INITIAL SETUP PROCEDURE BASED ON INSTALLED SYSTEMS CONFIGURATION

This document explains the detail of setting up and the indications of the Cool Boost Stage 2 Version 3 Generation 3 (2021-2022) Controller.

Indications

The controllers LED indications display the status of the system and are as per the below table:

Legend

●   Steady Indication (For Normal Operation)

○   Flashing Indication (For Warnings and Errors)

1   Controller Setup

After installing your system, the first step is to power up the controller and configure it up to suit your installed system and injection requirements for optimal cooling and performance.
The controller is designed to be universal in order for it to be compatible with engines of all capacities, supercharged or turbocharged, diesel or petrol as well as single, dual and multi nozzle water methanol injection setups.

All controllers from Cool Boost are delivered with their dials set at their mid-points or 12 o’clock position which depending on the pressure range of the controller purchased can be as follows:
Dial 1 = 0.8bar, Dial 2 = 1.2bar for 2 Bar Progressive Range or Dial 1 = 1Bar, Dial 2 = 2Bar for 3Bar Progressive Range.

On new setups it is recommended that the setpoint dials of the controller be adjusted to suit the vehicles boost profile as per the following: Dial 1 set to half of the peak boost at redline and Dial 2 set to Boost Pressure at RPM Limiter.
Please be aware that many OEM vehicles momentarily overboost and reduce to 2/3’s of the overboost value towards redline and so it advised to set Dial 2 to the settling boost pressure at redline in order to prevent a reduction of WMI flow. Mixture wise it is recommended that the vehicle be tested initially with a 50/50 ratio of Water Methanol and once intake temp, timing pull and AFR Trim logs can be inspected, the setpoints and mixtures should be altered to suit the engines tolerance to the injection as well as the cooling requirements. It must also be noted that 50/50 mixtures of water and methanol is the most effective in total heat absorption and can cause the vehicle to loose power if it over cools the combustion chambers due to altering the expansion burn rate. With that said 100% undiluted Methanol adds combustion heat as it is a fuel source, so it is important to adjust the setpoints around logs as there is no once specific setpoint for all vehicles and no two vehicles are the same in heat generation.

2.  Some notes to be aware of

Non-Return Valve vs Solenoid Valves

Vehicles equipped with a Non Return Valve must NOT have the Pre-Pressurization feature enabled located in Menu 1, as when this mode is enabled the system will idle the pump and build pressure up against the closed solenoid before the activation setpoint. This build up of pressure also remains active for around 10 seconds after the system has activated in order to keep the system responsive in-between gear shifts. If a non return valve is installed while this feature to pre-pressurize is active, the system will inject fluid during the pressure build up routine which can lead to engine damage if left to run for prolonged periods.

System Pressure Monitor Units

If your vehicle does not have a SPMU installed it is required that the yellow and black wires be bridged/ connected together to disable the pressure monitoring feature.
Failure to do so will cause the controller to alarm continuously of a low pressure being experienced during operation and if the controller is set in Menu 2 to the boost safe feature the controller will stop injecting after a lapse of time.

The controller checks this function on every boot up and should you equip the system with this component at a later stage it will automatically enable the monitoring feature.

Fluid Level Monitor

Should your tank not have a level monitor equipped it is required that the blue and black wires be bridged/ connected together in order to disable the fluid level feature.

Failure to do so will cause the controller to alarm continuously of a fluid low level scenario

Staging Mode vs Normal Mode
Staging mode should ONLY be selected if your vehicle has two or more nozzles as well as a solenoid.

The system must be configured as per below to allow for multi staging of nozzles if required.

Pump -> T-Piece -> Split 1 – Non Return Valve to Nozzle 1 (Progressive Delivery Nozzle)

 -> Split 2 – Solenoid to Nozzle 2 (Staged Fixed Delivery Nozzle)

In this mode the solenoid will only activate at Dial 2 Setpoint and not at the Dial 1 Setpoint as in Normal mode.

Progressive delivery will occur as normal and through the Non Return Valve connected to Nozzle 1.

The Solenoid will activate at Dial 2 and pass fluid to Nozzle 2 in fixed fluid delivery (non-progressive).

This is important for splitting the system to provide a more linear injection flow to prevent over suppressing or flooding the motor in during the spool into boost.

This mode is recommended for vehicles with a nozzle in the charge pipe as well as a direct port injection distribution rail on the intake manifold where the port injection of nozzles can be separated in activation in order to maximize atomization of the fluid in boost.

3. Entering the Menu for Controller Configuring

With the Ignition off, press and hold the “Test/ Save” button for 5 seconds whilst turning the ignition on.

If you have successfully entered the Menu, this will be indicated by all three LED’s (Red, Green and Blue) being active.

From here onwards, a short single button press of less than a second will cycle the menu in sequence and a long button press of more than a second will enable or disable the function in the current menu.

The menu position will be indicated by a sequence of flashes of the Red LED every second. 

The Blue LED will indicate whether the feature is enabled or disabled .

Once set, you must cycle the ignition/power switch off then back on.
The controller will reboot with the settings selected in the menu.

Legend

●  Steady Indication (Indicating whether the feature is enabled or disabled)

○  Flashing Indication where X number before ○ is the menu Position based on number of flashes

3.1   Pre-Pressurization (Menu 1 Feature)

The controller will automatically ready itself (pre-pressurization) if the vehicle experiences more than half of the pressure between zero boost (atmospheric)/ zero volts and the activation setpoint.

For example:  Activation is at 1bar boost, the system will begin pre-pressurization at 0.5bar

This feature greatly reduces injection latency which is typically found on aged systems and on those that are installed on vehicles that are driven periodically where the system has drained the fluid in the line.

This feature also does not only ready the system beforehand but also keeps the system on idle for 10 seconds after system activation in order to preempt reducing latency on slow gear shifts.

Please note that it is completely normal to hear an audible click in the cabin when driving above the midpoint activation for this feature and this activity can be confirmed by the indication: Red LED + Green LED being Active

3.2   Auxiliary Output (Menu 2 Feature)

The controller’s Aux output can be selected between two modes where the first mode it is able put the vehicle into an interlock should an injection fault be detected and in mode two it can act as a led mimic of the controller face.

3.2.1         Boost Safe Mode (Menu 2 Blue LED On)

The controller’s auxiliary output can be wired in multiple ways to provide a vehicle interlock to protect the engine from running without the safety of water methanol injection (please see our wiring schematics)
Please be aware that the response time of this safety output varies whether the Pre-Pressurization Feature (Menu 1) is active or not due to the pressure/ injection latency improvement catered for by the controller.

Response Times are as per below:

3.2.2         Status LED Output (Menu 2 Blue LED Off)

The auxiliary output can be wired to an external LED which may be placed in the view of the driver to indicate via a series of flashes the systems current status and/or condition.

This allows for the controller to be hidden away and the controllers display to be unplugged.

The various indications of the LED are as per the table below:

3.3   Injection Mode (Menu 3 Feature)

This mode splits the system into two stages of injection to provide maximum linear injection and to prevent over suppressing or flooding the motor in during the ramp into boost.

When enabled the solenoid will only activate at the setpoint of Dial 2 and not at the setpoint of Dial 1.

Progressive delivery will occur as per normal but only through the Non Return Valve connected to Nozzle 1.
(Please see our schematics for this Injection Mode Plumbing layout)

This mode is recommended for vehicles with multiple nozzles such as a port injection kit and a charge pipe nozzle. The nozzle in the charge pipe should be setup to activate first through a non-return valve or a solenoid connected to the pump wires (brown and red/green) with the solenoid connected to the direct port injection distribution rail which will be activated second or higher up injection slope.

3.4   Interfacing Mode (Menu 4 Feature)

The controller is able to switch from its internal map sensor which references boost pressure to a voltage input.
In this mode you can wire the controller directly to a Voltage Rising 0-5v sensor such as a Air Mass Meter (MAF), Throttle Position Sensor (TPS), Manifold Absolute Pressure (MAP) Sensor or an output from a stand alone ECU.

In Voltage mode the controller will utilize the White Wire in the Harness for Voltage referencing and it must be connected to the sensors signal wire and the signal range must be between 0-5 Volts.
The controller’s injection settings will now refer to the outer blue scale which is 0-5v range on both Dials.

To select Voltage Mode, navigate through the menu to Menu 4 which is indicated the continuous and dual flashing of the red and green LEDs and voltage will be indicated if enabled with the Blue LED being off.

In signify it is set to boost mode where the injection will be based around a pressure rise, the blue LED will be illuminated in Menu 4.

4         The System Test and/or Priming Function
The system will require to be primed for first time use as the lines are not yet occupied with fluid.
This would also be periodically necessary for vehicles that are not driven often which may experience line draining.
To perform this action, make sure the controller is powered on, press the "Test/Save" button for more than 2-4 seconds to activate the prime feature. If the Prime function is successfully activated this will be indicated by all three LED’s flashing simultaneously for three seconds to notify that the prime test is about to happen.
When the LED’s stop flashing and the prime mode begins, the system will run as per below:

Please note that the Prime function run time can be overridden for as long as required if the "Test/ Save" button is held in after the LED sequences of countdown flashes has begun before the systems activation

5         Saving the Progressive Delivery Setpoints
Dial 1 refers to the activation point that the controller will begin injection and it will be when lowest output flow. Dial 2 refers to the maximum injection point where the controller will deliver its maximum output flow.

Between these two setpoints the controller will interpolate a progressive ramp and vary the pump RPM in order to achieve a smooth pressure rise on the output nozzle/s.

If the dials are adjusted they require to be saved and any adjustments thereafter will be ignored until saved.
The settings of Dial 1 and Dial 2 are not volatile and will not be lost if the controller is powered off.
To save your injection settings, the "Test/ Save" button must be held down until the LED's scroll up and down on the controller face in the following order:

From initially Red to the following Blue → Green →  Red → Green → Blue and returns back to steady Red.

6   Warning and Fault Indications

6.1   Low Level Indication - (Slow Flashing Blue LED)

Should the controller receive an open signal on the from the level monitor the system will wait 10 seconds before indicating a low level alarm by continuously flashing the blue LED on the controller face.

A normal condition will override this warning when the controller receives a closed signal from the Fluid Level Sensor.

The time delay is done prevent nuisance reporting of low levels on tanks which experience fluid wash.

6.2   System Pressure Low - (Simultaneous Fast Flashing of Red and Green LEDs)

When your system experiences a low pressure scenario caused by injection latency or a physical fault on the system, the System Pressure Monitoring will detect this and indicate this condition initially by flashing the Red LED during the system injection indication which would be either Green (Progressive) or Blue (Peak).

Should the system sustain this low pressure condition for longer than 4 seconds the controller will interlock and shut off the injection to prevent the possibility of a fire from forming should a pipe have ruptured.

This condition is indicated via continuous and simultaneous flashing of the Red and the Green LED’s.

This interlocked state can be reset by momentarily pressing the "Test/Save" button for less than 2 seconds, and it is advisable that you inspect your system thoroughly as to why it has experienced a prolonged low pressure.

6.3   Blocked Nozzle Detected Warning - (Simultaneous Fast Flashing of Red and Blue LEDs)

 If debris blocks the nozzle/s over time, the system will retain pressure after activation and take long or not to depressurize at all.
This condition will be detected by the controller and alarmed by the controller if the system takes longer than 10 minutes to depressurize after activation.

The alarm is identifiable with a simultaneous flashing of the Red and Blue LED’s on the controller face and a single flash of the Status LED every second.
This condition does not interlock injection and the system will operate as per normal.

6.4   System Hardware Failure – (Fast Flashing Red LED)

Should a critical failure occur internally within the controller or from a wiring issue (such as wearing through a wires insulation and a short to ground), the controller has the ability to detect and prevent this uncontrolled injection which generally leads to a catastrophic event called engine hydro-locking.

The controller is designed to prevent runaway system injection with its 3 stage electrical isolation by interlocking itself.

This feature of the controller is known as the "electrical fail safe" and the controller will indicate this critical failure with a continuous flashing Red LED.

This state cannot be reset or exited for as long as the controller detects the issue.