Implementation Notes for installing the Adaptronic
e420b onto the 4AGE-Blacktop Engine
Test system
The test vehicle was an AE86 Toyota Sprinter which had received a 4AGE blacktop
conversion.
Installation
The following summarises the main details of the installation:
1. The 20-valve blacktop loom was installed into the vehicle.
2. The distributor was removed and replaced with a crank angle sensor, and twin
igniters driving twin, dual-outlet coils were used.
3. Wires were spliced into the factory loom at the factory ECU connector, in the
passenger footwell.
4. The original TPS and MAP sensor were retained.
5. The inlet was comprised of short trumpets only.
6. The idle speed control motor was not functional on this engine.
The wiring of the installation is given on the last page of this document.
Installation Details
The final page of this document shows the wiring diagram to map the Adaptronic
connectors to those of the factory ECU.
Triggering and real-time outputs
The original cam angle sensor is retained. The factory sensor has one output which
pulses every 30 crank degrees, which gives the ECU timing information. It also has
two outputs which pulse every 720 degrees which give the ECU cylinder and a timing
reference.
The injector firing sequence is set to "Fully Sequential", and "Batch on crank". The
current is set to 0.9A, and the peak-hold drive type is selected.
Dwell time is set to 3000s. Ignition timing during cranking is triggered using the
normal ignition timing mode.
Auxiliary Outputs
The following summarises the auxiliary outputs as defined in this application:
Output
1
2
3
4
5
6
7
8
Function
Idle valve (in phase)
Idle valve (out of phase)
VVT solenoid
Not used
Fuel pump
Thermofan
Not used
Not used
Auxiliary Inputs
The following summarises the auxiliary inputs as defined in this application:
Input
1
2
3
4
5
6
7
8
Function
Electrical load input
Not used
Not used
Not used
Not used
Not used
Not used
Not used
Quad throttle bodies and no plenum
This installation was set up using a combination of MAP and TPS for load sensing.
This installation requires version 0.3K of firmware for the Adaptronic e420b ECUs,
which includes the TPS x MAP feature. V0.5 and later ECUs have the MAP x TPS
mapping as standard.
The rationale for this is that the 20-valve engine uses quad throttle bodies and no
plenum. With a conventional engine and a plenum, the air has space to settle after the
throttle, so any turbulence caused by a partially open throttle will have settled by the
time the air is drawn into the port. Hence the pressure of the air in the plenum is a
good metric for the volume of air being drawn into the engine during each stroke (VE
as a function of RPM notwithstanding).
With a multiple throttle-body setup, there isn't the distance for the air to settle before
it reaches the inlet ports, and hence the volume of air drawn into the engine is
dependant on the degree of turbulence (which can be estimated from the TPS value)
and the air pressure (which can be measured using a MAP sensor).
While the air pressure can be estimated from the TPS, doing so does mean that
changes in quantities such as barometric pressure, idle speed opening and any other
effects on air pressure will not be compensated for, and it is near impossible to
achieve consistent mixture strength at slight throttle openings (for example at idle).
Hence the method chosen for tuning is TPS, however the ECU is set to scale the fuel
duration by the MAP value. Hence variations in MAP will be linearly compensated by
the ECU, and the load scale in the fuel map tuning (TPS) is only to compensate for
changes in turbulence caused by throttle openings, not pressure changes.
Special functions and control
The ECU runs in closed loop using the standard oxygen sensor. Above about 20%
throttle, the ECU's target AFR is set to richer than the factory oxygen sensor can
measure, and hence the ECU switches to open loop mode. This allows maximum
power production with adequate engine safety when required as well as running at
stoichiometry at other times.
The idle speed control, as mentioned earlier, is not implemented as the idle motor was
unserviceable.
Both acceleration enrichment and asynchronous throttle pump have been implemented
on this engine to allow acceptable transient throttle response.
Variable Valve Timing
The blacktop engine has a simple on-off solenoid which is set up to be RPM
dependent. The choice of where the valve should be on or off was made by tuning the
full load point at each RPM value (in steps of 500 RPM), with the solenoid turned off.
By then turning the solenoid on, the change in mixture strength gives an indication of
the VE change by changing the solenoid status. At the upper end of the rev range
(above 5000 RPM), this was done using power runs to see what solenoid status
generates the greater torque.
One option would be to fully tune the full load conditions, with the solenoid on and
off, and comparing the two torque curves. One must be careful in this because the two
maps must be tuned correctly to optimise torque.
It was discovered that at 2500 RPM, the VE is greater with the solenoid on. At 3000
RPM, the VE appeared the same for both cases. From 3500 to 5000 RPM, it was
discovered that the VE was improved with the solenoid on.
By doing power runs after tuning the engine up to 6000 RPM, it was discovered
beneficial to torque production to switch off the solenoid at 6000 RPM and above.
The normal RPM based switch only allows an output to be switched on above, or
below a given RPM. Thus to use an RPM based switch output would require two
outputs, and some external logic (for example, a relay). The approach that was taken
on this engine was to use the Wastegate function of the ECU. By setting the minimum
TPS, MAP, delay and PID values for the boost control to zero, the open loop
wastegate duty cycle will be applied directly to any output set up as wastegate control.
The wastegate duty cycle is therefore set to 100 % between 2500 RPM and 5500
RPM, inclusive, and 0 outside this range.
Evaluation
This evaluation follows the installation and dyno tuning of an Adaptronic e420b on
the test vehicle. This was performed on the 13th of May, 2006.
Cold starting, warm starting, hot restarting after heat soak - all operate OK on the test
vehicle.
Idle speed control - not implemented.
Andy Wyatt, Adaptronic
http://www.adaptronic.com.au
[email protected]Diagram to wire Adaptronic ECU to standard 4AGE-blacktop
D
Tested on 4AGE blacktop on AE86 vehicle
Andy Wyatt
2006-05-14
J4 - Adaptronic
Aux Out 5 - Red/Black
B16 B8
Aux Out 7 - Red/Green
MVSS - Brown
RelIn1 - Black Internal (option 2)
W Warning light
SP1 Speed sensor
IGN2 - Green
B7
B14
B6
B13
B5
B12
B4
B11
B3
B10
B2
B9
B1
IGN1 - Yellow
IGN3/Tacho - Blue
C7
C6
C5
C4
C3
C2
C1
C18
C17
C16
C15
C14
C13
C12
Batt Batt
C8
C19
+B Batt
C9
FC Circuit opening
TPS Sig - Green
TPS +5V - Red
MAP GND - Brown
A19
A9
MAP Sig - Orange
A18
A8
WT - Yel / Blk
A17
A7
TT - Violet
A16
A6
Dig1 - White
Dig3 - Red/Black
8-way connector
CAS GND - White internal
RelIn2 - Red Internal (option 2)
J3 - Adaptronic
TPS GND - Black
A20 A10
Knock - Yel/Grn or grey shielded
A15
Aux Out 8 - Red/Blue
SVSS - Orange
J1 - Adaptronic
Red
1
Black
2
Black
3
Black
4
Purple
5
White
6
Pink
7
Grey
8
Dig5 - Red / Blue
Dig7 - Orange / Black
J2 - Adaptronic
Brown
1
Red
2
Green
3
Blue
4
Black
5
Black
6
A5
A14
A4
A13
A3
A12
A2
A11
A1
MAP +5V - Yellow
MAT - Blue
EGO - Yel/Red or black shielded
Spare input - Grey
Dig2 - Pink
Dig4 - Red / Brown
Dig6 - Red / Green
Dig8 - Orange / Red
20-way connector
Title
6-way connector
Size
A
Number
Revision
A4
Date:
File:
1
16-way connector
C20
AC1 AC Amplifier
STA Starter
C22 C11
C21 C10
ACT AC Amplifier
B1
B9
PIM MAP
VC MAP/TPS
B2
E2 Sensor GND
B10
THA Air temp
B3
B11
EVP Evap
VTA TPS
B4
B12
KNK Knock
B5
B13
THW Water temp
B6
ELS4 Defog
B7
B14
TE2 Check
B15
OX EGO
VT Check
B8
B16
TE1 Check
A1
A14
VVT oil valve
A2
A15
E1 Engine GND
A3
A16
NE 24tooth
IGF Igniter
A4
A17
CF Thermofan relay
A5
A18
G- CAS GND
A6
A19
G1 CAS Reset
A7
G2 CAS Reset
ELS3 Taillight
A8
A20
IGT Igniter
A21
RSC Idle Close
RSO Idle Open
Inj #2
HT EGO heater
ELS2 Blower
A9
A22
ELS1 Thermofan
A23 A10
Inj #1
A25 A12
A24 A11
Inj #4
A26 A13
E02 PGND
Inj #3
E01 PGND
RelIn3 - Yellow Internal (option 2)
B15
Aux Out 6 - Red/Brown
14-May-2006
Sheet of
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