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That's a very good observation you make about the frequent revisions to fuel injection during the life span of the 240 model. It coincided with the roller coaster ride of the Texas economy in reaction to fuel costs and the government's attempts at intervention. The thickest manual I have of the type is the New Car Features for 1982, where emissions and MPG caused a frenzy of changes. I suppose there were a few innovations in microcomputers during that era too.
I still believe Randy has set aside the fuel system with his ether test, if I'm getting all the info straight. I don't give the "dealership diagnosis" a lot of weight in this matter, as it comes told third hand, and even if accurate, might be common practice in small markets where someone selling Volvos in Ohio might be more interested in moving S80s than resurrecting a twenty year old 240. I think it very unprofessional to suggest a customer pay for a part they cannot guarantee was diagnosed correctly- list price to boot. Are they calling car maintenance a "practice" like the lawyers and doctors?
Could be something got miswired, but it is a high-going signal the ECU is looking for on pin 4, and not one that is held high if left open. Everyone who runs pulsed injection should make or buy a "noid" light - they're cheap - and get familiar with what they look like on their good-running motor before suspecting all the controlling electronics some later day. This is the vacuum gauge of the carb era, and certainly a lot less investment.
I like that tie in between motor complexity and worldwide emissions standards. We have certainly enjoyed more striking improvements in emissions than those parallel increases in miles per gallon.
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Art Benstein near Baltimore
Life is like a roll of toilet paper.
The closer you get to the end the faster it goes.
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