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injecting More Power Into A Diesel Water Methanol Injection Kit Install - boost Cooler Electric Fluid Pump - Photo 37743524

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  • <strong>03. </strong>The Boost Cooler electric fluid pump is safe for running both alcohol (in most cases, methanol) and water through. It should be mounted somewhere along the frame rail with a supplied check valve (circled) in between the pump and the tank. Two wires (power and ground) run to it. The power wire should be connected to a power lead from the Snow Performance MPG-MAX boost controller.
<strong>03. </strong>The Boost Cooler electric fluid pump is safe for running both alcohol (in most cases, methanol) and water through. It should be mounted somewhere along the frame rail with a supplied check valve (circled) in between the pump and the tank. Two wires (power and ground) run to it. The power wire should be connected to a power lead from the Snow Performance MPG-MAX boost controller.
After doing some towing with our MPG-MAX system engaged, we can definitely tell the power difference and we can see a definite EGT drop coming up steeper grades. We’ll need to do some more testing before we can give you accurate fuel economy changes with the Snow Performance kit (and maybe even find a dyno to see the rear-wheel power differences), so look for a future report in our Long-Term Updates column. <strong>01. </strong>The MPG-MAX kit comes with three injectors. One has a small nozzle that is fed by the electric pump as soon the system activates (usually around 6 psi unless programmed otherwise). The other two can be fired at the same time using a T-fitting after the supplied solenoid (which turns on at a higher set boost pressure and fuels the second and third injectors). After consulting the supplied directions and notes in the Snow Performance kit, Xtreme Unlimited in Oceano, California, chose to use only two injectors (only one with a larger nozzle after the solenoid instead of two). For maximum effects, you’ll want to use all three injectors (two after the solenoid). <strong>02. </strong>The electric pump fills red tubing that runs to a T-fitting under the hood. One end goes to the primary injector that sprays as soon as the system activates. The other end of the T-fitting goes to the secondary injection solenoid. This solenoid feeds two (or one) injector(s) that activate at a higher pressure. <strong>03. </strong>The Boost Cooler electric fluid pump is safe for running both alcohol (in most cases, methanol) and water through. It should be mounted somewhere along the frame rail with a supplied check valve (circled) in between the pump and the tank. Two wires (power and ground) run to it. The power wire should be connected to a power lead from the Snow Performance MPG-MAX boost controller. <strong>04.0 </strong>A seven-gallon reservoir tank should be mounted in a place you can access the top fi ll hole (usually the front of the truck bed). <strong>04.5 </strong>The red high-pressure tubing meets a quick-connect fitting that threads into the side of the tank. We filled our tank with genuine Boost Juice from Snow Performance. <strong>05. </strong>On some trucks, you’ll have to drill a hole in the firewall to bring the controller wires through to the solenoid, pump, battery, and boost input tube. On our ’11 Super Duty, there is a plugged hole in the factory firewall boot where the main harness of the truck routes through. Pull out this plug and you’ll be able to push wires for aftermarket accessories through this hole. <strong>06. </strong>The controller can be set to engage the primary and secondary injectors at different boost pressure levels. There is a tow mode with some preset levels that works off EGT readings and boost pressures, and a performance mode that works off boost only. It can also display exhaust gas temperatures and boost pressure. To power the controller (which also feeds power to the pump and solenoid) we used the 25A switch on the stock dash of our Super Duty.
After doing some towing with our MPG-MAX system engaged, we can definitely tell the power difference and we can see a definite EGT drop coming up steeper grades. We’ll need to do some more testing before we can give you accurate fuel economy changes with the Snow Performance kit (and maybe even find a dyno to see the rear-wheel power differences), so look for a future report in our Long-Term Updates column.
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