xxcat

The main question for me now - is it possible for crank sensor to initiate the code 14 and not code 12 in the same time? In other words - does ECU check only resistance of crank sensor and not the signal from it?

Fuel pressure is ok. It's definately ignition issue..

Can't start the engine anymore (even if it starts it massively misfires then and stops).. Seems to be misfire issue. Diag codes: only code 14. Checked till now: 1) Crank sensor resistance: 1200ohm - ok (?) 2) Wiring - ok 3) Coil connectors - looks ok. 4) Ignitor connectors - ok What more likely it could be? Ignitor, coils, maybe crank sensor (but no crank failure code?), what else? Is it possible to check something somehow? The problem is - we have VERY few (2-3) mkiv supras here in Latvia and the only simple way to find the problem is to purchase new parts from Toyota (no swap for good unit option ).. But as always - not in stock and >2weeks for delivery. And it will be pretty expensive to test this way... New igniter + coils + sensors will cost very much Please help.

I think we are talking about different airflow signals In my case it's MAF based. As I know MAF will not affect fuel cut?

Bought them anyway The seller couldn't provide me with PN till now but I think that 56EUR is pretty cheap for pair.. The lens (covers) of my headlights is damaged and I want to replace them. Those lights looks ok, the only problem could be if they are for RHD (i need LHD version). Is it possible to convert them for LHD in this case? If not - I'll try to replace only lens..

Thanks! But is there any difference in headlamps between RHD and LHD Supras?

As I know - this pair is plastic (facelift?). But the question is - RHD or LHD? Any info is very welcome.

Today (finally ) I've finished all tests of my EMU and can tell you the results. The [GReddy e-manage Ultimate injector adapter #2 - #15901504] is NOTHING else than simple 6x510ohm resistors (value ~0.2USD). So if you have e-manage ultimate with SN 1) Find 6x470...560 Ohm resistors (0,5w) 2) disassemble the unit 3) Solder the resistors as shown on the pics (there is realy nothing complex to explain) One side of each resistor should be connected to one pin of the jumpers (JP1-JP6) - see pics. The other (common) point of resistors should go to +12V. Thats all! After this mod you will have the "adapter" inside your EMU.

Exactly my thoughts.. And again, I don't see any problem to correct INJection... Ian C - please point me where I'm wrong.

Why not to adjust only INJ map for the start, if only injectors have been changed... ?

Ok. So it's just my wrong understanding of "closed loop".. I've always thought that it becomes "closed" only in case of success with lambda results... Datalogs of EMU always showed that IN duty = OUT duty (if the map was zeroed). BUT when I've made some test drives I've found that AFR with EMU in the middle (and zeroed! maps) is slightly richer at low RPMs and slightly leaner at high revs compared with DIRECT ECU->INJ wiring... That was strange but fact. The oxygen sensors was disabled for that test. Same road, same fuel. Everything was the same, excluding AFR Another interesting fact - when EMU was connected between ECU and injectors it logged ~1...1.5% duty at idle, but when it was connected only with it's INs to ECU->INJector wires - it logged 0.7...1% at idle... I think that EMU inputs affected ECU somehow... But it's a question for me.

I think that it will be realy closed only in case of AFR 14.7 (at least periodically).. If the ECU can't do that - it will "give up" and the "closed loop zone" will become open loop with max correction (IMHO) In my case it does (and I'm sure that there is no correction in "lag times or the global injector adjust feature" in my case).

Why you're thinking that this is "closed loop"? I think the ECU just can't compensate... By the way.. I think that EMU are changing the INJ signal even when the map is zeroed... Even with "anti-rich" adapter Nr2

If there'd be the diodes also, the measurements of 510ohm would be possible only in one way. Ok. I'll try to modify the EMU today/tomorrow and will post the results (and DIY). I think it may be usefull for others with old (SN

So I think the Greddy just wants to hide from us the extreme simplicity of this "mod" As I can see from back side of PCB - there is just 6x2pin parts soldered (excluding wires). Logically it could be only resistors. If you say it was 510ohms between red wire and each green "out". Don't you remember - was it 510ohms in both directions? Just to be sure there is no any diods also (but I don't see any use for diods with this type of connection)..

I'm not talking about soldering something inside stock ECU. I will do that inside Emanage (see prev. posts).. Was the PCB covered by compound from factory?

It's cheap BUT: 1) I live in Latvia and we don't have them "in stock" - so I should order the adapter via Internet and wait for about 2 weeks 2) If it will be just resistors pack - I will anyway throw it away and solder the needed resistors inside Emanage (it's very easy). I don't want to have another "adapter" from greddy - which is simple solution for correcting their BUG in engineering - to much wires/connections The EMU starting from SN4000 already has this modification inside - no need for adapter... I think the adapters function is just to provide 12v bias to the ECU inputs - so it will be thinking that normal injectors are connected. Gready just forgot about this during engeneering. Ian - don't you remember - was there only resistors on the PCB or mayme something else (diodes for example)? Maybe it's possible for someone to open the box and post some pics here? Thanks for helping!

I think I have a problem with my EMU. The problem is well known for many tuners. The injectors are running too rich compared with direct wiring (w/o EMU). My emu's SN is 1005 - one of the firsts being produced / without HW update for this issue. So I want to "upgrade :)" it's hardware by installing the "adapter" inside the EMU. I have found just little info about this adapter here: http://www.mkivsupra.net/vbb/showpost.php?p=644771&postcount=25 - thanks to Ian! Maybe some of you (or maybe Ian ) could tell me for sure - is it just 6x510ohm resistors? If so - i don't see any problem to fit them. PS: I'm talking about: GReddy e-manage Ultimate injector adapter #2 - #15901504 PS2 Does anyone also have info if the issue takes place with EU/US Supras (550cc/low imp. injectors) as well?

The VE for turbocharged motors is a little bit different story... As I've posted earlier - the most notably for VE is the size/time of the valve openings compared to the volume of the cylinder and streamlining the ports. Engines with higher volumetric efficiency will generally be able to run at higher RPM and produce more overall power. So - the main difference will be if we will use "agressive" camshafts. If we have 1.5Bar in INTAKE MANIFOLD at given RPM - there is no difference how it is created (large single or twins)... Difference between turbos will be just in resulting air temp/density. But this is not so important like cams efficiency... PS: Sorry for possible grammar mistakes

IMHO: 1) Different dynos 2) Air properties (temp., hum. etc) 3) Hi octane -> Timing -> power 4) Camshafts 5) AFR 6) etc.. Result - different HP with the same boost. Not only air temp!

I mean I will not scale it just to avoid Fuel Cut... But I think I should alter it's map for proper injection/timing. And I'll use non oem MAF and at least 3bar MAP with emanage. I don't want to get rid of MAF by now

NO - the options was about MAF scaling, not pressure sensor (MAP) But after that Ian told me that only MAP sensor will initiate fuel cut... So I will not scale MAF output! Only MAP (with greddy FCD)... Please read more carefull..

Ok.. Pros: quicker shifting? Cons: ?

Don't see any logic in your post.. Do you mean that all those functions based on output of MAP sensor is useless? For example fuel pump voltage selection.