Cool, Please let me know how it goes .

 

OK I tried grounding out solenoids 1-4 and it worked! The body of the solenoids (only the 4 small ones) need to be grounded which makes perfect sense. NO more CEL

 

Any updates on the cruise control function after a 5/6 speed swap?

 

For the cruise control to work, it needs to see that the gear is in D, must have singnal from v2 to know it is more than 36 mph. You can turn on the switch but it will not engage if it cant read speeds from v2 or In gear

To have v2 sending signal to ecu, relictor must need to be install some where, either on drive shaft or tranny output shaft.....these are custome works.

For ecu to see gear, you could add a switch to turn on power at D terminal, and turn off when staring engine...u could get a three terminal switch...feeding B+ either to N or to D.

Good luck.
Ndt

 

Apologies for the thread resurrection, but I am attempting to do this on a vehicle with a similar trans (1997 Landcruiser with the A343F transmission) and I have a few questions:

When you say:
To ensure I understand this correctly:
- You used resistors of 15 Ohms in place of solenoid 1, solenoid 2, and the trans temp sensor connectors on the ECU
- You used the actual solenoids (you call them valves here) to connect to the SLU, SLT, and SLN connectors on the ECU

My question is- how do you get past the CELs that compare the Vehicle Speed Sensor (VSS) with the solenoid states Solenoid 1 and Solenoid 2? According to the FSM (for the Landcruiser, and 99% sure it is the same for your vehicle) it will set a CEL for S1 or S2 if the S1 and S2 states don't match a pre-programmed value depending on various inputs including the VSS.

Here's what I found for the Landcruiser:
1. Solenoids 1 and 2
The ECU would likely see a problem with solenoids 1 and 2 (S1, S2) because the Vehicle Speed Sensor (VSS) doesn't match the S1/S2 states as defined in ECU map.
CEL result: S1 = P0750, S2 = PO755

2. Lockup Solenoid
It would also likely see a problem with the lockup solenoid SL if it's not locked up when the ECU expects it to be, again as defined in ECU map.
CEL result: SL = PO770

3. Open / Short detected on Solenoids 1 or 2
To avoid the ECU detecting an open or short circuit on S1 or S2, we would need to make sure S1 and S2 on the ECU have the appropriate resistances based on expected S1, S2 operation. Which is to say we need to avoid this:
(a) Short = Solenoid resistance is 8 Ω or less (short circuit) when the solenoid is supposed to be energized
(b) Open = Solenoid resistance is 100 kΩ or more (open circuit) when the solenoid is supposed to be not energized
CEL result: S1 = PO753, S2 = PO758

Any thoughts/comments would be appreciated.

 

My a/t emulation device has been proved to work with quite a few toyota ecus, including but not limited to any 1UZ vvti, any 2JZ 5-speed, 2JZ-GTE off 16x body Aristo, 3UZ 5-speed
more details including 1uz vvti dyno chart can be found here (URL to Facebook group), or by googling #all4swap

 

Helping my step son with this swap. We got the resistors coming in the mail but I was wondering if not having the big 10 pin trans solenoids connector connected would this cause vehicle to go into a limp/low power mode? He said car doesn't accelerate like it used to.

It's a 2001 GS300 with W58, I know not SC but seems like best info in this thread.

Thank you.

 

I am not so familiar with the 2JZ-GE VVT-i manual swaps other than some basics but just off the top of my head, wouldn't it be possible for you both to obtain a 2002-2005 IS300 5-speed M/T ECU and, following ECU pinouts and TSRM electrical diagrams for the 2001 GS300 and 2002-2005 IS300 M/T create a plug-in ECU solution that will better work with this engine and transmission setup... not to mention play nice when it comes time for CA smog? *IF* that can be made to work it is an existing vehicle engine/trans/ECU configuration that uses the same engine in both cars.

I know I am greatly oversimplifying that process but in your case if the 2001 GS300 came with a 2JZ-GE VVT-i as stock the wiring in of an IS300 5-speed ECU may be the best solution to get it all working well. The only thing I can think of that might put a wrench into this is if the immobilizer systems of the GS300 and from an IS300 would be tied to their respective ECUs. That might mean swapping over any appropriate immobilizer electronics or getting the ECU reprogrammed somehow (I'm not sure how that specifically is even done).

 

I have been reading through and I would just like to clarify a couple of things. I have a 99 sc300 and a few questions.

1. So is plugging in and grounding the solenoids a permanent fix or does the CEL reappear later? What about with the resistors?
2. Will the car run 100% if it thinks its in drive, or does it need to be in neutral?
3. Does the "ect pwr snow" change anything as far as power and all?
4. What functions are lost if the car doesn't think the car is in park (except memory seats)?

I also have some questions about cruise working, but ill post that in a different thread linked above. However, any info on setting up a "OE style" cruise setup would be appreciated. Thank you.

 

also wanted to know if a emulator is needed, since Ive heard the car won't run 100% without one.

 

The resistors should arrive in the mail today to fix the solenoid codes. The other thing I'm worried about is the transmission speed sensors the A/T computer uses to check proper operation of the transmission.

 

Anybody know where I can find the ATEMU wiring diagram and/or instructions? Trying to figure out what its emulating.

 

It should've came with a diagram. Where did you purchase it from and is that the resistor you're talking about? I thought the ATEMU was something else.

 

this might be what you're looking for though.

 

I don't have anything to add to this thread when it comes to making CELs go away on manual converting 98+ VVTI cars, but I can clarify a few things I see in here that won't work.

The 98 Toyota Supra non-turbo only came auto, so there is no USDM VVTI -GE manual ecu. In an interesting twist, the 98 Supra Turbo is a non-VVTI GTE motor and the ecu is OBD2a like the 96-97 cars.
It looks like this also carried over to Japan. 98-01 Supras got the VVTI GTE with auto and manual but all manual non-turbos are non-VVTI and only the base model auto SZ got a VVTI GE motor.

1998-2001 Lexus vehicles are OBD2b. Toyota didn't make any manual OBD2b ecus. 2002+ IS300s are OBD2 CANBUS which are multiplex ecus. All 02+ cars have 2 ecus, engine & body. It is possible to do a manual swap on a 02+ GS300 using the IS300 manual engine ecu, but you cannot use the 02+ ecu in a 98-01 car. In order to get everything to work without CELs, you would need to swap both the engine and body ecus into a car then rewire the whole car so it doesn't generate CELs. If you are wondering why this is, it is because the engine and body ecus are digitally linked to one another and communicate back and forth