According to several sources, the firing order either needs to be reprogrammed or the two injectors that cause the issue need to be left in place and they will simply fire out of order.
The problem with swapping injectors is that the driver's O2 sensor will see a lean condition and the passenger side will see a rich condition. The computer will adjust accordingly, manipulating the pulse width (duration) for the injector that it thinks is off. Because the injector the computer is manipulating is on the other side of the motor, the rich condition will cause the computer to richen that side and the same on the lean side. The motor will run without reprogramming as long as you follow the Chrylser version of the original firing order. Fine tuning has to involve reprogramming the firing order.
BTW, Ford numbers their cylinders from front to back, starting on the passenger's side. The regular 302 has the same firing order (by location, not number) as the 1-8-4-3-6-5-7-2 Mopar order. The H.O. 302, in Chrysler's cylinder numbering would be 1-8-7-2-6-5-4-3.
I picked up a complete 1991 H.O. 302 from Craigslist. Sold the motor, kept all the EFI pieces, sensors, computer, harness, etc. Net price...$125. I'll keep a running tally as I go. Right now, I'm in for $300.
As for the distributor, this actually looks a lot easier than initially expected. One of Chrysler's best design attributes is that the cam is VERY high in the block. Because of this, our distributor shafts are relatively short. A 302, even though the deck height is almost 1.5" shorter, actually has a longer distributor shaft. Have your favorite parts guy pull one of each for you to look at.
This appears as simple as hacking about 2" off the 302 TFI shaft, keying it like a Mopar and adding a mounting flange to drop it onto a Mopar block.
I really want this to e very DIY, so if you see me making a mistake, please fire away. Thanks for the input all.
