Funny, I was re-reading these posts just a couple of days ago and wondered the same thing. Has anyone made any progress? I haven't done much since my last post, but here's what I can report so far:

- I've removed the original K-jet system completely
- installed Ford EFI injectors into the plastic CIS injector bung. The pintle is a little short, but the spray pattern still manages to clear the opening unobstructed. Still need to fabricate brackets for the fuel rail (which I made from extruded aluminum stock that I got from Holley).
- built a custom EFI computer (see http://www.msefi.com) to control the EFI system. Fully tested, but not installed on the engine yet.
- mounted the engine to a frame so I can do test runs "on the bench". Still have to finish this before I can go any farther.

I don't have very good facilities to work on this stuff, but we've bought a house recently with a nice garage, so I expect I'll be working on it more this summer after we move. The plan is to mount the whole setup in my parts car so that I can get the motor mounts and logistics sorted out on the rough car, then transfer it to the "good" one. First attempts to get it going will be in bone stock mode with the new EFI. Next step is to remove the distributor completely and install a toothed 36-1 wheel on the crank and run a distributorless ignition system (Ford EDIS6). Reasons for doing so are a) custom spark timing control using computer-based mapping (12x12 RPM vs advance grid), b) I get to use more powerful modern coil packs, c) the Ford EDIS has a "limp-home" mode that allows ignition to run independantly of the EFI computer., and d) it will look so much nicer without the distributor spagetti. Final step is to add a ProCharger supercharger to it for some extra umph! This will be most difficult only from a fabrication standpoint. The ignition timing and precise computer control of fuel delivery via EFI will allow the fuel and timing maps to be adjusted according to boost conditions.

Well, that's about it for now. I'll take some digital pics and keep the group informed as I progress. I certainly haven't given up - just taking my time getting going for reasons beyond my control.

I've also recently sourced some Euro-spec engines for cheap, so I may experiment with the euro-heads on my low compression US spec M110. Don't know... We'll see about that. I have some ideas but there seems to be quite a void in knowledge of differences between euro and US spec M110s. I'll share anything I learn along the way.

Senen.