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I would make sure that the cooler makes good even contact with both the cold side and the heatsink side. I am assuming the heatsink bolts down on the cold plate squeezing the cooler chip in between. Make sure that mechanical connections is good and flat.

The 2JZGTE pump (Denso 195130-1020) flows about the same as the walbro GSS341, but draws more current and is quieter and more reliable. From what I can find, I have not measured it, the stock GTE MK3 pump flows about 155Lph which is only 60% of these two pumps and is inadequate for the 2JZ-GTE.

The daughter board should work on the GE. The only reason it might not is that early GE ECUs are single board and thinner, and the daughter board might not fit. The ECU hardware between the GE and GTE is completely different, so a firmware change will not swap between the two. It does seem...

The ECU will not be giving codes if the EFI fuse is blown, so we know that fuse is okay. The ignitor/coil pack is driven off a 30A fusible link. The key points here are that no power to the ignition is possible without setting a code and a TPS failure cannot result in a no-start.

Do you see 12V on the black-orange wire at the igniter and coil pack?

Fuel pumps generate a lot of high frequency noise from the brushes. This prevents that crap from getting into the rest of the electrical system.

http://cgi.ebay.com/ebaymotors/Supra-7MGTE-7M-GTE-Turbo-Intercooler-Piping-Kit-MKIII-_W0QQcmdZViewItemQQhashZitem2c57f517abQQitemZ190454241195QQptZMotorsQ5fCarQ5fTruckQ5fPartsQ5fAccessories

Yes, that is the goal.

Until you actually hold the LIPP stuff, you can't appreciate how good it is. The LIPP AFM has a beautiful bypass screw setup and the casting is flawless. If you're a cheap ass then go the Ebay/junkyard route, but don't diss one of the few quality suppliers for the MK3.

You might also have water contamination causing your evap to freeze up. You will need gauges, temp gauge, vac pump, and fittings to do the most basic stuff. If you don't have the tools to work on it, then take it to a shop.

The whine is from the imperfect rectification of the AC power produced by the alternator to DC. It is typically solved using a low pass filter on the power feed. You can find a few capacitors that the factory added to suppress this noise. It has nothing to do with ground loops, which is a...

Well, you could always try troubleshooting it! :icon_razz http://www.cygnusx1.net/Supra/Library/TSRM/MK3/manual.aspx?S=FI&P=119 or continue your current approach....

It sounds to me like you are over your head and should take it to someone who knows what they are doing, but you can start with these... http://www.cygnusx1.net/Supra/Library/TSRM/MK3/manual.aspx?S=FI&P=119 http://www.cygnusx1.net/Supra/Library/TSRM/MK3/manual.aspx?S=FI&P=20

Code 12 is not your problem. Post #6 explains your problem, you have no fuel control.

Yup, that's it. It's straightforward, just a matter of setting when a switch opens.

Your TPS is out of adjustment or broken. Set the IDL switch per TSRM to fix that problem.

Yes it would. Both your hi and lo numbers are too high for R12 at 1500rpm. Common problems would be an overcharge, inefficient condenser, or air in the system. How long did you pump out this system. Are you using the correct drier for R12? Not much data here. Go back and compute superheat...

If you're going to buy Twist-tite hose, then you need to get the fittings that go with it. http://www.summitracing.com/parts/SUM-220703-B/ Then get the required AN to NPT fitting. http://www.summitracing.com/parts/EAR-AT981610ERL/ Personally, I would go with the Aeroquip AQP Socketless Hose...

The RAM is internal to the CPU, making reads on alternate cycles not an option. Would have to shadow the RAM to an external chip to do this. Given that portions of the internal RAM are retained during engine shutdown, this would be some work to implement. If throughput becomes an issue it may...

I agree. Thanks to Van for agreeing to make this available to the community under very reasonable terms.