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From outpatient to 6 days in ICU is indeed an unfortunate turn of events. You have my sympathies on that unplanned turn. Cranky Volvo P1800s rank way down on the list of important things at this point.
I reinforce Ron's comments. If the cold start valve is operational during cranking and the ignition system is reasonably close to being correctly timed, I would expect you to be getting some sort of engine activity during cranking. At the very least an occasional phfft from the tail pipe indicating an ignition event. Even if the D jet was mostly dead, the fuel from the cold start valve should allow a tiny burst of engine operation until the fuel supplied by the cold start valve runs out.
How wet are your sparkplugs? Is it possible that with all the testing they have become fuel fouled? External ignition testing lights may still indicate correct operation; but, if the spark current is leaking down the nose of the sparkplug insulator you won't get a spark across the gap and without a spark across the gap that equals a no start condition. Removal of the plugs to confirm the presence of spark across the gap would be a no cost test. If the sparkplugs look dodgy, replacement might be in order.
I am an electrical engineer; but, like a clinician I need some symptoms to make a diagnosis. The only thing I can definitively say is that since your fuel pump goes through the prime cycle when turned on, the D jet controller is not completely dead.
- Did you do the throttle open and close test and listen to hear or check the injectors open and close as you opened and closed the throttle all the way?
- Did you check the operation of the D jet contacts in the distributor?
- Have you checked the resistance of the air temperature and coolant temperature sensors (I seem to recall you verified the CLT)?
If you have done all of those items and you have a known good MAP sensor then the D jet should be able to function. Maybe not well; but, it should be capable of generating some level of activity from the engine.
As a final note, if the clear fuel filter you installed is one of those generic plastic filters, that may be fine as means of testing to confirm fuel delivery; but, do not engage in extended operation with that filter in place. Those filters are not designed to sustain the 30 psi D jet fuel pressure. The pressure combined with engine heat may result in a catastrophic failure.
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