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Ok - take the cover off of the CPS and look at the sensors. There are a total of 3 sensors and each sensor has two wires coming out of it. Now it has been two years since I did this, so I dont remember how the 6 wires conjoin together in between the connector on the CPS for the harness and...

Interesting - I dont think that the AEM receives a signal from the ignitor at all. In the stock config, the IGF signal is sent back from the ignitor to the stock ECU on pin 58, but the AEM doesnt use this signal. I went through this when I was trying to wire the C2DI directly to the AEM...

Cool - glad to hear about the progress. when you say that you have no tach signal on the AEM, are you saying that in the parameters that there is absolutely NO readout for engine RPM or are you saying that the AEM is not driving your tachometer? If you are getting a stat sync you should...

The first thing I noticed about your cal file is that the spark teeth are set at "4". Because there are 24 teeth on the CPS, and you are firing the spark every rotation of the crank (wasted spark) you need to set the spark teeth at "12" You should also be using ONE G sensor on the CPS and not...

to answer the timing question - I mentioned that the battery has to be FULLY charged to get a good baseline reading for setting your initial timing. If it is drained at all the timing will be off. I remember having about 1-2 minutes of solid crank time before I had to throw a charger on it...

I only use one G signal. You can see from my setup that one of the G's is disconnected. This way, if one of them is ever on the fritz you can just switch the output directly at the CPS. There are two G outputs from the CPS. One indicates TDC #6 and the other indicates TDC #1. If you take the...

The AEM uses wasted spark. You are using wasted spark. Once you have a sync indication, you can start worrying about the ignitor. Right now, the ignitor is not a part of the problem (at least you cant determine if it is) because the AEM isnt tripping it. The AEM wont fire the ignitor unless...

30-1100 AEM with a MK3 CPS, TT Ignitor, TT coils and 2nd gen AEM CDI in a 1988 Supra (Originally turbo) My process basically consisted of matching the functions of the wires on the MKIV diagram with the functions of the wires on the MKIII diagram. Some of the stuff is a bit different but most...

I didnt realize that you had posted here as well. Here is a copy of what happened on SF. The other forum is skiddish and tends to take a shit once in awhile. All of the following posts are just a sequential copy of the conversation on SF.

Rod knock knock knocking on heaven's door. Pony up and plan on a rebuild.

It may sound like its up top - its not. You are probably going to need to at least change/cut the crank

One recommendation is to grab a connector from your local pick an pull. The first item is a electrical noise filter as already pointed out...

Yes, it was the NA head. I think that the turbo and NA head are different.

Just use some 2jz valves and some regrind cams for the 7m. The 2jz valves are 1.5mm bigger, longer, and will make it easier to compensate for the reduction of base circle on the regrind.

If you didnt exceed the torque rating for that size bolt/shaft then that was bad to begin with. Dont lose sleep over it. You should be able to get a tap, and if not, you can just cut a line down the side of a steel bolt and turn it into a tap. After you drill out the aluminum pan the bolts...

damn - some crazy stories here! I hate thieves too.

most gaskets can be made with FIPG material. I try not to skimp with any type of shaft gasket. Toyota original is good and wont cost you too much more. A flat gasket is a flat gasket. Use viton on things like valve stem seals. Get good injector seals. If they dont appear to fit they probably...

Looks good man