I threw some loose plug wires at the 541 and started laying on the EFI harness. While doing so, I stepped back and looked at the engine. It's a fresh rotating assembly topped with my nearly 20 year old heads and one-off weirdo intake.

This thing is starting to look kinda sexy in that mad scientist garage hack kinda way.

The more I think about it the more I believe this is going to be a near perfect combo for the heavyweight cruiser.

your valve covers are on the wrong side. Put the breather at the front. Leave the oil fill in the back and put another breather at the front. Birdtracker

Cool EFI conversion, i like your manifold. I just put TBs on a tunnelram for mine.

I'm not sure how much improvement that will make on a 5300 lb Imperial but I'll flip 'em around when I add the internal baffle to the old PCV hole.

Are those straight plug heads? I like that the header tubes are all clear of the plug boots/wires. That's a crazy weird-science EFI manifold. Looks like an early prototype of the Eddy Pro-Flow XT that you snuck out the back door. Did you make a custom log top for an existing tunnel ram bottom? I have my breathers located on the forward portion of my valve covers. The hope is that at launch, the oil moves away from the breathers rather than up and out a breather located in the rear. I'm curious on how you are routing your EFI supply and return to the fuel rails. I'm planning that out for my EFI build. I found lots of excellent info on the Kinsler Website. Check this white paper out: https://kinsler.com/Shop/wp-content..._Proposal_26Pgs_9_19_13_Public_Web-5.pdf

That's the old Weiand tunnel ram I cobbled together in 2004 for the turbo motor in my 65 Belvedere. It's fed from the back and returns from the front. Way back when I was concerned with fuel delivery so it has -8 feed and -6 return. Instead of messing with it I put it back the same way this time.

I've never seen an IAC packaged like that. What is the make and part# ? I had to chuckle when I saw your NOS Y-block getting the supply side fuel split into the fuel rails. I have a Fragola 900609BL splitter just like it that is -8 in and 2 x -6 out. My fuel rails are -6. I have concerns about a single -6 being able to feed 1000 HP running E-85. I chose the pricy Fragola Race-Rite PTFE hose because the -8 hose has a true 0.500" ID. Several other -8 PTFE hose brands have a 0.405" ID. That observation got me to measure all the IDs of my -8 and -10 hose ends and adapters which lead me down another rabbit hole. Then I read the Kinsler NASCAR EFI paper about heat soak and bubbles and flushing the bubbles with the key on fuel pump prime at startup. That made me think about putting the fuel rails back in series to guarantee a good vapor bubble flush prior to a heat soaked start. I also am considering mounting the regulator to the inner fenderwell. I wanted to mount to the engine for simplicity but reconsidered after reading Kinsler 's recommendations on where/how to mount the regulator. If I do mount to the engine, I'll soft mount the regulator to protect from vibration. And all fuel lines will get some type of insulation to try minimize heat soak. Then I started to wonder if I'm way overthinking this whole thing . But I'd prefer to spend the $ once and not have to re-spend to fix any design screw-ups. So when are you planning to do wasted spark or COP? Seeing a distributor on that EFI engine looks weird!

I stumbled upon that IAC while digging through Holley's site. It seemed to be a good fit so I grabbed it.

When I injected the TT440 so many years ago that NOS Y block was the cheapest so it went along for the ride. Also on that motor was an old Mallory 4309 regulator mounted on the rear valley wall of the block. It served admirably for a decade then sat unused for 7 years. I didn't trust the old diaphragm and and having trouble finding a replacement. Instead of forcing the issue I picked up an Aeroquip and stuck it on the back of the manifold. It should have no problem dealing with this relatively mild application.

The long feed lines look sketchy but allow a bit of freedom when it comes to servicing the system.

On the IAC, I see it now. The currently available remote IAC solution from Holley is: https://www.holley.com/products/fue...per_efi_service_components/parts/543-122 Very cool. I just learned something. I like the way you built it into your system. Not sure if I'll ever need a remote IAC but if I do, this Holley part is a possible solution.

You and I came to the same conclusion on parts many (like 15 or 20) years ago. I have the Mallory 4309 currently in use on my carbureted wedge motor. I have the low pressure bypass spring in there and it's set to 6-1/2 PSI. I forgot that this regulator has another EFI spring kit that allows ~50PSI. I remember buying it back in the early 2000's timeframe thinking that if I ever went to EFI, I could swap springs and use the same regulator body. I think I still have the box that regulator came in and the EFI spring kit is in there. But times have changed and the technology has improved. I plan to run the Aeromotive 13305 regulator on my in-process EFI build. I have a FAST regulator which I'm sure is and OEM Aeromotive part that was bundled into a FAST EFI Fuels system kit. The FAST branded regulator has a -6 ORB return port and a small orifice. The Aeromotive #13305 X1 Series – EFI Pro Return Style Regulator has a -8 ORB return port and a 0.313" return orifice. Aeromotive says it can bypass 250GPH with a -8 return hose. If I hadn't already spent the $$$, the best choice available from Aeromotive is part# 13134 - Extreme Flow 2-Port EFI Regulator which also has the 0.313" return orifice but advertises it as "high flow". The 13134 regulator body is a bit taller but can take a super high-pressure spring (75-120 PSI).

Pictures are of the Mallory 4309, Then the FAST and Aeromotive regulators. Last pic is the shot of the return orifices (FAST on left and Aeromotive on right).

you guys and your fancy regulators.
Stock GM type rising rate unit been feeding my EFI then TT 383 correct psi since 2009

Hope you have good luck fitting it under the hood.

I always thought the giant, flat hood on the big cars was an important styling feature, but not everyone would agree.

I imagine the oil fill further in the rear will make adding oil a pain in the [censored] ?

I designed the intake to sit slightly lower than the factory intake, carb, and air cleaner.