I drilled two holes into the base extrusion of the relay box for drainage, mounted it on the driver's fender well and covered it with a tupperware box. It is pretty good if you ask me! You can see it in the pic.
I built my own wiring harness (easy, really) and spent a little time finding where to mount my external fuel pump. The Jeep originally had a 6 cyl AMC engine in it.
The TPI was glass bead blasted and chrome powder coated. Other junk yard components purchased, cleaned up and readied to go on. I did the conversion during the month of March and had the engine driving to and from work in just a few days. It took 3 months of fiddling/tuning/modding to get the engine where I wanted it.
This is a 1970 3/4 ton Chevy 350 that has undergone a wee bit of re-hab!
You can find a series of posts that I have made to the Tuning Forum dealt with general tuning, diagnosing tach spikes, iac movement, accel and warm-up enrichment and leaning for highway cruise.
With advice from Matt Cramer I did the number 2 mod for the hei control and left the R12 resistor as is. So far everything is great. With the tach spikes remedied the IAC no longer moves.
With the IAC staying put and the huge hesitating fixed I quickly began tuning for economy. I have a NB O2 sensor so I had to go slowly and carefully. I did some 25 minute data logging and used MegaLogViewer to parse the data AFTER altering the default AFR table (in MegaLogViewer). I changed only the light cruise bins to 16.7 (surrounded the few 16.7s with 16.5s) then let the analyzer rip. I did a little smoothing in the VE table by hand and burned it to the MS2. Then I put the engine on the road and slowly put it through the entire load/rpm possibilities- no ping- never. Then I ran it for two 100 mile trips and drove it like a grandpa at 55 mph and achieved 21 miles per US gallon.
About the engine: virgin 1970 350 4 bolt (700-10 series), rv cam, original 3/4 ton 1970 truck heads, 91 350 Z28 TPI, rams horns manifolds, 8 pin hei, 255 gal/hr walboro fp, stock 350 injectors. HD 454 conversion rad, high vol v-belt fan (with shroud), extra 16 inch 2500 cfm pusher fan, 180 degree tstat, runs at 190-195 on 75 degree day.
About the drivetrain: TH350 I rebuilt myself, 3.07 rear ends, 33 inch tires @ 18 psi.--- cruise at 55 mph == about 1850 rpm
Would you ever know what was under this vehicle's hood?
What I've noticed about my engine. It wants more enrichment during warmup than the default tables- by far. Also it still wants enrichment up to 165 degrees (or higher). It wants to idle at 850 rpm (or a wee bit more). I still need to spend a little time at idle and just off idle settings.
The engine starts and runs on the first try. It doesn't stall going into reverse or drive. It gives great economy for the power output- near wheelies and tires breaking free at 30 mph if the go pedal drops too fast... AND 21 mpg highway- yeah!
Here is the msq: Dec 12/08
Update-- I'm getting CLT drops to zero, sporadically- every 10 minutes or so... Not any problem when the engine is hot and running under load. But- if the engine is half warmed up and the CLT reading hits zero, the warmup enrichment kicks in momentarily big-time and then if the pedal is moving down- like climbing a hill- the engine gets too much fuel and stumbles. The remedy has been to slide the Accel Enrich down to the far left- zero. Problem solved until I figure out what is wrong with the coolant temp sender...
This msq works for me, but it is still experimental. It may melt your engine... be careful!