The vehicle used for drawing up these application docs was a USDM 1983 Toyota Supra.  All factory electronics/ignition system components are in place and the factory wiring harness is in perfect condition.

Other notes:

Stock air flow meter in place.
Stock 1983 throttle body with on / off switch TPS in place

12V Supply to ECU

To bring switched 12V to the ECU jumper directly from connectorboard A13 to connectorboard A21. This allows the ignition switch to directly control the main relay, giving the ECU its switched 12V power on connectorboard pin A2.  Do not jumper A13 or A21 to the mainboard, only to each other.

Stepper Idle Motor Control

The stepper idle control motor uses 6 wires.  There are two 12V power wires on one connector, and the four coil operation wires on a second connector.  We will be leaving the 12V wires connected for this installation.

• Stepper circuit output 1A connects to connectorboard terminal B8

• Stepper circuit output 1B connects to connectorboard terminal B17

• Stepper circuit output 2A connects to connectorboard terminal B18

• Stepper circuit output 2B connects to connectorboard terminal B9

• This 1983 Supra does not have a variable TPS.  You could use a 1985 to 1986 throttle body and TPS and calibrate it properly from TunerStudio in the 'Tools' menu.  Choose 'Calibrate TPS'.

  • Make sure the engine is off, and the key is on.

  • With your foot off of the throttle, click the 'Closed Throttle ADC Count - GET CURRENT' Button.

  • Put the throttle to the floor.  With your foot fully depressing the throttle, click the 'Full Throttle ADC Count - GET CURRENT' Button.

  • Click Close.

• Calibrate your CLT Sensor and IAT Sensor.  The bias resistor value is 2490 ohms.

  • Again from TunerStudio, click 'Tools > Calibrate Thermistor Tables'.  Make sure 'Coolant Temperature Sensor' is selected at the top.

    • For the CLT, use the following table:

      Temperature    F / C	Resistance In Ohms
      -4 / -20	15000
      68 / 20	2500
      140 / 60	550

  • Enter these values, and click 'Write to Controller.

  • Now you'll do the same for the IAT.  Select 'Intake Temperature Sensor' at the top in the drop down box.  (NOTE - If you are removing your MAF/AFM as a part of the DIYPNP installation process, do not recalibrate your IAT Sensor now)

    • For the IAT, use the following table:

      Temperature    F / C	Resistance In Ohms
      -4 / -20	15000
      68 / 20	2500
      140 / 60	550

  • Enter these values, and click 'Write to Controller.  Now click Close to Exit.

• Finally, you should calibrate your O2 Sensor to the ECU.  To do this, click 'Tools > Calibrate AFR Table'.

  • Choose your O2 Sensor from the list.  Choose Narrowband for the stock O2 Sensor.  Or select your wideband and the proper configuration of said wideband from the drop-down list.

  • Click 'Write to Controller'.  Once finished writing, click 'Close'.

This is completely optional of course... but if you'd like to rid yourself of that pesky and restrictive Air Flow Meter you need to concern yourself with two things.  One, the stock IAT sensor is inside that housing.  Two, the stock AFM controls the Fuel Pump, as in the fuel pump will only run with the AFM flapper door is open (when the engine is starting or running and air is flowing through the flapper).  This allows the AFM to stop the fuel pump from running in the event then engine stops running, such as if you have an accident.  When you remove the AFM you need to restore this functionality.

IAT Sensor:

Simply wire a GM Open Element IAT Sensor into your factory wiring harness at the AFM connector.  You can poke wires into the AFM connector, or you can cut and splice.  Looking into the wiring harness connector that plugs onto the AFM with the two location notches to the top and the three to the bottom, connect one wire of the GM IAT to the far left terminal and connecto the other wire to the 5th terminal, counting from the left.  Both of these terminals are colored red in the image below.

Fuel Pump Control:

To control the fuel pump, you need to do two things.  You need to run a jumper wire between two wires at the AFM first, the second wire and the last wire when counting from the left.  These terminals are indicated with blue in the image above.

Next, you need to add a jumper wire to the inside of your DIYPNP EMS.  Connect the FUEL PUMP hole (along the edge of the mainboard) to the A16 hole on the connectorboard.  Now your DIYPNP has control of your fuel pump.

If you previously installed your DIYPNP with the AFM in place, and calibrated the IAT Sensor for the Corolla Sensor, then you'll need to recalibrate it now back to the GM IAT Sensor settings.  Go back to 'Tools > Calibrate Thermistor Tables'.  Choose Intake Air Temp Sensor.  Choose 'GM' under 'Common Sensor Defaults'.  Click Write to Controller and then click Close. 

This Application Doc is intended to assist you in your DIYPNP DIY EFI Installation.  We've done a fair amount of research, and actually tested on a similar vehicle to help ensure we can provide the most accurate information possible to make your installation go as smoothly as possible. That said, there are certain things you could do incorrectly, or certain things you could change up, that could cause you to run into issues.  Our tech support department will be glad to assist you working through any issues you might have, please contact us and give us that opportunity and we should be able to work things out for you.

Startup Maps included/attached to this Application Doc is intended only to help you get your engine started so that you can properly tune your engine.  The map will be setup properly for a stock vehicle matching the year/make/model/trim in the 'Test Vehicle Details' section at the top of this page.  If you have made any changes to your wiring, your ignition system, or other related components, this map may not be ideal for your vehicle.  You will then need to check and confirm the appropriate settings and properly configure your DIYPNP EMS for your altered vehicle.  Some maps offered may be more completely tuned that others, some may be just setup enough to get the car to fire up and idle with a little help from the throttle.  That's when the tuning begins. 

In short-- We've provided you with the building blocks for an incredible EMS.  You are however responsible for the implementation and your own successes or lack thereof, but rest assured that we're here for you and we're going to do everything in our power to make sure your project is a success.

For more information on configuring and tuning your DIYPNP EMS, and for information on adding and tuning custom MS2/Extra features, read up at http://www.msextra.com/ms2extra/.  In fact, everyone implementing this system should read that manual from front to back if you really want to harness the power of the DIYPNP EMS.