Yeah problem with continuity is that when your circuit checking you have to disconnect the circuit on both ends to get correct readings. Specially when checking power supply wires for shorts to ground because if it is still connected it will find a way to ground through other components.

High ohm reading could indicate a poor or open connection and low could indicate a shorted or full connection.

As for the CAN bus system im not 100% sure. Your definitly correct that on most other vehicles 60ohms or close to would indicate a good system as they have more than 1 module on the bus requiring 2 terminating resistors. But the Combilift only has 1 module on the bus and isnt communicating to anything unless you have an lcd display like on the newer units. Units with 1 module on the bus usually have the second terminating resistor built into the diag connector or the dongle itself that you use to connect to it. So your reading could possibly be ok and seeing as how your were able to communicate with it I wouldnt think there would be an issue.

I found my Impco training for the S3000 ECM and theres some good theory of operation in it. Im assuming this would be the correct system thats on your CB but if it doesnt sound right I apologize.

This is saying
Key On Engine Off.
A) The key switch signal to the ECU (12v) causes the ECU to energize the Power Latch Relay which supplies power to the ECU, Electronic Throttle Body and the various input sensors. The Power Latch Relay stays powered as long as the Key is On.
B) When the key is first turned on the Power relay is also energized supplying power to the Fuel Shut-off Solenoid, Ignition Coil, Fuel Injectors and O2 Sensor. If the engine is not being cranked, after 2 seconds the Power relay will be turned off. The relay will be turned on again if an engine RPM signal is sensed.
Note: Turning the key off and on again quickly will not result in another 2 seconds of Power relay. Only after the key has been off for 20 seconds and then turned on again will the 2 seconds of power been seen again.

The document also refers to the Power relay as the Fuel pump relay later on for some reason.

Following this schematic battery power is supplied to pins 30 and 86 of the Power relay. ECM supplies ground to pin 85. Ground wire from ecm also has a diode in line somewhere in the harness. If you were jumping this then you should have had power supplied to the 20amp power fuse. If you do have power on the fuse but not at your ignition coil or injectors yellow power wire you very well could have an issue with the fuse box or wiring there after.

Since you can communicate with the ecm and crank i wouldnt think there would be an issue with other fuses or relays at this time.

It also goes on to say you can check the ecms control over the injectors with a test light while cranking or a noid light if you had pwer supplied to them. It would be interesting to know if the injector ground and ignition mofule was being pulsed by the ecm during cranking as well indicating it wanting to fire and just missing power to the system.