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^ Correct. The TB isn't involved, JDM or otherwise.

Thank you Jon. That was indeed needed. To clarify a bit in order to output an emulated O2 signal on Vf the idle contact must open (IDL high). That would be the case @ 2500 rpm. IDL being low (contact closed) would result in mode 2. Put simply IDL status is what switches between the two modes...

1) Well, if you short Vf its voltage is gonna be near zero. 2) Resistance of the AFM air temp sensor doesn't really mean much. The KS signal is more important. 3) Something is screwy with FP at idle alright. What is vacuum at the FPR? As for further tests (after you puzzle out the FP) redo Vf...

Karma is a bitch...

Nice job and thanks for reporting back...

^ What he said. Paragraph sensor also needs fixing...

In case you used the wires to plug that leak here's a diagram for where they really go: http://www.cygnusx1.net/Supra/Library/TEWD/MK3/manual.aspx?S=Main&P=47

Not to split hairs Monsewer but the box is of very low resistance and is there to limit current. So for all practical purposes he will see 12 vdc on both sides of the coil when the injectors aren't grounded. Put another way you were right the first time.

Welp, I'm done. Gave it my best shot but no joy as we say in the biz...

Those are the injector grounds and must be connected. All the ECU needs to provide injection output is power and ground on the proper terminals and a crank angle input. It really shouldn't be a difficult problem to resolve. Just measure everything involved a meter. That your MIL illuminates...

What Supraguy said. Twice. It's a sure cure for operator headspace error...

Mechanic? What mechanic?

I prefer the stock gasket but you might want to look into AN900 crush gaskets/washers. Commonly used in aviation they're copper based but not solid throughout. Just be careful you don't break of the bolt flanges. Frankly, since there's no pressure behind it, use of such a gasket is unneeded in...

Didn't make sense that it would. In fact a blown IGN fuse should have prevented codes from being read.

Got it. Edited. Another example why nomenclature is important...

Only cap the tee leg that went to the CC actuator. The rest of the plumbing is needed for the heater core coolant valve. Now if by "CC" you're referring to the EVAP system then yes, cap the hard line from the gas tank and install a vented gas cap. The BVSV can be left in place sans hoses after...

^ This. Loss of rest pressure is only an issue for hot starts. Means little for cold except a bit more time will be needed to build pressure. Your issue is obviously electrical. Either the pump isn't being powered during start or at all. Should be very simple to find.

^ No. And if you had spark it was never CPS related.

Yep, but only temporarily. Too desolate for my taste. Still beats living under the iron fist of the Caliban though.

Sure. A pinched return would cause high fuel pressure. That's why I said to check it. More likely though an injector (including the CSI) or the fuel regulator is leaking which is why I said to check rest pressure. You have to start somewhere and go methodically through each system. First would...