Just when I thought my 940T was behaving, it started gagging,
tending to stall, no power and reminding me about Murphy's Law, and
suddenly the joke's on me again.

I took it for a spin with a 0-50 amp analog ammeter plugged into Fuse 1 socket
in place of the fuse. (Main fuel system fuse)
(The HF current tester has a 30 second limit, so is unsuitable here)
The car cooperated by running terrible, and doing it's best to stall, and had
severely decreased power, having to nurse extra gas peddle to avoid stalling.
Fuse 1 ran at 10 amps stable the same as when the car is happy,
suggesting that the fuel pumps are behaving. There's a new RSR.

Now I searched through the sorry library I have for LH 2.4 and EZ117K
and found these interesting items:

* RPM & crank position info from EZK is needed to enable the fuel system.
* Governor Function: EZK module uses the power stage to interrupt every other
plug, Usually becoming active at 6200 RPM.

So I replaced the CPS, and instant relief.
After a few hiccups when starting, the engine smoothed out and ran fine.

The old OEM CPS looks fine and I can see no sign of harness failure.
I get 179.5 ohms gradually increasing to 180.3 on the coil and the third is a ground. I see no high resistance short to ground wiggling the harness.

Is poor performance for after market CPS's due to cheap harness wire and crappy shielding? The replacement is a cheap Chinese Karpal CPS.

Why did this CPS fail? Isn't it a simple induction coil, either good or open?
This problem started suddenly as if someone pulled a switch.
Could the problem have been the CPS connector? I used a little dielectric silicone on reassembly.

Do the EZK and LH.4 module connectors need periodic service?

What's with the Governor function? can that decide to kick in without high
RPM? Is that the "limp home mode" where every other plug fires?

Is there an updated LH2.4 and EZK Ignition manual for the 940?

Comments encouraged,

Bill