A bad CTS will most certainly cause the engine to flood out. The common failure mode is for the sensor or connector to go open. This tells the ECM that the engine is at -40°C. Now, two things happen: 1, the commanded AFR is very rich; 2, the inverse temperature term is very high. With these two terms used in the PW calculation the end result is an injector PW that is large, very large. Easily enough to flood the engine while filling the TB with fuel.
As for a bad quad driver (QDM), sorry, they are not used to fire the injectors. Also, the ECMs in the late 80's and early 90's TPI cars only have ONE injector driver. They are batch fired. If that one driver shorts (it is a MOSFET) all 8 injectors will be full on.
Back to the '92 RS with the TBI setup. Don't know if paperpro is still reading the replies, but if you are there are a couple of approaches. With a DVM on the ohms scale measure the CTS sensor value. It is located on the front of the intake manifold with a two wire connector. At room temperature (22C/72F) it should read about 3300 (3.3K) ohms. If it reads infinity (open) replace it.
Another way to trouble shoot this is with a scan tool. Plug it into the ALDL port, key-on, engine-off. Check what value the CTS reads and the intake air temperature (IAT) reads. On a cold engine they should read within a few degrees of each other. And, read at the ambient temperature.
A free scan tool is WinALDL by Joby. Runs on a PC/laptop and requires an inexpensive or easy to build, one-transister interface cable.
As for a shorted injector driver, the 1228746 ECM ('92 RS w/TBI) has two drivers. One for each injector. If one shorted out, only one injector would fill the bore. And, it would do it without even starting the engine.