Before I left for Tokyo, I finally got the coil pack harnesses DONE. The coil pack connectors for each bank have seven cavities. Four are for coil signals (positive side). One is for signal ground for all four signals and goes back to the ECM. One is for power for all four coils and comes from the coil/injector power fuses which are fed from the PWRTRN relay. One is for the power ground for all four coils and just goes to the vehicle ground scheme.
Because there are three contacts in each connector which each have to connect to all four coils, there are a bunch of splices in each coil pack harness. I used closed barrel crimp butt splices with Raychem RNF-100 shrink tube (rated for 125C temps, so can be used in the engine bay). Because of the length of two splices in series with some wire in between, packaging it all on top of the rear valve cover was awkward. If I ever need to modify these, I'll use multi-wire open-barrel crimp splices like GM used. Those would be MUCH easier to package than the way I did it.
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I have not been back to work on it yet, but should this coming weekend.
With the transmission in place, I can wire up the VSS and back up lights. I should have the new MAP wires as well.
My goal this weekend is to get the powertrain on the cradle. That should be just a matter of dumb assembly. I also have to come up with a plan to modify the Sprinter manifold going into the Jeep to clear the original Jeep fuel lines. That will take some of my time this weekend.
I want to check to see if the TOB holder is still in place. If I can't do this using an inspection mirror, then I'll have to R&R the transmission. Obvi that happens before the powertrain goes on the cradle.