Engine started with 1.1.11. Needs tuning.

Igncut.als is logged since firmware 1.1.8 ("A" command offset 52). Meaning: 0 .. 16 (0 is no igncut, that is normal operation). It just needs to be logged from MegaTune (new MT release will have it from factory - scheduled 2007-02-10).

Dangerous idea - DO NOT remove a teeth

An idea was to remove 1 tooth (black circle) => 12-1 toothwheel.


With a VR trigger, removing tooth means risk of anomalies at the missing tooth:

Scope (or soundcard) recording of this trigger is definitely a good idea.

Camsync 1 pulse is available (otherwise an M8 screw would do it, used with GT101 HALL sensor, see sensors in WebShop), see InputTrigger/MultiToothNoneMissing and treat it as 24 + 1 setup (as if 24 was on cam; but 12 on crank is better timing precision, of course, because no cambelt sloppniness).

Q: MembersPage/PhatBob what model of Supra is this from? All the Toyotas I've seen have a 12 tooth per crank revolution and one or two cam sync's. I have a fair bit of toyota info so if you could give me the engine number I'll see what I can find

A: 1JZGTE engine. It has two cam sync.

Config for 1.1.11 firmware

1.1.x firmware

These should not surprise anyone:

After the (secondary trigger) campulse (taken from the middle cam transceiver; not the other cam transceiver at cyl6 that was 360 crankdegrees offsetted), the (primary trigger) cranktooth is named tooth0 (first, topmost entry in the example h[1] reftooth table). Tooth 4,8,12,16 and 20 follow, in this order (going from bottom to top in MegaTune).

128 degrees (trigtooth=1 + ign_tdcdelay=98 crankdegrees) after tooth0 we have the TDC of cyl2 (connected to channel 1 in our example, that is 0x10 in the first entry of the h[2] ignition output table ).

The car is running now with Firmware_1.1.11, and we made the base tuning on it. We we'll take it onto the local DYNO soon. Here are the working config files:




real POWERSHIFT firmware request:

Similar to shiftcut but not full igncut, but retard and partial igncut.

Many racecars using this method with great results! Here it is:

I tested this system in cars with other ECU-s. Surprisingly great effect. Shifting is very short, very accurate, and the boost pressure never falls, it's consantly the same from the first gear till the last gear. Please implement this great system into VEMS! Thanks!


We need to use NOS in the car, so i have some ideas about it.Here is how i think about VEMS with nitro:

Positive, negative modification is needed because on this way, this solution could be used with water injection systems too!

I think this system could provide great NOS control for us. Please implement it into VEMS.Thanks!

Because of the variaty of demands, we're implementing a switch function that switches ALL tables and config to a new set (almost like swapping controller ;-)

Besides the analog input condition, we make it depend on misc1 condition (if configured so).

Note: it would be easy to connect the switch between misc1 output pin (instead of GND) and input, but the switch-back from the alternative config to primary config would be problematic.

Idle controller Valve (ICV)

Looking at the ICV on the install we're doing:


It looks to be a 6 wire stepper motor.

But the Toyota information for its control is confusing:

How did you connect the stepper up?

We don't use any idle control valve. -FERO