Alan --

If you have fuel pressure, with the K-jet system you must have the right fuel pressure. The flow to the injectors is controlled by the fuel distributor, which uses a complex mechanism for metering the proper flow to injectors based on air flow and also on a control pressure. This control pressure (the control pressure regulator -- cpr) intends to send more fuel with a cold engine. Ironically, a low fuel pressure richens the mixture, and a high fuel pressure leans the mixture.

The control pressure rises with rising engine temperature. Thus, the mixture is leaned as the engine warms.

You need to make the appropriate fuel pressure measurements at the cpr using the proper pressure gauge. This will tell you if the control pressure is wrong or if the system pressure is wrong. The Volvo manual provides a graph of acceptable pressures for different temperatures.

If only the control pressure is incorrect, it means you must replace or disassemble and clean your cpr. But if the system pressure is wrong, it can be a bad fuel pump (low pressure) or a regulator problem (high pressure).

According to the Volvo manual, two things can cause high system pressure -- a blocked return line, and a failed (or plugged) fuel pressure regulator. This regulator (which is NOT the cpr) is screwed into the side of the fuel distributor.

But before you dig into fuel pressures and regulators, confirm that the sensor plate in your distributor is free, clear, clean, centered, and swings up properly.

The 240 Turbo's don't use an ECU in the sense you are referring to. They have a Lamda Sond computer that fine tunes the mixture by varying the duty cycle of the frequency valve. The frequency valve could be the culprit. I don't have a wiring diagram handy, but, I think the cold start injector is seperate of the fuel source to the other injectors.

Sorry about that! You're talking K Jetronic for an '85 Turbo -no AMM. I scrolled the top line off the screen so I only saw the "ECU" and a "244 DL" in your sig line so I jumped to conclusions of an LH Jetronic system. The fact you were talking about a cold start injector apparently didn't register either.

I'm not much of a K Jet expert, but it sounds to me like the control pressure regulator in your fuel system isn't getting a signal. It's powered by the injector relay (aka. main or system relay) which is controlled by an impulse signal from the ignition system. That in turn requires an rpm signal from the Hall Effect sensor. The easier thing to deal with is the injector relay so maybe check it out first (try re-soldering), but for a no-start condition I'm guessing the Hall Effect sensor is your problem. There's a fair bit of information on this in the 700/900 FAQ on this site (a lot of it applies to 240's, though locations and wiring may be different).

If you're lucky, one of the real experts will confirm this diagnsosis or point you in the right direction.

I agree with Dave. That would be the first ECU failure in a B221FT that I know of. Very unlikely.

Likely not your ECU, you've got the LH 2.2 which is mildly robust. Could well be a faulty AMM though. A quick check is to unplug the electrical connector for the AMM (with ignition off!!!) and then try restarting. If it now starts and runs (even poorly) then that is likely your problem. That test puts the ECU in "limp home mode" where it ignores most of the input signals and runs the engine using basic settings. I'm half-confident you'll find that's it as I've seen those exact symptoms before on an '85. Next most likely would probably be the Hall Effect sensor on the distributor.