BoonDocker Nytro Turbo User Manual

Yamaha Nytro Turbo EFI Control Box Instructions

Before you begin, please read all the instructions below and check kit contents.

Control Box Kit Contents:

Quality check by:
___1 Control Box ___ 1 Transducer
___1 EFI harness ___ 1 Transducer bracket
___1 3 Wire Battery/ Jumper connector ___ 1 Reusable zip-tie

IMPORTANT - PRODUCT REGISTRATION: Please register this product online as soon as possible. (If

you do not have internet access, please call us at 208-542-4411.) It is required that you register this product so you can
receive technical support, warranty claims, and so you can keep informed of product updates.

.

To register, go to www.boondockers.com
complete the on-line form.

I. Theory of Operation:

The Boondocker Control Box connects between the sled’s ECU (Engine Control Unit) and the fuel injectors. It does not
reprogram or communicate with the ECU. It only modifies the existing signals sent from the ECU to the fuel injectors. By
modifying only these signals, it is possible to make fuel changes while keeping the stock fuel map. This means the ECU
can still compensate for engine speed, throttle position, barometric pressure, engine temperature, air temperature, etc.

The Control Box can add or subtract fuel amounts for certain rpm ranges and load conditions. This is done by using the
buttons and LCD display to change its fuel adjustment settings. As with tuning a carburetor, it is possible to go too rich or
too lean!

Note: Be sure you know how to properly tune an engine before you adjust the fuel settings! Use of an Air/Fuel Mixture
Gauge and plug readings are highly recommended when tuning.

IMPORTANT NOTES – READ THIS!

Note1: Never unplug the Control Box when the engine is still running! Electrical damage may result which is not

covered under warranty!

Note 2: We recommend using Silicone Dielectric Grease on all connections to help prevent corrosion on the terminals.

This is available from automotive supply stores, commonly labeled as “Light Bulb Grease”.

Note 3: Avoid exposing the Control Box to environments where static charges may exist. For example, quickly

removing a sled cover from the sled in a dry environment can create a static spark that can damage the box (especially if
the box is mounted up on the handlebars).

Note 4: The Control Box is sealed – do not take it apart or it will no longer be sealed. The Control Box is designed to be

splash-proof. Do not submerge or subject the box to high-pressure spra y. During long periods of non-use it is
recommended that you do not leave the control box exposed to the elements.

Note 5: Always use Resistor Spark Plugs! Non-resistor plugs WILL cause electrical interference with the Control Box.

, select “SUPPORT” then select “PRODUCT REGISTRATION”. Please

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II. Wiring:

A. Injector Harness:

The pigtail pairs of the Control Box EFI wiring harness plug
in between the injector connectors from the stock harness and
the injectors. Starting with the shortest pair of connectors
(yellow and tan wires), plug these into the injector for cylinder
#1 (PTO side). Continue with the middle pair, then plug the
longest set of wires injector for cylinder #3 (MAG side).

The white connector connects to the Control Box. Route this
harness to keep it away from heat and moving parts. Use zip
ties to secure it in place.

B. Turbo Harness

Note in the picture below where each connection goes. Route this harness so that the Control Box connector is adjacent to
the Injector Harness Control Box connector. Route the other wires as required. Keep the harness away from heat and
moving parts. Use zip ties to secure it in place. The auxiliary power source will be covered in the next section.

Connect the yellow wire on the Turbo Harness to the yellow TPS wire on the stock harness as described below. It can be
spliced in near the TPS switch or near the large gray 16-pin connector (14 wires used) near the top left in the engine
compartment. (Connecting this wire is not mandatory if you don’t want to use throttle position to trigger nitrous injection.)

Note on using the supplied butt splice connector: If installed correctly, this butt splice will provide a reliable connection.
Be sure to use a quality crimping tool. DO NOT USE A CRIMPER THAT PUNCHES INTO THE INSULATION. DO
NOT USE PLIERS. After crimping you will use heat to shrink the insulation. Adhesive inside the connector will melt and
flow around the wires, which will hold the wire and seal out moisture.

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1. Choose your location to connect the wire.

2. Cut the stock yellow wire and strip the ends ¼”. Do not cut closer than 2” from any connector to allow working

room and to allow extra length for mistakes.

3. Cut the Boondocker Turbo Harness yellow wire to the appropriate length, leaving a little working leng th. Strip

this wire ¼”.

4. Twist one of the yellow wires from the sled’s harness together with the yellow wire from the Turbo Harness,

insert into one end of the butt splice, and crimp. Insert the remaining wire into the other end of the butt splice and
crimp. (Two wires will go into one end of the butt splice connector and one wire will go in the other end.)

5. After crimping, pull on the wires to be sure they are securely crimped.

6. Apply heat to shrink the connector’s insulation tightly around the wires.

7. If you have an optional N2O button, mount it, route the wires, and plug it into the connector on this harness.

C. Auxiliary Power Harness

The harness shown to the left plugs into the sled’s
auxiliary power circuit. Near the top left of the engine
compartment is a connector having a black wire and an
orange wire with a black stripe. Plug one of the white
connectors from the Boondocker Auxiliary Power
Harness into this. If there is already something
connected here, unplug the connector and plug the
white connectors from the Boondocker Auxiliary
Power Harness between the existing connectors. One
of the molded rubber plugs is for the turbo oil pump.
The other molded plug provides power to the auxiliary
injectors. Plug it into the molded rubber connector on
the turbo harness.

IMPORTANT: Perform the following two tests (Parts D and E) after the Turbo and Auxiliary Power Harnesses
have been installed to verify that installation is correct!

D. Auxiliary Injector Test:

1. Start the sled and check for fuel leaks.

2. Using the Control Box, go to the N2O menu. (From startup menu, press “SEL”, cursor to “N2O,” and press

“SEL.”) The screen should appear as shown below. Set the Fuel value to 50, TPS to OFF, RPM to OFF, and
Btn to N2O. (Refer to Section VI, parts 1 and 2 for instructions on how to do this.)

Fuel TPS RPM Btn

Æ050 OFF OFF N2O

3. If you have an optional N2O button, press it. This should immediately add fuel through the auxiliary injectors.

You should notice the engine load up with fuel. If you don’t have a button, use a small piece of wire or a paper
clip to jump between the two terminals on the Turbo Harness Button Connector (yellow and tan wires).

E. Oil Pump Test

1. Be sure there is oil in the turbo reservoir.

2. Disconnect the top oil line from the turbo.

3. Hold the oil line over a container and start the sled.

4. Hold the sled RPMs above 3000 for 10 seconds. A thin stream of oil should be observed flowing from the line.

5. If no oil is seen, verify that the voltage into the oil pump is between +12 and +15V DC when the engine is revved

up (red lead on terminal for red wire). If so, then feel the pump to see if it is vibrating.

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F. Jumper/Battery Connector - The jumper can be used in

one of the following two ways:

1. A 9-volt battery can be plugged into the jumper and t he

jumper can be plugged into the female connector
(pressure transducer connector must be unplugged) to
power the Control Box. This allows the Control Box to
be turned on when the engine is off.

2. If the Control Box is unplugged from the injector harness,

the jumper can be plugged in its place into the
Boondocker injector harness (9-volt battery is not
required). This reconnects the injectors to the ECU,
bypassing the Control Box. This is for emergency or
diagnostic use only! Do not use nitrous or allow engine
to build boost as no extra fuel will be added and engine
can be damaged!

III. Control Box Mounting Location

The Control Box can be mounted on the panel below the
handlebars. The box can also be mounted under the hood, on the
dash, or on the handlebars (with custom bracket as shown).
Before applying the adhesive strips, thoroughly clean each surface
(rubbing alcohol works well). It is also best if each surface is
room temperature or a little higher.

If the box is mounted under the hood, keep the box away from
excess heat, including radiant heat. Also keep the box away from
the ignition coils.

IV. Control Box Operation

The control box is powered only when the injectors are on which occurs for a few seconds when the key is first turned on
or when the engine is running. Up to 5 different fuel-adjustment maps are stored in the box (currently all with zero values).
The box will remember which map was last selected and what its settings are – you do not need to do anything to save a
map when making adjustments (see Fuel Adjustments below).

A. Intro / Startup Screen

When the box is first turned on (by the engine or battery), the Intro screen is displayed. Press any key to go to the
main menu. An example Intro screen display is shown below:

FX Nytro Turbo .
4B5iBD N2O:FIX

In the example shown above, this screen displays the following information:

FX Nytro Turbo Sled model and application. This box is designed for the Yamaha Nytro with a

turbocharger. Boxes for other sleds will have other lettering.

4B5iBD

This is the software version of the box. The box can be reprogrammed only by sending
the box back to Boondocker

N2O: Shows that this Control Box is nitrous capable.
FIX Nitrous pressure regulator type (refer to Nitrous Section for more description)

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B. Main Menu

The Main Menu is shown below:

MAIN ÆFuel Stats
MENU N2O Map1U

The current selection is shown by the Right-Arrow and the cursor (underscore below the “F”). Use the arrow keys to
move the cursor. Move the cursor to the desired selection and press the “SEL” key to select the desired menu option from
one of the following:

Fuel Go to the Fuel adjust menus (see Section 1). Here you can tune according to RPM and turbo boost.
Stats Display runtime data, captured data, and recorded maximum data (see Section 3).
N2O Go to the configuration menus for optional Boondocker Nitrous kit (see Chapters VII and IX..).
Map Go to the Map management menu (see Section 2). Additional nitrous configuration and tuning factors

are also found by selecting MapXX and StUp.

The current Map number is displayed as “Map1U”. This indicates that map number 1 is being used and it is Unlocked.

1. Fuel Adjust Menus

From the Main Menu, select FUEL to make adjustments for RPMs, turbo boost, and accelerator pump.

1.a RPM-based Tuning – There are four RPM-based Fuel adjust screens (examples shown below). The first screen

comes up after selecting Fuel from the Main Menu.

Fuel screen1: M1U Id LO MD

3000 00 00 00

Fuel screen2: M1U LO MD HI

5000 00 00 00

Use the Left/Right Arrow keys to switch between the LO/MD/HI load ranges. Use the Up/Down Arrow keys to change
the fuel settings. Go to the next adjustment screen by pressing the “SEL” button. After pressing the “SEL” on the last
RPM-based Fuel adjust screen, you will go to the first turbo Fuel adjust screen.

The RPM-based fuel adjustments can be made according to the following two factors: RPM and Engine Load.

RPM Regions:

Four or more RPM regions are pre-programmed into the control box which allow fuel adjustments to be made at specific
RPMs. Whenever the engine RPMs are between these specific RPMs, the fuel adjustment will be the result of the adjacent
RPM fuel settings blended together proportionately. For example, the fuel setting at 5000 RPM is centered at 5000 RPM,
but this value also has an affect on fuel whenever RPMs are above 3000 RPM and below 7000 RPM (the two adjacent
settings for this example). Suppose the 3000 fuel setting is at “4” and the 5000 fuel setting is at “8”. If engine RPMs are at
4000 (mid way between 3000 and 5000) the actual fuel adjustment made will be “6”, which is mid way between “4”and
“8”.

Load Ranges:

Each RPM Region is split into 3 load ranges: LO (low), MD (medium), HI (high). Each load range is roughly equivalent
to the throttle position divided into thirds: LO is closed throttle (idle) to 1/3 open, MD is 1/3 to 2/3 open, and HI is 2/3 to
full open. During light-throttle conditions (slow cruising or deceleration), the LO RPM settings will be used. During part­throttle conditions (normal or faster cruising), the MD RPM settings will be mostly used. During heavy-throttle conditions
(accelerating or heavy load operation), the HI RPM settings will be used.

Fuel screen3: M1U LO MD HI

7000 00 00 00

Fuel screen4: M1U LO MD HI

8500 00 00 00

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Making RPM fuel adjustments M1L ÆId MD HI

3000 00 00 00

M1L This displays current map that is being used – in this case, M1 stands for Map1, and L indicates the map is

Locked (changes are not allowed). Five possible fuel maps can be used. Each map consists of all the fuel
settings for a particular setup. If the map is Locked, the settings cannot be changed and the up/down buttons have
no effect. If U is displayed, the map is Unlocked, adjustments can be made to any setting and these changes will
be automatically saved to the selected map. Refer to the Section 2 for more details about how to Lock, Unlock,
Load, and Copy different Maps.

3000 This is the RPM Region for the fuel adjustments on this screen. For this example, this screen’s adjustments will

be centered at 3000rpm. The effect of the 3000rpm setting decreases until 5000rpm, while the effect of the
5000rpm setting increases as RPMs go towards 5000. The other regions work similar to this.

Id (3000 screen only) This adjustment is for Idle only (up to 2000rpm).

LO,MD,HI The fuel added or subtracted in each RPM region depends upon engine load. A different fuel number

can be entered for each load (low, medium, or high). Since engine load is directly related to throttle
position, each load range is equivalent to the following approximate throttle positions:

LO = 0 up to 1/3 throttle
MD = 1/2 up to 2/3 throttle
HI = 2/3 up to full throttle

00 Fuel adjustment value. Each setting can go from –99 to 127. Refer to the EFI tuning section for general tuning

guidelines. A value of 00 means no fuel adjustment will be made and the original injector signal (from the stock
ECU) will be passed through unmodified. Negative values will reduce the fuel. Positive values will increase the
fuel.

Note 1: Each number is equal to about 1/2% of the total available fuel from the stock injectors. The maximum
available fuel will vary with each engine as well as with elevation and air temperature.

Note 2: It is possible to max the injector (duty cycle > 100%) before the adjustment setting is maxed! Pay careful
attention to EGT’s, O2/mixture readings, and fuel pressure when running with engine modifications that require a
lot of additional fuel!

1.b Turbo Tuning – There are two turbo adjust screens (examples shown below). These are in the Fuel Menu and

appear following the four RPM screens.

Turbo screen1: M1U -4 0 +4 +8

TboL 00 00 00 00

Turbo screen2: M1U 12 16 20 24

TboH 00 00 00 00

Use the Left/Right Arrow keys to switch between boost ranges. Use the Up/Down Arrow keys to change the fuel
settings at a given boost pressure. Go to the next adjustment screen by pressing the “SEL” button. After pressing the
“SEL” on the second turbo adjust screen, you will go to the accelerator pump menu.

The first turbo screen is for adjusting fuel for low boost pressures (-4 to 8psi), and the second is for high boost pressure s
(12 to 24psi).

Note that in the upper left-hand corner, the current Map number is shown (M1) along with whether it is locked (L) or
unlocked (U). Across the top of each screen is the boost pressure range. Across the bottom of each screen is the user­adjustable fuel number. For any boost pressures between the values displayed, the actual fuel quantity is computed
proportionately. The value at -4psi (-2”Hg) is used for any pressure below -4psi. The value at 24psi is used for any
pressure over 24psi. Therefore, do not allow a boost pressure over 24psi as it will run too lean.

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Each fuel setting can go from –99 to 127. Refer to the EFI tuning section for general tuning guidelines. CAUTION: The

exact amount of fuel added for turbo boost is entirely up to the user. A value of 00 means no fuel will be added for
boost and the original injector signal (from the stock ECU) will be passed through unmodified (except for RPM­based adjustment). Negative values will reduce the fuel. Positive values will increase the fuel. Positive fuel values must

be used for positive turbo pressures in order to compensate for increased air. And greater boost pressures require more fuel.

Note 1: Each number is equal to about 1/2% of the total available fuel from the stock injectors. The maximum available
fuel will vary with each engine as well as with elevation and air temperature.

Note 2: It is possible to max the injector (duty cycle > 100%) before the adjustment setting is maxed! Pay careful
attention to EGT’s, O2/mixture readings, and fuel pressure when running with engine modifications that require a lot of
additional fuel!

1.c Accelerator Pump Tuning – The final screen in the Fuel menu is for adjusting the accelerator pump.

Accelerator Pump screen: M1U AM DR Sens

ACEL 00 00 08 .

Use the Left/Right Arrow keys to switch between factors. Use the Up/Down Arrow keys to change the value of each
factor. Return to the Main Menu by pressing the “SEL” button.

Making Accelerator Pump adjustments

M1U This displays current map that is being used – in this case, M1 stands for Map1, and U indicates the map is

Unlocked (changes are not allowed).

AM This is the Amount of fuel to inject for each intake cycle when the accelerator pump is required. Adjust the

number appearing below

AM to increase or decrease fuel quantity.

DR This is the Duration the pump is required. Adjust the number appearing below DR to set the desired duration in

number of intake cycles.

Sens This is the Sensitivity setting. Adjust the number appearing below Sens to reflect how much change in load is

required to activate the pump. A larger number means a larger change in injector duty cycle or throttle position is
required to activate the pump (less sensitive). A smaller number increases the sensitivity as only a small change is
required to activate the pump.

2. Map Menus

From the Main Menu, select Map1U to go to the Map Menu (shown below). This screen is used to
Load/Copy/Lock/Unlock saved “maps” that contain fuel and N2O settings. Five maps can be used (Map1-Map5).

Lock ULock Quit
ÆLoad Copy Quit

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2.a Map: Load

When a new map is loaded, the current adjustment settings will be changed to the values from that map. To load a
new Map, first move the cursor to select Load and press “SEL”. The following Load/Lock Menu will be
displayed:

Load 1 2 3 4 5→Q

Lock L U U U U Q

Load 1-5 Selects which map to load
Lock L = Locked, U = Unlocked, applied to the map number the L or U is under
Q Quits this menu

Use the Up/Down and Left/Right Arrow keys to move the cursor around. To load a new map, move the cursor to
the desired map number and press “SEL.” The map will be loaded and the Main Menu will be displayed. When a
map is loaded, the Mx (x is the map number) that is displayed in the Main and Fuel menus will show the loaded
map number as a reminder.

To quickly Lock or Unlock maps, move the cursor down to the Lock row, place the cursor under the L or U by the
desired map number, and press “SEL” to change a U (Unlocked) to an L (Locked) or vice versa.

Select Q to Quit and return to the Main Menu.

2.b Map: Copy

To copy a map, first select Copy from the Map Menu. The following Copy/Lock Menu will be displayed:

Copy 1 2 3 4 5→Q

Lock L U U U U Q

Copy 1-5 Selects which map to copy the current map TO
Lock L = Locked, U = Unlocked
Q Quits this menu

This screen is used to save the CURRENT fuel adjustment map TO one of five available map locations. The map
that is being copied TO must be Unlocked – otherwise a message will be displayed telling you that the map you
selected cannot be overwritten.

Note: When a map is copied, the Control Box will load the map copied TO to be the new current map.

Use the Up/Down and Left/Right Arrow keys to move the cursor to the map number you want to copy TO and
press “SEL”. The following confirmation message will be displayed:

Overwrite Map A

With Map B? YÆN

“A” represents the map copied TO and “B” represents the current map to be copied FROM. If this is exactly what
you intend, use the Left Arrow to underscore “Y” and press “SEL”. Then the current map will be loaded into the
selected map number, the selected map number will become the current map, and the Control Box will return to the
Main Menu.

To quickly Lock or Unlock maps, move the cursor down to the Lock row, place the cursor under the L or U by the
desired map number, and press “SEL” to change a U (Unlocked) to an L (Locked) or vice versa.

Select Q to Quit and return to the Main Menu.

2.c Map – Lock and ULock

Either Lock or ULock (UnLock) can be selected from the Map Menu to quickly lock or unlock the current map.
Move the cursor to the desired selection and press “SEL”. The box will return to the Main Menu and the current
map will be locked or unlocked when SEL is pressed.

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3. Stats Menus

This Control Box has a new feature that allows real-time data to be displayed and captured. This feature can be useful for
tuning or for diagnostic purposes.

3.a Stats: RUN/CAPTURE

Selecting Stats from the Main Menu will first display the following screen with real “Run-time” data (current
conditions):

Run 35/40 10.2 A
5500 MD █ █ █ N

Run “
35 Input duty cycle in percent
40 Output duty cycle in percent

10.2 Current Boost Pressure
A If “A” is displayed, Accelerator Pump Fuel is being added
5500 RPM (note, if the engine is shut off, the last recorded RPM may be displayed)
MD Engine Load. LO, MD, or HI will be displayed.

█ █ █ These bars are a graphic display of LO, MD, or HI as shown below:

LO
HI █ █ █ █ █ █

10 Current RPM-based fuel adjustment
Run/Capture mode:

Left-Arrow button : Sets Capture Mode, “Cap” will be displayed and the current data will be frozen on the

Right-Arrow button : Clears capture mode (captured data will be lost!) and sets Run mode

3.b Stats: MAX

Any button press from the Run screen will go to the next Stats screen which is the Max screen, displaying max
RPM, Duty Cycle In from the sled’s ECU, and Duty Cycle Out to the injectors.

MAX:DCIn/Out Clr.
5500 35/45 YÆN.

MAX: 5500 Max rpm
DCIn 35 Max Duty Cycle Input from sled’s ECU.
DCOut 45 Max Duty Cycle Output to the injectors.

These max values will be saved when the box is shut off so they will remain the next time this screen is displayed
even if the box is re-powered. Peak values or “spikes” are filtered by finding the average during a certain time­window. Therefore, a maximum must be held for at least 1 second to be recorded and displayed properly.

Use the arrow keys to move the cursor between Y and N. Pressing SEL when the cursor is on Y will clear the max
values. Pressing SEL when the cursor is on N takes you to the next screen: Stats: N2O/TPS.

Run” indicates display is in Run mode. If in capture mode, “Cap” will be displayed.

MD █ █ █

display. The capture occurs on the display when the button is released (data will continue to
be captured if the button is held down). It will stay in capture mode (data will remain
frozen) until the Right-Arrow is pressed to return to Run mode or until the Control Box is
re-powered. If the Stats menu is re-entered before the engine is shut off and the box is in
Capture mode, the last captured data will be displayed.

. “Run” will be

displayed and real-time data will be displayed.
Press SEL to go to the next screen: Stats: MAX.

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3.c Stats: Boost Pressure

This menu displays boost pressure information.

PSI MAX Peak Clr

12.2 13.4 YÆN

MAX 12.2 Maximum fuel adjustment during last nitrous activation (blacked out █ █ █ during nitrous

activation). This can be cleared manually and is always clear upon next nitrous activation.

This can be cleared manually and is always cleared upon next nitrous activation.

Peak 13.4 For systems without a N2O pressure regulator (NON in lower right-hand corner of Startup

Screen), this displays current nitrous tank pressure. For systems using a N2O pressure regulator

(ADJ or FIX in lower right-hand corner of Startup Screen), this shows the maximum nitrous
pressure during the shot, where the pressure is measured after the solenoid valve.

Selecting Y will clear these saved values. Use any arrow key to select Y or N. Pressing “SEL” takes you to the Main

Menu.

V. EFI Tuning Suggestions

Important: The Auxiliary Injector Test in Section II must successfully pass before running or tuning the sled!

Fuel requirements:

Race gas MUST be used, even for low boost! Detonation will quickly destroy your ingine! (See “Detonation” in

“Tuning Tips” below.)

Sunoco 112
recommended – it has been found to have lower motor octane than other comparable fuels. Other suggested

brands include Unical, Rockett Brand, F&L Racing Fuel, Pure Purple, and Trick racing gas. Always use fresh
fuel from a sealed barrel.

Spark Plug Gap:

Use new spark plugs and reduce the gap to 0.018” to 0.020”. Carry extra plugs – leaded fuel and boost is hard on
spark plugs.

Recommended Control Box Settings:

*** Please call Boondocker to receive the lates Fuel Setting information ***

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.

Each Fuel adjustment setting goes from –99 to 127. Positive numbers add fuel and negative numbers subtract
fuel. This does not mean you have an effective range all the way to 127. You will max out the injector before this
setting is reached! Your usable adjustment range (max value) is dependent on how much the ECU is already
driving the injector, which will vary with load, RPM, temperature, elevation, and fuel pressure.

Boost controller:

It is recommended to start with the boost controller turned to the lowest boost setting. To find this starting point,
remove the boost controller, loosen the knob all the way, blow through it while tightening the knob un til you start
to feel resistance (the valve stars to close off). Make sure the engine is tuned properly before increasing the boost
and watch closely for proper fuel mixture and detonation (see topics under “Tuning Tips).

Maximum recommended boost is 12psi at 5000’ altitude and 14psi if above 8000’.

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is recommended and has been determined to be adequate for boost levels up to 14psi. VP fuel is not

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Tuning Instruments:

Air/Fuel gauge:

A good wideband O2 gauge is highly recommended as an effective tuning tool.

lifespan due to exposure to pre-mix oil and leaded racegas, but in many cases it can last for a season and it is a very
valuable tuning tool. If desired, after initial tuning is completed the probe may be removed to prolong its life.

Be aware that too rich a mixture can cause the gauge to read lean due to unburned fuel not being read by the gauge
(the oxygen will produce a lean reading). Whenever the engine is decelerating, your A/F numbers will be lean - these
readings can be ignored. However, whenever the throttle is being applied, pay attention to the readings!

Higher numbers are leaner (less fuel), lower numbers are richer (more fuel). A 14.7:1 ratio means all the available
oxygen has combined with all the available fuel. Numbers from 11:1 to 13:1 generally produce the best power (extra
fuel helps cooling and can help prevent detonation). A lower A/F ratio (10.8 to 11.2:1) is considered safer on a turbo
since the extra fuel prevents heat build-up and helps prevent detonation. We recommend you find the lowest ratio
where the sled still runs without being too rich.

EGTs:

Exhaust Gas Temperature gauges can also be an effective tuning tool, but they are not a substitute for reading spark
plugs and piston wash and for a general feeling of how the engine runs. Use EGTs only as a backup to verify what
you see. They can be misleading under certain conditions and safe readings can vary greatly from engine to engine
depending on such things as probe placement, fuel, timing, pipe design, porting, etc. For this turbo, typical EGT
temps seem to be around 1300 – 1325degF after a long pull.

Plug and Pipe Color:

Color will develop inside the pipe and on the plug after running a while which can be used to determine fuel mixture.
A tan/cardboard brown color is desired. Light-gray is too lean, and dark brown is rich.

The sensor will have a limited

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, 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.

4. The Stats Capture feature can be used to determine RPM, and if the load setting is LO, MD, or HI. The nitrous

button can be configured to capture these stats (see nitrous configuration section below). From the Main Menu,
select N2O, set Btn to CAP. Whenever the button is pressed, the Stats : Capture screen will be displayed. The
current stats will be captured when the button is released

N2O Menu in “Capture” mode:

.

Fuel TPS RPM Btn

040 OFF OFFÆCAP

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5. The nitrous handlebar button can be used to add or subtract a preset amount of fuel for interactive tuning purposes

(see nitrous configuration section below). From the Main Menu, select N2O, set RPM and TPS to OFF, set Btn
to TUN and adjust the fuel number as desired for the test (see example menu screen below). When the nitrous
button is pressed, this amount of fuel will be added or subtracted immediately from the current settings for all
rpms and all loads.

N2O Menu in “TUNE” mode:

Fuel TPS RPM Btn

040 OFF OFFÆTUN

Also consider the following:

A/F Mixture Generally EGT’s get hotter as the motor gets lean, but too lean and the temps can actually drop! It’s like

turning the oxygen up too high on a torch – as oxygen is added, the flame gets hotter to a certain point,
then gradually cools off until it becomes extinguished from too much oxygen.

Detonation Detonation often requires an experienced tuner to detect – in most instances it cannot be heard or

noticed. Careful examination of the piston and sparkplug are required. Watch for melted
sparkplug electrodes, speckling on the sparkplug insulator, or shin y or gra y fla kes on the
electrode which could be melted aluminum from the piston. If possible, watch the crown of the
piston (near exhaust port) for a pitted or sand-blasted look. EGT’s can sometimes read low
during detonation – heat is going into the cylinder and piston instead of out the pipe.

Timing Timing can affect the pipe temperature. Generally if the ignition is retarded, more heat will build up in

the pipe. Too much advance may drop EGT temps, but increase cylinder temps.

Fuel Different fuels have different densities and other characteristics which can affect your mixture and fuel

requirements. Oxygenated fuel will run leaner. Octane rating is important for highly modified motors.

Lean spots Sometimes a motor runs hot at certain rpms and throttle positions (usually in its mid-range) no matter

what. The fuel adjustment settings can be used to richen this up, but the engine may quickly become
too rich and run erratic. Under light load conditions you can sometimes get away with running hot for
short periods of time. Under such conditions it is best to vary the throttle position often and not stay at
one throttle setting for long durations.

VI. Nitrous Tuning (for optional Boondocker Nitrous kit)

Note: Be sure to make non-nitrous (RPM-based) tuning adjustments first. Once the nitrous tuning procedure has been
done, any changes to the RPM fuel settings may affect nitrous fuel delivery. If this occurs, the nitrous tuning steps will
need to be done again.

On the startup screen (displayed when first powered on), note the message in the lower right-hand corner.

ADJ – Configured for a nitrous system using an ADJustable or Fixed N2O pressure regulator.
FIX – Configured for a nitrous system using a FIXed N2O pressure regulator.
NON – Configured for a NON-regulated N2O system. DO NOT USE WITH TURBO!

Be sure that this description matches your actual nitrous system. Some internal settings and some user menus and settings
are affected by this configuration. Do not attempt to run a Regulated nitrous setup in NON mode!
Boondocker if your setting is incorrect. If you do not have nitrous capability, then this configuration does not matter.

The fuel adjustment setting in the N2O menu is used to control how much fuel is added during nitrous use. The nitrous
pressure transducer input is used to automatically scale the fuel adjustment up or down from this base setting according to
nitrous pressure. However, you still must go through the nitrous tuning procedure before you can safely use nitrous.

Please call

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Warning: Only adjust the control Box settings according to the steps below. The best way to tune an
engine is with the use of an oxygen sensor and gauge (available from Boondocker). This adjustment
process should only be performed by an experienced tuner. If you are not an experienced tuner, find
someone who is. Remember, safety first!

The steps below should be performed with a full nitrous bottle
the bottle is at proper operating temperature (70-90deg F) and pressure (700-1000psi)
operating temperature.

Do not exceed 2 seconds of nitrous use until the fuel adjustment is complete and correct.

1. First configure the nitrous system for Button use. The next chapter will describe different ways to configure your

system for nitrous activation, but we’re going to shortcut that for now.

Select N2O from the Main Menu, move the cursor so it is under Btn and press the Up Arrow until N2O. Press
“SEL” to return you to the Main Menu. Select N2O from the Main Menu again. Look at the N2O Menu to be
sure that TPS and RPM are turned OFF.

N2O Menu for Button Activation for initial Nitrous Tuning:

. On systems without a nitrous pressure regulator, make sure

. Make sure the engine is at normal

Fuel TPS RPM Btn

Æ050 OFF OFF N2O

2. Select N2O from the Main Menu.

Fuel TPS RPM Btn

Æ050 OFF OFF N2O

Select Fuel. The following screen will appear:

N2O Fuel Delay

Æ050 000

Increase the nitrous Fuel adjustment setting until you notice a drop in the power increase when using nitrous.
Oxygen, EGT, and rpm readings can be used to help determine when you are too rich. Be sure you have reached
this point before proceeding. Note this adjustment setting.

3. Only after step 2 or 3 is complete, start reducing the Fuel setting. Continue reducing the Fuel setting until a

maximum power increase is obtained. Again, note oxygen, EGT, and rpm readings, and do not exceed 2 seconds
of nitrous use which is just sufficient to get a good reading. A useful technique is to accelerate, allow rpm to
stabilize, apply nitrous, and notice maximum rpm, and if available, O2, and EGT readings.

4. If the Fuel is reduced but no power increase is noticed from the previous setting, this means you are lean. Note

this adjustment setting.

5. Increase the Fuel setting back to where it was before no additional power increase was noted in step 4. This

setting should be somewhere between the rich and lean settings. It is best to stay on the rich side.

6. After this adjustment is made, if the engine does not run perfectly smooth when using nitrous, do not use it!

exhaust note does not sound clean, the cause is likely detonation, which can quickly destroy the engine. Use
higher octane fuel, add more ignition retard, reduce the engine’s compression, or reduce the amount of nitrous
(see instructions for changing nozzles) before using nitrous again.

If the

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Note 1: The RPM and Nitrous fuel adjustments are summed. Therefore, any changes made to RPM fuel settings will

affect the quantity of fuel delivered for nitrous. Therefore, for example, if the 7800 HI fuel setting is
decreased by X amount, you need to increase the nitrous fuel setting by X amount in order to get the same
total fuel delivery for nitrous.

Note 2: After initial tuning, any new performance enhancements to your engine will require re-tuning the EFI and

nitrous fuel delivery.

Note 3: All nitrous fuel settings are stored in the same map as the RPM settings. All changes you make become part

of the current map. The current map number is shown in the Main Menu.

VII. N2O System Configuration

A. N2O Configuration Options

There are seven ways to configure nitrous activation using one of more of the following inputs: button, throttle position
(requires installation of Boondocker TPS kit), and rpm range. A brief description for each configuration is given below.
More details can be found in sections B and C.

1. Button only: Pressing the momentary button activates the nitrous and releasing the button turns it off. The

button can be configured to activate the nitrous regardless of TPS or RPM conditions.

2. TPS (Throttle Position Sensor) only: When the throttle is pressed beyond a point set by the user, nitrous is

activated. Nitrous is deactivated when the throttle returns to a point below the chosen threshold.

3. TPS and RPM: When the RPM and TPS are within a range set by the user, nitrous will activate. Nitrous will

turn off when the throttle is decreased (TPS is below the adjustable threshold) or when the RPM is out of the
selected range (lower than Min or higher than Max).

4. Button (N2O) or TPS: The handlebar button can be used in combination with the TPS. In this way, either the

throttle or the button can activate the nitrous. The button will always activate nitrous regardless of the TPS
condition.

5. Button (N2O) or TPS and RPM: The handlebar button can be used in combination with the TPS and RPM

range. In this way, either the throttle/RPM or the button can activate the nitrous. The button will always activate
nitrous regardless of the TPS and RPM conditions.

6. Button (ARM) and TPS: The nitrous button input on the Control Box can be used to quickly arm and disarm

nitrous capability. When armed (button input is on), the system can be configured to activate with TPS.
Optionally, the handlebar button, which is momentary (only activated while pressed), can be replaced with a
toggle, rocker, or slide switch so it remains in the on or off position (when not pressed).

7. Button (ARM) and TPS and RPM: Same as option 6 above except with RPM capability. When armed (button

input is on), the system can be configured to activate with TPS and RPM.

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B. N2O Configuration Procedure

Note: All nitrous configuration settings are stored in the same map as the EFI settings. All changes you make become
part of the current map. The current map number is shown in the Main Menu.

From the Main Menu, select the N2O option. Below is a description of this menu:

Fuel TPS RPM Btn

Æ050 OFF OFF OFF

Fuel 050 Fuel setting during nitrous activation
TPS OFF Shows TPS mode is OFF or displays TPS trigger value
RPM OFF Shows whether RPM mode is ON or OFF
Btn OFF Displays button mode (described in detail below)

Fuel: The nitrous fuel adjustment tuning procedure is described above in section VIII.

Only a single fuel amount can be injected when nitrous is activated. Therefore, when using a turbo and
the nitrous pressure must be regulated. This is because there is no way to measure and adjust for nitrous pressure
as it changes with temperature. If an adjustable regulator is used, your nitrous tuning will have to be changed
every time you adjust the regulator. The simplest option is a fixed regulator. To select fuel parameters, move the
cursor until it is under Fuel and press “SEL” or Up or Down Arrow. The following screen will appear:

N2OFuel Delay

Æ030 000

N2OFuel N2O fuel setting. Amount of fuel added when nitrous is activated.

Delay Delay in number of engine cycles from when nitrous is activated to when fuel is delivered.

Use this feature to reduce any bog that occurs due to fuel being delivered before nitrous
arrives in the engine.

TPS: To select throttle-position triggering, move the cursor until it is under TPS and press “SEL”, Up or Down

Arrow. The following screen will appear:

TPS N2O on if

ÆOFF TPS > 200

TPS OFF

Shows TPS mode is OFF.

200 TPS threshold value.

Under TPS, press the Up or Down Arrow to toggle the TPS mode ON or OFF.
Move the cursor right to the 200 setting, then use the Up and Down Arrows to select the trigger level. This

Press the “SEL” button to return to the Main Menu.

number is set to near 200 at the factory. You can adjust it from 50 to 248. To choose your lev e l, look at the
third Stats screen. (Press “SEL” to get to the Main Menu, then select Stats, and press “SEL” until the third
Stats screen appears – “N2O” is disp layed in upper left-hand corner). With the sled on a test stand, quickly
press the throttle fully and release it. Note the number under “MxTP” This is the maximum value your TPS
will output. Let the engine idle, clear the Stats screen, and note the MxTP number, which is th e minimum
TPS output. Choose a number close to the maximum for full-throttle activation. If you choose a number too
close to the maximum, it may sometimes fail to trigger. If you choose a number too low, it may trigger when
only moderate acceleration is desired.

nitrous,

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RPM: To select rpm triggering, move the cursor right until it is under RPM and press “SEL”, Up or Down Arrow.

The following screen will appear:

. RPM Min Max

OFF← 5050 7550

RPM OFF Shows RPM mode is OFF.
5050 Min RPM threshold

7550 Max RPM threshold

Under RPM, press the up or down button to turn this mode ON or OFF.
Move the cursor right to adjust the Minimum RPM (nitrous will be on above this level) and the Maximum

RPM (nitrous will turn off above this level).
Note: To use this mode, TPS must also be ON and the TPS trigger threshold set.

Press the “SEL” button to return to the Main Menu.

BTN: To select the button mode, move the cursor right until it is under Btn. Press the up or down key to select

between the following five possible modes. The screen will change to the following:

OFF: Description: Btn

Button Off :ÆOFF

This mode disables the handlebar button.

N2O: Description: Btn

N2O + Fuel :ÆN2O

This mode adds nitrous and fuel when the button is pressed. When the button is pressed, nitrous will be
activated regardless of the TPS or RPM settings.

TUN: Description: Btn

Fuel only :ÆTUN

When the handlebar button is pressed in TUN mode, only fuel is added. This is used to experiment
with fuel addition and subtraction while riding. Press the button at a certain rpm or under a certain load
to see whether your addition or subtraction is beneficial. This cannot be used in combination with N2O
operation. Be sure TPS and RPM triggering are OFF when using this feature.

CAP: Description: Btn

StatCapture:ÆCAP

In CAP mode, the handlebar button is used to capture current data. When pressed, the Stats Capture
screen will be displayed and the data will be frozen when the button is released
pressing the Right-Arrow button will erase the captured data and return to Run Mode.

. After a capture,

ARM: Description: Btn

On for N2O :ÆARM

By using a pushbutton (momentary), toggle, rocker, or slide switch connected to the button input, the
nitrous system can be armed or disarmed. When the switch is closed the system is armed and ready.
Then, depending upon other configuration settings, either the TPS or RPM with TPS can activate the
nitrous system. When the switch is open, the system is disarmed so neither TPS nor RPM will result
in nitrous activation.

Nitrous activation idea: One way to use the button for nitrous activation and to have the RPM limiting feature
(to prevent hitting the rev-limiter), set Btn to ARM, TPS to ON (with a low threshold), and RPM to ON (with
desired Min/Max settings).

Press the Left or Right Arrow to return to the N2O menu or push the “SEL” button to return to the Main

Menu.

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C. N2O Configuration Examples

The following are examples of settings to achieve the various nitrous triggering configurations described in Section A
above:

1. Button only: Activate nitrous

only when the button is pressed.

2. TPS only: Activate n itrous only

when the Throttle is pressed
beyond a set level.

3. TPS and RPM only: Activate

nitrous only when the Throttle is
pressed beyond a set level AND
when RPMs are with a certain
range.

Fuel TPS RPM Btn
040 OFF OFFÆN2O

Fuel TPS RPM Btn
040Æ200 OFF OFF

Fuel TPS RPM Btn
040 200ÆON OFF

Set: TPS to OFF, RPM to OFF, and Btn to

N2O.

Set: TPS to ON (set the TPS threshold to the

desired level), RPM to OFF, Btn to OFF.

Set: TPS to ON (set TPS threshold to desired

level), RPM to ON (set Min/Max to
desired levels), Btn to OFF.

4. Button (N2O) or TPS: Activate

nitrous when button is pressed or
when Throttle is pressed beyond a
set level.

5. Button (N2O) or TPS and RPM:

Activate nitrous when button is
pressed or when Throttle is
pressed beyond a set level AND
the RPMs are within a certain
range.

6. Button (ARM) and TPS:

Activate nitrous when button
input is on (armed) AND Throttle
is pressed beyond a set level.

7. Button (ARM) and TPS and

RPM: Activate nitrous when
button input is on (armed) AND
Throttle is pressed beyond a set
level AND the RPMs are within a
certain range.

Fuel TPS RPM Btn
040 200 OFFÆN2O

Fuel TPS RPM Btn
040 200 ON ÆN2O

Fuel TPS RPM Btn
040 200 OFFÆARM

Fuel TPS RPM Btn
040 200 ON ÆARM

Set: TPS to ON (set TPS threshold to desired

level), RPM to OFF, and Btn to N2O.

Set: TPS to ON (set TPS threshold to desired

level), RPM to ON (set Min/Max values),
and Btn to N2O.

Set: TPS to ON (set TPS threshold to desired

level), RPM to OFF, and Btn to ARM.

Set: TPS to ON (set TPS threshold to desired

level), RPM to ON (set Min/Max values),
and Btn to ARM.

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D. N2O Pressure Transducer Faults

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.

VIII. Control Box Troubleshooting

A. Stuck Button

When the Control Box is first turned on, all buttons are checked to verify that a button is not stuck on. If a button is
detected to be on during power up, the button will be disabled and the following message will be displayed until
another button is pressed. To verify if a button really is stuck on, re-power the box without pressing any buttons.

Button is Stuck!

Note: A common problem is a bad ground connection on the sled causing the box to keep resetting itself. If a button
is being pressed when this occurs, the “button stuck” message will be displayed. Start the sled without pressing a
button and see if the message goes away. If it is not present, start looking for a disconnected ground on the sled (see
Other Issues below).

If a button really is stuck on, the Control Box can still function and adjust fuel properly.
back to Boondocker to be serviced.

The Control Box can be sent

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B. Injector Fault

The Control Box monitors the signals from the sled’s ECU. If it detects signals on one set of wires but not the other, it
will detect a fault on that injector and display one of the two error messages.

Injector 1 Fault! Missing or bad signal detected on Injector #1 (yellow wire).
Injector 2 Fault! Missing or bad signal detected on Injector #2 (green wire).
Injector 3 Fault! Missing or bad signal detected on Injector #3 (blue wire).

Injector x Fault! This means a previous injector fault has occurred which has not yet been

cleared. (Press any button when error message is displayed to clear the fault)

If any of these conditions occur, the Control Box will still function and it will still try to make fuel adjustments,

but
the intermittent injector connection will need to be fixed. Contact Boondocker to determine if the Control Box and
harness need to be sent back to be inspected or serviced.

Note 1: Injector errors that occur infrequently can be ignored since they are likely caused by sporadic electrical noise

Note 2: It is possible for the sled to run but the wiring harness to be wrong – the box cannot make proper fuel

adjustments. If you see an injector error, first recheck the wire positions in the black connectors
according to the tables in these instructions.

C. Other Issues

Engine runs erratically:

1. Verify that the ground on the sled’s harness has a good connection to the chassis.

2. Verify that the EFI Harness Ground Wire has a good connection.

3. Verify that all wiring is in good condition and that the wires have not pulled out of the terminals. To verify this,

look inside each connector and verify that the terminal pins are all at the same height. If a terminal is starting to
back out, it will appear to be lower in the connector, or the seal on the back-side will be protruding out farther
than the rest.

4. Unplug the EFI harness and plug original harness back into the injectors and verify that the sled runs OK.

5. If problem only occurs with Control Box plugged in, change all fuel adjustment settings to 0 and see if problem

persists.

6. Verify that the Control Box does not reset itself when the sled is running by doing the following:

a. When the sled is first powered up, change the menu screen on the Control Box to one of the fuel adjust

screens.

b. Run the sled.
c. Before sh utting off the sled, verify that the screen is still on the same menu selection.
d. If the startup screen is displayed (showing version number etc.), the box has reset itself. This is likely

7. If necessary, the voltage supply to the box can be verified using a voltmeter. Probe from the Mag-side gray

connector on the EFI harness where two red wires go to one connector terminal. Insert a small thin wire such as a
paperclip or a small probe tip between the connector and the rubber seal in order to make contact with the terminal
inside. Place the positive voltmeter probe here. Place the negative voltmeter probe on chassis ground. At idle the
DC voltage should read around 12-14V.

Rough Idle: Idle adjustments are much more sensitive than other adjustments since the injectors are on for a

caused by bad voltage to the box due to an intermittent connection.

very short duration. You may not be able to adjust your 3000 LO settings by very much.

.

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LCD is dim: If you are using a 9 volt battery to power the box when the sled is not running, your battery v oltage

is getting low – replace your battery. Extreme hot or cold temperatures may cause the LCD to not

LCD display is slow: Co ld weather conditions can make the LCD respond very slowly. The Control Box will still

Moisture on LCD: Condensation is normal if the Control Box is quickly moved from a cold to a warm environment.

Check Engine light: Make sure the wires in the EFI harness are correct and check for a bad connection in the wiring

display properly.

function OK. You can locate the box under the hood in order to provide heat so the LCD will
display quicker.

In some cases, the Control Box enclosure may no longer be sealing properly. If such problems
persist, contact Boondocker to determine if resealing the box is necessary.

harness. Recheck all connectors and be sure each is completely latched. Also inspect each wire to
make sure there are no frayed, broken, or melted wires. Look at the seals on the back of each
connector – if a pin has backed out, its wire seal will be protruding out of the connector more than
the rest.

IX. Warranty, Terms & Conditions

Returned Goods – No merchandise will be accepted without prior approval. A RMA number (Return Merchandise

Authorization) provided by Boondocker is required before a return will be accepted. A 20% handling and restocking
charge will be applied to returned merchandise. No unauthorized returns will be accepted.

Limited Warranty – Boondocker warrants its product to the original purchaser against workmanship defects for a p eriod
of 90 days, commencing from the date of product delivery to the Consumer.

Maximum Liability – The maximum liability of Boondocker in connection with this warranty shall not under any
circumstances exceed the price of the product claimed to be defective.

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