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Here is the basic engine as installed in 2004.

Cylinder Block            Aluminum GM 10185075
Bore                           4.125"
Crank                         Scat 3.800"  (406 cu in)
Pistons                        Ross (11.5 comp. ratio)
Rods                          Oliver 6.00"
Heads                         Edelbrock Victor JR 64cc chambers
Valves                        Milodon 2.08 and 1.60
Cam                           CompCams 12-422-8 270 degree on 110 degree centers
Valve train                  CompCams
Induction                    1963 GM Rochester 7017375
Flywheel                     L88  (GM 14085720)
Clutch                         McLeod coil spring with hydraulic throwout bearing
Transmission               Richmond ROD 6 speed

First modification in 2005 to prepare for EFI

The 10185075 block does not have a fuel pump boss. 
The second engine photo above reveals a correct FI pump mounted on an added bracket for show only.
A cheap electric pump was installed in the rear and routed through the inoperative mechanical pump.

Here, an Edelbrock EFI pump is installed externally and routed to the side port of a Moroso oil recovery tank.
The bottom port is routed to the vehicle fuel line (MUST BE ONE PIECE WITH NO HOSES).
A fitting welded to the top port of the tank goes to the pressure regulator and the excess fuel is returned to the tank.
To allow use with the original FI for one season, a 5 PSI regulator was added in the fuel path to the float bowl.

In retrospect, mounting one (or two) pumps in fabricated wells in the tank would probably have been better.
However, the system shown works fine to below 1/8 tank.

Here is what made the next part possible.


Before and after.  The injectors are Edelbrock "pico" units rated 35 lb/hr.
Again, in retrospect, I should have black anodized the fuel rails.

Here they are mounted in the doghouse.

The injector holes were machined by a local shop from 0.46" to 0.55" then chamfered.

The XFI computer and harness

The computer is mounted on the air cleaner cover where it receives some cooling from the incoming air.
(The modified C4 air cleaner is tucked under the driver's side front fender.)
The harness as supplied is too long and bulky so only parts of it were retained.

Sensor mounting.

The IAC mounts over a hole drilled into the plenum and receives air from the original bypass air source.
The TPS also mounts below the air meter and receives the motion of the throttle shaft by way of a linkage.


The MAP can be seen in this view tucked behind the fuel meter.


Here is a view with everything in place.

Fuel line and harness routing.

One connector is the supplied injector drive connector.
There is an added 10 pin connector which picks up the two temp sensors, the IAC, the TPS and the MAP.
(The large hose is for crankcase evacuation.)


The throttle plate diameter compares favorably with that of an LS7.
Yes, I cut out the venturi cone.

Distributor modifications.

This was a stock 1964 FI distributor with TI option.
The plate locks the centrifuagl advance at full. 
Advance springs were reinstalled to hold things together.
The vacuum pot is a dummy with a movable pin allowing the stator to be positioned as needed.. 
The staror was locked so that the rotor was centered on a plug contact at 30 degrees before TDC.
I set the distributor for 60 degrees BTDC, allowing up to 50 degrees of total advance.
FAST has a parameter to compensate for electrical delays in the pickup.
The default is 40 microseconds.  In my installation, 152 microseconds eliminated a slight retard at higher revs.


The rotor with the iron slug (remember to rebalance it) and a hall effect sensor provide the cam input.
A ferrite noise suppressor reduced the ignition noise in the signal.
A sensor in the engine (sensing a lifter edge or cam lobe for instance) would likely not require this.

The finished product.