Nope, can't tell you where to get good ones.

This board has nearly 20 years of reports from dissatisfied users of remanned -002 and other AMMs. The design was definitely early, and most of us think the -007 used with LH2.2 is a hardier AMM. Evidence that the contamination which alters the offset voltage on the op amp occurs over time under that jelly whether you keep a working airbox tstat in it or not, but certainly it makes sense heat speeds up the chemistry.

Knowing that, you'd think, Scotty, those folks at Fuel Injection Whatever and Program A could, 30 years later with modern technology, improve on the longevity Bosch was able to achieve in 1982. Different business.

Anyhow, those with 83 and 84 B23F motors have had some success by swapping in the LH2.2 (-544) Jetronic computer and re-pinning the AMM connector to match and use the -007 AMM. Both are more plentiful in the yards.

The only caveat is the LH2.2 version is meant to pair with the later Chrysler ignition in a 240, which provides a low-level rpm signal. The LH2.0 uses rpm signal directly from the coil primary, so those ECUs had a bigger resistor in that input circuit at pin 1.

For details on the 'upgrade' visit turbobricks and search among the many writeups.
--
Art Benstein near Baltimore

The 50C5 was introduced in 1948, to address concerns that the set might pose more of a shock hazard to the user if the 35W4 and 50B5 were to be accidentally

interchanged. The 50C5 is a 50B5 with a different pin-out.