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The 2 ports on the TB are different. You want to have the BOV hooked up to the one nearer the end of the car. The other one is for the BVSV and charcoal canister and that's it.

Rock on, this piece of shit is gonna be running like a champ in no time. :P Thanks for the info fellas.

Ok the one I was thinking of actually does go to the BoV, that's handy. There are a few things in there that aren't shown though. The vacuum connector on the power steering pump and the vacuum connection under the accordian pipe. Are they connected?

Ok so... There are the P and R vacuum connections on the TB, I don't know which is which without looking at my book but heres the deal. During teardown the hard fuel line to the charcoal canister was mangled, and as such will probably end up getting capped at the tank and a vented cap will...

So I fire up the old beast tonight and it's running like crap. All the connectors and everything are plugged in so it's time to check the codes. It throws a 32 and a 52, typical. The 32 I know on a turbo car is the HAC from previous experience, so I poke around under the hood for a bit...

An update for anyone interested: Spent most of the evening tightening the suspension up but went after a couple of the vacuum lines and the more important sensors. Got them all either hooked up or plugged and decided to try to time it. Jumped the 2 connectors and fire it up, it was about...

I feel like an idiot. I finally got a working scope and was checking all the leads on the CPS, and I have no idea how I managed this but I somehow switched the wires for the G1 and NE signals. As soon as the scope was hooked up I saw that constant sine wave on what I thought was G1 wire and...

Yea I'm half tempted to go that route as well, it's either that or buy an igniter and ecu since I can't figure out which is broken.

Also, while I spin the CPS the I can hear fuel running through the rail but I can't hear/feel any of the injectors firing, and I can hear a relay in the passanger kickpanel clicking. Edit: I hate this fucking car. :(

Yep all the wiring as already been repaired, and ohm out ok where they plug into the ecu. I'm actually getting some sort of signal to the igniter from the IGt but both of my buddys o-scopes are broken so I can't tell what exactly the signal is.

It's pretty tight, maybe .3mm. I'll go check it with some feeler gauges.

Alright, so I'm out in the garage right now working on this thing. I have pulled out the CPS and am spinning it by hand and maybe every 10 full revolutions I might get a spark from one of the coils. Any idea on what might cause such an intermittant problem?

I may just have to aquire that ecu off you if things go poorly on Thurs. What problems would I run into having to use a set timing, and are there any compatability issues between an 87 and 88 ecu. Also the car is a 5 spd if that matters.

We tested every pin on the ecu that has to do with power and ground and they all tested out ok. I'm not sure on the exact voltage of the G and NE outputs but Thursday I will make sure they are at least 1v. The battery was strong as far as cranking goes once I actually got the starter to work...

I'm borrowing a scope from an engineer friend Thursday and will be able to really test it at that point, what I'm going off of right now is just the frequency tester on my meter. Since it wasn't getting any reading at all I had to assume the ECU wasnt putting out the square wave to the igniter...

Wierd, I was doing the test as it is described in the manual, and came up with the same results you got. Same coil passed and the other two would fail. Well I'm going to rule out the igniter for now and assume the problem is all in the ECM failing to send those IGdA IGdB and IGt signals...

So after a couple years of my 87 turbo being in many pieces it's finally back together. I went to crank it Saturday morning and after a couple of silly ground problems I got it cranking. The problem I'm having is a lack of spark. The cps is sending G1 G2 and Ne signals to the ecm and the...