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I thought 440s and Hemi, but it is a good upgrade to prevent vapor lock. Put 3/8" supply with a 5/16" return for EFI on the Coronet. Used the Spectra CR9CFI fuel tank with internal fuel pump. Amazon is showing 1 for $468.82 + $65 shipping. Out of stock at Summit and a few other places on a search?

First check for correct fitment / warpage between head and manifold. I just use the Fel-Pro 1214 valley tray gasket with the blocked off crossover.

Holley street dominator will give the best hood clearance. If you don't care about hood clearance, then there are several good taller intakes. The Edelbrock RPM would work if this is more of a street build, but with your gear and converter a single plane should perform best. The old Mopar M1 is...

usually to prime mechanical pump and carb, but really just twice as many things to go wrong.

Having a fuel return system, either the original vapor seperator, or a by-pass regulator works well by keeping the fuel flowing through the lines and preventing vapor head pressure. Basically, if the fuel starts to vaporize and increase pressure past the pump, the bypass will bleed off that...

Funny thing. I looked up the instructions for the "Caspers Electronics Knock Gauges 102001" The gauge is sold to basically display the factory stock sensor output on Buick GN, and Turbo TA cars. Below is what to do for all other cars: http://www.installationinstructions.com/102001rev3.pdf "All...

The knock sensor is a new learning thing for me. I am not sure how well it will react being mounted so low on the outside of the block? The actual sensor will be connected to the GM sensor module (I don't think the sensor will interface directly to the FAST ECM?) and I am going to monitor / log...

Well, I haven't touched the car in two years, so not in a rush. Just something I was concerned with after hearing about the leak from my co-worker? He just said there was a leak, might not even be O-ring related, but the car is setup for flex fuel. The FAST 2.0 can be setup to use a GM...

That is what I have too. Originally the old entire Edelbrock kit that only had a simple controller and non-wideband O2 sensor. I was talking to a co-worker who said his father had one and they had injector O-ring leak? That is why I was interested in finding out what O-rings the old injectors...

I have the FAST 2.0 controller with their dual sync distributor. It's a bit smaller in size than the Holley Terminator, but I think the Terminator can also work with some Electronic automatic transmissions? I have been trying to find out if I need to change out my injector "O"-rings if I run...

I didn't work on the car today, only 32 degrees outside. I have the old setup with the sumped fuel tank and inline pump and KRC 100 micron pre-filter if your interested.

I ran an in-line pump. welded a sump to the fuel tank, then 100 micron pre-filter and 10 micron filter after the pump. I was mounted low as recommended and worked fine, but I hated seeing it because it was mounted so low, and the sumped tank did not look right since the car is not a race car...

The Charger has the Fitech 1200 PA EFI. I tested the built-in regulator with a Walbro 450 LPH pump (full power, no PWM), and it worked fine. At the time, I was only looking at supply pressure, not return pressure. On the Coronet, I am re-doing the braided -6 lines with stainless 3/8" supply...

With the carb setup, I ran the Mallory 250 gph pump, 500 Filter, and bypass regulator. I think the pump would fill a 5-gallon gas can in about a minute (closer to 300 gph output.) Everything to/from the regulator was -8AN (1/2"), and then -6 AN from each output port on the regulator to a fuel...

Not that hard to drill and tap another hole in the water pump housing? There are also thermostat housing adaptors to add the sensor too.

For performance, the 4150 size seem to only go to around 950-1050 cfm, but these are the Holley HP, Quick Fuel, and a few others. I'm fairly sure none have a choke, so you would need to give the throttle some input until the engine warms up. In the Charger, I used an old 1,000 cfm Holley HP on...

Thanks! That is what I was thinking of.

Just use a tank with an electric fuel pump inside. It is a cleaner install, and only one fuel system to have to trouble-shoot. The issue is there is not much support for the '71+ EFI fuel tanks. Currently the '71 Charger has the Fitech 1200 PA unit on it, but using a fuel cell with a drop in...

Either carb is OK, just need to tune them. Same for the ignition advance curve.

Are you testing with the vacuum advance connected? Description sounded like idle/transition was lean, or accelerator pump not discharging on light throttle (is the needle under the discharge nozzle sealing?) Maybe ignition timing curve / vacuum advance. You did mention the engine has 20" of...