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By thetoivonen
Working on a PNP board for the 1MZ-FE engine which is commonly found in the late '90's Camry and Avalon, along with a few other models. I thought I'd add a bunch of information here in case anyone else is working on the same project. At some point maybe someone can help review my PCB design? I've worked with embedded electronics for a while now, but designing and sending a PCB to be manufactured is a new one.

My engine is in an '87 MR2, and is currently running the stock Toyota ECU. The donor car was a '98 Avalon and my harness based on a '99 Camry. There are some different configurations of the 1MZ but I'm hoping the adapter board will work in a Camry or Avalon too.

-No changes to chassis wiring
-Fits in stock ECU case

-Car needs to run the 2020 season so the turbos and speeduino can't go in until winter 2020/2021 at the soonest
-I'll be working on this adapter board as I have time

Information I have Collected:
ECU Connector: TE/AMP 8-5353015-1, 122 pin, 5 plug
Crank Wheel: 36-2

Cycle Sensor: Camshaft, single pulse, right bank when facing the timing belt, nearest cylinder 6

Injectors: High-Z (14 ohm), pull low to squirt

Ignition: 3 COP, wasted spark, with igniter

Firing Order: 1,2,3,4,5,6
-When looking at the timing belt the cylinders down the left bank from front to back are 1,3,5 and on the right bank from front to back are 2,4,6.
-The coils are on cylinders 2, 4, and 6, and connected to cylinders 5, 1, and 3, respectively.

IAC: 4 wire, dual driver, rotary solenoid, 17 ohms to 30 ohms, pull low

MREL: The Camry ECU senses the key on with the IGSW input pin. The ECU then turns on the MREL pin, activating the main engine relay and powering the rest of the ECU and its peripherals. The reason they do this is so the ECU can stay on for a few seconds after the key is turned off and step the IAC to the wide open position for the next start. My MR2 chassis is not wired this way, but we should be able to replicate this behaviour on the adapter board. I think some SW20 swaps are wired this way, I would love it if someone knows for sure and could confirm?

Tach Signal: The AW11 chassis needs a high voltage signal to drive the tach, unless it was a supercharged version. I have already converted my tachometer to use a 12v tach signal, which is what the Camry uses. I'll add a level shifter on the board to convert the 5v speeduino tach signal to a 12v signal for the chassis.

Irrelevant Info for anyone curious:
-440cc injectors
-twin turbo, (td04l-13t)
~12psi boost
-A/W intercooler
-classed for SSM autcross/ street prepared hillclimb
-2MZ intake/ 3MZ exhaust cam
-target 300hp to 350hp

I'll add some photos and preliminary design files tomorrow.
By stum
You could get away with something similar to what I have done on my 3VZ (ODB1 plug) WIth just a V0.4 board and interface to the toyota ODB2 plug. That would be a quick way to get there. I have not put a lot of time studing the 1MZ wiring yet.

But All the way would be cool to see. I also have 2x 1 MZ's here. Both early ones. Non VVT and wasted spark.

Im currently running a Evo X turbo has the big exhaust housing 12cm2. and comes on boost real quick(2500 rpm full boost). Currently on E85 and 0.3 bar. and no inter-cooler. but only for short bursts.

Currently using 2JZ.... injectors (brown ones) and they fit into the Air Assist manifold by just swapping the lower seal.

Ive not had much luck with the Toyota IAC stepper, and Im looking at replacing it with a Solenoid valve type

Good Luck
By thetoivonen
Yeah sorry if I'm not using the right term, my intent is just to make an interface board between an off the shelf v0.4 and the Toyota connector.

Is your turbo running off both banks? I wanted to use a common turbo, which is why I chose the Impreza turbos, which match the 1MZ pretty well flow wise in a twin turbo configuration. If you are running a single Evo turbo with good results the simplicity and lower weight of that would be really attractive.

What problems are you having with the IAC? I'm pretty sure the 1MZ has a rotary solenoid type, my thought was to feed one coil with a PWM signal and the other coil with the same PWM signal but inverted. I have some spare throttle bodies around so I will do some bench testing.

I attached a summary of the ECU pinout, I will update once I get them mapped to the Speeduino pins.
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By thetoivonen
Pictures of cam and crank triggers, plus a rough outline of my adapter PCB.
Screenshot at 2020-03-10 23-03-35.jpg
Screenshot at 2020-03-10 23-03-35.jpg (74.92 KiB) Viewed 14121 times
Screenshot at 2020-03-10 22-45-21.jpg
Screenshot at 2020-03-10 22-45-21.jpg (162.72 KiB) Viewed 14121 times
crank.jpg (2.95 MiB) Viewed 14121 times
By thetoivonen
Rotary solenoid IAC circuit. Is this the method that has not been working well for you?
Screenshot at 2020-03-10 23-11-31.jpg
Screenshot at 2020-03-10 23-11-31.jpg (41.3 KiB) Viewed 14120 times
By stum
No the issue is with the Toyota Stepper. I have the driver installed and bias adjusted. it steps up and down. just not repeatable. I have adjusted the config settings and the same. But the MZ has the valve as above (not stepper I had not noticed)..... thanks I might try one of those.

Like your initial design on the adapter board. I installed mine to day, and fired up first attempt. Unless you are wanting sequential....... you should only need the crank trigger. that is effectively what I am running.
By thetoivonen
First draft of pin mapping is complete.


With a firing order of 1-2-3-4-5-6 I have tied injectors in pairs (1,4) (2,5) (3,6) and the igniters are set up to share the same cylinders. Does that sound correct?

The cam and crank sensors share a common wire (NE-). I am just planning to use the crank sensor (NE+), but would I even be able to use the cam sensor (G22+) with the VR conditioner, since is shares a 'ground' wire with the crank sensor?

For vehicles still using an ECU controlled main engine relay I simply tied the IGSW and MREL pins together.

Tentatively I have routed the bank 1 sensor 1 oxygen sensor connector to the speeduino. The wideband controller will plug in to the O2 sensor plug on the stock 1MZ harness. I need to look at my chassis and see if this the best way to do it. It would be nice to find a 5 or 6 pin connector in to the ECU so I can have the temperature signal LED available.. I will see what connectors are available on the harness.

I have also routed the EGR temp probe wiring to the IAT input on the speeduino to avoid cutting off the MAF sensor wire (for testing and debugging). This is convenient because it shares a ground with the coolant temp sensor in the engine harness. The EGR temp probe has a small pigtail and is in a good location to connect to a new GM style IAT sensor placed in the intake plumbing. The MAF on the 1MZ is very restrictive and I'll be glad to get it out of the intake path.

The VVT output of the speeduino will be used to control the ACIS VSV for the intake length control.

The Boost output is routed to control the EVAP VSV to control purging of the charcoal canister.

(14.77 KiB) Downloaded 106 times
By stum

yes looks similar to what I have done on my 3vz-fe.

Yes I think you have got the injectors and ignitors correct. That is how the COP and lead combinations are linked

the 3VZ, is simular with its VR triggers, but has 3. all with a common ground (NE-) And I got it to trigger on both. But my best running tune has just been with a crank wheel, no real advantages for using both.

I connected the pins internal to my ECU case for the EFI relay etc

I run my wide band O2 as a plug in as required and connect directly to ECU. and only use for tuning.

As for IAT, my first tunes did not use it. And I have only added once I have gone turbo. Only mistake I made was I put it in the plenum, nad should be it piping between turbo and throttle butterfly as it suffers heat soak and........ it is on the list to be moved.

As for ASIC. Turbo cars do not run them and I have removed, and use this for my boost controler.

Hopefully this helps. keep up the good work.
By thetoivonen
Awesome thanks for the insight!

Do you know if the Toyota VSV's that are used for ACIS and the EGR can be used to control pressure as well as vacuum? I would think so, vacuum is really just pressure in the opposite direction...

I am thinking the ACIS VSV could be used for ACIS on an NA applications and as the boost controller for FI.

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