GM Delco for stand alone on a 3SGTE MR2

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
 
 

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.

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.

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.

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.

My name has appeared in a few magazines but not as "Delcoman"
No the Delcoman your thinking of came from SA.
 
Thanks for your encouragement.

What sort of problems are you having with your distributor vr signals?  What's your application?  What are you trying to achieve?

Sorry I have not posted this earlier.  Have been very busy driving my nephew from England around to see what Australia looks like.
 
Yes I agree keeping it plug and play was my first priority also, unfortunately taking this approach makes it far more difficult to overcome new modifications that won’t suit both ecus.   The biggest problem with the Toyota 3SGTE distributor is the common ground VR signals.  I have read where some people have modified the distributor wiring and separated the signals buy removing the common ground.  I did not want  to remove my distributer so decided on modifying a module I had previously made to run a Lexus 1UZ engine on a Delco ecu which ran flawlessly for years.
 
The 1UZ also used three VR signals, two for the left and right cams and one for the crank.  Just had to modify this module to suit a four cylinder engine.  With this accomplished I tested it with the Delco in my AW11.  Engine started and just had to change the reference spark angle within the Delco program to get the timing back to 10 degrees BTDC with link in.  Although the engine would start and run well in the lower RPMs up high 6000, 7000 the engine would miss due to false triggering caused by the common ground VR signals form the standard distributor.  I had to find a different approach.
 
Came across this, Dual VR Conditioner Board V2.1  http://jbperf.com/dual_VR/v2_1.html

This certainly looked like it would work with the standard 3SGTE distributer but after several months trying to get this to work, I realised that this little device was far too sensitive to work with cross talk VR signals caused by the common ground wiring in the distributer.
 
New approach.  Why try and invent the wheel.  Toyota had overcome this problem, so decided to see what filter network was used in the standard Toyota ecu.  After retracing the VR input circuit and finding a very elaborate filtering network which uses separate paths for each VR signal it was obvious that I had to use the same circuitry for the Delco ecu.  Engine now runs cleanly to 8000 rpm.