the ultimate downgrade?
I swapped the car from LH3.1 (572 box) to LH2.2 (with a 554 box), but kept the EZ116K. I also kept the variable LH3.1 TPS and throttle body and created a circuit with a dual comparator and potentiometers to translate the throttle sensor voltage thresholds to the idle and wot wire signals. The idle output goes to both the lh2.2 box on pin 3 and the ez116k on pin 7. The wot wire goes to pin 12 of the LH2.2 box. It works on the LH side, the ecu correctly idles/coast-downs and enters decel fuel cutoff. On the ezk side it seems to not work for some reason. It never enters the idle timing mode and I don't get the hella fresh high rpm decel popcorn. I think i need pull ups on comparator outputs.
I had two 0 280 212 007 LH2.2 mafs on the shelf I needed to test. I wired one into my test battery and it immediately released a small amount of the magic smoke, but after that it seemed to work ok on the bench. The other seemed to work normally. Funnily enough, the one that did release the smoke works in the car well. The other wont even start the car. Both read about 1.27-1.3 volts with ignition on, engine off/stalled. I haven't yet investigated further but have ordered another used one.
I have a 0 280 140 501 LH2.2 idle valve which was pretty well locked up. The valve wouldn't even twitch with power supplied. I switched between filling it with carb cleaner and pbblaster and got a screwdriver in there and was able to work the valve loose. With about an hour of fiddling with it I got it to actuate fully and freely when supplying the power to the open and close pins. I then put a couple drops of engine oil in to lube it up.

<video width="560" height="315" src="https://esmth.com/f/221212/IMG_4134.mp4" controls preload="none"></video> (click play to load)
I didn't have the correct idle hoses for this style of valve so this is what I came up with on the spot. Yes that is heater hose. no, it doesn't leak or collapse shut. (yet.) Ignore the wiring, I will sheath it when I can confirm it is correct/reliable. Or I wont. Fight me about it
The load pulse signal from the new LH2.2 box to EZK was a little askew from what it wanted to be with the previous LH 3.1 setup. This caused at wide open throttle/full load to pull from the about 75% load area from the EZK map... too much timing. I fixed that and you can see the difference in the pulse length to load row. IME the stock load pulse translation maps are trash anyway. or my car is trash and the maps are ok. idk it could be either.
Old LH3.1 load translation map on:

New LH2.2 load translation map. It almost seems shifted/compressed vs the 2.4/3.1 signal:
Also I am still running the larger injectors (259cc ev14 4 holes from a ford mod motor) but the 2.2 ecu seemed to be able to find closed loop well enough. It is pig rich when cold though, will need to look into the bin and see if we can find any injector/fueling constants. Need to hook up the wideband to see how much fuel I am getting at WOT.
Oh I also got more of the idiot lights to work at key-on. Still need to get the OD/upshift light and the ABS light to work.
Some pix of my adapter harness connection.
This first video was just after the first start. The second was the first real "cold start" this morning at 24 degrees.
<video width="560" height="315" src="https://esmth.com/f/221212/IMG_4148.mp4" controls preload="none"></video> <video width="560" height="315" src="https://esmth.com/f/221212/IMG_4156.mp4" controls preload="none"></video>
And last, with the cold and winter gasoline and all, I have been averaging a little over 26mpg. Maybe 26.5. I wonder how 2.2 will change this, I guess i'll find out.