Until then, here's the short version: The Universal Sump Kit consists of a powerful electric fuel pump inside a small crosslink polymer tank that mounts in the engine compartment. The sump tank is fed by the engine's mechanical fuel pump and is internally baffled to withstand extreme g-force without uncovering the pump's pickup. It also makes an attractive addition underhood. Moreover, the system is returnless, negating the need for any return lines to either the Edelbrock sump or the stock tank in the back of your car. The sump/pump assembly is internally regulated and has internal floats to open and close the flow of fuel from the mechanical pump to the sump. Irrespective of price, we know of no fuel system on the market that does a better job of feeding an EFI engine up to 600 hp, and our unit worked just as advertised.

Installation

Mating the E-Street system to our 522hp 400ci small-block Chevy was straightforward. After mounting the universal sump tank to the radiator support, the carburetor was removed and replaced with the E-Street throttle-body assembly. Next comes mounting the ECU, which may be mounted anywhere in the car. (We elected to place it in the engine compartment for some visual pizzazz, but the cockpit is also an excellent choice.) Connection for the injectors, throttle position sensor (TPS), idle air control (IAC), manifold absolute pressure (MAP), and inlet air temp (IAT) are all clearly called out on the main harness, and attach to the throttle body assembly via waterproof weatherpack connectors. An ECU power connection must be made that delivers power with the key on and during cranking, and two relays must be mounted to provide power to the injector driver circuit and the sump's fuel pump. (Both relays use quick connectors to the ECU harness.) Beyond that, you'll need to install a coolant temp sensor in the intake manifold, make provisions for the wide-band O2 sensor in the header collector, and connect your vacuum lines to the throttle body (brake booster, transmission modulator, PCV, etc.). Lastly, a healthy tach signal must be fed to the ECU, which we picked up from our HEI. Our Nova project car has a mechanical fan, but the E-Street supports electric fan control through a connector on the harness, should you need it. The throttle and transmission linkage from your old carburetor will work too; just transfer your linkage components to the E-Street throttle body from the carburetor.

Setup & Fuel Map

The E-Street's Android tablet comes preloaded with several base tunes, and after a short procedure to calibrate the TPS, you're prompted to answer some basic engine configuration questions such as displacement, ignition type, camshaft duration, accelerator pump shot, cooling fan threshold, and rev limit. The tablet will then wirelessly download the right base map to the ECU. (The engine icon on the tablet will light up with a green check mark whenever it's communicating with the ECU.) The E-Street ECU has user-defined set points for the air/fuel ratio for idle, cruise, and WOT; these may be tweaked during setup, or changed on the fly. Set points are the target that the ECU will use to fine-tune the fuel map on its own, so if you give it something unrealistic (like 14:1 at WOT), be prepared to suffer the consequences. (Edelbrock sets up the tablet with safe air/fuel ratio set points that make a good starting point, so you really don't have to change them unless you want to.) We found the setup to be intuitive, and we were up and running in a very short period of time.

All that remains is the fun part: driving it. Right at the turn of the key, our base map was already delivering cold start and idle characteristics that were superior to the carburetor. That's saying a lot, since our camshaft is huge (it's a hydraulic roller with 243/257 degrees duration at .050, delivering only 4 inches of vacuum at idle). With the tablet mounted in the cockpit via the provided suction cup mount, we drove the Nova for several days, making every attempt to drive through every rpm point at every load from light throttle to WOT as well as high-vacuum, high-rpm engine braking. We made no adjustments on the tablet, in fact, the tablet isn't even required at this point. It does, however, provide a very effective visual display of the air/fuel ratio set point, the actual air/fuel ratio, and the fuel correction in percentage points. (Fuel correction figures are initially high upon first start-up and first drive, and gradually get lower as the ECU learns.) There are also dials for rpm, coolant temp, and engine vacuum.

The E-Street ECU is constantly learning and fine-tuning the fuel map; the longer you drive it, the sharper the throttle response and the harder the hit when you mash the loud pedal. The tablet is essentially along for the ride, allowing you to make small tweaks as necessary to things like the idle rpm, air/fuel ratio target, rev limit, pump shot size, and pump shot duration. Moreover, each cold start you get under your belt (basically one per day) makes it that much more transparent each morning. One more cool thing: Taking the tablet out of the car does not stop the ECU's learning process. That's ongoing whether the tablet is in the car, or in your man cave surfing the Internet, which it does quite well.