Suzuki Swift T3 conversion - engine no start

[fixkick]

i looked in the online, books, and no turbo wiring , to be found. (only my parts list show , some in 1991 (ish) have odd knock ,sensing, distribs.
as you know , the ECU (or distrib) must watch turbo knock, full time, and retard at the first early signs of knock, or BOOM, blown engine time.
this is how they get the warranty to last ... LOL.
but the worst of the worst , years, are now, early 90s;
TBI to MPI
and ECU runs all engine controls, now, 1992. (ish)
as you can see adding turbo to this nasty mix of evolution is nothing trivial, ( i petty the poor engineer in Japan then)

no sprint book data here either, its like super rare option and books)

Thanks for your very detailed replies and questions.
I will try to answer in same order asked.
- total engine swap from Donor Canadian market 1991 sprint turbo into 1992 Canada market Suzuki swift GA. All donor parts used. Complete engine, turbo, ECU, engine wiring harness and all sensors. The instrument cluster in 1992 is different from 1991. The 1991 cluster had a turbo light. Instrument Wires were adapted using cross reference using FSM and FSM Turbo supplement. (posted on Teamswift)

-test fuel gas no run result.
- code 12 flash result for ECU. Will advise my friend to keep Diag connector in test mode and find an OBD1 scan tool if possible.
do so cranking, the ECU reports dead spark and dead CMP but must be cranked, to do that.
- timing and dizzy position will require rechecking.
- inductive timing light was used to check for spark at plug wire. Initial spark test was at distributor wire to a spark plug grounded to chassis. Initial spark test passed. But currently no spark.
- noid light test was during cranking for about 5 seconds at a time. The light flashed only once (as in 1 pulse) while cranking and stopped flashing even as cranking continued.. On a running T3 car for comparison the noid light would flash repeatedly. So my friends car produces an odd test result.
the ECU is cutting injection on purpose, due to only 3 reasons;
1: CMP dead.
2: spark read back dead , this is the tachometer line, and is ignitor signals, to the supression module (lost or fell off?) to ECU,
3: TPS throttle angle at max 4v to 5v and it cuts fuel 100% ,but will not cut spark so , id say this is not it.

- no other ECU codes pulled yet other than code 12. (needs to be cranked for 5 full seconds, no more)
- ECU numbers are: C2 3-MT-FED 33920-60B91 100797-3432 12V Denso Japan. 60B91... ill see whats up on those..

Firewall mounted igniter numbers are: 133 in large type followed by 33370-6085. 131300-1330 12V

Ignition round coil in car is correct for 1991 G10T 3 cyl. car and part number stamping is same as used on a 1992 USA Geo metro convertible.

The ECU is cutting fuel.
it does that on all cars, with bad spark or spark precursors. (CMP or tacho dead)

that distrib, was it removed.?
did you check spark directly at COIL> tower?
that distrib how many pins on connector. ?

do you have the schematic on this turbo engine, G10? is it? 3 cylinders? , and is MPI? (you said injectors , not singular)
the spark most be good here.

here is the 92-95 , g16., spark ,see this?
http://www.fixkick.com/ECU/92-95MPI-eng-...e-huge.png

see pin A8 here (YOURS WILL BE DIFFR)
THAT DEAD, KILLS ALL INJECTION.
SEE WHERE A8 GOES, DOES Yours have that suppressor?
if yes, it must be present. or fueling ends.
see B3 and that white wire , that is a hall sensor, , with a huge strong 0 to 5v square wave on it, cranking it and the meter will wag , 0v, the 5 the 0 for each cylinder.

how is that.?

best is to always check spark at coil direct first.
as that tells you the cmp is working,,,, and not distribution failure. a 5min easy check.