3VZE AFM adjustment
02-08-2010, 02:34 PM
#21
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Works on the 22re as well. Definitely mark the area it was set to originally. Mine unwound and I haven't set it to stock yet. Performance is still good, mileage is still the same, but I'm paranoid it's affecting the vehicle's emissions.
02-08-2010, 03:21 PM
#22
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I just re-timed to about 17-18* I will fill up by the end of tonight on my usual 93 octane and we'll see what happens this week! Truck feels great
its 4 Clicks leaner, 17-18* degrees advanced, no EGR system with resistor in place, ISR mod, cat-back exhaust with high flow cat, brand new plugs and wires from Toyota, 93 Octane 187k on the clock
its 4 Clicks leaner, 17-18* degrees advanced, no EGR system with resistor in place, ISR mod, cat-back exhaust with high flow cat, brand new plugs and wires from Toyota, 93 Octane 187k on the clock
02-08-2010, 05:01 PM
#24
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Not sure but I don't have any codes of anything stored, I had three codes stored when I was doing my timing today but they were all for things I unplugged to get my VAFM off last night so I'll just have to reset tomorrow evening sometime
02-09-2010, 01:44 PM
#29
It sits directly atop the air filter box.
This thread, mentioned earlier, can tell you everything else you'll need to know.
http://www.customtacos.com/forum/showthread.php?t=56229
Make sure your careful not to get any moisture inside the AFM when you have the lid off. Be sure to seal it well when you put the lid back on when your through. Then you should be good to go.
This thread, mentioned earlier, can tell you everything else you'll need to know.
http://www.customtacos.com/forum/showthread.php?t=56229
Make sure your careful not to get any moisture inside the AFM when you have the lid off. Be sure to seal it well when you put the lid back on when your through. Then you should be good to go.
Last edited by MudHippy; 02-09-2010 at 01:50 PM.
02-09-2010, 04:18 PM
#32
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A little off topic- I recently recieved one of those 1982 Supra afm's and its sitting on the shelf until i can even plug it in and see if it works. Has anyone seen first hand what this mod will do to the fueling?
Last edited by dfarr67; 02-09-2010 at 04:19 PM.
02-09-2010, 04:24 PM
#33
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So what I think I am hearing here...is the fuel trim is controlled by the afm- no, the afm is telling the computer how much air is coming in and you are fooling the ecm into thinking less air is coming so it's leaning out the mix- so this would be a consistant adjustment accross the board?
So the Toyota's are tuned rich, the narrowband O2 is doing it's thing around 14.7, I'm doing some programming on my 89 Chevy with TPI/map- this is so different.
So the Toyota's are tuned rich, the narrowband O2 is doing it's thing around 14.7, I'm doing some programming on my 89 Chevy with TPI/map- this is so different.
02-09-2010, 06:49 PM
#35
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So what I think I am hearing here...is the fuel trim is controlled by the afm- no, the afm is telling the computer how much air is coming in and you are fooling the ecm into thinking less air is coming so it's leaning out the mix- so this would be a consistant adjustment accross the board?
So the Toyota's are tuned rich, the narrowband O2 is doing it's thing around 14.7, I'm doing some programming on my 89 Chevy with TPI/map- this is so different.
So the Toyota's are tuned rich, the narrowband O2 is doing it's thing around 14.7, I'm doing some programming on my 89 Chevy with TPI/map- this is so different.
02-11-2010, 03:47 PM
#36
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Been driving my buddies 07 Tundra with a 5.7L while I was doing a timing chain- I guess my mileage isn't so bad after all- what a pig.
I run min 98 oct and will advance 2deg until ping then back off.
I run min 98 oct and will advance 2deg until ping then back off.
02-22-2010, 01:25 PM
#37
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ok, so i'm rebuilding the 3vze, remember me i was asking about head gaskets..so i've decided to just get the engnbldr.com 3.0 master kit & headbolts...should be here intime for a long weekend build up
and i have been thinking the intake looks pretty dicked up
from factory...WTF...so i'm reading this ISR mod and changing the tuning etc...clicking something and speeding up the timing...how does one do these things, particularly when i am poor....due to this new project...lmaolooking forward to seeing this thing drive around like so
\....._____....^---... _____.../ **********
02-23-2010, 05:06 PM
#38
So what I think I am hearing here...is the fuel trim is controlled by the afm- no, the afm is telling the computer how much air is coming in and you are fooling the ecm into thinking less air is coming so it's leaning out the mix- so this would be a consistant adjustment accross the board?
So the Toyota's are tuned rich, the narrowband O2 is doing it's thing around 14.7, I'm doing some programming on my 89 Chevy with TPI/map- this is so different.
So the Toyota's are tuned rich, the narrowband O2 is doing it's thing around 14.7, I'm doing some programming on my 89 Chevy with TPI/map- this is so different.
By tightening the spring that controls the amount of resistance against opening of the vane that the measures air flow through the AFM, you cause the opening/air inlet passage to be smaller/less open per given RPM. This doesn't richen the mixture by restricting the amount of air flow to the engine, as one might think, it actually leans it. This is because the amount of "restriction" to the intake air flow, caused by tightening the spring slightly, is small enough to be negligible(if it even exists at all, and could easily be adjusted out via the Idle Mixture Screw if it did). Closer to the truth is, it takes a given amount of air flow to achieve a given RPM, regardless of how "restricted" that air flow is. So, because the AFM is now telling the ECU it's allowing less air flow per given RPM(while it's actually allowing the same amount of air flow per given RPM), the ECU attempts to apply the correct amount of fuel to yield an acceptable air/fuel ratio by shortening injection times(allowing less fuel flow per given RPM). Thus, the engine will tend to run leaner.
About air/fuel tuning:
A well-tuned engine used in normal road conditions has an air/fuel ratio that is constantly varying. At light loads, lean air/fuel ratios are used, while when the engine is required to develop substantial power, richer (ie lower number) air/fuel ratios are used.
Bosch state that most spark ignition engines develop their maximum power at air/fuel ratios of 12.5:1 - 14:1, maximum fuel economy at 16.2:1 - 17.6:1, and good load transitions from about 11:1 - 12.5:1. However, in practical applications, engine air/fuel ratios at maximum power are often richer than the quoted 12.5:1, especially in forced induction engines where the excess fuel is used to cool combustion and so prevent detonation.
Bosch state that most spark ignition engines develop their maximum power at air/fuel ratios of 12.5:1 - 14:1, maximum fuel economy at 16.2:1 - 17.6:1, and good load transitions from about 11:1 - 12.5:1. However, in practical applications, engine air/fuel ratios at maximum power are often richer than the quoted 12.5:1, especially in forced induction engines where the excess fuel is used to cool combustion and so prevent detonation.
Last edited by MudHippy; 05-10-2012 at 02:58 PM.
02-27-2010, 04:20 PM
#39
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So, today I decided to take the top off of an extra (bad) AFM I had lying around and tried to adjust the gear but to no avail it wouldn't turn. I depressed the little spring thing that jams the teeth but still could not get the cog to turn. Am I doing something wrong or is there some trick to turn that sucker?
