Regarding the internal air injection rails in the intake manifold (these are part of the Exhaust Gas Recirculation system which I have discarded). I've now plumbed them directly to the Auxilliary Air Valve. This is the stock one that's operated by coolant temperature and I think it was no longer used after 1979 or was replaced by a different type of controller. Its purpose is, of course, to bypass air around the throttle valve when the engine is cold thus raising idle speed.
I decided to run the AAV into the internal air rails on the theory that the AAV needs to go to the common manifold vacuum anyway and this eliminates the need to plug the internal air holes. And I need the extra manifold vacuum port for the MAP sensor in Megasquirt.
As far as the cold start injection valve goes, (I assume this is the one that injects extra fuel) this is unecessary and can be dispensed with as Megasquirt will simply deliver richer AFR by telling the main injectors to deliver more fuel.
The Bosch electonic injectors I'm using from a Ford 5.0L fit in the stock locations fairly snugly without modifications, but on my engine the injector holes are in the head, not
the intake manifold. The hole size may not be exactly the same for applications other than mine.
I am figuring that my 4.5L engine should be producing 220 gross
horsepower (at the crankshaft) when all the mods are made (the book says 190 HP stock at the rear wheels) and 19 lbs/hr should be about right for a 220 HP engine. When I switch to E85, I'll need to get bigger ones. Look here to estimate injector size for a given engine: Injectors and Fuel Supply
ought6, I think I'm going in the wrong direction.
SInce I've gotten so many parts removed from the top of the engine and cleaned and painted (or polished) I just went a little overboard and now nearly everything is out of the engine compartment for detailing except for the long block itself.
Oh well. It'll be awhile longer before it's done but at least it will look nice after 30 years of grime is erased.