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Yer welcome. Leaving either the port on the intake or accordian open will result in unmetered air entering the engine ie; air that hasn't been measured by the AFM. Not good, as unmetered air will goof up lots of things.

Block off both the intake manifold and the port on the underside of the accordian (thanks shaeff ;).

Ah ha....well, that doesn't mean you have injection (there's never a set of Noid Lights around when you need them eh? ;) ). That's likely where your problem lies. Since the ecu uses the CPS for that too best to take shaeff's lead and focus on verifying it and valve timing.

Lol...then you can do a two-fer. What a deal ;)

1) You could pull the upper timing cover to check valve timing and to set the CPS. Procedures for setting everything are in the TSRM. 2) It should still start even if it's off a bit. You'll need to set base timing after you get it going. 3) No. But plug the line going to the intake manifold...

I doubt your problem is O2 sensor related. Did you test it? Either in the car or out?

Steve, of course a 2.2K resistor will remove it. That's not a short, it's 2.2K, a resistance value within the range of the stock sensor which is, after all, nothing but a thermistor. A short would be the input directly connected to E2 and the ecu wouldn't accept that. I don't know much about...

I also recommend FIPG when possible. That said, I've done two using aftermarket gaskets without leaks. The key is surface prep and proper torque. Usng a sealer like Permatex Aviation is good too. Also, although it may be obvious to most, when using FIPG on any surface be sure to run the bead...

If they were grounded to the intake manifold every injector would be on 100% of the time. I suspect drivability and fuel economy would suffer ;)

The TB connection is for scavenging blowby when the intake is below ambient pressure, ie; no boost. Under those conditions the accordian line supplies fresh air for dilution. Under boost the flow reverses and all blowby is sent to the accordian. This boost "leak" also helps to scavenge the...

Sir shaeff, what you've read is inaccurate. Normally I wouldn't correct this kind of stuff but you come across as one of the more knowledgable here so I'd thought you'd like to know. The grounded side of the injector wiring runs from the injectors directly to the ecu. The ecu turns the...

That's a good call. After all, jumpering the diag block to check the fuel pump does nothing to test the COR. As far as connectors, I've said it before: every connector for the TCCS should be treated every 30K miles or so with a good anti-corrosion product like ACF-50 or Corrosion X. Just cycling...

You can check blowby using a manometer and comparing it to either a spec or a healthy engine. I'm not aware of a Toyo spec however. Still could be rings. Otherwise, put a catch can on it and be happy.

It's a bleed valve for idle up. When you put the wheels hard over either way the hydraulic pressure in the PS system builds and opens the valve. This bypasses some air across the throttle plates and ISC directly into the intake manifold and idle increases. Crude, but effective. And it's...

jetrock? Lol, have you and the "boost get's you laid" guy been talking to each other? R and J aren't anywhere near each other on my keyboard ;) Remember, any time the TCCS detects a sensor failure (within it's capabilities) it does more than set a code and light the MIL. It also substitutes a...

Joel: No, that wouldn't cause a code 24. All the thermistor in the AFM does is measure intake air temp so the TCCS can correct for density in the A/F trim. NJsupra: E2 is the ecu's digital ground. I believe shorting THA to it would cause a code 24, not remove it, as that would put the sensor...

Yeah, pretty easy to test the resistor pack. The Supra uses grouped injection in that pairs of injectors are turned on together. If you look at the wiring diagram you'll see how pairs are wired in parallel. Half the amount of fuel required is injected twice during each rotation of the crank...

Haynes? Ugh ;). Not questioning you my man, just that I don't have the book handy and you asked what an air temp code meant. Induction air temp is measured by a thermistor on the AFM and that code would indicate it was out of range when last sampled by the ecu. So in some ways yes, the ecu would...

What shaeff said. If you can hear the pump running the odds are good you've got pressure but you can always crack the CSI line to be sure. Or squeeze the main return line. Even with a bad air temp sensor it should still start so the code must be incidental. Check for injection by listening with...

Right terminology for what? There are such things as injector drivers but you won't find that term in the TSRM. It's the technical name used for the MOSFETS internal to the ECU that sink current to the injectors but I've a feeling that isn't what you're refering to. Elaborate and maybe we can...