Mustardxf2

2.5" single muffler sounds good and not overkill, and be plenty for the crossflow
 
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The only issue I have with return regs when used in a normal carb situation is that it relies on the needles and seats inside the carb to hold the fuel pressure, which with big pumps like the aeromotive and even Holley black style pumps can be up to 14psi and a lot of volume. 
Yes the diaphragm inside the return reg is set to the desired pressure and the needle and seat should not see such a high pressure BUT, and it's a big BUT, if the diaphragm fails or can't cope with the volume then you are left with the needle and seat taking all the pump pressure and volume.  How is this so? Because with a return reg the main supply from the pump is a common port with the carb supply.  In common man speak they are basically one continuous line. It relies solely on the diaphragm and spring to relieve excess pressure and flow. 
Ankther downside is the extra line required to run a return reg.  basically your doing another whole length of the vehicle in line which adds extra expense and weight to the car. 
In my opinion a regulator should be left to regulate, nothing more.  It's a big job, especially when way to much pump is used. The beauty of the relief set up is that even if the reg fails, the carb will only ever see 9psi. And they can survive on that and get you home. 
My set up is identical to that used by Barry Grant, Magnafuel etc etc.  so people who really know what they are doing with fuel systems. It's just a cheaper, simpler version and I developed it with Allan as most people already have a Holley blue type pump so it can be retrofitted to it.  With the appropriately sized pump they work perfectly.  

No...Return reg is firewall mounted in the bay and BEFORE cut reg.Has return off 1 port and feeds dead head/cut reg. Dead head reg then has a fuel log off it and 3x -6 feeds to carburetors. By this stage the fuel has only has to travel maybe 500mm from cut reg to carbs.
Yes it takes 2 regs to make this work which cost money but it's also is more reliable in my application and needed due the amount of pressure drop I need while retaining volume of fuel.You can do it other ways im sure but this way has worked and did Drag Challenge,Summernats,PCM and Powerfest and so plus many many road km's with zero issues. 

3 psi is way to low. You need relief pressure above your reg pressure. Otherwise it will always be going over the relief and flow potential to the carb would be reduced to a dangerous level.  
If your interested in a properly designed and extensively tested fuel system, send me a PM. 

3.45 el diff

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Yeah they make a big difference in the low end, although I'm thinking of going lower like 4.11

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4:11's 5000 convertor 3x50mm webbers over 1600kg's and still got 11mpg on Drag Challenge.
Yeah 4:11's are too much. 

yeah i watched yur video ,goes hard in 1st off the line

I'm running 10.5:1 comp with very similar size cam, just a couple thou bigger lift works great

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The only downside of using a 'bulkhead' style fitting like you are referring to is the nut on the inside. I'd be worried about it coming loose.  Bad things could happen if it did. That's why I have always welded mine. 

Yes they are all sand cast. They can be welded. You can expect some impurity in the weld due to the sand cast material but it comes up ok. 

http://www.ozfalcon.com.au/index.php?/topic/5822-diy-catch-can-v20/

All I did was pull the module off, and connected 12v, ground and signal with blade connectors to the correct ones under the dizzy, haven't had a problem
 
 
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Here is my old faithful. 2 barrel, meth flat tappet motor.