1st Gen Haltech ECU Discussion

Well, we're in a second renaissance currently... hear me out on this. The 1st gen Tacomas are all over 10 years old with most being over 15 years and a few over 20. There are literally thousands of technical help threads on this website, many of us knowing the stock EFI system inside and out by now. A high level of in-depth knowledge on a vehicle is the perfect starting point for switching out the stock computer and implementing a stand alone computer for greater control and performance for those of us with; forced induction, looking to add more features, the urge to increase MPG and/or power.

So it is no small project to add a stand alone, especially if it doesn't have groundwork laid already. So this thread is here to talk about all things stand alone on first gen tacomas, be it harness building/wiring, tuning, feature testing, etc. Lets make it more friendly for everyone and make this another resource.

I'll be posting in here regularly with updates to my own stand alone tuning experience. I like to do my own tuning and tinkering rather than pay for tunes so there will be plenty of my rambling on setup be it hardware/sensors or tweaking ignition and fuel tables. I will say now as a disclaimer, any info given here is for use at your own risk. Your best judgement should still be the end all be all of your decisions when it comes to tuning, not what a rando on the internet suggests.

Let's maybe start with some introductions, I will be using a Haltech Elite 750 with WB1 wideband controller to run my 1996 V6 Turbo Tacoma. What are some of y'all running?

EDIT: It seems Haltech has won out in number of adopters for our 1st gen platform. For the sake of clarity this thread will be largely focused on it though I'm sure much information can be gleaned for other platforms as well.

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Great idea,
1997 regular cab, bought it new,
Supercharger I bought new in 1998 and has 700,000 miles on it with lots of rebuilds alone the way.
Complete standalone,
I'm running haltech 2000,
Tuned by SNPSPEED.COM Gabe
stock injectors,
NO METHANOL for fuel needed for my tune.
Methanol on a separate switch for summer heat,
340 AEM fuel pump,
ruthenium HX 2 step cooler spark plugs
Headers,
5 speed,
TRD FMU,
1.9” pulley, because I’m at 6000 feet.
170 stat,
Marlin crawl stick shift,
Custom radiator,
Dual exhaust,
My custom radiator weight is around 35 pounds with thick aluminum extruded tube design that is much stronger and the Champion is 15 pounds and stock plastic radiator is 10 pounds
Stock MAF tube section replaced with 3.5” tube section.
6000 feet.

installed over a year ago and 30k miles on the haltech so far.

Stock injectors are needed if you are doing an Emissions which is every two years in Colorado. Methanol might be needled for the top end if your using stock injectors without a FMU.
1) Issues I've had are trigger crankshaft problems.
This is because how Toyota crankshaft signed works.
50 percent probably will need a new crankshaft sensor to work with haltech.
Engine cuts out at 5100rpms for me.
Still working on the fix. Engine was at 5700rpms until a haltech update that messed everything up.
2) AFR are 75 percent of the time 11-11.5,
25 percent they are 10.5-11, this is actually just fine but not perfect.
This is because the TRD FMU is not very consistent.
I will be probably looking at changing it out for a more reliable FMU.
The FMU has made it possible to tune with stock injectors.
3) the Charcoal canister setting needs to be fine tuned so gas smell is not present.

Injectors should be cleaned or larger ones added , a high flow pump is needed.

Bottom line it's a process to get everything done correctly.
It's an amazing difference in power in the midrange that comes on at 2k.
The MAF is also not used anymore.
He's my perfect haltech dyno graph with new
midrange power ending at 305 torque and 282hp

 

Have you considered getting an adjustable fuel pressure regulator and ditching the stock one and FMU. Then you could set and forget, would be nice and consistent.

 

Yes, Carter makes one that Gaget had good results with. The TRD FMU has the regular built into it and the stock regular is removed.
Carter setup works with the stock regular then adding the FMU afterwards. Supercharger has to be removed to do this

I'm going to look at this later in the year as the truck is running fantastic right now just a little rich 25 percent of the time

With the TRD FMU there is more than enough fuel on the stock injectors

 

I've got an Aeromotive one for mine, it gets rid of the stocker and still lets me boost reference it to get a 1:1 psi raise or lower on top of the base (which can be anything you want, or at least anything your pump is capable of)

 

Keep me posted on that item and results and part number, with stock injectors it will have to be 1:4 ratio, I think the TRD is 3 or 4 ratio

 

You could just set the base higher and scale the map down in the out of boost areas

 

Ok, will look into it.
Part number so I can look at spec

 

https://aeromotiveinc.com/product/compact-efi-regulator-and-fitting-kit/

 

This thread is an excellent idea Zane.

To add my data: I am running a Haltech Elite 2000 on my 2002 V6 Auto Xcab with the Magnuson SC with the 2.37" pulley. I have 650cc injectors, a 170° t-stat which the Haltech software reports is typically running at 160°, an Aeromotive 340 fuel pump and DT headers.

It too have had crank position sensor issues. Replaced the sensor with a Denso 196-1109 and that seems to have stopped the Haltech CEL (cant remember the #). I do randomly get a P0300 code on cold start up. Currently, the RPM cutoff is less than ideal at less than 5K rpm.

Mine is not a true standalone because of the auto and there is an odd mix of ECU management. The IAC is not being used but the MAF is still required for intake air temps for the Haltech ECU.

 

So interesting point of note, my Boomslang is wired to pass along the IAT from the MAF too but I will be supplementing a GM IAT instead so I can remove the restrictive bullet MAF.

 

I would be interested in doing this as well. I'd like to eliminate the restrictions on the intake side. Do you have any more information on the GM alternative?

 

This is the little bastard itself that everyone uses...

https://www.diyautotune.com/product/gm-open-element-iat-sensor-with-pigtail/

I am going to tap my OEM intake manifold for it, but you have and SC and probably don't wanna do that so you might want the one with a bung...

https://www.diyautotune.com/product/mspnp-and-diypnp-iat-sensor-kit-aluminum-bung/

 

My biggest concern overall is tuning. I would like to see a thread like this able to get baseline maps that we can all share and tweak to a common starting point for each option.
eg:
Megasquirt - Stock, SC, SC w/meth, Turbo w/IC + various injector CCs
Haltech 750 - Ditto
.
.
.
etc.

Also, finding affordable plug and play harnesses for all options, or at least creating wiring diagrams.

Once it gets going a little spreadsheet database could be uploaded to the original post with all relevant links.

 

I'd be willing to help develop base maps, they're not overly hard to generate with VE tuning on the haltech. If you have a WB1 add on it can fuel tune itself and that just leaves you with ignition mapping

 

Is this a 1st gen thing? Am I going to have issues the first emissions test here with my 2015 TRD Supercharged Tacoma with CARB approval on the full kit which includes injectors?

 

Cool. I would like to see more on the Megasquirt or other cheaper options than the Haltech. That way we create a more attainable infrastructure for people.

Obviously I'm willing to contribute where I can.

 

probably not, last time I went they didn't even check OBD2 or put it on the rollers, just tested the gas cap and made sure CEL wasn't on

 

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Most of us will have to with 1st gens. Revert to stock is mandatory to get OBDII test going, which means it will have an issue with the larger injectors. I plan on keeping my piggyback and making two plug-in swappable harnesses unless I can figure out some other kind of hack since I will not be wanting to swap injectors twice every two years.