Glossary for Abbreviations\Technical Documentation

Abbreviations
A
A/C = Air Conditioning
A/F = Air/Fuel Ratio
A/T = Automatic Transmission or Transaxle
ABS = Antilock Braking System
ABSV = Air Bypass Solenoid Valve
AC = Alternating Current
ACTS = Air Charge Temperature Sensor
AFC = Air Flow Control
AFM = Air Flow Meter
AFS = Air Flow Sensor
ALCL = Assembly Line Communications Link
ALDL = Assembly Line Data Link
APS = Absolute Pressure Sensor
APS = Atmospheric Pressure Sensor
ASDM = Airbag System Diagnostic Module
ATA = Air To Air
ATAIC = Air To Air InterCooler
ATDC = After Top Dead Centre
ATF = Automatic Transmission Fluid
ATS = Air Temperature Sensor
AWD = All Wheel Drive
B
B+ = Battery Positive Voltage
BARO = Barometric Pressure
BAT = Battery
BCM = Body Control Module
BHP = Brake Horse Power
BMAP = Barometric/Manifold Absolute Pressure Sensor
BPS = Back pressure Sensor
BPT = Back Pressure Transducer
BTDC = Before Top Dead Center
Btu = British Thermal Units
C
C = Celsius
C3I = Computer Controlled Coil Ignition
CALPAK = Calibration Pack
CAN = Controller Area Network
CANP = Canister Purge Solenoid Valve
CAS = Crank Angle Sensor
CC = Cubic Centimetres
CDI = Capacitor Discharge Ignition
CEAB = Cold Engine Air Bleed
CECU = Central Electronic Control Unit
CER = Cold Enrichment Rod
CESS = Cold Engine Sensor Switch
CFI = Central Fuel Injection
CFI = Continuous Fuel Injection
cfm = Cubic Feet Per Minute
CID = cylinder identification sensor
CID = Cubic Inch Displacement
CIS = Continuous Injection System
CKP = Crankshaft Position Sensor
CMP = Camshaft Position Sensor
CO = Carbon Monoxide
CO2 = Carbon Dioxide
COP = Coil On Plug ignition
CPI = Central Port Injection
CPU = Central Processing Unit
CSSA = Cold Start Spark Advance
CSSH = Cold Start Spark Hold
CTS = Coolant Temperature Sensor
CTVS = Choke Thermal Vacuum Switch
CVR = Control Vacuum Regulator
D
dB = Decibels
DC = Direct Current
DEFI = Digital Electronic Fuel Injection
DFS = Deceleration Fuel Shutoff
DIS = Distributorless Ignition System
DIS = Direct Ignition System
DLC = Data Link Connector
DOHC = Double OverHead Camshaft
DPF = Diesel Particulate Filter
DTC = Diagnostic Trouble Code
DVOM = Digital Volt Ohm Meter
E
E2PROM = Electrically Erasable Programmable Read Only Memory
EACV = Electronic Air Control Valve
EBCM = Electronic Brake Control Module
EBC = Electronic Boost Controller
EBM = Electronic Body Module
ECA = Electronic Control Assembly
ECM = Engine Control Module
ECT = Engine Coolant Temperature
ECU = Electronic Control Unit
EDIS = Electronic Distributorless Ignition System
EEPROM = Electronically Erasable Programmable Read Only Memory
E2PROM = Electronically Erasable Programmable Read Only Memory
EFC = Electronic Fuel Control
EFCA = Electronic Fuel Control Assembly
EFI = Electronic Fuel Injection
EGO = Exhaust Gas Oxygen Sensor
EGR = Exhaust Gas Recirculation
EGRPS = EGR Valve Position Sensor
EGRT = EGR Temperature
EGT = Exhaust Gas Temperature
EI = Electronic Ignition
EMI = Electromagnetic Interference
EMR = Electronic Module Retard
EOS = Exhaust Oxygen Sensor
EOBD = European Onboard Diagnostics
EPOS = EGR Valve Position Sensor
EPROM = Erasable Programmable Read Only Memory (chip)
ESC = Electronic Spark Control
EST = Electronic Spark Timing
EVAP = Evaporative Emission System
EVP = EGR Valve Position
F
F = Fahrenheit
FBC = Feedback Carburetor System
FBCA = Feedback Carburetor Actuator
FCS = Fuel Control Solenoid
FDC = Fuel Deceleration Valve
FI = Fuel Injection
FIPG = Form In Place Gasket
FLS = Fluid Level Sensor
FMIC = Front Mount InterCooler
ft.lb. = Foot Pound
FWD = Front-Wheel Drive
G
GAL = Gallon
GDI = Gasoline Direct Injection
GEN = Generator
GND = Ground
GPM = Grams Per Mile
GPS = Global Positioning System
GVW = Gross Vehicle Weight
H
H20 = Water
HC = Hydrocarbon
HEGO = Heated Exhaust Gas Oxygen Sensor
HEI = High Energy Ignition
Hg = Mercury
HO2S = Heated Oxygen Sensor
hp = Horsepower
HT = High Tension
I
IAC = Idle Air Control
IAT = Intake Air Temperature
IATS = Intake Air Temperature Sensor
IC = Integrated Circuit
ICM = Ignition Control Module
ICS = Idle Control Solenoid
ID = Inside Diameter
IFI = Indirect Fuel Injection
IGN = Ignition
ISC = Idle Speed Control
ISO = International Standards Organization
ITCS = Ignition Timing Control System
ITS = Idle Tracking Switch
J
JAS = Jet Air System
JDM = Japanese Domestic Market
K
kHz = Kilohertz
Km = Kilometres
KOEC = "Key On, Engine Cranking"
KOEO = "Key On, Engine Off"
KOER = "Key On, Engine Running"
kPa = Kilopascals
KS = Knock Sensor
KV = Kilovolts
L
L = Litres
lb. ft. = Pound Feet
LCD = Liquid Crystal Display
LED = Light Emitting Diode
LHD = Left-Hand Drive
LTFT = Long Term Fuel Trim
LWB = Long Wheel-Base
M
MAF = Mass Air Flow
MAP = Manifold Absolute Pressure
MAT = Manifold Air Temperature
MBC = Manual Boost Controller
MCS = Mixture Control Solenoid
MCT = Manifold Charge Temperature
MFI = Multi Port Fuel Injection
MIL = Malfunction Indicator Light
mm = Millimetres
MPFI = Multi Point Fuel Injection
MPG = Miles Per Gallon
MPH = Miles Per Hour
MPI = Multi Port Injection
MPV = Multi-Purpose Vehicle
ms = Millisecond
mV = Millivolts
N
Nm = Newton Metres
NOX = Oxides of Nitrogen
NVRAM = Nonvolatile Random Access Memory
O
O2 = Oxygen
O2S = Oxygen Sensor
OBD = Onboard Diagnostics
OBD I = Onboard Diagnostics One
OBD II = Onboard Diagnostics Two
OD = Outside Diameter
OE = Original Equipment
OEM = Original Equipment Manufacturer
OHC = OverHead Camshaft
OHV = OverHead Valve
OS = Oxygen Sensor
P
P/B = Power Bakes
P/N = Part Number
PA = Pressure Air
PAIR = Pulsed Secondary Air Injection
PAS = Power-Assisted Steering
PCM = Powertrain Control Module
PCV = Positive Crankcase Ventilation
PECV = Power Enrichment Control Valve
PFI = Port Fuel Injection
PID = Parameter ID
PIP = Profile ignition pickup
PNP = Park/Neutral Switch
PPM = Parts Per Million
PROM = Program Read Only Memory (chip)
PS = Power Steering
PSI = Pounds Per Square Inch
PSP = Power Steering Pressure
pt. = Pint
PTC = Pending Trouble Code
PTC = Positive temperature coefficient Additional : This is applied to the way the resistance of a thermistor varies with temperature. In this case, the resistance will increase as the temperature raises
PWR = Power to Weight Ratio
R
RAM = Random Access Memory
RFI = Radio Frequency Interference
RHD = Right-Hand Drive
ROM = Read Only Memory
RON = Rated Octane Number
RPM = Revolutions Per Minute
RWD = Rear-Wheel Drive
S
SC = Supercharged
SEFI = Sequential Electronic Fuel Injection
SES = Service Engine Soon (light)
SFI = Sequential Fuel Injection
SIPS = Side Impact Protection System
SOHC = Single Over Head Camshaft
SRS = Secondary Restraint System
SRS = Supplemental Restraint System (air bag)
SRT = System Readiness Test
SS = Speed Sensor
SSI = Solid State Ignition
SST = Special Service Tool
SSM = Special Service Material
STFT = Short Term Fuel Trim
SWB = Short Wheel-Base
T
TACH = Tachometer
TB = Throttle Body
TBI = Throttle Body Injection
TC = Turbocharged
TCC = Torque Converter Clutch
TCM = Transmission or Transaxle Control Module
TCS = Traction control solenoid (SAAB 9000)
TD = Turbo Diesel
TDC = Top Dead Center
TDI = Turbo Direct Injection (A turbo charged direct injected diesel engine)
TIV = Thermactor Idle Vacuum Valve
TKS = Throttle Kicker Solenoid
TMIC = Top Mount InterCooler
TPI = Tuned Port Injection
TPP = Throttle Position Potentiometer
TPS = Throttle Position Sensor
TPT = Throttle Position Transducer
TRD = Toyota Racing Developement
TSP = Throttle Solenoid Positioner
TV = Throttle Valve
TVS = Thermal Vacuum Switch
TVIS = Toyota Variable Induction System
TWC = Three Way Catalyst
TWC+OC = Three Way + Oxidation Catalytic ConverterV V C = Variable Valve Control
V
V V T = Variable Valve Timing
VVTi = Variable Valve Technology with Intelligence
VSV = Vacuum Switching Valve
W
WOT = Wide Open Throttle
WTA = Water To Air
WTAIC = Water To Air InterCooler

Decoding your engine
first number and second or third letter is the series of block. 2S 3S 5S 1ZZ 2ZZ
following that will be a dash which begins head and options
these will all be letters. the first of which will be the head design.
F heads are for effeciency and made by toyota, G heads are all made by yamaha and built for power. 2S-F 3S-F 3S-G 5S-F 1ZZ-F 2ZZ-G
the last letter defines the fuel delivery method. for all of us this is an E.
If you have another letter in the middle it defines air delivery. Z are for superchargers, T are for turbochargers. 4A-GZE 3S-GTE 2JZ-GTE 7M-GTE

 

Originally posted by White87GT from 4gcelica.net

THE TURBOCHARGER
The turbocharger is a centrifugal compressor driven by the otherwise-wasted energy in the exhaust stream. It is a 2 chambered housing with a shaft through the center extending into both chambers. A turbine wheel is mounted on one end of the shaft and is in the exhaust stream, and an impeller wheel is mounted on the other end. That is the compressor end, and it is connected to tubing that goes to the intercooler, and then to the throttle body. A turbocharger is really a very simple device, and as long is it regularly fed clean , high quality oil from the engine lube system, and allowed to cool down before engine shutdown, will last nearly as long the engine itself.

THE WASTEGATE
There are two alternate paths for the exhaust flow at the turbo. One is across the turbine, and the other is out the wastegate, allowing it to bypass the turbo. Since more energy at the turbo means more air to the engine, which means more energy to the turbo, which in turn means more air to the engine, which means...well, I think you get the point. The wastegate is necessary to limit the airflow output from the turbo.
The wastegate isn't simply open or closed; it modulates to maintain very precise control over the turbo's speed and output.

SOME BASIC PHYSICS
Compressors are pumps, and pumps create flow. When the turbo creates more airflow than the engine is consuming, then the air becomes pressurized. So boost pressure will rise and fall as the turbo output increases and decreases. Thats why the wastegte controls the speed and airflow of the turbo. And pressure and flow are directly related. That means you can not get "more flow at the same pressure..."

THE WASTEGATE ACUTATOR
The wastegate actuator is simply a can with a rubber diaphragm on one end, and 2 ports with hose fittings on the front end. Looking into the engine compartment form the driver's side, it can easily be seen just to the right of the turbo compressor inlet. The hose on the left is connected to the turbo, and the hose on the right is connected to the T/VSV. (more on that later) There is a spring that holds the diaphragm in place that has a yeild value of about 7 psi.. As pressure builds in the turbo, air begins to fill the actuator and pushes against the diaphragm. When the pressure exceeds the spring value, ~ 7 psi, the actuator moves out, pushing a rod, and opening the wastegate.

TVSV
(Turbocharger Vacuum Switching Valve) is a "factory-installed boost controller". It is simply a solenoid-operated valve that, when energized (open) allows air to escape from the actuator, lowering the pressure in the actuator, and allowing the wastegate to modulate closed. This vented air actually flows back into the intake airstream between the airflow meter and the turbo intake so it does not distort the ECU's air/fuel ratio calculations.

The T/VSV is a normally closed-energized open valve. The ECU will energize (open) it whenever you boost IF 1) engine coolant temps are up to normal , and 2) ambient (intake) air temps are above ~ 32 deg F. (There may be some variation with that number). If the T/VSV is open (high boost mode) and the ECU gets a signal from the knock sensor, it will de-energize (close) the T/VSV. Likewise, if there is an over boost signal from the boost pressure sensor, it will de-energize the T/VSV as part of the "fuel-cut" sequence.

NOTE: Unless you have an aftermarket boost controller, disabling the T/VSV will lock you into low-boost mode!! It WILL NOT increase boost.

The normal range of max boost ranges from 7.1 to 11.8 psi, according to the Factory Repair Manual. Low boost problems are almost always a result of some problem in the boost control system and rarely with the turbo itself..

BOOST PRESSURE SENSOR AND FUEL-CUT
The boost pressure sensor is simply a pressure transducer that monitors manifold pressure and reports it to the ECU as a voltage value. If the voltage exceeds about 4.4 volts (~12 psi on '91, 92' and early 93's, ~16 psi on late 93's and up) the ECU initiates the fuel-cut sequence. It de-energizes the T/VSV to lower boost, retards ignition timing, and restricts fuel delivery by limiting the injector cycle. The "check-engine" light will come on for about 20 seconds, and a code 34 will be stored in the diagnostic memory. You will be in "limp mode" and unable to boost again until you shut off the engine and restart it. No other reset is required to return to normal operation. You do not have to pull any fuses or disconnect the battery (Internet legend!)

For a complete schematic diagram of the turbo and boost control system, go here:

http://member.newsguy.com/~gtfour/technicl.htm#Turbo
Click on "Boost Control"

BOOST CONTROLLERS
Since the rate and amount of airflow to the wastegate actuator control's its operation, we can increase the boost by either restricting the airflow into the actuator chamber, or by increasing the bleed rate of the air escaping the actuator. Boost controllers range from simple orfice plugs inserted into the hose connecting the turbo the the actuator, to complex multi-valve electronically operated devices, but again, the all do the same thing: they manipulate the amount of air (pressure) in the actuator.

FUEL-CUT DEFEAT SYSTEMS
Since the FC response is programmed in at ~ 12 psi*, you must somehow eliminate it or alter it to boost above ~12 psi. Fuel-cut is initiated when there is a 4.4 volt signal to the ECU from the sensor, so ALL fuel cut defeat (FCD) system either prevent that from happening, or delay it . Some methods simply eliminate FC completely by preventing any thing over 4.3 volts from ever reaching the ECU. This includes the Greddy BCC, the Zener diode, disconnecting the hose, etc. The HKS FCD is an adjustable FCD that has one setting that raises fuel cut to ~17 psi without eliminating it.

*(late 93's and later have FC set at ~ 16psi from the factory)

Here is some further information about the HKS FCD (this one is installed on an MR2):

http://www.mr2.com/ARTICLE/HKSFCDat.html

Or a member from the MR2 Board named BillWOT has designed a simple, fully adjustable FCD that allows you to set FC at any value you want, from stock up to the system max of ~ 17.5. It will cost about $8 for parts and should take less than an hour to build and install. No, I won't build you one.

Here is a discussion and instructions for the $8 BlackBox FCD:
*note that installation is on an MR2 and you will have to modify the instructions to fit the location of the ECU on a Celica Alltrac or your Hybrid Swap Celica*

http://toymr2.tripod.com/fcd.html

AFM
Car manufacturers measure airflow into an engine with sensors. It lets the ECU make a decision for the air/fuel ratio. The 3SGTE has what is called an AFM or Air Flow Meter. It is a silver box type chamber attached inline on the intake tube.

MAP
Another type of sensor to measure air intake in an engine. The MAP or Manifold Absolute Pressure sensor measures air pressures in the intake manifold, letting the computer make a decision for the air/fuel ratio. The 3SGTE is strange in that it has an AFM and a MAP sensor (however on the 3SGTE the MAP isnt called MAP, its called the Turbo Pressure Sensor). On the 3SGTE the MAP sensor is used to measure positive turbo pressure in the intake manifold. It serves 2 purposes. It gives a reading to the factory boost gauge, and it sends a reading to the ECU. As described above, the ECU will initiate Fuel Cut if boost exceeds the preprogrammed values. This MAP sensor sends those values to the ECU to make that decision. On a 5SFE or other engine, the MAP serves exactly the same purpose as the AFM on the 3SGTE.

TVIS
TVIS or Toyota Variable Induction System is a system installed between the intake manifold and the head. It consists of a metal plate that has vacuum operated metal butterflies on it. Below 4500 RPM it is designed to keep the butterfiles in the path of the air entering the head. What it does is increase backpressure in the system, effectively raising low end torque. Above 4500 RPM, a vacuum signal tells the plates to move to the side where they are no longer obstructing flow, thus letting the engine breathe like it needs to at high RPMs. Its an effective way to make high range HP and low end Torque. After 300 or so HP it becomes restrictive, even at high RPM, and is usually in the best interest of the enthusiast to remove.

I give props to BillWOT because I stole the majority of this FAQ from him off the MR2 board. The information contained within is beneficial to the Celica community and he worded it in such a way to make it very understandable so I changed only what needed to be changed to make the words apply to a celica too. Thanks to Bill. And thanks to everyone else who reads this.

Posted at Celica.net by Luni

 

Water injection explained

This was posted by a guy on the MR2 board who works with Aquamist Water Injection. Good info

In brief: Water injection cools the intake charge through the latent heat absorption of water in the evaporation process. Same principal as patio misters. The water vapor absorbs the heat in the intake charge and cools it down. I have seen 30-40 degree Celsius drops on my Power FC monitoring intake temps after the huge air/air intercooler has already done its job.

Since we know the engine is a giant air pump, and the amount of power it is capable of producing is direction proportional to he volume of cool dense air it is able to ingest, the technology behind water injection makes perfect sense. Think of it this way -- everyone is concerned about air volume:

"How big of a turbo should I run for my power goals?â€

 

AFM voltage-5volts