Quick Guides

We do not warrant any EDU-BYPASS ECU’s if the spill valve is not within the Toyota specs.
1.2 ohms is the absolute minimum we will accept. Anything under (Even 1.19 ohms etc) will result in no warranty on the ECU outputs / coil charging circuits and repairs are charged at an hourly or fixed rate! 

This test MUST BE PERFORMED AND DOCUMENTED (Photo with Date/time on file name/meta data is acceptable) to keep ECU warranty intact for FTE EDU bypass operation.

You don’t want to be stuck on the side as much as we don’t want to be repairing failed outputs on ECU’s.

The more you know on the FTE platform, the better.
You read this FIRST on Boostec:

Pump timing is your primary injection timing in relation to crank angle.
Injection angle changes will have no impact on timing if its configured correctly,
The injection angle is purely the window that allows the timed pump pulse to occur within.
Advancing and retarding the injection timing will only move the “allowed” period for the pump timing.

Pump timing is the actual commanded start and end of injection for the programmed angle.

If you have a control platform like the Boostec ECU, you can clearly see the pump timing has an effect,
the injection timing has no effect if moved around, unless advanced or retarded too much, then it just reduces the fuel delivery because the window for fuel being allowed has moved.

We can demonstrate this by noting the sound change from the engine at idle, or performance wise while driving / on a dyno.

The only caveat on the pump timing and injection timing thing:

You can ramp in more fuel/faster on the cam if you adjust the injection timing window (Usually by advance of injection timing)

So for idle, if you need to clean it up and have more response, its possible to do so by adjusting the injection timing alone without getting pump rattle to achieve a similar result.

If injection time is later than optimal and the spill valve shuts when the pump is already climbing the cam, then the pump will sound louder as the pressure builds on a higher slope.

In regards to FTE pump case pressure:

Without pressure in the pump case, the pump has no way of controlling timing. Your pump timing will fall outside the optimal window and you will produce less fuel delivery. This is apparent on start up and when demanding a lot of fuel delivery in high rpm/torque.

Without lift pumps, you will struggle to achieve more than 350 whp above 3300 rpm. If you want to achieve the maximum torque from a FTE pump, you could try pressurizing the case itself with fuel for it to deliver extended volumes in high RPM where pressure drop in the case is a factor. Although this is an extremely rare way to achieve a high output, in competition, this is the winning formula for consistent fuel delivery in higher RPM and higher fuel volumes.

Please also note, some solenoids (such as fuel solenoids) may need to be suppressed from causing voltage spikes when the coils collapse when keyed off which usually results in the micro-relay for ignition to stick on. The ECU can absorb some of these, but it is not designed to tolerate high voltage on the power circuit.

Do not exceed 16volts.

This photo is of the typical speed sensor pick ups used for gearboxes and engines.

Typical “1st gen” plug and play vehicle specific harness.