Concerning the fuel system, on my Fairmont, for over 25 years now, I have been running 2 Holley GPH 110 "Blue" electric fuel pumps, each fed by a 3/8" solid line from a JAZ fuel cell, with a regular disposable 3/8" fuel filter between the fuel cell and the fuel pumps, then a short length of 3/8" tubing, to a Moroso Y Block, which converts the 2 3/8" lines into a 1/2" aluminum fuel line up to the engine compartment, where another Y Block splits it back to 2 3/8" lines, each feeding a Holley blue regulator, with both regulators connected together . The connector is a simple piece of threaded pipe, threaded to the outlet ports facing each other, than the remaining outlet on each regulator plumbed with a 3/8" hard line to each float bowl on my single Holley carb. Years ago, when I tried a Tunnel Wedge with 2 660 Holleys, I ran the same lines to each primary float bowl, as the 660s had a connecting tube between the primary and secondary float bowls. I originally plumbed the car with a single GPH 110 and one regulator, but added the 2nd pump in 1989, when I played with nitrous for a year. I had some racers tell me that the 2 pumps and regulators was "better", but the ET slip showed no difference in performance. Nothing fancy, but has been working just fine for over 35 years. I replaced the small fuel filters between the cel and pumps, after about 15 years, and cut them open, and they still looked pretty clean inside.
As for ventilation, I am just running a normal type PCV setup on both the Fairmont, as well as my 428 CJ powered 59 street strip car. Years ago, on the Fairmont, I just ran a pair of breather caps, but got tired of constantly wiping oil mist residue off the valve covers, and the ET slip showed no penalty for using the PCV.
