I don't care for Injector Dynamics' calculator. It assumes both a BSFC and a power based on AFR and boost. How do you know what power level you'll be at with a given boost pressure? I know they say their's is better, but I don't like it.
I used Fuel Injector Clinic's calculator. Like I said, the ID1050s will do it, but 600whp on (true 85%) E85 is going to be pushing them towards their top end. Based on the moderate price increase to get the 1300s, that's what I'd do - but the 1050s will do it.
The EFRs are available with both internal and external gates. Back in the day, we all said internal gates sucked. And they did. However, they don't necessarily suck anymore. The EFR internal gates are quite excellent, but if you prefer divorced - that's available too.
What Link has going for it, right now are two key aspects:
A smart dude has reverse engineered the CANBUS messages required to run the AC, instrument cluster and cruise control so that you can maintain that functionality WITHOUT the oem toyota ecu in place. That CANBUS programming is (currently) only available with Link. Most of the new ECUs can do CANBUS, but it's not easy to reverse engineer what the message formatting is.
Secondly, they offer a patch harness that makes the unit plug and play. You unplug the toyota ecu, plug the engine harness into the patch harness, plug the patch harness into the Link ecu, stick the Link ecu into the box where the toyota ecu used to live, and put the lid back in the box. You now have a full-featured, fully programmable standalone, without the loss of AC, instrument cluster, or cruise. Pretty nice.
I've not used this, however I've used other Link products in the past. They are squared away, quality products. I'd have pulled the trigger on one of these for my car, except my original engine harness has been chopped into, plus it's kinda old and crappy. So I'd prefer to make a new harness, skip the patch harness, and locate the ecu inside the car.