It's not stupid if it works.

In the "Well, that's cool" bucket:    I am on a couple of Aston groups on Facebook, and today someone from the Gaydon factory (where my Aston was built) messaged me offering help with electronics and such if I need it.   That's pretty darn cool, gotta love the internet. 

I'm working on the fuel system a little this weekend, along with the wiring.   I'm going to snake a hardline behind the blower, under the cowl, to shorten how much flexible line I have on the car.  It'll terminate in a bulkhead fitting above the passenger valve cover (basically opposite of where it exits stock).  The Aston feeds fuel on the passenger side, so this will let me run an ~18" soft line up from the hard lines (which will be 3/8 anodized aluminum with AN tube nuts) and make it easy to service.   I'm going to put the flex fuel sender behind the blower because it fits there and I'm tight on space in that area.  LOL

The hard line will terminate at the rear subframe, just like the Aston did stock, and I'll have a tee fitting with a port for a GM fuel pressure feed line sensor to keep the ECU and GM Fuel Pump Driver Module happy.   I'm going to PWM the fuel feed with an OEM controller just like GM did, albeit with a little bigger pump and an MSD booster to pull the voltage up a bit.   Should be plenty to keep the HPFP fed and let the direct injection work in a factory like manner.

Looks like a nice FD!

It leaves very little room for error, for sure.   There is always enough time between my "Let's do AN fittings for the whole car" episodes for me to forget what a gigantic pain in the ass that is...

I am about 95% sorted on the rest of the cooling system now.  I'll be able to reuse the Aston Martin degas and overflow tanks, which is great news.   I'm going to pull the radiator back out this weekend and add some bungs for bleeding it and recirculating the degas tank (-4 up top for bleed, and -10 on the bottom for the recirc).   I'm switching to using ORB fittings on the radiator for these ports after I had some thread issues on the -20 male fitting on the radiator last week.  I was able to fix it, but it would have sucked to cut it off/reweld it.   From now on, I'll put ORBs in the radiator and just bolt fittings in for future servicability.

Once the ports are in the radiator, I'll get the lines built to connect to the factory degas tank and the LT4 "cylinder air bleed" port.   I also need to put in the fittings to finish the heater hoses and route the AC lines.   I'm going to get some adapter fittings to convert the OEM AC lines to universal fittings to bolt to the Sanden SD7, but that should be pretty easy.   The factory PS tank is also going to work fine.

Last for "this week's goals" is to final mount the dry sump tank.   I picked up some brackets for it and was able to add some foam tape and mock it in place yesterday.  It will fit in the same spot the stock tank did, which is nicely out of the way of the intake plumbing I was hoping to use.   Best of all, I can just add 4 rivnuts to the Aston front core support structure and bolt it right in place.  Easy-peasy.   It also lets me place my Radium air/oil separators in a convenient location, and keep the routing simple from both the dry sump tank and cylinder head breather ports.   I'm still planning to recirc the air back to the intake tract, post MAF.

Hoping to have all engine bay plumbing, minus the supercharger cooling system, done before end of January, and finish wiring/supercharger plumbing in February.   That will leave interior wiring, fuel system and trans mounts/half-shafts for March, with an early May "completion date" planned.   We'll see how that goes...

That's a huge amount of work done.  Wow.

It seems like a reasonable idea.   I'm certainly down to give it a shot.

Joe, you're nuts and I'm here for it.   Always interested in seeing what you're up to next on this thing.