MSefi.com read only forum (Jan.15,2018)

Hi Guys

Ive bought an engine from a '08 Lexus GS460 with a 1URFSE engine,
Ive looked at other aftermarket ECU's and they cant seem to help me.
A mate of mine runs a MS on his 4age, so i thought id look at this option.
The engine is a 4.6 L V8
It has port injection and Direct injection, the port injection is used during startup and direct the whole time the engine is running, Will MS run the direct injection as the aftermarket ECU companies i have contacted have said theirs cant run direct injection.? or

The other thing they cant run is the dual VVTI-E
the exhaust has the normal electric-hydraulic operated on/off type VVTI
Its the inlet i think im going to have a major problem with, there are electric motors connected to the end of the cams, and these spin at the exact same speed as the cams, and they either speed up or slow down slightly to adv/ret the cams then back to going same speed. Can the MS control this? is it possible or am i dreaming?

I do have the near complete car and the engine was running, ive pulled it out as its going into another vehicle.
The problem is all the sensors thruout the car that need to talk to each other and the can-bus stuff. plus im making it manual.
Another idea i had, i dont know if its possible? is to run the standard ecu but use something like the MS to put out signals ,so as to act as the speed sensors and trans etc, so the standard stuff will run. im using the front hubs so have sensors there, but will have no rear sensors or trans sensors.

Any help or tips or ideas would be great
thanks
Mark

We currently don't have a known good option for direct injection; I've seen some people testing out various add on modules with the MS3 (which is covered at msextra.com) but nothing to the point of a write up for others to follow. It may be possible to convert the motor to port injection.

I doubt they're using a full electric synchronized cam drive. That would have some serious problems on cranking. More likely, they're either using a hydraulically actuated continuous VVT setup (which is supported in MS3 but not MS1/MS2) or using a servo motor to move some sort of mechanical linkage (which currently is not supported).

Id like to get the direct injection running as from what little info ive found, if i dont use them, i loose them, theyll melt from the heat, they use the fuel for cooling

The cams are chain driven, so even if the vvti is unplugged the engine will run with no damage,
but from all the info ive found, it says the electric motors spinwith the cams, see below, this is some of what ive found.

Dual VVT-i including VVT-iE
The 1UR-FSE engine had the Toyota/Lexus ‘Dual VVT-i’ system to control the inlet and exhaust camshafts and vary valve timing to optimise valve overlap according to engine and driving conditions to make full use of exhaust pulsation to enhance cylinder filling at high engine speeds.

For the inlet camshafts, the 1UR-FSE engine introduced ‘Variable Valve Timing – intelligent Electric’ (VVT-iE) which used an electric motor to vary the VVT-i controller vane and vary valve timing. In contrast, the exhaust camshaft had a conventional hydraulic VVT-i system in which the camshaft timing oil control valve controlled a spool valve that enabled hydraulic pressure to be applied to the advance or retard side of the VVT-i controller. In response, rotation of the VVT-i controller vane sub-assembly – relative to the timing chain sprocket – varied valve timing.

The VVT-iE system was developed because hydraulic VVT-i could not operate below engine speeds of 1000 rpm or when the engine was cold. VVT-iE, however, could operate at all engine speeds and temperatures, with a cam response speed of 50 degrees per second in the retardation phase and 150 degrees per second in the advance phase.

For VVT-iE, the 1UR-FSE engine featured a high-precision-finish plate and narrow pins at the interface of the speed reduction gear and phase converter to transmit the VVT-iE electric motor’s high rotation torque. Due to the hardness of these elements, a scroll machine – based on the mechanics of a tool used for cutting air conditioner parts – was used to achieve the required base-cutting precision.

For the camshaft motor control components, VVT-iE required:
Uniform winding of the high density coils for matched magnetisation within each stator core;
Precision milling of the motor shaft bearings so that VVT-iE could operate with minimal vibration; and,
A new system that employed frictional resistance and speed-reduction gearing to hold the cam phase in the ideal position for engine start-up.

I'm not sure it spins with the cam itself; it is more likely that the actuator transmits the signal through something like a clutch throw-out bearing or other rotating link. However, we currently do not have a control strategy in place for it.

Yes, it appears to be some sort of rotating linkage, so the motor isn't synced to the cam.

And we do not have a control option for this in current firmware.