70 Maverick.
Drill and block power valve vacuum port to the void between throttle bores with an 8-32 set screw. Drill out PVCR's and tap for 8-32 set screws, drill the set screw with appropriate PCVR "boost jets". Fit 2"Hg power valve, and port the power valve cover to manifold pressure, so power valve sees manifold pressure and not carb venturi pressure.
Now, you have idle passages that cover up to 1800RPM, main jets that cover 1600RPM to the top of the tach, and the PVCR's that are adding fuel from just before the boost threshold all the way into boost. You will still have to tune main jet and PVCR's for any change in boost pressure, and it'll only work up to about 350HP, because, well...that's about the 14psi boost mark for this turbo. On top of that fuel distribution is going to be a nightmare in this log intake, so I don't expect ring lands to live long.
On the plus side, fuel atomization is extremely good with a draw-through setup, chemical intercooling pulls double duty in helping that happen. Contrary to popular belief, fuel "sling-out" doesn't actually become an issue at mid-to-high boost levels-the heat of compression tends to make sure any fuel that would be "slung-out" of suspension by centripetal forces instead vaporizes. The tau-layer tends to remain constant above about 8psi, not highly variable as many people suggest.
The issue with the log manifold is that the center of the manifold remains hot, wheras you get toward the ends and fuel tends to start falling out of suspension-less turbulent air and heat tends to allow a thicker tau-layer, so fueling response is damped. This means that as you ramp into boost, cylinders 1 and 6 will initially go lean, then richen up, then go very rich on the transition back to vacuum, compared to cylinders 3 and 4.
If the manifold was seperated at cylinders 3 and 4, into two seperate (no crossover at all) plenum spaces, then this issue tends to go away. I will likely be experimenting with this, but probably not on this head, as it's not cracked.
On your piston issue-breaking that 2nd ring land isn't a lean-out problem, it's a ring gap issue. Gap your second-ring larger than the first by 4 to 6 thousandths, and that issue goes away. Detonation will start to soften that top ring land on the piston, you'll see rolled over corners, then broken lands. Usually you see the rolled corner, and broken lands at the same time, cuz the rolled corners and melty bits don't tend to shout "I'm dickered!" until you pull it apart for the broken ring lands!
