Whoever told you to 'locate and repair the open' or 'check ground continuity for 86/1 and 86/2' failed to explain to you those "grounds" are supplied by switches inside the fuel ecu.

None of these things are checked by testing continuity with an ohmmeter. Especially not the 25A fuse, which is part of that equation.

First make sure the fuel ECU is getting power with key on. Do not expect the fuel relay to engage with key on power; it needs to see ignition pulses (engine turning) before engaging. This is LH2.2. Test for power by backprobing at the ecu connector, not by pulling the connector off and probing the contacts while disconnected from the load. Make sure it has battery voltage on pin 9 (the brown wire) and make sure the system relay provides battery voltage to the orange wire feeding the AMM.

Your symptoms can easily be replicated on a running car by inserting a bit of blue crud in the red wire circuit where your 25A blade fuse is connected. An ohmmeter does not verify this; you must check it under load.

If not a power problem, one rare issue is the junction between pin 8 of the ICU and pin 1 of the ECU. This is the gray wire. There's a connector under the intake manifold. Usually this is a problem only when someone has had the harness out or done work with the manifold removed and forgotten to plug it in -- not a problem with a previously running car. This wire brings the ignition rpm signal from the ICU to the ECU. The ECU needs this signal to start the fuel pumps and to operate the injectors.
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Art Benstein near Baltimore

An invisible man marries an invisible woman. The kids were nothing to look at either.