Logging Miles
With Puff pretty much in its finished stage, we shifted from tuning to testing. There were several products that we wanted to pound on in various snow conditions. At the same time, we just wanted to log some miles. The winter wasn't shaping up to be a stellar year for snow fall so we were anxious to ride wherever and whenever possible. (That's the beauty of this job . we actually get paid to ride.)
First, we were anxious to understand the benefits of the Boondocker (208-542-4411) control box and nitrous kit. One thing we recognized early on with Puff that there seemed to be a flat spot in the carburetion and we wanted to clean it up.
The nice part about the control box is that we could add or reduce fuel throughout the rpm range. So as we would ride, we would find areas of slight hesitation and either increase or reduce fuel flow. (Increasing fuel was always a safe bet-the worst thing that happens is you foul plugs. By decreasing fuel, you can run to the lean side.) The fuel box also made it possible for us to have several different fuel maps programmed into the system. We found that by keeping one at stock and playing with a couple of the others (depending on elevation and temperatures) we could usually stay pretty close to where we wanted to be.
As for that flat spot, we also discovered that when the pipes where heated up, it disappeared. But when we stopped to rest and allow the sleds to cool down, the first few minutes after we fired up again we would notice the flat spot. It really didn't have much to do with the carburetion as it did with the pipe and engine.
As for the happy juice, we had the control box programmed to automatically inject NOS anytime the throttle position was greater than 90 percent and the rpm was between 3,500 and 7,750. In other words, whenever you grabbed a handful of throttle, the control box would accelerate your rpm over 7,750 to where you were making instant power. This usually would result in NOS being applied for maybe a tenth of a second. You could boondock all day with NOS on demand without the fear of running out of juice. It also allowed you to ride aggressively in some serious terrain without always reaching for the button. Yet, if you had those situations where you wanted NOS for extended periods of time, the button was always right there in easy access of your right thumb.
When it came to pounding through the bumps, the EzRyde rear suspension from Great Lakes Sound and Vibration (906-482-7535) excelled in almost every condition. This suspension was extremely user friendly. Not only was it significant in shedding weight off the sled, but it just worked great. Even though it is fully adjustable, we were able to set it up for the ride we wanted early in the season did then didn't have to mess with it after that.
Complimenting the rear suspension was the Holz Racing (360-398-7006) lightweight front suspension. For several years we've relied on HRP front suspensions to provide precise handling and control. And over the years, regardless of the pounding and abuse we offered, we have yet to have a part fail.
Our handling was complete with a set of skis from Sly Dog (605-983-5244).
We also used HRP's air vents to help maintain cooler under-hood temperatures.
Speaking of under the hood, as always Starting Line Products (208-529-0244) was very helpful throughout the process to ensure we maintained the highest level of performance. The SLP pipes helped to bring the engine to life. And there was a certain bark to the pipes, without being loud or obnoxious, that radiated power and performance. Although our plans were to punch the 700cc engine out to an 800, we just didn't see the need as the season progressed.
SLP also came through on providing an air horn kit that allowed us to exchange our stock hood for an R&M Lightning Products (801-467-2442) lightweight mesh hood. We also used Red Line Synthetic Oil (707-745-6100) for injection oil and its GR75W90 gear oil in the chaincase. Red Line features a low-smoke formula that is bio-degradable. It is blended for protection in variable weather conditions, offers superior rust protection and is specifically blended to adapt to the latest pump fuels.
Throughout the season we played around with the SnoBunje (877-250-2015) left-hand throttle. When you're working in the deep and steep, it's nice to have a left-hand throttle option. It just allows a little more leverage when you really need to pull your sled to the left side. But we also found if others were riding Puff and had little or no experience with a left-hand throttle, it was easy for them to grab it by mistake.
We realized the safety release that disconnects a left-hand throttle (or similarly, one that locks it out) is very important. We also learned if you choose to install a left-hand throttle, you need to experiment with it in order to develop a level of proficiency.
And for those times when the wrong throttle was grabbed, or those times when the right throttle was grabbed in order to bust through the brush, a sturdy front bumper certainly came in handy. Tri-City Performance (801-298-8081) designed a front bumper for the Polaris Dragon that not only provided strength, but was very attractive, functional and weighed slightly less than all the plastic that it replaced.
This was one product that was easy to test, given our style of riding. The bumper is solid enough to withstand some very heavy brush (in the form of small trees). When you get in areas where there is a high density of log pole pine or aspen trees, sometimes your only option is to point your sled straight ahead and grab the throttle (in this case it really doesn't matter whether it's left-hand or right-hand).