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Well, I FINALLY figured out what was going on. Turns out that the shielded wire that runs from the #1 terminal on the ignition coil to the control unit and FI computer had a problem. Right at the connecter at the coil, the shielding was peaking out of the insulation just a bit and was actually touching the main wire. I found this when checking continuity of wires from one end to another, &c, &c, with a multi-meter. The main wire I believe went in one branch to pin #1 on the FI Computer and the shielding itself went to pin #5. I noticed it by seeing continuity bewteen pin #1 and ground. I then checked continuity between pins #1 and #5 and showed a near perfect 0 Ω. Then upon inspection of the wires found the problem!
Ha! What a stupid thing! I taped up the wires but still had no spark. I then changed out the ignition control unit with another (I have a few spare parts), turned the key, and it fired right up.
So a further update: After fixing this problem I had everything set up as LH 2.0 on the B230F engine. It ran fairly rough (just as the B23F had) but also ran quite rich. I then changed out the ECU, re-pinned the harness at the Air Mass Meter, and swapped in the AMM from the 87 (LH 2.2). I started it back up again and what a difference! The engine ran just as smooth and clean.
I wonder about it running rich. I wonder if running the LH 2.0 system with the injectors from the 87 LH 2.2 system made it run rich...? It seems to me I remember something about the injectors on the 87 engine being slightly bigger than the 85-86. Maybe the are also more so than the LH 2.0 ones?
Anyway, at this point I'm just glad to have it working again. I'll try to get some pictures up this evening. I took a few of the shielding/wire problem. And thanks again to everyone for all the help. Art, I really appreciate the diagrams.
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KG4BKD
'67 144 205k
'83 245 306k
'87 245 506k
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