Quote Originally Posted by kennyd View Post
no , i am talking about the constant feed for the computer only . the main power wire for it should be direct to the battery as should the ground for it .
You're getting me into the Edelbrock schematic up to my chin (which is good)!!

Edelbrock requires two feeds:
1. Switched feed, hot in both "start" and "run", which turns on the fuel pump relay; and then powers the calibration module plug, the ECU and the distributor.
2. Battery positive, which they say is to be "an uninterrupted +12v source such as the positive terminal on the starter solenoid" (quote from installation manual). This supplies the fuel pump relay ("30" contact), which is turned "on" from the switched feed above (not really uninterrupted ) and it powers the fuel pump; the map, O2, air temp, coolant temp sensors; the injectors; and the coil +.

There really is not a constant feed to the computer or any EFI component (other than the "30" contact on the fuel pump relay) the way this is wired and controlled. I am using the EZ Wire fuse block feed allocated for "Coil" for the switched feed to the EFI wiring which should be ideal - hot in start & run, fused. The second feed I now have from my bulkhead connector on the firewall, direct from the battery+. There is also a 12" long battery cable from that bulkhead connector to the starter feed.

If there is somehow some power interference to sensors or injector feeds my solution would be to disconnect the EFI power feed on the firewall bulkhead, abandon that conductor into the EFI harness, and run the wire powering the "30" contact on the fuel pump relay direct to the +battery post. I don't see how this can be a problem and there will be some discussions with Edelbrock before I do that, but I appreciate knowing that it might be a gremlin waiting to bite.