Has anyone ever seen a GM Delco ECU on a 3SGTE engine?
Would there be any interest in this direction.
Any thoughts good or bad.
 
Cheers
 
 

From many searches on the net it looks like no one has used a Delco ECU on the 3SGTE engine before so decided, as my other two cars had Delco management I would also do the same to my 3SGTE power AW11.
 
Decided also to make this one plug N play,  meaning the engine loom will not need to be replaced and the existing ECU plugs will be retained. 
Doing it this way is very convenient as I can switch back to the Toyota ECU at any time as development continues with the Delco system.
 

First step was to overcome the distributor VR signals to make the Delco happy.
 

Being a prototype it does get to look a bit messy in the early stages.
 
This URL will take you to a Porsche 911 with a Delco management conversion my son and I did a few years ago.  Will be using the same Delco ECU in the 3SGTE powered AW11.
http://www.dickselectronics.com/page.php?16

 
 

UPDATE.
 
My 3STGE powered AW11 is now running on the Delco ECU.  Very happy so far as I have been driving it daily tuning the fuel and spark tables up to 7 PSI of boost.
The Delco conversion has already overcome a small issue I was having with the standard standard Toyota ECU. 
A little surprised as I thought the problem was in the car itself.  Still could be, but only time will tell.
 
Was not keen to replace the Toyota coolant and air temp sensors with Holden ones which is the norm when doing a Delco converstion .  I really want this to be plug N play and decided to look for the calibration for both temperature sensors in the Delco code.
A week later I had the Delco calibrations sorted and now using both factory 3SGTE coolant and air temp sensors.  It was nice not having to place a spanner on the engine to overcome this obstacle.
 
Next stage is to turn up the boost.  Current 7 PSI boost is with no wastegate control as I have lost that when the Toyota ECU was removed.  Was going to use a “Turbosmart Tee bleed” I bought from Mrskylighter but I am pretty sure I can use the Delco to control boost.
 
This is where I am stuck for info. 
 
I have read here:    http://www.imoc.co.uk/technical/article/boost.htm    Rev 3 MR2’s  T-VSV (boost control solenoid) is PWM whereas the Rev 1 & 2 the T-VSV is just a on/off bleed valve.  I am not sure if this is true.  Would be nice if the T-VSV was PWM,  I could not only control when I wanted boost to occur but also by how much boost.
 
Also does “Rev 3” mean “Gen 3” which my engine is?  Hence the confusion.

I was under the assumption that the T-VSV device was the same on the gen 2 and 3 3sgte.
Reason I believe this to be the case is because with the plug in Apexi Power FC ecu you can plug in an optional boost control solenoid directly into the factory T-VSV harness plug. (Unplug the T-VSV device itself and plug in the MAC solenoid with the correct male T-VSV plug on the end)
Hope the above makes sense.
 

 
Anyway, you can get a gen3 Power FC to run a Gen 2 engine (with a few wiring changes, igniter change etc) and use the boost control feature. I did this on my old SW20.
 
 

Nick your assumption was correct.  I treated the T-VSV as an electronically controlled bleed valve being the same type as Gen2 a and I now have gone from 7 PSI to 10 PSI. 
I am not pushing it hard at all (33% throttle) as I still have to tune it now with more boost.  So now the Delco can decide where to have 7 PSI or 16 PSI.  I think I like 16PSI better lol as that's what it was with the Blitz ECU.
 
I assume the Mac solenoid will do PWM (Duty cycle) so later I could always use one of these if I want more boost.  Delco ECU will control this too using the 12P code developed by VL400.
 
Thanks for your help.

wow, props for doing somethign different. good luck with it mate..
im also running wategate pressure atm but get about 14psi if i hold the throttle down long enough. a bleed valve should suffice until you go ECU controlled boost
cheers

yeah, most 3 port solenoids like MAC solenoids, delco 3 port solenoids (what motec used to sell), and pierberg (what motec sells now) are all highly effective for bleeding off boost.
not knowing how much control you have for setting up your PWM aux outputs, run any of the above valves at 30hz for best control.
MAC solenoids have the highest failure rate if one post is open to atmosphere unfiltered and when they get oil in them.

purple5ive
wow, props for doing somethign different. good luck with it mate..
im also running wategate pressure atm but get about 14psi if i hold the throttle down long enough. a bleed valve should suffice until you go ECU controlled boost
cheers

Thanks for the kind words

Good info.  Within the Delco code I am currently driving the factory T-VSV from a 9 x17 byte table.  I decided on MAP vs RPM control.  Its simply either off or on, not PWM.  It looks to be working fine.  I keep stepping up the boost slowly followed by more tuning.
 
What I have discovered is the current fuel pump could only supply fuel for 8-9 PSI boost during high engine RPM.  PO had mentioned to me at the time of purchase that it may have been running lean under load and a additional fuel pump had been installed to fix this problem.
I found out yesterday that although the pump was installed it was not being triggered by the factory ECU.  I understand now why it was not used as it increases the fuel pressure at atmo from 30 PSI to 40 PSI and this over fueled the engine with the factory ECU.    Lucky for me that I can re-commission the unused pump and tune accordingly.
Should add the car always had good power with the Blitz ECU fitted.

The third trace down is the fuel pressure.  2.08 V = 275 kPa (39.9 PSI) it drops off as the boost is still rising.
 If you look to the right of the center vertical marker at frame 368, the fuel pressure trace should look like the INJ_PULSE or even closer to the MAP sensor as the fuel pressure reg is attached and they are both tracking manifold boost/vacuum.

This reminds me of "Delcoman" who i used to read about in Zoom magazines.
 
Or is that you...
 
Good work though on it being plug and play.