Page 20
Boost-Safe Output (optional)
The progressive controller includes a Boost-Safe output (grounded when active) that activates
whenever the system is armed and runs out of fluid or an error code is flashing. The green wire
on the controller is the 1.7 amp switched ground. This wire can be hooked up to a solenoid that
will vent waste gate pressure when activated. Apply 12v to the other side of the solenoid (AEM
P/N 30-2400 or equivalent). This output can also be used to trigger a timing retard function in a
standalone ECU or a CDI whenever the system runs out of fluid, thus protecting your engine. It
is highly recommended that this feature be utilized.
Solenoid Driver (optional)
The progressive controller includes a Solenoid output (Brown with White strip wire grounded
when active, 1.5A max) that activates whenever the system is pumping. The wire should be
connected to the ground side of a solenoid, with the other end of the solenoid connected to
switched ignition power. The solenoid should be installed after the pump and before the nozzle.
For best results install the solenoid close to the nozzle.
Non-Progressive Operation (optional)
The progressive controller is capable of operating in a non-progressive manner, acting as a full
on or full off type system. T
o set this up the “Full PSI” knob must be set to a lower value then the
“Start PSI” knob. This means as soon as the boost exceeds the “Start PSI” threshold the pump
will begin pumping at its maximum flow since it has passed both the start and the full
requirements.
Engine Tuning
Water/methanol injection is generally not considered a bolt-on power adder for forced induction
gasoline applications. Engine tuning is usually required in order to maximize potential power
gain. Water/methanol injection allows for a more aggressive tune to be used while still using
pump gas as your base fuel. With conservative boost and timing, establish a base AFR that is
one point higher than your final target AFR. For example, if your final target AFR with
water/methanol injection is 11.0:1, set your base AFR to 12.0:1. Once the base AFR has been
set, start injecting water/methanol and adjust the injection flow rate to achieve your final target
AFR. For example, if before injection your base AFR is 12.0:1 and then during injection your
AFR drops to 10.5:1, reduce the water/methanol flow rate until your final target AFR is reached.
It is generally recommended that the flow rate of the injection system be changed in order to
reach your target AFR and
NOT
your primary fueling. Injection flow rate adjustments can be
made by changing your nozzle selection or by ad
justing the “Start PSI” and “Full PSI” settings.
Once the injection flow rate is set to deliver your desired final AFR, boost and ignition timing can
be increased to take advantage of the additional air charge cooling and detonation control.
When injecting the correct amount, a 50/50 mix of water/methanol has been shown to provide
an effective octane of over 110 when using a base fuel of 91-93 octane pump gas. A properly
tuned water/methanol injection system will usually support a typical “race gas” engine tune.
