IM choices, efi, injector location

[auditude at neta.com]

I was reading about fuel injector locations, and it is said that having
the injectors further away from the valve is beneficial, at the
expense of emissions and drivability.

I've been looking at some of the aftermarket fuel injection setups
available, and one of the things I've seen is fuel injection "bungs"
that can be welded onto intake manifolds to add EFI to cars.

I guess I was wondering if that's a desirable option when converting
an MC motor to EFI.  Instead of using the original injector holes for
the efi injectors, put them further away in the intake manifold.  That
might alleviate fuel rail fitment issues too.  Without the airbox, the
injectors can be put on the side of the manifold, pointing right down
the tube.

Hey, since they actually moved the injectors from the head into the
intake manifold on the later normally aspirated cars, maybe that's
why they did it?  That might help explain any power increases that
coincided with that change in design?

Do those head castings for the cars with intake manifold mounted
injectors still have holes for the in-the-head location?

Maybe a normally-aspirated intake manifold and injector location,
with efi injectors would be an option for an MC block based
conversion.  I wonder if that would make more power just by that.
Perhaps a better option than a KH intake and manifold?

Cheers,

Ken

I was reading this:

http://shoptalkforums.com/bbs/NonCGI/Forum15/HTML/000202.html

which led me to this, if anyone cares:

http://www.twminduction.com/ThrottleBody/ThrottleBody-FR.html

"Original equipment EFI systems are configured to meet very stringent emission
        regulations and to provide "soft" driveability characteristics.
        Positioning the injector as close to the inlet valve is beneficial in
        this respect. Maximum power however, is usually obtained by moving the
        injector away from the inlet valve, some racing engine manufacturers going
        as far as to mount the injector high in the velocity stack and others
        installing two injectors, designed to operate at different RPM. When TWM
        designed the throttle bodies our engineers were not in favor of having
        high pressure fuel on the atmosphere side of the throttle plate, although
        this could have resulted in some power increase. We compromised by
        mounting the injector as far from the cylinder head as possible while
        still maintaining the safety afforded by keeping the fuel downstream of
        the butterfly.