Search results

Yup, there is no limit, and it's easy to scale for larger injectors which takes care of the 100% duty cycle problem. I guess my point is that with the stock 440s, fuel cut really is the end of the road. You need bigger injectors if you are hitting fuel cut, there is no software fix for it...

Yours will clamp at 0xB800 (92%), same as mine did. I'll send you an update.

More pics:

Took me ages to install this thing, but I finally finished a few weeks ago. The iColor has alot of nice features like plots of boost vs rpm and so on, but the user interface is poor, a lot of the text is too small to read when driving, and it takes some learning to navigate around. As a boost...

Recently I modified the base ECU software to raise fuel cut to 116% of the stock value. The reason I didn’t go higher was because my calculations showed that we would exceed 100% duty cycle above 5500 rpm, assuming VE is maintained at 116% at that rpm (5500 is where the stock auto 1-2...

Unfortunately its freon based and banned. Your only hope is to find someone with a stash in their workshop.

Oil soaked ignition wires should have very little electrical effect as oil is a good dielectric. The only danger is the rubber parts start swelling or softening over time. There is a spray cleaner that works safely with our AFM, but odds are you don't have access to it. Regular MAF cleaner...

Toyota doesn't know how to make a good cruise control. Even the modern one in my 07 with drive-by-wire is crap. As soon as I see a hill I disengage so I don't have to listen to it cycle the torque converter lockup every 10 seconds.

What engine are you talking about? The stock 7M doesn't have an oil-water cooler. Is this a *JZ?

Shorting TE1 to B+ would not do anything bad. Batt must be 12V all the time.

Some notes I made on my seized suspension nightmare... http://www.supramania.com/forums/showthread.php?93250-Some-comments-on-removing-seized-suspension-bolts&p=1286342&highlight=control+sawzall#post1286342

Another leak source down there can be between the crank timing pulley and crank snout. Often overlooked, (or not understood at all based on the ignorance of some on display in this thread)...

I'm not sure what either of these comments have to do with this thread. IJZ ecu uses the same technology and has the same limitations. A 2012 mustang has a live axle. :3d_frown:

I have worked out a scaled timing map to allow the Lexus AFM to be used and keep the same timing. However, there is a lot of stuff beyond timing that triggers off of the load signal, and it all gets slightly messed up. So, I recently bought an 1UZ ECU and pulled the AFM code out of it. Turns...

Note that there is a tap on the injectors for the supermonitor for pre-89 cars. Used to compute fuel consumption. Also note that the TEWD on Cygnus for a 90 does not match exactly the link for an 88, so things change depending on your year. I suggested a test in post #4. Did you do it?

An interesting question that I have been working on recently. The current fuel cut happens to coincide with 100% injector duty cycle at 6500 rpm. That means raising the fuel cut is only going to create a lean-out at redline, assuming you can actually hit 100% VE at 6500 rpm. My guess is that...

Sorry, I meant the pin location in the ECU connector, not the location of the sensor!

I read that the MAP sensor plugs into the empty pin below KS. That is likely the only change as the IAT could remain where it is.

I've not lost one so far and I've done many. It does take some special tools, and this is ancient 25 year old technology which helps. Still, I don't want to be on the hook if something goes south unexpectedly.

Are you 100% sure? I know someone who has one of those. Is there a wiring diagram around for the Turbo-A? Would need to know how the MAP sensor is hooked up.