Timing is provided by a crank trigger consisting of embedded magnets installed in the fan belt pulley and a Hall Effect sensor which is controlled by the ECU located in the passenger compartment kick panel.  The firing pulse is routed through an MSD 6A Electronic Ignition.  The Distributor was used so that the mechanical tach drive could be retained, but the mechanical and vacuum advance systems were disabled so that the ECU could control timing.

Air is gathered through a K&M filter located in front of the Radiator through a cold air box.  Note the air temp sensor below the intake neck.

On the bottom of the manifold plenum is a port which is connected to a MAP sensor located on the firewall.  A water temp sensor is located on the water pump housing.   I used a housing that provides for two such sensors so that I could retain the stock temp gauge.

Fuel is provided by a Universal In-line pump through the fuel rail and is regulated at 39 psi by a Mallory 4305M regulator and returned to the tank at the top.  I had to modify a tank from a late model Spit so that I have a gravity feed outlet at the bottom and am using the pickup outlet at the top for the return line.

The SDS controller is programmed and adjusted by a hand held controller and a fuel mixture knob, both of which can be disconnected when the settings are attained.  An Autometer digital fuel mixture gauge monitors the fuel mixture based on a signal obtained from a heated O2 sensor which I installed in the exhaust pipe just behind the header.