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Besides cleaning the injectors, you might want to replace the filter and blow out the fuel rail and lines. You have to wonder what would cause that much goo to form on the tank walls.

If anyone puts a cat in our descum plasma etcher there is going to be some trouble.... :aigo:

You want to avoid batch injection if possible. You've got 6 large injectors being turned off at the same time resulting in a big surge in pressure.

EGR is almost certainly the issue now. In your first test you were running very rich (12.5:1 for the 15mph and 13.3:1 for the 25mph). The second test you are right on the money with 14.8:1 average.

Good news, it is looking like the IR#2 may be bad.... and as I recall there are a couple of large power resistors on that board that are known to fail so it could be an easy fix. How good are your soldering skills?

Note that the 0012 in the part number TC17G005AP-0012 specs the particular mask used to define the "programming" in the chip. Since that programming represent the customer's (Toyota) intellectual property, it is usually impossible to order the part directly. In any case, the technology used to...

You're going to have trouble using your DMM to troubleshoot the relay control line going to integration relay #2 because it is an open collector switch. Instead, pull the taillight relay out of the fuseblock and jumper terminals 2 and 4. That should turn the taillight and instrument lights...

I don't have a TFM handy, but in the integration relay there is a similar type of ASIC for the dome lamp delayed off and so on. It should be a good test of your searching capabilities: Toshiba 17G005AP-0012

Since it won't idle, any leak is going to be huge!

You'd think this might be helpful. http://www.cygnusx1.net/Supra/Library/TSRM/MK3/manual.aspx?Section=EM&P=4

Yeah, but the dribble from the injectors is compensated by the firehose of fuel being sucked through the diaphragm and into the vacuum tubing.

Why should we give you credit? You told us the grounds were checked at least twice and then you post now that they were connected to the block! The NA system uses the AFM to actuate the fuel pump circuit opening relay. The Turbo uses the FC output of the ECU. Are you certain that things...

Interesting. So the most common failure is diaphragm rupture, and the J-tube may actually make things worse (richer)!

The plot thickens. Is he using an N/A AFM or the turbo AFM? How does the N/A harness feed the coil pack? All very interesting. :runaway:

Running lean at low speed because of a big air leak might cause this. All vac lines okay? EGR connected properly to surge tank? Brake booster connected?

Has anyone ever had their stock FPR fail?

I'm very interested to know how he got an an 87 Turbo ECU with yellow plugs to fit into an 89+ chassis wired for an N/A (grey plugs?).

If your well is rusty, then you have a hatch or taillight leak. I just went and replaced my taillight gaskets, the rear wiper grommet, and tightened up the hatch glass bottom trim nuts to see if I can stop my leak. Living in California my tire well will take another 100 years to rust out, but...

Read my post #8. The box expects a certain number of bulbs, and that varies if it has a lamp or LED center brake light. There's more than one model per year. If the box doesn't match your configuration, you can mod it if you know how to solder. See the link to CRE's thread for details.

You can find oil-to-water coolers at some racing shops. They tend to be custom made and expensive. http://www.racerpartswholesale.com/category/Mocal_Heat_Exchangers