How did you wire the "new stuff" in? Using an adapted factory harness or with something you fabricated for the new items? No common items in the harness?
To remove all of the not-needed ELB items, you can get a service manual for the model year of your vehicle and peruse the wiring harness schematic "maps" to find what all went to the ELB computer, distributor, etc. and selectively remove it surgically. I suspect there should be one main harness it all relates to, from which everything branched off from.
Personally, I liked what I heard and saw at the dealership when the ELB system first came out. The engines were more throttle responsive and were quieter than the earlier model year's engines (at least in the Chryslers I saw back then). I was proud of Chrysler continuing its "calibration modification" orientation in emissions controls, as Ford and GM had to use "after-treatment devices", PLUS NO catalytic converters on the original ELB cars, which I considered a major feat.
It was my observation that as with a good bit of Chrysler's engineering innovations back then, electronic ignition being one of them, many techs didn't understand how things worked (compared to distributor weights, springs, and vacuum advances), so it was "bad" and another reason for the cars having to go back to the dealerships for service (which the independent shops didn't like, obviously), BUT it also related to many not desiring to learn new things, from my observations. Years later, when GM had electronic engine controls, all was fine.
I also know that as the systems aged, few knew how to really troubleshoot them. Chrysler had their "checker box" for the systems, which seemed to "Fail" many boxes whose failures could have been related to other things in the wiring harness itself. The whole system worked on voltage and resistance, which could also be affected by poor wiring connector integrity, by observation, or degraded ground connections.
Oldsmobile had a similar system that was optional on the later '70s large cars. A one year item due to low installation rates, but those who had one of those cars raved about how it got better fuel economy and such.
The Chrysler ELB helped get us into the '80s and the more advanced/sophisticated systems of the later years.
The key to the system was the leaner carburetor calibrations at cruise, which needed a different distributor advance map to make happen. Which was best done electronically than mechanically. By 1980, the "lean burn" part was gone, leaving the Electronic Spark Control system.
The problems I saw with "Conversions" were that many got an aftermarket electronic ignition system (hopefully the Mopar Perf full kit), went to the auto supply and got a reman TQuad (whose metering calibrations were not usually a good match), replaced components and TRIED to get it to run right after that. Not performing as desired, the cars were sold CHEAP and fell into hands that ended up trashing them instead of spending money to see what the prior owner had screwed up in the conversion. And things went downhill from there, by observation.
To me, back-dating to about 1972 specs should have worked better. I suspect the shops that did these things had little ideas of how to better match what they installed to the engines. It always was interesting to see how private shops talked bad about the Chrysler "electronics" systems, but when GM came out with very similar things a few years later (possibly with higher quality wiring harnesses AND better training), it was "all right". After all, if General Motors does it, it has to be good?
In my non-Chrysler product work place, we traded for a Volare wagon that wasn't running well. Had the ELB 318 in it. Not running well was the reason it was a trade-in. With a Chilton's service book on those cars, our tech was able to diagnose and FIX the car using a Volt-Ohm Meter. It took a while, but it was repaired with little parts expense and several hours of labor. BUT it also took a motivated tech to do the job, too! And running well, it went to the used car auction. Be that as it may.
I also fully understand where we are today, with many components having no available parts (other than some of the NOS items which appear every so often), so retro-fitting is more necessary. I suspect that many now doing this deal are focused on doing it right, rather than hacking it up (as obviously happened back then, by observation). By this point in time, everybody's much more comfortable with electronic engine controls, than back then, plus with a better understanding of "things computer" and how to do the wiring harness items to a much higher degree of execution.
It might take some time and focus, plus knowing what the various components were and did, but you should be able to use the wiring schematics for your model year (and possibly a prior year pre-ELB) to make sense of what you have and to surgically remove the not-needed harnesses.
I know that my observations can vary from what others saw and experienced. Each had different experiences/observations in this area, which I respect and understand.
Keep us posted on your progress, please.
CBODY67