Michael Galimi
June 1, 2009
Casey Upton of DMC Racing lowers the stock fuel tank on to a rack. Two straps and a cover need to be removed in order to get the tank out of the car. A little wiggling is required to get the filler neck to slip out of the tank.

The Stealth system places the pump and the pre-pump filter in the sump, which offers several advantages. The first is resolving the aforementioned installation difficulties that have caused durability issues. "Fuel pumps operate best when placed closet to the pick-up point. The A1000 in the Stealth system is only 3 inches away from its pick-up point. Another advantage is that by submerging the pump in the sump, it's happy, runs cooler, and is quiet. Just look at the OEs, they run the pumps in the tank, too," adds Powell.

Aeromotive's sump tank is a factory-style tank, so it installs as such, requiring no custom brackets or hassles. The only problem we encountered was a worn-out filler-neck grommet, which forced us to call up Latemodel Restoration for a replacement part. The sump at the bottom of the tank lets gravity feed the gasoline rather than the factory setup, which sucks it up. The A1000 pump and stainless steel Pre-filter (with 100 micron filter) sit in the sump fully submerged, and it will also have fuel ready to be inhaled by the pump thanks to a baffle system.

The wheelwell liner on the passenger side was removed to gain access to the old fuel lines for removal. The new Aeromotive lines were run behind the liner as well.

We selected the A1000 fuel pump because it fit our requirements with the forthcoming turbo engine. Aeromotive rates the pump at 1,000 hp in forced induction applications utilizing an EFI system. Sans power adder, the A1000 is capable of feeding 1,300 hp, also with EFI. Moving to carburetor induction setups, the ratings increase to 1,500 (naturally aspirated) and 1,200 (turbo or blower). Powell says there is a safety margin built-in so the pump can support slightly higher output.

Some longtime fans of the Aeromotive products might be wondering about the A1000 ratings, they are higher than the original ratings when the pump was released several years ago. Powell has this to say: "Electric motor technology has been improved three-times over what it used to be. The new electric motors pump more and are far more efficient. This is the third generation A1000 and it is almost 50 percent better than the original pump, but we rate it only 40 percent higher because our pumps are underrated." He also goes on to say that the third generation A1000 is rated as high as the older Eliminator pump, which is one step above in terms of its capabilities. The A1000 and Eliminator pumps can be used in EFI and carburetor applications; the only difference is the fuel pressure regulator.

This rubber grommet was the only casualty as we pulled the tank down. It split as time and weather took its toll on our '89 coupe. One call to Latemodel Restoration solved our problem. The unfortunate part is that we couldn't fill the tank until the part arrived as the filler-neck would leak without it.

Aeromotive supplies all the fittings and plenty of braided line to plumb the feed and return lines, connecting the fuel rails and tank. Also included is a post-pump filter and mounting bracket. A Y-block is mounted on the shock tower under the hood, and the supply line is split in two in order to feed each fuel rail. Unused fuel exits the rails and connects to a fuel pressure regulator, where a -6 line is attached to the bottom and runs back to the Stealth tank.

The driver's side ½-inch fuel rail has two outlets: one on the underside in the center of the rail and the other at the front end. Those who run a stock size distributor cap need to cap off the front port and utilize the center one. This is because the lines will not clear the distributor cap. MSD makes a smaller cap for those who prefer to run straight lines. We chose the underside port due to convenience; we weren't concerned with the perceived flow-rate changes from using a 90-degree fitting. The main goal in any fuel system is to have as few bends as possible, but we weren't pushing our setup to the max, making it easier to plumb the system.

Casey Upton of DMC Racing began working under the hood and ran the lines back to the tank. It was easier to cut and adjust up front; then do one more AN fitting installation in the back of the car at the end of the day. Upton mounted the fuel pressure regulator on the firewall, easily accessible for fuel pressure adjustments. Using a lift made this job much easier, but it can be done in a driveway with some jackstands.