The advantage that I have heard touted for the roller cam bearings is that they use splash oiling. So you are not pumping oil into the cam bearings, which ends up in the crank windage. It would seem that the enclosed cam tunnel would eliminate that advantage.

If you don't have one,  I have an extra synchronizer I'll send you if you pm me your address

Looks awesome, I love those multiple carb set ups!

Now I need to warn you all about a problem you might have. The 8 carb intake that I have on my Hemi was originally on a boat. It has the 3 bolt carb mounting pads, and because the engine is placed in a V drive boat backwards, the carbs were backwards. This caused major bog when I launched at the dragstrip because the fuel would slosh away from the main jets. The solution for me was to remove the carbs, re-drill the mounting pattern, and reinstall the carbs facing the right way.

You might have the same problem, but only on one side of the motor. If that was mine I would figure out how to turn those 3 carbs around and make the linkage work. You might want to switch the throttle arm's on the carburetors so that they point up instead of down. Then when they clear the valve cover?

I run the 4 center carbs as primaries, and the outer 4 as secondary's. I have no idea if the outer cylinders are leaner or not while I am going down the highway at cruise. But it does pull down 15 miles per gallon on the highway and is still capable of going 137 in the quarter mile.
I was advised not to use power valves, that they just mess up the tune when you have this many carbs. So I'm not running power valves at all.
Not sure if you have a linkage set up yet or not. But I use 5/16 x .030 wall stainless tubing with 10 – 32 stainless threaded rod inserted through it, and a spherical rod end threaded on each end. And then jam nuts on the threaded rod to secure each end of the tube tight, and to lock the position of the spherical rod ends in place once it is adjusted. It works out pretty good, I think. I have had some problems with the arm on the cross shaft slipping, where it has to pull 4 carbs open. So I'm working on an improved arm with more surface to grip on the cross shaft.

I love what you're doing, good luck with it.

The Artist Formerly Known as Trunk Monkey will be there in the HemiCoupe. The nice thing for me is that I will expand my list of tracks raced on by 3. I raced at Gateway before, the rest are new. Considering the climate in those parts, I might invest in a sauna and spend a couple hours a day getting conditioned.

Cams with lots of overlap combined with lots of low speed and idleing can do that. During the valve overlap, exhaust gases are pushed into the intake port and condense on the back of the valve because it is cold from the incoming charge.

I agree that Pankl, Carrillo, Callies, and Oliver are the best choices when we want a really good, no excuses steel rod. The variance in big end bore on my Oliver's was less than 0.0001 inch from rod to rod. I was very impressed

Frank, I can empathize with your confusion, because you probably don't know the history of FAST.
The rules make perfect sense when you understand. The rules do not allow aluminum fasteners or titanium fasteners or aluminum petal assemblies. They simply do not prohibit them.

So here is why the rules are the way they are: there is a race called the pure stock musclecar drags.  https://www.psmcdr.com/  FAST developed from that. There was a point in time where the pure stock muscle car drags had only a visual inspection of the cars. So some racers were cheating (allegedly). They started to do all the sneeky stuff to their cars that they could to make them faster that would not be revealed in this visual tech inspection.
Then one year the PSMCDR decided to tighten up their tech inspections. At that point a bunch of the alleged cheaters got together and started FAST. So the concept was that the car would need to pass the visual inspection. All of the stuff that they checked for at the pure stock drags, like correct heads, carburetors, manifolds, wheels, tires, body panels, interior, exhaust, ignition, and a whole bunch of other stuff that could easily be checked in a visual inspection were also required of fast cars. As the rules were created and evolved, they built on that concept. For clarity certain things for defined, and certain things were required, and certain things were prohibited. it was also clarified from what vantage point to the underside of the car would be inspected, how the engine compartment would be inspected, and everything else. Considering all that, it is up to the racer to understand those concepts, to understand the letter of the rules, and then to use their creativity to make improvements to the car that are not prohibited.

Have you read the fast rules? If not that would provide some clarity as well. https://www.fastdrags.com/fast-rules

even more pics even!