By now, you should recognize that a blower such as the F-1A has a serious fuel requirement. We're adding these 60-lb/hr, Deka IV-series, long injectors by Siemens VDO (PN FI114961). They have a narrow distribution angle, thanks to their pencil-style nozzles, which are used for shooting a steady stream of fuel at a specifically targeted area.
The fuel rails included with the kit are direct-fit, bolt-on pieces and don't conflict with our Professional Products Typhoon intake manifold. We're no longer using the factory fuel-pressure sensor (SCT is used to trick the PCM in this case), but Aeromotive offers an adapter (PN 15112) allowing those who desire high-flow fuel rails for their Mustang's stock, returnless fuel system.
We want the A1000 fuel pump (PN 11101) to cycle on at the ignition key's prompt, not via race car-style switches. Dorian takes a power signal from the 'Stang's wiring in front of the fuel pump driver module. He then routes it to a relay to turn on our A1000 pump with a turn of the key as the engine is cranking, while thinking that the factory fuel system is still intact.
Dorian locks initial fuel pressure in at 40 psi. B&D Racing's George Ibrahim will use SCT's Advantage III tuning software to handle additional fuel trimming when we get the 'Stang on the dyno.
Jared loads five gallons of "California's finest"-note the extreme sarcasm there-into our 'Stang's belly. We're starting our testing and tuning with 91-octane gasoline, straight from the pump of a nearby 76 station.
This is a look that will make the hopeful Camaro jockey think twice when he runs up behind us for a potential confrontation.