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This is aimed at jetjock, jdub, figgie, IJ, etc... Has anyone monitored the case temperature of the 7MGTE ignitor? I'm checking the top of the case with an IR pyrometer calibrated to emissivity of the case (avoid the more reflective sticker). It seems to vary by about 15-20F, hottest being...

The AEM EMS sometimes takes a bit to "boot up". Most found it's best to key on, wait for the fuel pump prime, then try to start. After that check your crank inject tables, maybe add or remove fuel and timing at cranking.

That's effectively what I just said. There is usually some room with how rich Toyota made the fuel map, plus one could raise FP to get a little more out of the 440's, ie careful tuning. ;-) Duty cycle changes with respect to rpm. Higher rpm = shorter total cycle time.

It will not trigger fuel cut because the VPC is configured to not output a KV signal high enough to. It may run lean if VE moves too far beyond the mess of a fuel map that results from the combination of the stock ECU and the VPC. That is why I stated it needed careful tuning. In most cases...

It does. Personal experience seeing the VPC's KV frequency signal output never going above what would trigger FC, plus many years of 20-30psi pulls on several Supras. Plus: http://www.supramania.com/forums/showthread.php?t=87771 It's likely the table in ROM doesn't have a value above FC.

VPC removes fuel cut. With VPC, GCC, and increased boost, a little wideband tuning and you should be able to get in the 3-350 range depending on the condition of your motor and turbo.

What a wimp. I'm amazed he knew how to use the tranny jack and a tall stand to tilt the motor back.

Good stuff. Good thread! Should probably retitle it Cigars and Scotch/Whisky/Bourbon, and throw in Craft Beer while you're at it. Bourbon County Stout, a hunk of dark chocolate, and a cigar = yum.

Cars that still have the stock TCCS have this problem problem too. Mine did, several that Adam (drjonez) worked on did. It's likely due to noise and ringing in the wiring harness as components break down over the years. In a close to stock car the TCCS seems more resistant to it though.

Nice work! Certainly looks like the fuel map and the dip in the middle are the typical highway cruise cells. Any chance you can find the "breakpoints" for all three axis? Perhaps with a live ECU and simulating inputs? Speaking of which, have any of you come up with a way to simulate the CPS?

Has this motor been pulled and disassembled yet?!

The washers and gasket crush down. They need to be retightened periodically, quite a few times early on. Only put FIPG in the corners of the front cam cap like Toyota outlines in the manual. I rarely do that and do not have leaks in that area. I use philips head screws, stock gaskets, and...

Myself and another guy nearby have Fluidynes. We both run Toyota red. Both weep coolant at the ends of the upper and lower tanks. I sent mine back to Fluidyne but they claimed it passed their pressure test. I shipped it with all of the original packaging including the cardboard on both sides...

You haven't been in an airport lately have you?

I just use the toilet, standing. Ultimate buffer of a hard panel between you and the world. Plus with a toilet you can stand back far enough that splashback or mist won't hit you.

Come on, it's a business, the only thing they think about is making money. You have to think like them. Putting the worn tires on the drive axle, in most cases the front, they will wear faster and the sooner the customer will return for two more. Try that one on them!

The reason I asked is I saw the same change (richer in vacuum due to better injection event timing) when changing to a semi-sequential injection strategy like the stock TCCS. Most seem to skip or not fully set up semi-seq and go straight to full seq. AEM really cut some corners on this part of...

Did you switch from the 2-cycle fire-all hack AEM had in the stock calibration directly to full sequential?

Have you always had this problem or just recently? If only recently, or slowly increasing over time (and you confirmed your pads are low) sounds like you need new pads. Change those first (easiest and needed anyways) and inspect the calipers and pistons and brake lines. If the problem...

I meant change to different calipers with smaller pistons (not nec fewer - the SL-6's are 6 much smaller pistons) that have the same 3.5" lug mount and radius. The SL-6's aren't cheap, last I checked around 2 yrs ago they were $300 ea. @rmjsupra - good point on bleeding and bleeder screws -...