General Supercharger Thread

Sorry i am a little behind. You got a new truck i assume. Those permanent dtc's cannot be cleared either with a scan tool or by disconnecting the battery. They need a specific drive cycle performed that the ecm can then use to determine if that dtc is fixed. You really are more concerned with current or pending dtc's. Give me a few minutes and ill look into those dtc's you had though.

 

It is the crashed truck continuing to be an ass.

 

Ah i see. That sucks. It doesn't look like you are looking at a pedal position problem at the accelerator pedal. And i really don't think an accident would cause an issue with that anyways. I don't think in my 18 years at Toyota that i have seen a pedal go bad. Maybe one or two isolated cases but i don't recall one at least. Those dtc's pertain only to the throttle body and wiring to the ecm. There might have been some harness damage from the accident kicking your ass. Sorry for the long post but this is directly from TIS for those codes:









The TP sensor is mounted on the throttle body, and detects the opening angle of the throttle valve. This sensor is a non-contact type. It uses Hall-effect elements in order to yield accurate signals even in extreme driving conditions, such as at high speeds as well as very low speeds.

The TP sensor has 2 sensor circuits, each of which transmits a signal, VTA1 and VTA2. VTA1 is used to detect the throttle valve angle and VTA2 is used to detect malfunctions in VTA1. The sensor signal voltages vary between 0 V and 5 V in proportion to the throttle valve opening angle, and are transmitted to the VTA terminals of the ECM.

As the valve closes, the sensor output voltage decreases and as the valve opens, the sensor output voltage increases. The ECM calculates the throttle valve opening angle according to these signals and controls the throttle actuator in response to driver inputs. These signals are also used in calculations such as air-fuel ratio correction, power increase correction and fuel-cut control.


DTC Code


DTC Detection Condition


Trouble Area

P0120

Output voltage of VTA1 quickly fluctuates beyond lower and upper malfunction thresholds for 2 seconds or more

(1 trip detection logic)

• Throttle position sensor (built into throttle body)
• ECM

P0121

The difference between the VTA1 and VTA2 voltages is below 0.8 V or higher than 1.6 V for 2 seconds or less

(1 trip detection logic)

• Throttle position sensor (built into throttle body)
• Throttle position sensor circuit
• ECM

P0122

Output voltage of VTA1 0.2 V or less for 2 seconds or more

(1 trip detection logic)

• Throttle position sensor (built into throttle body)
• Short in VTA1 circuit
• Open in VC circuit
• ECM

P0123

Output voltage of VTA1 4.535 V or more for 2 seconds or more

(1 trip detection logic)

• Throttle position sensor (built into throttle body)
• Open in VTA1 circuit
• Open in E2 circuit
• Short between VC and VTA1 circuits
• ECM

P0220

Output voltage of VTA2 quickly fluctuates beyond lower and upper malfunction thresholds for 2 seconds or more

(1 trip detection logic)

• Throttle position sensor (built into throttle body)
• ECM

P0222

Output voltage of VTA2 1.75 V or less for 2 seconds or more

(1 trip detection logic)

• Throttle position sensor (built into throttle body)
• Short in VTA2 circuit
• Open in VC circuit
• ECM

P0223

Output voltage of VTA2 4.8 V or more, and VTA1 between 0.2 V and 2.02 V for 2 seconds or more

(1 trip detection logic)

• Throttle position sensor (built into throttle body)
• Open in VTA2 circuit
• Open in E2 circuit
• Short between VC and VTA2 circuits
• ECM

P2135

Either condition (a) or (b) met (1 trip detection logic):

(a) Difference between output voltages of VTA1 and VTA2 0.02 V or less for 0.5 seconds or more

(b) Output voltage of VTA1 0.2 V or less, and VTA2 1.75 V or less, for 0.4 seconds or more

• Short between VTA1 and VTA2 circuits
• Throttle position sensor (built into throttle body)
• ECM

HINT:

• When any of these DTCs are set, check the throttle valve opening angle by entering the following menus: Powertrain / Engine and ECT / Data List / ETCS / Throttle Position No. 1 and Throttle Position No. 2.

• Throttle Position No. 1 is the VTA1 signal, and Throttle Position No. 2 is the VTA2 signal.
  Reference (Normal Condition):
  
  
  Display Item
  
  
  Accelerator Pedal Fully Released
  
  
  Accelerator Pedal Fully Depressed
  
  Throttle Position No. 1
  
  0.5 to 1.1 V
  
  3.2 to 4.8 V
  
  Throttle Position No. 2
  
  2.1 to 3.1 V
  
  4.6 to 5.0 V
  

MONITOR DESCRIPTION
P0120, P0122, P0123, P0220, P0222, P0223, P2135

The ECM uses the throttle position sensor to monitor the throttle valve opening angle. There are several checks that the ECM performs to confirm the proper operation of the throttle position sensor.

• A specific voltage difference is expected between the sensor terminals, VTA1 and VTA2, for each throttle valve opening angle. If the difference between VTA1 and VTA2 is incorrect, the ECM interprets this as a malfunction in the sensor, and stores a DTC.

• VTA1 and VTA2 each have a specific voltage range. If VTA1 or VTA2 is outside the normal operating range, the ECM interprets this as a malfunction in the sensor, and stores a DTC.

• VTA1 and VTA2 should never be close to the same voltage level. If VTA1 is within 0.02 V of VTA2, the ECM determines that there is a short circuit in the sensor, and stores a DTC.

If the malfunction is not repaired successfully, a DTC is stored 10 seconds after the engine is next started.

P0121

This sensor transmits 2 signals: VTA1 and VTA2. VTA1 is used to detect the throttle opening angle and VTA2 is used to detect malfunctions in VTA1. The ECM performs several checks to confirm the proper operation of the throttle position sensor and VTA1.

For each throttle opening angle, a specific voltage difference is expected between the outputs of VTA1 and VTA2. If the output voltage difference between the two signals deviates from the normal operating range, the ECM interprets this as a malfunction of the TP sensor. The ECM illuminates the MIL and stores the DTC.

If the malfunction is not repaired successfully, the DTC is stored 2 seconds after the engine is next started.

MONITOR STRATEGY
Related DTCs

P0120: Throttle position sensor 1 range check (Fluctuating)

P0121: Throttle position sensor rationality

P0122: Throttle position sensor 1 range check (Low voltage)

P0123: Throttle position sensor 1 range check (High voltage)

P0220: Throttle position sensor 2 range check (Fluctuating)

P0222: Throttle position sensor 2 range check (Low voltage)

P0223: Throttle position sensor 2 range check (High voltage)

P2135: Throttle position sensor range check (Correlation)

Required Sensors/Components (Main)

Throttle position sensor

Required Sensors/Components (Related)

-

Frequency of Operation

Continuous

Duration

2 seconds: P0120, P0122, P0123, P0220, P0222 and P0223

Within 2 seconds: P0121

0.5 seconds: P2135 Case 1

0.4 seconds: P2135 Case 2

MIL Operation

Immediate

Sequence of Operation

None

TYPICAL ENABLING CONDITIONS
P0120, P0122, P0123, P0220, P0222, P0223, P2135
Monitor runs whenever following DTCs not present

None

Either of following conditions A or B met

-

A. Ignition switch

ON

B. Electronic throttle actuator power

ON

P0121
Monitor runs whenever following DTCs not present

P0120, P0122, P0123, P0220, P0222, P0223, P2135 (Throttle position sensor)

Either of following conditions met

-

A. Ignition switch

ON

B. Electronic throttle actuator power

ON

TYPICAL MALFUNCTION THRESHOLDS
P0120:
VTA1 voltage

0.2 V or less, or 4.535 V or higher

P0121:
Either of following conditions is met:

-

Difference of learned TP sensor opener position voltage between VTA2 and VTA1

Higher than 1.6 V

Difference of learned TP sensor opener position voltage between VTA2 and VTA1

Below 0.8 V

P0122:
VTA1 voltage

0.2 V or less

P0123:
VTA1 voltage

4.535 V or higher

P0220:
When either condition below is met:

Condition A or B

A. VTA2 voltage

1.75 V or less

B. VTA2 voltage when VTA1 0.2 V or more, and 2.02 V or less

4.8 V or higher

P0222:
VTA2 voltage

1.75 V or less

P0223:
VTA2 voltage when VTA1 0.2 V or more, and 2.02 V or less

4.8 V or higher

P2135 Case 1:
Difference between VTA1 and VTA2 voltages

0.02 V or less

P2135 Case 2:
VTA1 voltage

0.2 V or less

VTA2 voltage

1.75 V or less

COMPONENT OPERATING RANGE
VTA1 voltage

0.2 to 4.535 V

VTA2 voltage

1.75 to 4.8 V

CONFIRMATION DRIVING PATTERN

1. Connect the Techstream to the DLC3.
2. Turn the ignition switch to ON and turn the Techstream on.
3. Clear DTCs (even if no DTCs are stored, perform the clear DTC operation).
4. Turn the ignition switch off and wait for at least 30 seconds.
5. Turn the ignition switch to ON and turn the Techstream on [A].
6. Start the engine.
7. With the vehicle stationary, fully depress and release the accelerator pedal .
   [*]Idle the engine for 2 seconds or more [C].
   [*]Enter the following menus: Powertrain / Engine and ECT / Trouble Codes [D].
   [*]Read the Pending DTCs.
   HINT:
   
   
   • If a pending DTC is output, the system is malfunctioning.
   • If a pending DTC is not output, perform the following procedure.
   [*]Enter the following menus: Powertrain / Engine and ECT / Utility / All Readiness.
   [*]Input the DTC: P0120, P0121, P0122, P0123, P0220, P0222, P0223 or P2135.
   [*]Check the DTC judgment result.
   Tester Display
   
   
   Description
   
   NORMAL
   
   
   • DTC judgment completed
   • System normal
   ABNORMAL
   
   
   • DTC judgment completed
   • System abnormal
   INCOMPLETE
   
   
   • DTC judgment not completed
   • Perform driving pattern after confirming DTC enabling conditions
   N/A
   
   
   • Unable to perform DTC judgment
   • Number of DTCs which do not fulfill DTC preconditions has reached ECU's memory limit
   HINT:
   
   
   • If the judgment result shows ABNORMAL, the system has a malfunction.
   • If the judgment result shows INCOMPLETE or N/A, perform steps and [D] again.
     
   
   [*]If no pending DTC is output, perform a universal trip and check for permanent DTCs (See page ).
   HINT:
   
   
   • If a permanent DTC is output, the system is malfunctioning.
   • If no permanent DTC is output, the system is normal.

FAIL-SAFE
When any of these DTCs, as well as other DTCs relating to ETCS (Electronic Throttle Control System) malfunctions are set, the ECM enters fail-safe mode. During fail-safe mode, the ECM cuts the current to the throttle actuator, and the throttle valve is returned to a 7° throttle angle by the return spring. The ECM then adjusts the engine output by controlling the fuel injection (intermittent fuel-cut) and ignition timing, in accordance with the accelerator pedal opening angle, to allow the vehicle to continue at a minimal speed. If the accelerator pedal is depressed firmly and gently, the vehicle can be driven slowly.

Fail-safe mode continues until a pass condition is detected, and the ignition switch is then turned off.

WIRING DIAGRAM

CAUTION / NOTICE / HINT
HINT:

• These DTCs relate to the Throttle Position (TP) sensor.
• Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.

PROCEDURE
1.

READ VALUE USING TECHSTREAM (THROTTLE POSITION)

(a) Connect the Techstream to the DLC3.

(b) Turn the ignition switch to ON.

(c) Turn the Techstream on.

(d) Enter the following menus: Powertrain / Engine and ECT / Data List / ETCS / Throttle Position No. 1 and Throttle Position No. 2.

(e) Read the values displayed on the Techstream.

Result

When Accelerator Pedal Released


When Accelerator Pedal Depressed


Trouble Area


Proceed to


Throttle Position No. 1


Throttle Position No. 2


Throttle Position No. 1


Throttle Position No. 2

0 to 0.2 V

0 to 0.2 V

0 to 0.2 V

0 to 0.2 V

VC circuit open

A

4.5 to 5.0 V

4.5 to 5.0 V

4.5 to 5.0 V

4.5 to 5.0 V

E2 circuit open

0 to 0.2 V,

or 4.5 to 5.0 V

2.1 V to 3.1 V

(Fail-safe)

0 to 0.2 V,

or 4.5 to 5.0 V

2.1 V to 3.1 V

(Fail-safe)

VTA1 circuit open or ground short

0.6 V to 1.4 V

(Fail-safe)

0 to 0.2 V,

or 4.5 to 5.0 V

0.6 V to 1.4 V

(Fail-safe)

0 to 0.2 V,

or 4.5 to 5.0 V

VTA2 circuit open or ground short

0.5 to 1.1 V

2.1 to 3.1 V

3.2 to 4.8 V

(Not fail-safe)

4.6 to 5.0 V

(Not fail-safe)

Throttle position sensor circuit normal

B

HINT:

• DTC P0121 is stored when the voltages output from VTA1 and VTA2 are not consistent with the characteristics of the sensors. Therefore, check the Freeze Frame Data when this DTC is output. Use the following formula to confirm relative fluctuations in voltage.
  Features of sensor output:
  
  VTA2 x 0.8 is approximately equal to VTA1 + 1.11 V
  
  VTA1: Throttle Position No. 1
  
  VTA2: Throttle position No. 2
  
  
• If DTC P0121 is output, proceed to "CHECK HARNESS AND CONNECTOR (THROTTLE POSITION SENSOR - ECM)".

B
GO TO STEP 5

A

2.

CHECK HARNESS AND CONNECTOR (THROTTLE POSITION SENSOR - ECM)

(a) Disconnect the D9 throttle body connector.

(b) Disconnect the D74 ECM connector.

(c) Measure the resistance according to the value(s) in the table below.

Standard resistance:


Tester Connection


Condition


Specified Condition

D9-5 (VC) - D74-125 (VCTA)

Always

Below 1 Ω

D9-6 (VTA) - D74-126 (VTA1)

Always

Below 1 Ω

D9-4 (VTA2) - D74-101 (VTA2)

Always

Below 1 Ω

D9-3 (E2) - D74-124 (ETA)

Always

Below 1 Ω

D9-5 (VC) or D74-125 (VCTA) - Body ground

Always

10 kΩ or higher

D9-6 (VTA) or D74-126 (VTA1) - Body ground

Always

10 kΩ or higher

D9-4 (VTA2) or D74-101 (VTA2) - Body ground

Always

10 kΩ or higher

NG
REPAIR OR REPLACE HARNESS OR CONNECTOR

OK

3.

INSPECT ECM (VC VOLTAGE)


(a) Disconnect the D9 throttle body connector.

(b) Turn the ignition switch to ON.

(c) Measure the voltage according to the value(s) in the table below.

Standard voltage:


Tester Connection


Switch Condition


Specified Condition

D9-5 (VC) - D9-3 (E2)

Ignition switch ON

4.5 to 5.5 V

NG
REPLACE ECM

OK

4.

REPLACE THROTTLE BODY ASSEMBLY

(a) Replace the throttle body assembly (See page ).

HINT:

Perform "Inspection After Repair" after replacing the throttle body assembly (See page ).

NEXT

5.

CHECK WHETHER DTC OUTPUT RECURS (THROTTLE POSITION SENSOR DTCS)

(a) Connect the Techstream to the DLC3.

(b) Turn the ignition switch to ON and turn the Techstream on.

(c) Clear DTCs (See page ).

(d) Start the engine.

(e) Allow the engine to idle for 15 seconds or more.

(f) Enter the following menus: Powertrain / Engine and ECT / Trouble Codes.

(g) Read DTCs.

Result

Result


Proceed to

P0120, P0121, P0122, P0123, P0220, P0222, P0223 and/or P2135 are output

A

No DTC is output

B

A
REPLACE ECM

B
END

 

I would test for continuity between the throttle body connector and the ecm to verify all is good there.

.

 

Good grief, soneone owes this guy a beer.

 

oh wow, thanks for all the info! I'm about to head to the body shop to see what I can with it. I spoke with them earlier about getting it towed to the dealer to have it sorted. Sounds like "if it's not directly related to the incident" i have to cover the cost.

 

My guess is that it is probably related. I would hope insurance will do the right thing if that's the case. Good luck!

 

Doing testing now. Only issue is that I can't access some areas of techstream, throws an error at me.

 

Appreciate the help, all. No progress on my end. Off to the dealership from the body shop it goes. Maybe that dealer just shoots me a reasonable buy offer while it's there...

 

Finally here. Going in tomorrow along with the new pulley.

 

Cool. Is that the X series or the regular one? I have the regular one and wonder if the X Series has the same plug and if it would just plug in. I’d like to see my boost in decimals instead of just whole numbers. Maybe when you have it unboxed you could send a pic of the plug.

On a related note, I was looking into the Banks iDash and it’s pretty sweet. It can fit in a 52mm pod mount. If you buy a boost sensor, intake temp sensor, and 4 channel module you can view a lot of different info including manifold PSIA, PSIG, and air density (the best indicator of how much power you’re really making) as compared to just knowing boost and temperature. Here’s a good explanation and showcase of the idash. https://official.bankspower.com/density/

 

Yeah been eyeballing the Banks iDash. It is well supported with a variety of sensors just wish they didn't use proprietary log data.

 

IAT nonsense.

so it's a frigid 70 degrees, 100 humidity & raining.

my IAT delta is that same as it ever was...27 degrees.

I would have thought all that water hitting the inter-cooler would have made a difference.

I even got behind a semi, to get in all the mega-spray.....nope, 27 degrees.

what kind of heat exchange, thermo-dynamic witchery is this?

it bolsters my ruminations that there ain't a whole lot you can do to lower IAT.

it's all about heat soak.


with that said...cool, thick, humid air is marvelous. I get a smidge more whine & exhaust notation.


This Friday my goal is to do 50% of these:

77.5mm pulley
TRD air box install - stock girth
trans drain & fill
center diff drain & fill
front diff drain & fill
fix the fvckin' boost gauge molex connector thing. (I'm not sure I have accrued enough cuss words yet to do this one.)

my son will be in town, so indentured servitude will be utilized.

 

It's the X.

 

THAT'S the damn molex connector I'll be messin' with Friday.

thanks for the picture.

 

This supercharger project has been eyeing opening experience for me. One thing I considered but due to the fact that I have the TRD exhaust ( which doesn’t bother me at all) I thought it was not necessary to change out the exhaust after putting in the supercharger.

I know some people say start with the exhaust first but I didn’t. I have a 2019 tundra TRD Pro and wanted to know if you changed out your exhaust or kept the stock TRD Pro with your supercharger. If you changed out your stock trd exhaust what exhaust did you goto and why ?

Also did you change out your headers as well

 

No need to change your exhaust.

 

No need but I've seen people x-pipe their TRD duals to recoup low end torque loss; I don't think it matters with a supercharger.

 

Prospeed's tune with an 80mm pulley on a Harrop told a different story for me.

 

And that story is?...

 

Probably to spend another $1000.00

 

you can get to ~500whp with the TRD exhaust. no problem.

 

You've seen my posts. Shot gunned cats

Edit: You drive like a grandpa

 

I think about what happened to you fairly regularly. There's some good sized hills around me and when I'm towing I'll be in boost at 10.5 AFR (maybe even richer) for minutes at a time, and I have stock 300k mile cats and exhaust and had the blower on now for 80k+ miles. I think what happened to you was a fluke, or my cats are just full Hulk handling the extra fuel like a champ.

 

RE: Wet heat exchanger.
I've only noticed a drop in temps after running through an automatic touchless car wash never through torrential rain. Here is a test of the theory:
https://youtu.be/O0MY0diHo4U?si=5C0dzaZiuEdFmSOs

 

Ahh, you seem to be the anomaly here tho. I don't have enough hard miles to chime in yet with experience. Did you ever check if they left component protection on in your tune? Just thinking of reasons it would spit cats so quickly.

 

Being a fluke would be just another cherry on top with my experience throughout this build. At least I was able to keep my trd cat back.

 

Component protection. You're the first to mention that in my year battle with a "ready to go" kit from PS with their tuner via remote.

 

Jay from Banks here. The iDash logs .csv files. You can play it back on the iDash, or open it in Microsoft Excel, any spreadsheet viewer regardless of platform, just about any professional data log analysis tool or Banks' free analysis tool datalogviewer.com.

 

Component protection is additional fueling added based on a calculated (assumed) cat temperature. It's kind of an airflow/duration additional fueling the truck can do. The original TRD tune attempted to modify and use component protection to ramp up fueling during extended boost, albeit it's kind of a funky method. Most people either turn it off entirely or disable the fueling designed to "protect" the cats, actually I'm not aware of anyone that leaves it functioning as it's original intended purpose just since we are already running rich enough to begin with.