It would just be a temporary thing to test out the injectors. Once that's all checked out and/or corrected, I'd trim them to the original lengths.

I'll have to look into that. I do know there's relatively unimpeded flow to the distributor vent side from the intake side, because when I did a smoke test, it was coming right out that line.

Thanks for the input on the TPS. I went to the yard yesterday, not sure what I'd find. I've got a Ford Explorer with the type of TPS people use, only those rotate the wrong direction. The one read about was from a 2.3, and I didn't see any of those. But it turns out the 3.0 OHV that's in all kinds of Fords turns the right way (looking into the flange side that engages with the throttle body, you take a screwdriver and see if you can turn it clockwise against the return spring). You definitely don't want to just grab one off a 90-something Ford without checking, but there should be plenty of options that'll work; it may be a 50-50 kind of thing. I'm thinking now that I'll cut down the existing TPS body and attach the "new" one to that.

I also grabbed the wiring and relays for the fans I picked up earlier. They go to an auxiliary relay box, so I cut the wrapping and pulled the wires up to that and cut the rest as long as I could. All that cost me $20... Seems like one of those places where some junk yard shopping saves a lot of money and maybe even makes for a cleaner install since all I have to do is mount the mini-relay box and power it - plus, obviously, figuring out what to trigger the relays/fans with. I'll have to keep an eye out for cars that have a robust fan setup (this was a minivan, and I'd suggest those for a bigger car like an XJ since they're mostly front drive and fairly heavy; I'm also going to see what I can find for other cars, like my 924 that has a so-so aftermarket fan in it at the moment). It's a robust and reliable upgrade (aftermarket fans don't last long unless you spend even more money) for $50-100 if you can find the right fit - compared with $250-500+ for anything aftermarket. Also part of that $20 was a TFI coil. I actually had a hard time finding one: I ran out of time and started digging under the hoods of Ford vans - found several with modular motors before finally finding an older one with a 300-6, and it was a little grungy... From what I gather, Ford's TFI and GM's HEI are very similar, including (importantly) the coil. I think there are OE HEI coils that are remote mount, but far fewer than the TFI coils that were in all kinds of Fords from the mid-80s to mid-90s. I might check out a GM coil if I can find one though; it looks like some of the later ones have even lower primary resistance - similar to some aftermarket "performance" coils. I'm tempted by "performance" coils, but it seems the downside is that most of them are poorly made and prone to burning out in short order.

Also, thanks on the micro switch - sure beats spending $30 (plus $20+ on shipping, since what I'm fining seems to be from England). This one looks like a drop-in, only $7 each: https://www.mouser.com/ProductDetail...15H22-CZ100A06. And it looks the same as the ones on the 924, so I might buy a few extras. I'm a little surprised a brand like URO or Beck/Arnley isn't re-boxing these and selling them for $30 or so on Rock Auto; I guess they figure there's not enough volume.

As for the current behavior of how it "runs," it'll start reasonably easily and idle, but that's about it. You can get it to rev up just slightly by feathering the throttle, but it won't hold steady at any RPM except idle (sort of). Incidentally, I forgot to hook up the vacuum line to the ECU after taking it out to look it over, but didn't see much difference in idle. That tells me it's just not getting fuel, which points to blocked injectors (maybe). When I first got it, it ran a little better and would move under its own power, although the idle was still pretty low, and it would die if you didn't feed it throttle just right. The gas is fresh: I pumped out what was in the tank and put more in with a bunch of injector cleaner, but if the gas that was in it was bad enough, it's possible the injectors started to crud up and just got worse from sitting. Also possible is that I just have a ton of small vacuum leaks, but doing things that should give it more gas (like disconnecting and plugging the vacuum reference line to the fuel pressure regulator) don't make any real difference. I know the problem's in there somewhere; I'm getting the feeling that when I do find and fix it, it'll run like new because I'll have addressed every other rabbit trail already! And it's not like I didn't know what I was getting into... The Porsche was like that too: it wasn't until I discovered a disconnected ground for the lambda controller AND flushed out the warm-up regulator a few times that it ran the way it should.