I'm in the middle of the same project. Is the AEM pump ignition protected? I am looking at my options for Ignition Protected pumps and am leaning towards Aeromotive M1000 and using a fuel cooler. I haven't found many other options out there for high pressure USCG approved pumps.

My 530HP is using a Gen 2 cool fuel and has no issues

The M1000 is a great pump along with Weldon, but do you really need that amount of fuel flow? Get to much flow and then your fuel starts heating up because your not using all of it

I will have about 615HP. I agree that the M1000 is oversized, but I plan to run a fuel cooler as well as a return to the tank so hopefully that will solve the hot fuel/vaporlock problem. There really aren't a lot of options out there. Mallory used to make a smaller USCG approved pump and a few can still be found, but I think they are out of production.

It does appear that Merc uses the M1000 pump in addition to a fuel cooler on the 600 SCI engine so I may not be far off.

When I bought mine one of the sights said that it was marine approved and it is sold on all of the marine websites. CP, Hardin... That is why I went with it.

https://www.cpperformance.com/m-101-...ectronics.aspx

30hp? I`m not buying that for a second. something else was up.

First time was on one of Willy's test mules. Just freshened it up. 410ci sbc dirt track engine, 700hp. The engine just happened to have a crank trigger on it that wasn't being used. Running a locked MSD dist and MSD box set at 36 deg. Unplugged the box from the dist and plugged it into the crank trigger, set the trigger to 36 deg, made 730hp. Immediately plugged the dist back in, made 700hp. We swapped back and forth several times, rechecked timing in both, no other changes, got the same numbers every time.

I did the same with one of my boat engines. 555ci with a 420 blower, made 850hp with a MSD distributor, installed a crank trigger, daytona ignition box and locked out the same dist, made 880hp. Exact same day, exact same total timing, 35 deg. You can doubt it if you want, but I will stand by it.

Apparently I did not heed my own advice. Yes they are expensive, I will start off sequential and I will have the Holley controlling the timing. Money just loves to flow out of my pockets. lol
These dual sync distributors have a lot of nice technology in them. LED lights to phase the crank is pretty neat.
And this is the first MSD product that I have ever purchased or had in a boat of mine. Don't know how I feel about that.
I'm going to need some advice on coils and ignition boxes. (do I still need a box if I use the HP computer?)

I decided since my engines are out and the AT was getting a new paint job and transom I would install new cams to go with the new EFI system. A new pair of Comp HUC lobe cams should do the trick.
After 8 yrs the old cams still look really good. I did have a valve train issue when I installed the old cams years ago. It was just on 1 engine, but I haven't had an issue since I changed out the valve springs on that engine. (I run solid Isky Red Zones on HR cams) Comp said that solid lifters on their HUC lobes would not be a problem and would work great. They have soft ramp profiles and were developed for high RPM and heavy valve train components.
New and old cams.


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Worse markings on old cam. Not too bad for 8 yrs.
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A little mock up of the system. Apparently my return line will hit the valve cover. I'll just flip the regulator mount 180°. Also I do have fittings to eliminate those hard 90° fittings. 1200 CFM should be enough for my 454's.

Little off topic Rookie but with your setup will an alpha drive water pump feed that crossover enough water or would I need a Bravo style belt driven or volvo style crank driven pump. I am wanting to Build a small stock power LS 300 to 350 hp range.

Chris