Inductive timing light is the best. Especially a dial-back version.
Please look on the lh door shell, near the door latch mechanism, and you'll probably find a "Non-Cat" decal there in a specific color background. What that means is that the car is "Lean Burn" equipped from the factory. All factory lean burn vehicles did not have any catalytic converters under them, whereas the non-lean burn vehicles had to have them to pass USA emissions.
The reason this was possible was that as the mixture leans past 14.7 to 1, as it gets closer to 18 to 1, the emissions levels get to what they would have been with a cat converter on the engine. What might have been the motivation for the whole lean burn idea is that the cat converters cost more money than some additional electronic components did back then. GM also experimented with the Lean Burn components on ONE Oldsmobile V-8 engines, to better results than Chrysler seemed to have, but it was a very limited production option on only ONE car model, as I recall.
When Chrysler embarked on the Lean Burn adventure, they were showing their corporate engineering prowess to produce vehicles that met emissions without a cat converter. Cat Converters which produced a high amount of heat under the car, enough that cat convertered vehicles were allegedly banned from many national parks' off-road areas due to the fire dangers from the exhaust system heat (of which Chrysler had "Environmental Heat Shields" hanging under each converter and also had heat shielding attached to the outer areas of the floorpans. Later, it seemed that the apparent hazzards were not as great as they were originally perceived to be? Or was it that Chrysler products couldn't be discriminated against as Ford was also using the honeycomb monolith converters, too. GM's bead converters had a layer of internal insulation in them, by comparison.
To their credit, when I found the new Chryslers at the local dealership with ELB, I was proud of what Chrysler had produced. The engines started easier, they ran a bit quieter, and they were responsive to to being throttled-in off-idle and in gear. Lots of smiles. But Chrysler also produced its "Essential Tools" Lean Burn Computer checking "box". If "the box" said the computer was bad, then replace it. Most that had performance issues were claimed to be "bad". Which decreased diagnostic time to a few minutes rather than much longer with the mechanic's hair laying on the shop floor.
One possible "back story" to the ELB adventure is that Chrylser's corp finances were not the best at this time, so they might have cheaped-out on some component sourcing? Obviously, they had the engineering prowess to do it right and knew the future of emissions controls was in electronic controls, as their continued engineering changes progressed. But inexpensive controls or ways to do things were obviously its downfall, I suspect. As GM moved forward in their cost-conscious manner as Ford went off on their own path, back then. Each with their own pitfalls along the way, eventually. Just that if GM or Ford did something "wrong", it was generally accepted, but if Chrysler did something "wrong" (back then), it was national newspaper material, it seemed.
ELB morphed into "Electronic Spark Control" with normalized carb fuel curves, cat converters, and more electronic/TQuad "features" from about 1978 onward. Still with the ELB-looking computer hung off of the side of the air cleaner. AND with a TSB to remove the computer to the cooler vehicle interior location, if needed.
When you get the carb back from
@Dana, DO download the Chrysler MasterTech programs on the ELB systen and how it works. Then also download or get a FSM for your car, which would detail how to adjust the timing and such, too. There are a few more kinks and whinks involved with the ELBs, as I recall.
Enjoy!
CBODY67
