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The propane torch test sounds okay. The response test should normally be hard to judge, i.e. pretty fast to the human eye. A half second delay seems slow, but could be your meter not the sensor. Since your on car test was a bust, try using the conditioned Ox output from the ECU. 1) ECU in...

Unplugging ECT sensor causes the the ECU to default to 80C. That is why it performs poorly when cold and you unplug it. I have a suspicion your O2 sensor is not cross counting when you are having drivability issues. Try monitoring the OX1 port with a good quality DVM. You should see it cross...

Yup. Follow this. http://www.cygnusx1.net/Supra/Library/TSRM/MK3/manual.aspx?Section=EC&P=6

Your canister needs a purge line to the intake manifold through the thermo switch on the thermostat housing. If it doesn't purge, it will saturate with fuel vapor and drip out the bottom. The bottom line is the purge intake. It's meant to be open.

Probably not being purged properly during run time.

Also check the crank pulley is not loose. If it is rod knock, you can locate the bad cylinder by removing each plug wire and listening to see if the noise goes away.

Sorry, I never saw your response with the plots. You are correct that both injectors are being monitored at the same time. If something anomalous is seen, you can disconnect one of the two for further analysis. Glad you got it solved.

The key point is that if the arms are fully extended with the car on jacks everything binds up and you can't see the slop. You need to get it close to normal angles like it would be with the car on the ground.

This is how to check the ball joints for wear. http://www.cygnusx1.net/Supra/Library/TSRM/MK3/manual.aspx?Section=FA&P=21

Where to begin.... the ECU cannot correct the out of spec dead time, as that is hard coded. You might ask yourself, why is there a dead time correction map, if the ecu will correct for it anyway. The answer is, it cannot correct for it, but it can use the one lever it has which is the short...

That is unfortunately complete BS. If you leave the resistor in it is essentially the same as running the injectors at 8-10V instead of 14. That results in a lot bigger hit than 500ms, which, by the way is less than the dead time of the stock low impedance injectors at 14V. To give you some...

Yeah, everyone is using high impedance these days, they are cheap, and can be corrected in the ECU for the low duration effects. The Bosch EV14s are the poster child. $20 each at the dealer for the ones used in the Ford GT350, ~ 550cc/min. Truth is, the low impedance injectors were never...

Simple test of the ISCV. Start the car cold. It should have a fast idle 900-1200 rpm. Drive around to warm it up to operating temp (keep the car moving), then come to stop. After about 30 seconds you should see the idle drop down to 650. If you can see it do that the ISCV is working fine...

I'm not sure it would be much help for this problem. It would be a good to confirm the TPS is working properly. If you have a DVM, check the TPS resistance between VTA - E2 versus throttle angle. Should vary smoothly with no jumps or flat spots from a low resistance at idle to high resistance...

Time to do a block test on the coolant.

The only gauge input the ECU cares about is the speedo. It has its own sensors for everything else. That said, a bad speed input usually sets a code 42. Do you see code 51 when you step on the gas in diagnostic mode?

I got a PM about open-loop (OL) triggering, and thought others might be interested.... There are two classes of events, one results in instant triggering of OL, and the other is delayed by a timer. The primary trigger is a table that sets a maximum load vs rpm for load. If load exceeds...