rrob

Has the factory ballast resistor been wired into the engine loom? Or have the 6x injector power wires been supplied 12v(if using high impedance injectors)?

They pull about 14-15 amps at ~75psi of fuel pressure. You can log the current draw through the ecu also.

The 4d table should be removing fuel as the turbine back pressure rises.

Some Toyota idle steppers have a diaphragm behind that only let's air into the manifold. It would be worth checking.

Yes, you can mask the error in the CE Light window. Just take note of the error code number and change it from 0->1.

You need to use the original tps main circuit to keep the acd happy. Did you put all the tps and aps through expansion?

Mapdccd do an abs adapter. Thats likely the easiest solution, you could possibly splice the signal from that to the ecu and mapdccd controller. Ive about to do one with an Ecumaster wheel speed to can adapter for all 4 wheel speeds, then the ecu will send vehicle speed to the dccd controller.

Easiest way to check is quickly shut it down and then listen for even compression on the starter motor. You have to get this done before the lifter bleeds down.

Likely pumping up an exhaust side lifter like most evos do. Which valve springs are in the car?

Is the blue ecu connector all the way home?

This is correct.

Just use the FP speed for the second pump. You will get a basic injector dc % and rpm setting to activate it.

Ive used the ECU Master wheel speed to CAN adapter successfully. Abs was happy and all 4 wheel speeds over can to the ECU.

The cam wheel can be bolted to the back of the cam 180 degrees out. The small tooth should be to the top left with cylinder #1 @ tdc.

Its most likely hanging a valve open after aggressive ign cut events. The valve floats and the lifter follows it and then needs to bleed back.

I would use pwm, keep in mind that it operates backwards. 0% is full speed, 100% is off.

Those dead times are nowhere close. 0.5ms was closer, but id have to check the file.

Try -85 in the trigger offset. This is close for the oem cas.

Quick and dirty way of doing it is marking the cam and pointing the timing all through the oil cap. Obviously mark the cam at tdc compression stroke.

Is your car 4wd? You will need to do some additional wiring to get a tps signal to the 4wd controller if so.

Can you trying turning the tacho output off to see if the noise stops?

Are you running s15(these are internal ignitor) coils in a s13 chassis? It looks like a Splitfire kit. You can bypass the factory ignitor(the one on the inner fender) and the Splitfire box and wire the coils directly to the ecu outputs with nothing in between.

What is the in the "pre crank prime" settings?

Im doing similar to a SBF at the moment. I went with the Holley dual sync distributor and a set of ls coils, this allows full sequential ignition and injection.

Most likely valve float and the delay is the lifter bleeding down. That's if it's not an ECU setting.