LH2.2 n/a 8v 700s came EZK & in ?88 would have had the same fuel ecu / other fuel components otherwise?
There isn?t much to it, Dave Barton sells a harness for an LH2.2 conversion to use the same year EZK that the 700s came with, but I wouldn?t bother with that if you got some GXL wire, proper tools and good ?88+ fuel harness anyway, even if I wanted to convert to EZK?
There?s a TSB about shims used on the pins of the mopar box plug on the wash bottle?
This said, the ?88+ type mopar box & updated harness seldom gives trouble?
Sometimes on the hot weather cars the spring in the map sensor gets weak but there again, the ?88+ cars are less prone to it.
A handful of the mopar cars used that style box after ?88 to control spark only (like horrific smog laden AMC carryovers w/carburetor in the late Chrysler acquisition phase?been a while since I took one apart from the junkyard?) , but not many?
Idk if the Bosch EZK was too costly for the stripper 240 model or why exactly Volvo kept sourcing that part from mopar?
If you?re going to install the LH2.2 version of Bosch EZK verify that the hall gate pattern is compatible/equivalent to the one in the ?85-?88 700 donor?
Most of those used head mount dists those years and I forget which of the various 240 dists works correctly with those?the mopar ICU no seem to care about hall gate pattern?doesn?t seem that precise, but it matters with EZK.
Also of note is the knock detection, despite the Bosch EZK used with 2.2 only having 2 or 4 hall sensor gates for crank angle resolution is a lot more precise as is extreme high or low temp &/or barometric pressure.
The knock detection is much more sensitive and excludes portions of crank position where knock can?t occur, even with early 2-4 gate hall sensor early EZK compared to the mopar ignition.
That said, on piston slappy B230 models I?ve had the slap cyclically trigger the knock detection & cause poor fuel economy at cruise on an engine without any other faults or blowby etc?
Coating the pistons and adding squirters cured it. Same engine and everything else, .17c/hr?
On the mopar ignition cars the ignition knock detection is pretty basic?the right sharp body hammer next to the knock sensor on the block & the ecu retarding the ignition timing is observable off idle?
Sometimes it?s faster /seems easier to engage in swap-tronics, embark upon a conversion &/or fire the parts cannon/shot gun approach & see what sticks , and to a degree it is?I can and have and I?m totally can relate. but if you don?t also properly isolate It you might not exactly know what resolved it?
Intermittent is tough?
I?d keep looking, especially if it had the updated lard ?88 mopar box and harness but they?re all old by now so never say never for a failure, either?
It?s probably something stupid like a crimped terminal, throttle position switch or electrical load with a crusty wire or fuse or something getting yanked on under load with the usual flexy 240 motor mounts but if not that test the map sensor on the box and examine fhe plug & board on the mopar box and verify it?s the correct part # for the year/harness & engine and no one swapped the wrong one in?