I hooked up a battery charger with some small alligator clamps, to do the test. The black lead off the battery charger went to the negative terminal on the pump. The red wire off the battery charger went to the red lead off the multi-tester and the black lead off the multi- tester went to the positive post on the pump. The black is considered the common wire for this test?

I found these procedures on youtube, from a guy testing model airplane electric motors. Use caution working with fuel and sources of ignition. I did notice that although the pumps were dry...they still smelled up the place for the few seconds they were run....and there are sparks upon initial start up. Vaporized fuel coming out of that pump with a spark could probably cause an explosion, which ironically is what causes these machines to work, right...so don't go blaming me if you get blowd up.

The red lead off my particular Digital meter needed to have the peg at the multi-tester end, moved to the 10a dc post, as was previously mentioned.

I did briefly test them with no load since they were not pushing any fluid from them, so do these pumps get the go ahead to put back in?.

Wondering what numbers I would get moving fuel through? Would they be the same?

What to test next? If the car "should" start with a bad accumulator?
I wonder if I could test the accumulator by pouring fuel through one end to see if fuel comes out the other side, hence to check if the diaphragm is ruptured? that's easy enough to check?

Maybe the wiring harness back there is damaged? I obviously know where the pump end of the wiring harness is...but where does the other end go? I see it goes up inside the car.

On the w126 cars...does the fuel pump wiring harness enter the car behind the rear seat or behind the fuel tank in the trunk?