It is because without the signals from the first ECU the opening within the solenoid can drift from being open to shut causing idle concerns to at worse the wrong tune if tuned when open up. One other possibility may be the idle Command valve off An additional producer, seek advice from the maker in the ECU for a standard compatible product.
originally i had my map sensor connected on the vac nipples alongside the bottom - providing it one feed, what i forgot to do is similar for the fuel reg, and operate it off among the list of fittings on the s/t ITB's.
The 4AGZE conversion for Usually aspirated models will require the proper energy steering pump, air con compressor, and alternator. This parts are one of a kind to this application- and the proper bracket is also a necessity.
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The addition of variable cam timing makes it possible for the engine to surpass equally minimal-end torque and higher RPM horsepower figures on the older 4AGEs. This is the closest to race spec engine Toyota has ever developed.
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Re: ITB Conversion on sixteen valve 4AGE probly should have outlined what my set up was at first! sorry.
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For an ECU that will only switch the output the moment at a specific set revs then two outputs are essential. Each in the outputs would activate a relay Each individual, exactly where the 1st relay would activate the VVT solenoid and the 2nd cut the power to the primary. This is certainly discussed while in the working with VVT manual.
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the rotors gets as well higher, and they're going to begin to melt the teflon seals. So, you're restricted to about eight,000rpm engine