BoonDocker POLARIS: Non-turbo Control Box 2011-12 PRO RMK 800 - Manual (Page 12)

BoonDocker Performance – 2379 Heyrend Way, Idaho Falls, ID 83402 – 208-542-4411 / 877-522-7805
www.boondockers.com – email: [email protected] – fax: 208-524-7381
Revised 1-20-11 Copyright © 2011 Boondocker Page 12 of 17
D. N2O Pressure Transducer Faults
If the Nitrous Mode is set to FIX, the pressure transducer is ignored and no Nitrous faults should appear. If the
Nitrous Mode is set to ADJ or NON, when the nitrous button is pressed, the Control Box first checks to make sure
the readings from the pressure transducer are correct. One of the following two fault messages may be displayed. If
a fault message is displayed, the nitrous solenoid will not operate and the message will remain displayed until any key
is pressed to clear it or the engine is restarted.
ERROR: N2O press
too LOW! •
This screen may appear if the pressure in the N2O tank is zero, the transducer is unplugged, or there is a wiring
problem.
Important Note: If the bottle becomes empty, this message will be displayed and nitrous will be shut off to prevent
extra fuel from being added without nitrous!
ERROR: N2O press
over 2000psi •
This screen will appear if the pressure transducer senses a pressure above 1000psi for regulated systems or
2000psi for non-regulated systems.
VII. EFI Tuning Suggestions
Each Fuel adjustment setting goes from –99 to 127. Positive numbers add fuel and negative numbers subtract fuel. The
Control Box will not prevent a lean burn-down! You must take the proper tuning steps the same as if you were tuning a
carburetor.
The maximum is set to 127. This does not mean you have an effective range all the way to 127 – you will likely max out
the injector before this setting is reached. Your usable adjustment range (max value) is dependent on how long the ECU
already has the injector on. This will vary depending on rpm, throttle setting, temps, and can be different from sled to sled
even of the same model. There is no direct relation.
Exhaust Gas Temperature (EGT) and Air/Fuel (A/F) gauges can be effective tuning tools, but they are not a substitute for
reading spark plugs and piston wash and feeling how the engine runs. Use EGTs and A/F ratios only as a backup to verify
what you see. They can be misleading under certain conditions. Safe EGT readings can vary greatly from engine to
engine depending on such things as probe placement, fuel, timing, pipe design, porting, etc.
Tuning tips:
Important: Find the settings where your motor runs rich before you decide to go lean!
1. Tune with the engine and pipe at operating temperature. The sled’s ECU will make adjustments as the engine
warms up – you might think the engine needs leaner settings then later realize you are too lean once the engine
warms up.
2. Use the Load/Save Map feature to quickly change and compare fuel settings when testing. This can also be
useful for riding under different conditions. For example, changing elevations or temperatures may require
different adjustments if the stock ECU does not compensate properly for your modifications. For drag racing,
you might want to run richer settings for longer distances than you would for short distances.
3. One method for finding out where a fuel adjustment setting is effective is to greatly increase only that setting.
Run the engine to find out when it suddenly becomes too rich – this is where that setting is effective. Be careful –
you can easily flood the motor, especially with LO load or low rpm settings. If this happens, to restart the engine
you may have to pull several times with the throttle held wide open.