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Connecting 12V on the B+ bus will energize all the ECU circuits and cause it to operate, even if the BATT and IGSW circuits are Fubar. You need to confirm 12V on BATT, since your first post said it was 0V and that is a problem. This is my last post on this thread since you seem to ignore any...

OBD1 not supported on your car. Short TE1 and E1 and count the flashes on the MIL.

No code reader is needed, just your eyeballs looking at the MIL!

If it was me, I would followup with the pre-cat numbers. As JJ asked, what is the average O2 sensor voltage at 2000 rpm taken over the course of a few minutes? Also, what is the Vf voltage at the diagnostic connector during the same test. Since the catalyst can mask problems it'd be nice to know...

Agreed. The problem is not a relay, so forget about it. Focus on getting 12V to your BATT circuit. Fuse is a good start, as is the connector mentioned above.

Well I am stunned that has the emissions profile you posted, it sounds like it is missing at 2000rpm, but the O2 numbers don't support that. Compression okay?

If you have only 0.04V on your BATT terminal at the ECU then you have found your issue. That should be 12V all the time.

The FP terminal on the diag box bypasses all relays and is directly connected to the fuel pump. If B+ to FP does not operate the pump then your wiring to the pump is bad or your ECU B+ bus is not getting any power when the IGN switch is on. Diagnose each separately.

Use contact cleaner followed by ACF-50 10013 Corrosion Inhibitor

Are you running the 2J ECU or the 7M?

Code 12 is a CPS problem, no signal from CPS after 2 seconds of cranking. Check your CPS wiring. Codes can be found here http://www.cygnusx1.net/Supra/Library/TSRM/MK3/manual.aspx?S=FI&P=26

Gary's right, a video of this car idling would help a lot. I am wondering if the driveability description may just be off. I just realized after rereading the first post that the EGR was already off and cleaned, so it seems pointless to further mess with it. The first post is a little unclear...

The EGR is unlikely to be the culprit here, but since you are not convinced, follow the on-car test procedure here. http://www.cygnusx1.net/Supra/Library/TSRM/MK3/manual.aspx?S=EC&P=14 Also, if its a Cali spec car, the EGR temp sensor should flag most EGR errors with a code 71. Slightly...

The coil pack ground is strictly for EMI, it will run fine with the ground missing. I assume you have gone through this list and checked everything off. http://www.cygnusx1.net/Supra/Library/TSRM/MK3/manual.aspx?S=FI&P=16

Replace the ECU:aigo: Might as well blame the new windshield! You need to learn how to use the multimeter to diagnose electrical problems, or find someone to do it for you. No other approach is going to work well.

Based on what you say, something in the AM2 circuit of the ignition switch is bad. First thing to do is find where the missing 11V is hiding. Most likely culprit is the ignition switch itself. Measure across White-red and Black-orange at the ignition switch (colors are from 1989 so yours should...

In principle, except that I don't understand the idle control code very well.

This is the stock gauge response that I measured and posted some time ago. http://www.supramania.com/forums/showthread.php?47479-Temp-Gauge-Calibration

It is not practical to rewrite the assembly language code to use old-fashioned speed-density D-type engine management. With the availability of high-capacity MAF sensors and a MAF translator all that really should be needed is to scale the input signal accordingly in the factory code. That is...

The hardware seems to be in place now, but the software to interface to the maps and log data needs a lot of work. Don't throw your standalones away yet! :icon_bigg