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"So is there a test to see that the Fuel relay is [will] triggering the pump?"
• Yes, you can pry the cover off and hold the relay so you can so see the two coils. With the relay terminals pointing to your right, the lower coil is the Fuel. With the relay connected and the Key On, the pump should run when you close the lower coil's armature with your finger or anything non-metallic.
"The coil is interfacing to the ecu (it's the 1 terminal which as has wires to it from the pertronix. And the resister goes to it also, I'm pretty sure)."
• That's the mystery part for me. I'm confused by two things "going to" ECU #1:
(1) something "from the pertronix: and (2) "And the resistor goes to it also..."
I'm guessing the "pertronix" (1) is something like the Volvo/Chrysler Ignition Controller box, and "the resistor" (2) refers to something at or connected to the Coil. If so, that 2nd part sounds wrong to me, but I'll leave that to the experts like Art, rather than muddy things up with my guesses.
[EDITED] Never mind the K-jet relay thing. I was thinking about the LH2.4 ECU and how some fail to make the ground for the Fuel relay. But your 2.2 ECU is not known to fail that way. My thought was that if the relay ground path was the only thing failing (i.e., the injectors were clicking OK), a K-jet relay (operating off coil pulses) could safely substitute for the missing ECU's Fuel relay ground. The K-jet relay wouldn't be tied to the ECU at all. It would just be a ground side "switch" for the Fuel relay.
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Bruce Young
'93 940-NA (current), 240s (one V8), 140s, 122s, since '63.
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