Ready to start collecting parts for GM ECM in toyota 4runner

[1project2many]

In addition to Six_Shooter's advice, I can offer this:

The 22RE / 22RTE Airflow sensor is unique even in Toyota land. It uses a 9V signal that just doesn't interface nicely with anything. Dump it.

Toyota's CTS curve is the inverse of GM's. Easiest solution is to use the GM sensor. Look at my truck page (link previously posted) as I detail installing this sensor in a later style intake.

Toyota's idle air adjustment device is a mechanical valve that's thermostatically controlled. It's independent of the ecm. If you choose to eliminate it and use an ecm controlled IAC I've detailed an easy solution using a Jeep 4.0L IAC and housing. You will also need to install a thermostat bypass but that's not a challenge.

The '86 intake manifold, idle air valve, and TB was simplified and improved around 89 or 90. You might want to switch.

The Toyota TPS is usable if you choose a P4 ecm with "auto zero" code. The upper and lower voltage provided by the sensor "just fits" the factory settings for min and max. In fact, sometimes my truck would set a TPS low voltage code during cranking when system voltage was low on very cold mornings. The values to trigger the code are adjustable.

The cold start injector can be completely disabled and removed. I used the injector hole for the IAT sensor. I also used the port in the fuel rail as a handy place to install a fuel pressure test port.

Toyota wiring is absoultely nightmarish. I don't have time right now but later I'll post some of the issues you'll need to work with. Things like dual coil fuel pump relays and redundant power and ground circuits really add the the fun.

[EagleMark]

I can verify the distributor will trigger the GM EST, just did one on carb/TBI Toy engine conversion.

For apperance the MAF could be gutted and left there with wiring to no where. Inspections must have lightened up there? They used to be very hard on visual and didn't even care to look at emmissions until that was done.

I know there no data or at least any usable and no way to retune. When my son and I built his 22RE same as your doing and I wanted to do a GM ECM conversion which we know can be dialed in! But with higher compression, .030 over bore, port work and cam we did have this thing run great all the time with TPS adjustments done as per internet writeups with feeler gauges and volt meter. That was the overall fix. Then loosening up the spring on trap door MAF fixed the other fueling issues. It really ran good overall everywhere. His Toyotas off road freinds would come over for a tweak and results were the same every time. IIRC timing was bumped a little but the real timing issue was the dual vacuum diaphram adance cans on distributor... seemed like everyone had a bad thermastatic vacuum valve that never opened or never shut?

Just for kicks someday look at factory service manual for 1985 toyota. It came with carb or EFI. There is 1000 more switches and vacuum lines on the carb! I think I still have it in zipped pdf if you need one...

[jim_in_dorris]

The 22RE / 22RTE Airflow sensor is unique even in Toyota land. It uses a 9V signal that just doesn't interface nicely with anything. Dump it.

I am thinking maybe using a MAF out of a Ford Tauras as they are easily available and cheap at the JY. We are changing the air intake to make room for a 2nd battery, so that wouldn't be too difficult to adapt in.

Toyota's idle air adjustment device is a mechanical valve that's thermostatically controlled. It's independent of the ecm. If you choose to eliminate it and use an ecm controlled IAC I've detailed an easy solution using a Jeep 4.0L IAC and housing. You will also need to install a thermostat bypass but that's not a challenge.

That ought to be the easiest part, my son does heavy line at the local Dodge Chrysler Jeep dealership and can just get the parts off a core motor.

The '86 intake manifold, idle air valve, and TB was simplified and improved around 89 or 90. You might want to switch

I think we already have one, I will look at that.

The Toyota TPS is usable if you choose a P4 ecm with "auto zero" code. The upper and lower voltage provided by the sensor "just fits" the factory settings for min and max. In fact, sometimes my truck would set a TPS low voltage code during cranking when system voltage was low on very cold mornings. The values to trigger the code are adjustable.

Which P4 ecm would you suggest?

Toyota's CTS curve is the inverse of GM's. Easiest solution is to use the GM sensor. Look at my truck page (link previously posted) as I detail installing this sensor in a later style intake.

That makes sense. I wonder also if a little piece of code could be written to correct the Toyota CTS. I will probably install the GM sensor.

The cold start injector can be completely disabled and removed. I used the injector hole for the IAT sensor. I also used the port in the fuel rail as a handy place to install a fuel pressure test port.

This sounds really cool, how did you seal things to keep the fuel from leaking, or letting in extra air?

Toyota wiring is absoultely nightmarish. I don't have time right now but later I'll post some of the issues you'll need to work with. Things like dual coil fuel pump relays and redundant power and ground circuits really add the the fun.

Somehow that doesn't surprise me. That may end up being our biggest challenge.

To control timing you need to use a GM Ignition Control Module. IIRC, the 22RE dizzy will trigger the GM ICM without issue, just pay attention to the polarity of the trigger from the dizzy to the ICM. This will give the RPM signal to the ECM and allow timing control as well.

That's a relief, something that won't be horribly complicated.

And now for some more questions I thought about.

1) what memcal should I try to find for this project, and how about a knock sensor. Also, what BCC should we start with?

2) VSS-- I thought about using a VSS that was cable driven. The only ones I find are 4000 pulse, and I think we need 2000 pulse.

This sure sounds like it will be loads of fun, as well as a challenge.

[1project2many]

Do you need a MAF sensor? I don't know of any factory four cylinder plus MAF combination from GM. I'd probably use a 1227165 and a V8 MAF if I had to go that route. The 165 is not a P4 and you will not get fast ALDL data for tuning. You will also need to determine which knock sensor and external ESC module are appropriate for the 22RE. Choose your parts by matching cylinder bore as closely as possible.

There may be a definition file for a 3800 V6 with MAF but I haven't tuned any and can't tell you if the code and cal will adapt easily to a four cylinder.

If using a P4 the 7730 or 7727 are both good choices. I used a memcal and knock sensor from a 2.3L quad 4 since the bore size is the same. I can generate a list of BCC's, part nos, and ecm nos if needed. Choosing which mask id to use might take a little consideration but ultimately there are several that will work. These are all speed density. Is it possible to hide a MAP wire and sensor under the manifold and use a hollowed out MAF as Mark suggested?

It may not be a challenge to alter the voltage <-> temperature calibration in the ecm without a pile of work. Look around the web and try to find the megasquirt 22re conversion page. I believe there's a temp -> voltage chart for Toyota sensor there.

Speed sensor can be 2K or 4k pulse. But use a sensor that generates an a/c signal rather than the "reed switch" type.

The intake air temp sensor I used has 3/8 pipe thread so once I tapped the manifold it was self sealing. The fuel pressure test port can be found on many 2.8 and 3.1L GM vehicles as well as the TPI cars. I believe I had to drill out the existing hole then run a tap through it. Sealing was probably with an O ring or nylon washer that was GM OE equipment.

I will never miss the days of diagnosing leaking vacuum lines in early and mid eighties carbureted asian vehicles. One of the very few upsides to living in the rust belt is that most of those cars are gone now.

[jim_in_dorris]

I just looked, and it appears that the 7165 is a P4 processor, capable of 8k baud, and using a memcal. I could use the memcal from the 2.3L Quad 4 if I can find one, and adjust the code for a 4 cylinder (maybe, I will look at it and see if it is even possible) Otherwise, I suppose we will do the MAP conversion.

How do I tell if the VSS is a reed switch type?

[1project2many]

7165 may be P4 but it was something of a hybrid. It uses an external ESC module and IIRC the 8192 comms sometimes doesn't happen. The Q4 code might not work as the 7165 may not have the hardware necessary to support all the inputs or outputs that code uses. Safest answer is to use code intended to work with that ecm. There is a four cylinder TBI application that uses the 7165 but it's speed density.

The aftermarket often applies the term "reed switch" to any speed sensor that produces a 0 - X Volt square wave signal. If the sensor voltage doesn't exceed 5V nominal value and produces a 2k pulse per mile it can be used. That's the only configuration that works correctly with the "optical" speed signal input. If you get a speed sensor which produces an a/c output of 2k, 4k, or even a few other multiples of 1k it can be connected to the "analog" input and the software can be adjusted accordingly.

[jim_in_dorris]

1project2many,

I probably worded that wrong last night. What I thought I would do is use the Memcal from the quad4 with a $32B prom from a camaro 5.0 TPI. The 32B code has code for 8 - 6 - 4 - and 2 cylinders in the calibration. Set to 4 cylinder, it might be close, since the cylinder volume is close. and external ESC would be no problem either. I am not sure how I can tell what type of VSS the aftermarket VSS's I found are, nothing in the description. Do you mean the reed type output a squarewave and the A/c output is a sine wave? I will look at the 32B code to see if the pulse count can be adjusted. Also, on another note, apparently some newer OEM O2 sensors are wideband, and my son has some used ones laying around at work, so if they are indeed a wideband O2 sensor, we are snagging a couple to use for tuning.


>>>edit<<<< just looked it up, the 7165 used a 2 pulse DC square wave VSS. now I just have to figure out how to adapt one inline to a toyota speedo cable.