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Anyhow, a comment on your resistance readings:
The rotor sounds like a culprit, given what you've written. I know you would repeat the comparative measurements, old vs. new, to assure yourself the flaky readings can be isolated to the old.
The low ohm readings I would dismiss, unless you have rather sophisticated equipment to measure low ohms. Or at least a standard. I suspect those published by Volvo are not made by metrologists either. These same readings led a Volvoist from Oz down the primrose path, so I did some comparisons among my 3 k-jet cars for him: Notes on Breakerless Ignition
If you're not sure about that rotor, or if I missed something that tells us the problem cropped up after the rotor replacement, I too, would focus on the fuel pump relay and fuel delivery. It isn't just a matter of the relay being "OK" I'm thinking, but the red/yellow and red wiring that gets the power to it and then on to the pumps. Those terminals are notorious sources of intermittent failures after 30 years of heat cycling and oxidation.
I only wish I had a clever answer for your quest to monitor the systems in question in order to catch the intermittent failure. I think the pros are using dataloggers for those functions that are not automatically logged in OBD-2, but as you might imagine, the technology isn't economically scaled to the old car hobby.
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Art Benstein near Baltimore
Duct tape is like 'The Force'. It has a light side and a dark side, and it holds the universe together.
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