Aeromotive Part Number: 66141
Legacy VaporWorx Part Number: PWCTSV3B, PWDW300C3B

The BoostWorx fuel module control system has everything needed to provide a stand-alone, OE-type returnless fuel system with constant or manifold referenced fuel pressure.

For constant fuel pressure simply leave the MAP sensor portion of the kit disconnected. Thinking about going supercharged someday? You will be ready to go by installing the MAP sensor components, so the upgrade pathway is easy.

When used with the GM CTS-V2 and compatible fuel pump modules, this system will provide constant pressure or any base pressure with a 1:1 manifold referenced (supplied MAP sensor based) fuel pressure. It will operate like a mechanical fuel pressure regulator would with the ECM calibrated the same way. The fuel injector does not know if the fuel supplied is pumped by a return or returnless system. Every OEM today, even on the highest horsepower models, use returnless PWM control systems.

If manifold referenced fuel pressure is needed simply connect the supplied stand-alone MAP sensor to the pressurized side of the intake manifold, just like connecting a boost gauge or manifold referenced fuel pressure regulator.

Suggestion: If your car is properly running with a constant fuel pressure ECM calibration, then changing to MAP referenced fuel pressure is usually not needed or worth the extra expense to recalibrate the fuel maps in the ECM. Just leave the BoostWorx controller MAP wiring/sensor/mounting bracket disconnected. 
Base fuel pressures at idle are typically between 42-60psi, but the VaporWorx controller has much greater range if needed.

For a constant fuel pressure system a 42-60psi pressure is typically used, so do not use the supplied MAP sensor wiring, sensor, or mounting bracket. For supercharged applications manifold referenced fuel pressure is often needed.

Aeromotive recommends using a MAP referenced fuel pressure on large fuel injected systems to allow injector duty cycles to be increased at idle/cruise, hence allowing greater injector duty cycle calibration capability. MAP referenced fuel pressure also reduces the at idle/cruise power requirements by approximately 2/3 vs. traditional return type fuel systems.

Fuel pressure for the CTS-V2 fuel module should be limited to 65psi maximum when using the OEM internal safety valve. Above this pressure the OEM internal safety valve will start to open, hence limiting further pressure increase.

It is strongly suggested to NOT use an inline filter with OEM fuel modules except Gen3 Coyote GT500. Final filtering is built in. Some aftermarket fuel filters have a built-in check valve which will cause a heat-soak related overpressure condition that will lock up port type fuel injectors.

The BoostWorx fuel pump module Controller system includes these standard features:

• Everything needed electrically to drive the fuel pump module. No Hobb's switches, relays, etc. are needed.
• Unmatched low fuel level capability.
• Up to 2/3 reduction in power to the fuel module during idle and cruise vs traditional systems.
• May be used with OEM, DW300C, AEM, or other CTS-V2 specific direct fit pumps.
• OEM G8 fuel level sensor can be re-used on GM Genuine M10235/M1MU1886 CTS-V2 module.
• 40A minimum continuous power rating in a compact controller package. Total size 4.5" L x 3.5" W x 2" H.
• Over-temperature shutdown with automatic reset that will operate indefinitely without damage.
• Short circuit protection that will operate indefinitely without damage.
• OEM Delphi/Aptiv connections for terminals, seals, and connector bodies where appropriate.
• All cross-linked polyethylene wiring.
• UL94 rated components used throughout.
• Integrates into the OE ECM to allow all safety systems to remain functional.
• 10-22v operating capacity. Can be used with voltage boosters. The preferred booster is the JMS FuelMax.
• Lower than 10v applied to the turn on circuit will cause controller shutdown to protect from an AFR lean condition.
• Can be used in constant or manifold referenced fuel pressure modes. Manifold referenced suggested to further reduce electrical demand and for vehicles with large, 80#/hr+, injectors.

The ECM fuel injector/DI calibration will need to be set as it would be for a traditional full or deadhead return fuel system. Disconnecting the OEM FSCM (if applicable) and routing its trigger/turn on wire from the ECM to the VaporWorx controller turn on/off circuit has shown to work well.