My 85 Daytona with EFI had the PCV box.
I vaguely remember that twist in PCV setup. I wonder if it is possible to cut the fuel line with a tubing cutter and just splice in a section of 5/16" fuel line. Maybe that will give the needed clearance (assuming there will be clearance issues). Those old early EEKs with the carb setup, front mechanical fuel pump, emissions air pump, spark control computer, etc. were a real PITA to work on. 15 years ago, the self serve bone yard had these lined up like a used car lot. Now you never see them. I swear, the TBI setups in later years was the best thing Chrysler did to these EEK cars. It makes working on them so much easier with all that junk out of the way.
EDIT: I was just looking at a picture of the old style valve cover. The oil fill opening is quite a bit more to the driver's side and I suspect that the fuel line will conflict with the oil cap on the new style. Is that PCV module still usable on your old setup? If so, can you just clean it and seal it to the old VC. Maybe you can J&B weld (epoxy) it on there.
HMMMM -you really think the TBI /efi type air box would fit on the Holley-weber Carbsetup -I,ll try it !!!!! -Yes you are right molded hoses are $$$$$$$.I would just go with the EFI setup. The PCV setup for the carb seems to be kind of boneheaded. There is a breather nipple on the driver's side of the valve cover for the EFI setup, just run your hose to that. Worst comes to worst, go get the EFI airbox and put that on in place of the carbed airbox. I don't see why it wouldn't fit, since the Reliant used EFI in its later years, and the airbox is bigger, which should help remove some restriction from the intake system. Either way, the formed hose is a waste of money, regular emissions hose will work just fine and won't run you $40+ for something that will need to be replaced in a few years.
----OK ,good explanation of the TBI vs carb operation , I shall read it again.Maybe. I've never driven a carbureted car or worked on one, so I have no idea. As for the durability of TBI over carburetion, they're about the same. A TBI system uses what's essentially pulse-width modulation to control its fuel supply. The fuel injector is a solenoid, so it's either on or off, nothing in between. In order to control how much fuel goes into the engine, the computer pulses the solenoid. As an example, say that a carbed car and a TBI both need a flow of 1gpm at full throttle. With a TBI, the injector alone can't respond in an analog manner like the jets of a carburetor can, the injector is open, delivering 1gpm, or closed, delivering no fuel. In order to regulate the fuel intake, the computer pulses the injector. If the engine only needs .5gpm, the injector in this case is only open for half a minute (if you were to add up all the injector open and closed times). So while the injector sees on-off-on-off-on-off, the engine sees .5gpm.