about 2500 rpm and took a look at the AFR's and fuel trims, based on that I copied a basically uniform fuel map across the board. I will be adjusting smaller regions individually once I get into open loop testing, but for the moment I'm happy if fuel trims stay under +/-15%, since that means the ECU is successfully adjusting fuel mix to where it likes it. No open-loop tuning yet, but it will be needed because right now it runs wayyy rich when I floor it.
I dialed in a basic timing retard map based on my experience in tuning the previous unit. No obvious ping yet, but will keep an ear out and adjust as needed.
I also want to try enriching the fuel mix once I enter boost, it really helps with the low-end grunt (and keeps EGT down too). I'm currently running a map which adjusts smoothly down to about -0.25, which appears to have an effect of taking the AFR to about 13.0:1, but I need to let the fuel trims catch up some. There will be some back and forth between the O2 adjust map, the fuel map, and the long-term fuel trims to get everything playing nice. I'm taking it slow for the moment and the 4Runner seems to be running well.


Current fuel map:
http://pictures.strikeforceniner.com/wp-content/gallery/photobucket-pictures/MAP-ECU3-Fuel-Map_zpsmhzf8ung.PNG

Current Timing Map:
http://pictures.strikeforceniner.com/wp-content/gallery/photobucket-pictures/MAP-ECU3-Timing-Map_zpsx97wid1k.PNG

Current O2 Adjust Map:
http://pictures.strikeforceniner.com/wp-content/gallery/photobucket-pictures/MAP-ECU3-O2-Map_zpseyha9411.PNG

[paddlenbike]

Thanks for posting; I always enjoy seeing tuning platforms that I haven't seen before, or likewise seeing others' tuning maps.

Are the -1 and -2 numbers whole degrees of timing retard? In other words, -2 is 2 full degrees of timing retard?

[mastacox]

Yes, the - 1, - 2 are full degrees of timing retard. I think the unit might not do decimal degrees, just whole ones.

[HawkEng]

Any updates on the ECM tune and how you are doing with it now? Just put a supercharger on our 3.4 Tacoma and it needs more fuel. I have experience with ViPec ECUs, but just don't want to spend that kind of money on this project. Looking for ideas to give this engine more fuel.

[paddlenbike]

Any updates on the ECM tune and how you are doing with it now? Just put a supercharger on our 3.4 Tacoma and it needs more fuel. I have experience with ViPec ECUs, but just don't want to spend that kind of money on this project. Looking for ideas to give this engine more fuel.


I'm not sure if Brian gets post notifications or not and I can't comment on the MAP-ECU, but I know several people that are pretty happy using methanol injection as a cost effective way to fuel a SC'd 3.4. If I'm driving conservatively my boost rarely goes above 2.5 PSI on long high elevation grades loaded in 5th gear, which leaves extra power available for passing. If you set methanol injection to start spraying at higher RPMs and above say 3 psi, I don't imagine you'd go through a lot of the stuff. These systems can be put together for as little as $150. Downside is the need to monitor methanol consumption so you don't run out if you're relying on it.

If you have the low RPM ping under boost then you'll probably need a piggyback to allow timing retard. I just don't think you'd want to have a low boost pressure set point to remedy that situation, otherwise you'll be using a lot of methanol. I use the URD 7th injector setup, which has been a set-and-forget solution for me since 2011.

[HawkEng]

Yes, we use meth injection on other turbo applications and had considered it. But, it is lean just under normal driving. I can feel it as well as the see the AFR are lean. I was leaning towards the 7th injector setup.

[paddlenbike]

Yes, we use meth injection on other turbo applications and had considered it. But, it is lean just under normal driving. I can feel it as well as the see the AFR are lean. I was leaning towards the 7th injector setup.

The only time it should go lean is at high RPM and high load when the stock fuel system comes up short. If you're experiencing lean conditions at other times there is something else going on. Can you elaborate on what you're experiencing?

[HawkEng]

I know some mornings it is lean when I first leave the house and can feel it surging some. AFRs are around 14.5 idle. 15's in vaccuum and will go in 16's under boost. WAY TOO LEAN.

[paddlenbike]

I know some mornings it is lean when I first leave the house and can feel it surging some. AFRs are around 14.5 idle. 15's in vaccuum and will go in 16's under boost. WAY TOO LEAN.

Are you using a wideband O2 meter for those measurements? There is no reason your vehicle should be lean under normal driving conditions. The 3.4's fuel system is more than adequate to provide all the fueling your vehicle needs with the arguable exception of high RPMs/high load at full boost at low elevations.

My AFRs bounce between about 14.5 and 15 (averaging 14.7, which is what counts) under most conditions, but it does dip and raise here and there as all narrowband O2 sensor controlled vehicles will. My 7th injector setup literally does nothing until something like 3500 RPMs and over about 4.5 psi of boost. The only reason it comes on that low is to start ramping up fuel delivery for when it needs it at 5000 RPMs and full boost.

Have you done the usual sweep of maintenance items like cleaning the throttle body, IAC and MAF, checking for vacuum leaks, fuel filter, etc?

[HawkEng]

Yes I am using a wideband.

14.8 to 15.2 most of the time after taking the truck for a drive again today. It only sees 16s if the truck it cold. Maybe the enrichment circuit has an issue. 15 is lean at low boost in my opinion.

What pump is factory in the tank? Was thinking of putting a 190 in it. Seems like it needs a rising rate regulator too.

[HawkEng]

Yes, I just put the SC on it and cleaned everything. No vac leaks.

[paddlenbike]

Yes I am using a wideband.

14.8 to 15.2 most of the time after taking the truck for a drive again today. It only sees 16s if the truck it cold. Maybe the enrichment circuit has an issue. 15 is lean at low boost in my opinion.

What pump is factory in the tank? Was thinking of putting a 190 in it. Seems like it needs a rising rate regulator too.

I think those numbers are within the range of accuracy you can expect from a narrowband-based O2 system plus the inaccuracies associated with wideband readings, especially when the sensor is cold. Even the factory turbocharged cars I've owned (before any mods at all) do not go into any sort of enrichment mode until engine load is quite high, which seemed to correspond with a couple or few pounds of boost. I have my URD 7th injector setup for fuel enrichment beginning at 3 psi. I guess what I'm trying to say is those numbers sound reasonable for low boost situations. If you're running anything less than mid 13 AFRs at high RPMs and higher boost, then I'd worry a bit.

I'm not sure what the stock fuel pump's output is but I'm running the Walbro 190 lph. It's noisy as hell and it's the only aspect of my whole SC/fuel system setup that I'm not happy with. Next time I would go with a Toyota Supra twin turbo denso 190 lph fuel pump.

[mastacox]

Hey guys, just logged in on a whim and thought I'd give a quick update. I don't have much time for forums these days due to the job and family, but I'm disappointed to see that my photos are all broken in my threads these days due to Photobucket changing their business model some time ago... I'll try and work out putting photos on my personal site and updating links where it makes sense, reach out to me if there's something missing you need a copy of.

I'm overall very happy with the MAP-ECU3, it achieves pretty much everything the FTC1-E didn't. The 4Runner runs well at 14.7 AFR and consistently richens the mixture to about 11.5:1 when I push into boost which is good. I need to get in there to tune it closer to 12:1 under boost, just haven't bothered because running a little rich here or there doesn't bother me. The fact is I just haven't had to think about the new ECU and can just drive the car which is what matters! I also haven't had a Check Engine Light in a long time, which was unheard of with the FTC1 crap.

I am still running the old Walbro 190lph pump from 2006; I changed over to the Denso 4430 350 cc/min fuel injectors back about 3 years ago now when troubleshooting the my FTC1-E and they've worked well ever since. As an aside, Five-O Motorsport sells modified injectors for the 5VZ-E that are a factory fit and available in 310cc or 330cc flow rates (https://www.fiveomotorsport.com/toyota-lexus-supercharged-1uz-1mz-2jz-3uz). If I was doing it again, I'd get the Five-O 330cc injectors since the 4430's I have get clamped pretty tight under the fuel rail (the modified injectors weren't available 3 years ago).

The 4Runner is more of a weekend warrior these days, I have a 2001 Mercury Grand Marquis as my daily driver so the 4Runner is just the hunting/camping rig. Glad this site is still around, UY rocks!

[4x4mike]

Wow, blast from the past. Glad to hear the 4Runner is still around and working well for you. It's very dead around here but I'm still able to keep tabs on folks through Facebook. Many still have their rigs but with life and family it's hard to make time for everything.

Once you get that photo hosting figured out you should post a pic of the Merc. I'd love to see that.

[paddlenbike]

Hey guys, just logged in on a whim and thought I'd give a quick update. I don't have much time for forums these days due to the job and family, but I'm disappointed to see that my photos are all broken in my threads these days due to Photobucket changing their business model some time ago... I'll try and work out putting photos on my personal site and updating links where it makes sense, reach out to me if there's something missing you need a copy of.

I'm overall very happy with the MAP-ECU3, it achieves pretty much everything the FTC1-E didn't. The 4Runner runs well at 14.7 AFR and consistently richens the mixture to about 11.5:1 when I push into boost which is good. I need to get in there to tune it closer to 12:1 under boost, just haven't bothered because running a little rich here or there doesn't bother me. The fact is I just haven't had to think about the new ECU and can just drive the car which is what matters! I also haven't had a Check Engine Light in a long time, which was unheard of with the FTC1 crap.

I am still running the old Walbro 190lph pump from 2006; I changed over to the Denso 4430 350 cc/min fuel injectors back about 3 years ago now when troubleshooting the my FTC1-E and they've worked well ever since. As an aside, Five-O Motorsport sells modified injectors for the 5VZ-E that are a factory fit and available in 310cc or 330cc flow rates (https://www.fiveomotorsport.com/toyota-lexus-supercharged-1uz-1mz-2jz-3uz). If I was doing it again, I'd get the Five-O 330cc injectors since the 4430's I have get clamped pretty tight under the fuel rail (the modified injectors weren't available 3 years ago).

The 4Runner is more of a weekend warrior these days, I have a 2001 Mercury Grand Marquis as my daily driver so the 4Runner is just the hunting/camping rig. Glad this site is still around, UY rocks!

I share your disappointment in Photobucket and Google Picasa essentially breaking the Internet. There are lots of good write-ups on various forums that no longer have the photos to accompany the technical articles, which is a serious bummer.

Happy to hear the MAP-ECU is a well-performing option. It seems the older FTC/6 injector setups do not always consistently work well. I'm not sure if it's the injector spray pattern that gets altered through time (my theory) or something else, but I am very happy to still be running OEM injectors. Your setup is doing exactly as it should and it sounds like it performs similarily to my URD 7th injector setup, which also runs around 11.8-12 under boost and it's set to dip to those numbers at 3 psi even in closed loop. I find that with 275/70R17 tires and my 5-speed that the only places where I exceed 3 psi are when I'm romping on it or climbing a select handfull of high elevation grades--one being Hwy 395 going north from Bishop to Mammoth and the other is a grade just outside of El Dorado hills going east on hwy 50. I see that as a good thing because it means my fuel economy is really good even when climbing, but when I need the power it gets rich and does what it needs to do. The performance of my 17 year old 4Runner still impresses me. (Although this morning someone tried to kill my 4Runner for me--they side-swiped me on the freeway at 50MPH...the sliders took the brunt of the impact and luckily those oversized tires and fender flares took most of the damage.)

Thanks for posting up your report!

[mastacox]

I share your disappointment in Photobucket and Google Picasa essentially breaking the Internet. There are lots of good write-ups on various forums that no longer have the photos to accompany the technical articles, which is a serious bummer.

Yeah I guess Photobucket had to change something up because I can't imagine it's easy to provide free hosting to nearly all of the internet's online forum picture needs... Still, $50/mo for "3rd party picture hosting" its freakin' outrageous considering you can host an entire website and domain name for less than half that.

I was able to fix the pictures for this thread and a couple of others by taking the pictures from Photobucket and uploading them to a personally-owned domain. Let me know if you run across a broken picture somewhere you need and I'll try and get it updated to the new URL.