Well, after removing the crank sensor on my 1990 240 wagon, it was found to have a reading over 1 megohm. I replaced it with a new one which read around 210 ohms (chilton says between 200-500 ohms). I was fully prepared for the car to finally fire up. It didn't.

After checking further, I realized the car has more problems than I thought. I took a close look at the main relay with the cover off. The system side would actuate when ignition on. The pump side would not actuate, whether I tried to crank or not. I can push the relay over by hand and hear the pump. The pump sounds good. I took the relay out and resoldered all connections. It really needed it. Most connections were seperated like they usually do. Didn't fix the problem.

At this point it looks like the computer (a 561, of course) is not telling the fuel pump side of the relay to come on. Voltage is getting to the coil, but the ECU is not grounding the other side. The ECU is getting "ignition on" signal, because the system side of the relay is coming on.

Am I correct in assuming the computer is fried. I imagine the poor connections on the relay could have caused more resistance which could have caused more current flow through the ECU causing it to die. Also, do the fuel pumps on later LH systems prime with ignition on? If so, It isn't happening on mine.

What do you guys think?

Anthony
1990 245
1984 245
1980 242
1974 mgb-gt
1971 mgb roadster
And only one car is drivable!