Installation instruction downloads can be helpful if you have lost the instructions that came with your Aeromotive product, if you need to confirm the contents of a kit or system or to help answer general tech questions. If you need further assistance, please call our tech lines and one of our technicians can answer your questions.

Advanced Tips for EFI Tuning with Fuel Pressure

Changing the fuel pressure on an EFI System is an effective method of affecting engine performance and making more power. However, there are many do’s and don’ts, and rules of thumb that can be frustrating to learn the hard way. Below are many small but key points, tips and insights all “tuners” should to know and understand before cranking on that Aeromotive adjustable regulator. Hope this helps, good luck and thanks for choosing Aeromotive!

1.) Install a fuel pressure gauge before removing the stock fuel pressure regulator and leave it installed until final
adjustments are made to the new one.

2.) Do NOT use liquid filled fuel pressure gauges on any automotive tuning application. By design, they cannot provide consistent readings as the gauge temperature changes.

3.) Begin by setting your adjustable regulator to the same fuel pressure as the stock regulator. Remember, always remove the vacuum/boost line from any regulator when checking or adjusting “base” fuel pressure, then, remember to reconnect it before driving!

4.) Initial changes in fuel pressure for performance tuning should always begin with adjustments towards a higher
pressure than stock. This helps to find where the engine wants to be for fuel, while avoiding an engine damaging lean condition in the beginning stages of tuning.

5.) Make small, incremental changes and measure the results after each change. Tuning on the wheel dyno or at the track makes any affect on performance easy and safe to observe and evaluate.

6.) Once noticeable improvements in performance STOP occurring, STOP ADJUSTING PRESSURE, especially if
you’re gaining HP by going to lower pressure (leaner) settings. For engine durability, it is strongly recommended that the final fuel pressure setting be 1-2 psi above the pressure that produced lean best power.

7.) The objective of changing fuel pressure is to optimize air/fuel ratio (AFR) for best wide-open-throttle (WOT) power. Tuning with the aid of a wide-band O-2 A/F meter is strongly advised.

8.) Adjusting the base fuel pressure of most modern, EFI engines will initially affect both the WOT and idle/cruise AFR. However, the permanent affects are mainly to WOT AFR only. Make fuel pressure changes based on WOT AFR and ignore drivability/ cruise AFR until WOT is correct and safe!

9.) During low load cruise, most engine management computers run in “closed loop”, using the stock O2 feedback to
constantly trim injector pulse width (fuel delivery) towards the lean best AFR of 14.7:1. This target A/F is commonly
referred to as “stoich” or “stoichiometric” and is the chemically correct balance of air and fuel for a complete burn.
The computer “learns” what is necessary to maintain “stoich” and stores this information until the learned memory is cleared by disconnecting the computer from the battery for 5 minutes or more.

10.) AFR numbers can be confusing. The ratio is represented to be the number of parts air per one part gasoline. Thus the bigger the first number, the more air is in the engine per part of fuel (lean). The smaller the first number then, the less air per part of fuel (rich).

11.) With gasoline; A 10:1 AFR is VERY RICH. A 20:1 AFR is VERY LEAN. Best WOT AFR varies with the engine
combination and the fuel used. Natural aspirated (NAS) engines burning gasoline will make best power between
12.0:1 richest and 13.2:1 leanest. Forced induction combinations like to be richer than a similar NAS engine. They
should never be leaner than 12.5:1 and may go as rich as 11.0:1 for high-boost on pump gas. Always start with the
richer AFR,then, gradually work leaner while closely monitoring power and looking carefully for signs of detonation.

12.) Changing fuel pressure to solve drivability problems, with a stock computer, may yield only temporary results.
Adjust fuel pressure to achieve a desirable WOT A/F, then, leave it alone.

13.) For best drivability with a stock computer, once fuel pressure is set to produce the correct WOT A/F, unplug it to clear all learned memory, then plug it back in after 5 minutes and drive the car for several days, allowing the computer enough time to learn a new strategy for best drivability and performance in closed loop. If drivability problems still exist after several days, consider a custom chip or “flash” to the stock ECU to help regain good “closed loop” performance.

14.) If the best fuel pressure for drivability is different than for WOT performance, set the pressure for best WOT
performance and note the best pressure for drivability so you can give this information to a chip burner or programmer. IF THE BEST PRESSURE FOR DRIVABILITY IS LOWER THAN THAT FOR WOT, DO NOT RUN WOT WHEN THE REGULATOR IS ADJUSTED FOR THE LOWER PRESSURE OR MAJOR DETONATION AND ENGINE DAMAGE CAN OCCUR!

15.) Remember, as fuel pressure is raised higher and higher, the flow available from the fuel pump gets smaller and
smaller. This is particularly applicable to forced induction combinations with an FMU. If fuel pressure must be raised excessively, be certain you have more fuel system than you think you need in order to assure there is enough
flow when the pressure is at it’s peak.

Understanding port threads, adapter fittings and line sizes.

The designation AN stands for Army/Navy and calls out mil/spec (military specifications) for dimensional standards of hydraulic lines, hose-end connectors and port adapter fittings. AN specifications are a popular standard met by all companies that manufacture AN style performance fuel hose and accessories. For many there has been much confusion about the subject of AN lines, NPT and ORB ports, and how all of this works together. Here are the answers for those wanting to know.

The flare angle used to seal AN connections is required to be SAE, 37 degree, as apposed to the 45 degree flare commonly found on household plumbing adapters. This angle can be found on the male point of the port adapter fitting and on the female inside the hose-end nut. AN port threads are not NPT or “pipe thread” but instead utilize straight threads (like any normal fastener) and SAE O-Ring Boss (ORB) technology for sealing. AN lines, ORB ports and the appropriate port adapter fittings are measured in inch/fractional sizes.

A dash (–) size in AN “speak” refers to the I.D. of a standard, thin wall, hard line as the basis to construct a comparable flexible hose that may be used in it’s place. A 1/2”, thin wall, hard line measures .500” on the outside diameter (O.D.), has an inside diameter (I.D.) of 0.440”, and a wall thickness of 0.030”. An appropriate, flexible replacement line would be –8 AN, with a minimum 0.440” I.D. Depending on line construction, rubber with stainless steel or nylon braid, or Teflon with stainless steel braid, the line’s wall thickness and O.D. may vary.

AN line sizes will have a dash (-) preceding the line size. The number after the dash refers to the number of 1/16 of an inch O.D., thin wall, hard line to which the flexible line will compare. For example, calling for a –8 AN line would mean the engineer or system designer requires a flexible line, made of certain materials suitable for the application, that would have the minimum I.D. of an 8/16” (1/2”) O.D. hard line. The actual line construction is dictated by the application with regard to line flexibility, vacuum and pressure capability, abrasion resistance and chemical compatibility, etc. Regardless, the engineer knows a -8 line of any construction will have a minimum I.D. equal to 1/2” hard line (.0440”), and be able to support similar flow rates.

Here are some of the common army/navy (AN) line and thread specifications:
-04 AN line = 4/16” = 1/4” hard line. –04 AN Port and Fitting thread is: 7/16” -20 TPI.
-06 AN line = 6/16” = 3/8” hard line. –06 AN Port and Fitting thread is: 9/16” -18 TPI.
-08 AN line = 8/16” = 1/2” hard line. –08 AN Port and Fitting thread is: 3/4” -16 TPI.
-10 AN line = 10/16” = 5/8” hard line. –10 AN Port and Fitting thread is: 7/8” -14 TPI.
-12 AN line = 12/16” = 3/4” hard line. –12 AN Port and Fitting thread is: 1-1/16”-12 TPI.

Modern, high performance fuel systems are predominately fitted with safer, better sealing, higher flowing, AN-ORB ports. These ports require a straight thread adapter fitting, with a sealing O-Ring installed over the threads, up to the hex, that disappears into the port when properly installed. No additional thread sealer is required or recommended.

National Pipe Thread (NPT) ports, AN Ports and port adapter fittings:
Over the years, in low-pressure hydraulics, NPT has been a popular thread for ports and adapter fittings. When NPT ports are used in a fuel system with AN line, an adapter fitting to convert from NPT to AN is required. NPT was designed for use with thick walled pipe, typically black pipe, used in fixed structures like buildings, to handle distribution of water and natural gas. Black pipe isn’t particularly bendable, flexible or lightweight and hardly desirable for plumbing a high performance fuel system. As a result fittings that adapt NPT ports to AN line are common to allow flexible AN lines to be utilized in performance automotive fuel systems.

Unlike AN thread, which is straight, NPT ports and fittings are both tapered. NPT male to female adapters start loose, threading easily but get tight and harder to turn well before the hex touches the port. When threaded together, the NPT design creates a wedging effect, binding the thread in order to seal. The use of a thread sealant is common and required with NPT, as it does not consistently create a positive seal on it’s own, like an O-Ring configuration. It’s common to see a number of threads showing on the adapter fitting when NPT is sufficiently tight, making NPT assemblies bulkier and less clean appearing than a similar AN assembly.

NPT ports are commonly adapted to AN lines, but the NPT size designation is confusing, identifying the pipe I.D. rather than the O.D. Black pipe has a much thicker wall than hard line, so the pipe/port O.D. is much larger than the NPT size would seem to indicate. For example, a 3/8” NPT port will have an outside diameter of 5/8”, allowing for a wall thickness of 1/8” (0.125”). As a result, NPT port sizes allow use of a one step larger AN line than their indicated size would seem to support. As long as the wall of the adapter fitting is not overly thick, the following NPT Port to AN adapters will provide a common I.D. throughhole:

Maximum AN line for NPT port size:
1/4” NPT is compatible with up to -6 AN (3/8” hard line)
3/8” NPT is compatible with up to –8 AN (1/2” hard line)
1/2” NPT is compatible with up to –10 AN (5/8” hard line)
3/4” NPT is compatible with up to -16 AN (1” hard line)

Adapter fittings are available for connecting larger than recommended AN lines to the above NPT ports. Beware, the inside diameter of the adapter fitting will necessarily be smaller on the NPT side, creating a flow restriction that many racers and hotrod enthusiasts overlook. This is a poor practice and should be avoided, but when no alternative is available, consider sourcing a steel NPT to AN adapter from a good hydraulic supplier. Steel adapters will have a thinner wall than aluminum, due to the increase in material strength, leaving a larger I.D. to support higher flow on the too small, NPT side of the adapter.

Sumps vs. Pick-up Tubes and EFI

EFI and modern engine technology have combined to create the ultimate street driven racecar. With ordinary combinations producing from 300 HP to as much as 500 HP, the stock EFI fuel system has proven flexible. Hard core engine combinations exceed this mark with the exotic making 1000+ HP, on “the street”. Applications above 500 HP universally require a complete fuel system makeover, from fuel rails to fuel pump. A key part of any fuel system upgrade is the fuel container itself. The debate is whether to modify the stock tank or install a racing fuel cell.

There are several benefits for retaining the stock fuel tank in a high horsepower streetcar. It has a larger capacity than most fuel cells, already has a mounting location and hardware, has provisions for filling from outside the vehicle, has a cap that both vents and seals and is already on/in the vehicle.

The drawbacks to stock fuel tank retention are more numerous but less obvious. The stock pick-up/pump assembly is restrictive, requiring complete replacement with a fabricated assembly. When using a stock tank with fabricated pickup, unless the fuel level in the tank is ¾ full or higher, the internal well, which the stock pump draws from, is far too small and poorly supplied with fuel from the rest of the tank. Faced with the demand of a large pump, drawing through a fabricated pickup, it has no chance of refilling fast enough to support WOT full engine load. Under low demand, cruise type conditions, the large volume of fuel delivered to the rails is unused and returned. The same fuel, picking up heat from the pump and the rails, is constantly recycled to and from this well, rapidly increasing fuel temperature. Common problems associated with stock fuel tanks and fabricated pickups are pump cavitation, vapor lock, varying fuel pressure, exaggerated pump wear and lean conditions during both low and high loads. Note: Unlike a carbureted engine, any loss of fuel supply at the in-tank- pickup will immediately result in a loss of fuel volume and pressure at the EFI injector resulting in lean conditions and engine damage.

For those who prefer a stock style fuel tank, Aeromotive has performed extensive research into what would make an acceptable compromise. The findings above clearly ruled out the use of any kind of fabricated pickup. Instead, the company designed a fuel sump and baffle assembly, professionally installing it on various stock style tanks. The primary problem of heat soak is minimized, as is the restriction of fuel flow through the sump box and to the actual pick-up point. However, this is still a compromise at best, requiring fuel levels be maintained above ¼ for normal low load driving, above ½ to ¾ for drag racing and above ¾ for road racing. In all serious racing applications the correct fuel cell is highly recommended. All Aeromotive fuel systems are available with or without the modified stock tank, allowing the best choice of fuel container without compromising on the rest of the system. There is
a better way to feed the beast and Aeromotive has the modern fuel system components to do it now!

EFI efficiency for carburetors.

CARBURETORS STILL RULE in many forms of racing and on many street machines and watercraft. Converting to EFI has obvious benefits but brings high cost, complexity and in many forms of racing isn’t legal. Those who choose or are forced to run a carburetor are turning to expensive, custom-built models for better performance. Often the custom shop will advise a fuel pump upgrade, suggesting a fuel pump rated to support as much as 4-6 times engine horsepower. The reason given is the effect acceleration has on filling the float bowl, driving the standing fuel back against the pump, raising head pressure, killing volume and preventing flow from starting. Seldom questioned is the static, stop-and-go nature of the system itself. At Aeromotive we address this problem at the source, combining high efficiency EFI style fuel pumps that deliver volume at pressure with dynamic, return style regulators designed for use with carburetors.

The fuel system’s first priority is to keep the floats from running low enough to uncover the main jet, running the engine out of fuel. Traditional, static systems do a fair job of this. The second, more difficult priority is keeping the fuel level optimum in the bowl. It may not seem significant but the weight of fuel above the main jet does impact fuel flow through it, and therefore the air/fuel ratio of the engine under load. The sophisticated carburetor racer knows the float bowl must always be as full as possible. This is critical if engine tune is to be held across the rpm band, achieving peak performance throughout the race. An area of special focus for drag cars is the first 1-200 feet after launching. Here the typical static fuel system struggles because it must start flow up the line against the G-force developed during this time. Fuel injectors depend on perfect fuel pump and regulator performance, 100% of the time.

If fuel volume or pressure varies, so does the planned fuel flow through the injector. Carburetor fuel delivery is sensitive to fuel level in the bowl in much the same fashion. EFI performance requires a dynamic, flowing fuel system. A strong case is developing that carburetors need this type of system as well. Carbureted or EFI, a dynamic, return style fuel system creates a column of flowing fuel, all the way to the engine, that combats the effect of G-force. By design an Aeromotive fuel pump, with it’s unparalleled efficiency, is much better equipped to handle the momentary high pressure generated by a hard leaving drag car, while maintaining critical flow volume. (You only need examine Aeromotive’s fuel pump flow-to-horsepower recommendations to see this.) Ultimately, combining an Aeromotive pump and return regulator into a dynamic fuel system significantly improves average float level, fueling the bowls more quickly and consistently. The bottom line is the finish line and getting there first with a more constant air/fuel ratio across the rpm band and more predictable power all the way down. There is a much better way to feed the beast and Aeromotive has the modern fuel system components to make it possible, right now!

What to consider when selecting a fuel pump.

The critical factors that effect fuel pump selection are numerous. In the past, fuel pump manufacturers have rated their offerings based on gallons-per-hour, free-flow (no test pressure), and with no reference to test voltage. In the real world, this gave no indication of the horsepower that could be supported by such a pump. By choosing to assign a horsepower rating, along with publishing flow information at actual pressures and realistic voltages, Aeromotive has again broken the mold and raised the bar for the industry. Examining the Aeromotive catalog reveals that each pump carries several HP ratings on the basis of application and use of power adders. The purpose of this tech bulletin is to discuss the variables that effect how much HP a fuel pump can support and what to consider when evaluating this for the engine/power adder combination.

The key variables that determine which fuel pump is suitable for a particular engine combination are:
·  Engine flywheel horsepower.
·  Engine fuel efficiency, commonly referred to as BSFC or Brake Specific Fuel Consumption.
·  Maximum fuel system pressure and the pumps flow volume at that pressure.
·  Available voltage at the pump under engine load and the pumps flow volume at that voltage.

The first step is to establish how much horsepower will be made and the amount of fuel required to support it. To be safe, start by estimating HP on the high side and efficiency or BSFC on the low side. A typical gasoline engine will use less than 1lb of fuel to make 1 HP for 1 hour, so expect the BSFC number to be less than 1. Different engine combinations, power adders, even fuel octane ratings and tuning approaches will have a profound impact on BSFC. Consider this carefully when choosing a fuel pump.

You may use the following information as a guideline, however these are simply observations. The best, and our recommended, method of establishing actual BSFC is through proper flywheel dyno testing.
·  Naturally aspirated engines are normally most efficient with a BSFC between .4 and .5 lbs/hp/hr.
·  Nitrous combinations use a little extra fuel and often develop a BSFC from .5 to .6 lbs/hp/hr.
·  Forced induction engines are usually least efficient and BSFC ranges from .6 to .75 lbs/hp/hr.

Using 650 HP, let’s figure the fuel requirement for the most vs. the least efficient engine combination.
·  650 HP multiplied by a .4 BSFC equals 260 lbs of gasoline.
·  650 HP multiplied by a .75 BSFC equals 487 lbs of gasoline.

As you can see, the amount of fuel required to support two different engines, each making the identical amount of HP but with very different fuel efficiencies, virtually doubles the volume of fuel required!

Note: It is equally important to consider BSFC when determining minimum injector size. To calculate, divide the lbs of gasoline required by the number of injectors used. If you are estimating, it pays to be safe. Many engine builders will add a percentage to total fuel pump volume for safety and then divide the minimum injector by .8 in order to target about 80% injector duty cycle. This allows consistent injector performance, cooler operation for enhanced durability and leaves about 10% for unexpected power.

For example:
·  650HPx.4 = 260lbs. 260lbs/8 injectors=33lbs/hr. 33/.8=41lb/hr injector @ 80% duty cycle.
·  650HPx.75=487lbs. 487lbs/8 injectors=61lbs/hr. 61/.8=76lbs/hr injector @ 80% duty cycle.

It is imperative to consult with an experienced engine builder when estimating HP and making these calculations. There’s a lot at stake and errors can result in serious harm to the engine and those around it.

Determining the fuel volume necessary for a particular engine is the first step in selecting a fuel pump. If the combination is naturally aspirated, does not use rising fuel system pressure and has a correctly sized alternator in good working condition it may be OK to stop here. If not, there’s still more to consider.

The second step is to establish what the base fuel pressure will be and if, as with forced induction or certain “dry nitrous” kits, pressure will be required to change with engine load. How does fuel pressure affect pump delivery? You can bet that as system pressure goes up the pump’ volume will go down.

To illustrate this, take one of the most popular and efficient EFI pumps on the market, Aeromotive’ A-1000 part #11101. Lets examine various pressures to demonstrate the effect this has on flow volume:
·  Carbureted, Nat Aspirated, 9psi and 13.5v, volume 791lbs/hr. 1,582 HP @ .5 BSFC.
·  EFI, Nat. Aspirated 43.5psi and 13.5v, volume 614lbs/hr. 1,228 HP @ .5 BSFC.
·  20psi boost/1:1 Regulator, intercooler, 60psi and 13.5v, volume 529lbs/hr. 881 HP @ .6 BSFC
·  10psi boost/4:1 FMU, intercooler, 80psi and 13.5v, volume 426lbs/hr. 710 HP @ .6 BSFC
·  6psi boost/8:1 FMU, intercooler, 91psi and 13.5v, volume 370lbs/hr. 616 HP @ .6 BSFC

Measuring a high efficiency Aeromotive pump such as the A-1000, from 9psi to over 90psi, flow volume is reduced a total of 53%. Comparing volume at 60psi for a high boost kit with correct injectors to 90psi for a low boost application, with small injectors and an FMU, volume is reduced by 28%. Clearly the effect of rising fuel pressure has significant impact on flow volume. What is not shown (and rarely published) is the devastating impact this has on less efficient, traditional pumping mechanisms used by much of the competition. It is obvious that eliminating unnecessary fuel pressure rise, e.g. removing an FMU and installing the correct injector, increases flow, maximizing the HP potential of any fuel system. Please note, in the case of Aeromotive’ published pump/HP ratings, compensating for low fuel octane or small injectors with unusual system pressure cannot be anticipated and a larger fuel pump may be required. Graphs for all Aeromotive fuel pumps can be found in our catalog, illustrating flow volume across a reasonable pressure range. Please consult this information or call our tech line for assistance.

This brings us to our third fuel pump performance factor; voltage supply as measured at the fuel pump terminals. Voltage to an electric motor is like fuel pressure to an injector, more pressure in equals more volume out. Higher voltage at the pump terminals increases motor torque, resulting in more rpm and an increased flow volume for a given pressure. To illustrate this, the A-1000 Aeromotive fuel pump at 80psi will see a 40% increase in volume when voltage is increased from 12v to 13.5v. This factor is often overlooked and can make or brake pump performance, especially at high pressures. The key here is to figure flow at voltage if an alternator is used or not. Often deleted on drag cars, the presence or lack of a correctly sized and properly functioning alternator is vital to consider when choosing a fuel pump.

Selecting the correct filter to prevent lean-out and pump failure.

STOP!! If you are selling or installing a fuel filter on the inlet of an Aeromotive fuel pump, be certain you do not use a filter that causes more problems than it solves. For pump inlet filtration, use only Aeromotive 100-micron P/N #12304, #12302 or an acceptable equivalent (see specifications below). Do not install the Aeromotive P/N #12301 or 12310 filter with 10-micron fabric element on the inlet of any Aeromotive fuel pump, they are however perfect for
use on the outlet of the pump, and this is the only location for which they are recommended. You may run any brand of filter you choose on your car, just be certain that it meets the following requirements: The filter element used on the inlet side of any Aeromotive fuel pump may be no finer than 100-micron (no number smaller than 100), with a surface area of 60 square inches or more.

Any filter element not meeting these criteria may fail to flow the full volume of the pump, resulting in both vehicle drivability and pump reliability problems. Aeromotive fuel pumps are engineered to be efficient, and can create both high outlet pressure and high inlet vacuum. The boiling temperature of any liquid varies with pressure. For example, the engine’ cooling system is purposely designed to pressurize the coolant in order to raise the boiling point. So how does this apply to fuel delivery? When a fuel pump has to pull through a restriction to get fuel from the tank a vacuum develops which lowers the fuel’s boiling temperature, cavitating the fuel and turning it from liquid into vapor. Bottom line: Inlet restrictions create vacuum, which causes cavitation, which in turn causes vapor-lock and fuel pump damage. Of course, drivability problems and even engine damage can result! Lesson: Don’t combine high flow, efficient fuel pumps with poor flowing inlet filters. Don’t use fuel lines smaller than the pump ports. Don’t use fuel tank pick-ups or tank outlets smaller than the line.

What about a fine filter? They are also necessary, but must be installed on the outlet side of your Aeromotive fuel pump, never on the inlet. Options include the Aeromotive 10-micron (replaceable element) fabric filter assemblies P/N #12301 and P/N #12310, and the new, high-flow 40-micron (cleanable element) stainless steel filter assembly P/N #12335. Given the alcohol content found in today’s pump gas, it is now necessary to frequently monitor and service any downstream fuel filters in use. Because they cannot be cleaned, keep a spare 10-micron element on hand for immediate service to eliminate engine fuel starvation and drivability problems when they become heavy clogged.

All Aeromotive pumps except the Pro Series EFI pump may use the Aeromotive filter #12304 with –10 inlet and outlet fittings and 100-micron stainless steel element. The Pro Series EFI pump #11102 requires filter #12302 with larger stainless steel element and –12 inlet and outlet fittings. The #12302 is also recommended for the #11104 EFI Eliminator pump and our new #11105 belt drive pump (try 400gph or 2700lb/hr of fuel delivery at 100psi!!). Though Genuine Aeromotive Filters may be somewhat more expensive than the off-brand options, you simply must “compare apples to apples”. They say “a picture is worth a thousand words…”

Shown here are various versions of “100-micron” fuel filters/elements. Note: the top element is the Aeromotive 100-micron element P/N #12604, as found the fuel filter assembly P/N #12304. Note the various filters all have “billet” housing, with AN connections, and can be disassembled for inspection and cleaning. Also, note that all are sold and recommended as appropriate pre-filters.

Of course, it’s obvious by this comparison image that there’s more to a filter than the micron rating, a billet housing or even AN Connections. It should be equally clear that surface area, the amount of filter material available for fuel flow, is not at all related to micron rating, but a major key to a filters flow capacity. All these filters may be fine, well made assemblies, and perhaps they are suitable for use with various fuel pumps on various engines; However, excepting the very top element which is there for comparison, none of the above belong in any system featuring an Aeromotive fuel pump and certainly not any car, boat, truck, etc. that features an engine worthy of such a pump.

NHRA
Hyatt Racing Services
All NHRA National Events

Sunset Racecraft
Select NHRA National and Divisional Races

Hughes Performance
NHRA Divisional Races

Figspeed
NHRA Division 7 Races (select Div. 6)
King of Hammers
PSCA Events
Las Vegas Supreme Sportsman Series
W.E. Rock
LVMS Bracket Nationals

“We were very pleased with our 2008 Cobra Jets, but for 2010 we knew we had to up the standard for our turn key drag cars. We partnered with the best in the business to come up with a fuel system specifically engineered for drag racing these supercharged, fuel injected motors,” said Brian Wolfe, Director of North American Motorsports at Ford Motor Co. “Aeromotive has done an excellent job and we are proud to have them on our 2010 Cobra Jets.”

“The opportunity to work with Ford Racing is tremendous,” says Aeromotive founder and President, Steve Matusek. “We are truly honored that they selected us to provide the fuel system on these cars. What a privilege. I can’t help but feel this is a testament to what we have worked so hard to accomplish and to the philosophy on which we built this company. We work to build the best products on the market and then we stand behind them to support the racers and customers that use them.”

Aeromotive has been developing their Stealth Systems over the last year and a half and recently released the Stealth Fuel Cells to market. Currently they offer 15 and 20-gallon aluminum cells with the option of an Aeromotive A1000 or Eliminator Fuel Pump. The Aeromotive Cobra Jet Fuel Cell (6.5 gallons) will be available soon. These cells will fit any S197 Mustang, making, it easy to build your own CJ or convert your Mustang to a track-ready car. Stay tuned to aeromotiveinc.com for more on the Aeromotive Stealth Fuel Systems.

Each aluminum fuel cell is built with our innovative baffling system to ensure a constant column of fuel at the point of pick-up to eliminate cavitation and fuel slosh. Pump noise is dramatically deceased, vapor-lock and cavitation issues are eliminated and now you have an in-tank solution that is truly bolt-on and universal for any application. EFI or carbureted, doesn’t matter. Simply select the appropriate fuel pressure regulator. Converting your street rod from carbureted to EFI, simply swap out regulators. One system will be the last system you will ever buy.