Tripletdaddy - Fun reply to read and all great points.
I wish I had great news, but as usual its only half great.
Status:
1. Returned home yesterday and picked up the van this morning.
2. Test drove it mild, medium, and hard around town and interstate. Seemed fine, but little blip when the radiator fans turn off is still present. I was very very very very very disappointed to feel/see that happen as I know it means there is still something electrical not right. Its not like a "almost stall" now, but more a fast blip where the RPMs dip and come right back up instantaneously.
3. I don't believe it has the power it is supposed to have on the road. It doesn't feel strong like it used to, but I cannot be 100% sure since I've been driving my sports car around in the interim.... though I'm mostly sure it doesn't feel strong. I don't make a habit of getting up to 90mph, but I had to test it fully and between 70-90mph there's a struggle to increase speed. 90 seems to be about all it can do too, which is new. Again, I don't make habit of driving that fast, but I've had it easily at 90 or 95 before without it seeming like it was struggling to get to it.
So..... then.... once home:
NEW TEST RESULTS:
This is ME testing to verify what the shop did. Remember they had it again for 2 weeks.
!!!!!!! DISCONNECTED BATTERY !!!!!!!
GOOD NEWS: Injector 6 and all other injector wires are not shorted to ground.
Test 1 - BAD NEWS: Connected to known good ground & ohming at VPWR in C128 main injector harness connector.
Result: .554 k ohm (not .0554) every time reliably and without use of alligator test clamps. This was probe to probe and my meter probes test 0.00 resistance prior to testing circuits.
Test 2 - VPWR C128 wire to positive battery terminal while positive cable still connected, but negative battery cable still not connected.
Result: .4m ohm ranging up to 4.90 k ohm
Test 3 - VPWR to neg batt cable, batt not connected
Result: .554 k ohm reliably
*I think I should've seen NOTHING happen here, but did.
Test 4 - ECT wires from VPWR C128 main injector connector for comparison
Result: ECT Gray w/Red to VPWR C128: 0.554 k ohm reliably
Result: ECT Light Green w/Red to VPWR C128: 19.33 k ohm steady
*I think I should've seen NOTHING happen with the Gray w/Red stripe wire.
Datalogger information:
TPS 14.9% (Glad to see this reporting now)
Ignition Timing Advance Cyl #1: 26 degrees at full hot
O2 Bank 1 Sensor 1: Rich
O2 Bank 1 Sensor 2: Rich
O2 Bank 2 Sensor 1: Lean/Rich switching
O2 Bank 2 Sensor 2: Rich
*On all 4 though once vehicle was fully warm they seemed to switch Lean/Rich pretty fast though warming up most of the time were Rich.
Load calculated 36% at idle with A/C on
STFT Bank 1 switches Lean/Rich at full hot
STFT Bank 2 switches Lean/Rich at full hot
LTFTB1 15.69% Rich at full hot
LTFTB2 11.72% Rich at full hot
OBD Compliance still not available, but now I think cause its a new PCM this is just how it was in 1995... no compliance maybe was yet available at the time OBDII came out.
Comments welcome on Datalogger findings. Anyone else and Selectron too.... I'd like to hear chatter on the circuit testing I did. I know we've repeated a lot, but from what I see I still have a VPWR short to ground. CORRECT?
The story of horrible bayou voodoo continues....