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I mistakenly double posted my question, so I'm copying Art's post here, to keep it all in one thread...
Art Benstein said...
"Hi,
If you are getting spark you can't always have 1.1V at terminal 1 on the coil; it must be pulsed by the ignition amp. That is what is needed by the LH2.2 computer to determine fuel relay pull-in and injector timing among other things, not a steady 12V. The Bentley may be assuming it is getting its RPM signal from a Volvo ignition module, which is not, in the case of LH2.2, the same connection as #1 on the coil.
Can't tell you what, in waveform terms, the LH computer expects to see, but it is very possible it needs a lower "low" than Pertronix is giving it, when it is charging the coil. A scope on an LH2.2 car would answer the question, or compare notes with your fellow bimmer enthusiast.
Edit: I just read through your project history. It seems I've just repeated advice you've already received from many others. That makes me that much more certain the ECU's RPM signal input is incompatible with the coil switching voltage, and may even be destroyed by its field collapse excursions. A better route would be the LH2.0 ECU, as I know for a fact it has the buffering to handle input directly from the coil. Then again, have any 2002 friends gone to electronic ignition? I don't mean Pertronix, but computerized with knock sensor? Either Bosch EZK or Volvo/Chrysler would be an improvement or an experiment, driven by a hall effect pickup, and output compatible with your LH2.2 FI.
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Art Benstein near Baltimore
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