Ski-Doo MX Z 440F, 440 LC, 583, 670, Formula 500, 500 Deluxe, 583, Z, S, SL, III, III LT, Summit 500, 583, 670, Mach 1, Z, Z LT Snowmobile Handbook
MX Z 440 F, MX Z 440 LC, MX Z 583, MX Z 670, Formula 500, Formula 500 Deluxe, Formula 583, Formula Z, Summit 500, Summit 583, Summit 670, Formula S, Formula SL, Formula III LT, Formula III, Mach 1, Mach Z LT, Mach Z. The 1997 Ski-Doo Racing Handbook provides important information for preparing and using Ski-Doo snowmobiles in competitive events. It covers topics such as chassis preparation and engine preparation. The handbook includes details on transmission system, tools, competition preparation, and technical publications and racing parts.
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1997 RACER HANDBOOK TABLE OF CONTENTS HOW TO COMMUNICATE .................................................................................................. 01-1 WHAT’S NEW FOR 1997 ..................................................................................................... 02-1 CHASSIS PREPARATION .................................................................................................... 03-1 ENGINE PREPARATION ...................................................................................................... 04-1 TRANSMISSION SYSTEM ................................................................................................. 05-1 TECHNICAL PUBLICATIONS AND RACING PARTS ......................................................... 06-1 COMPETITION PREPARATION .......................................................................................... 07-1 TOOLS ................................................................................................................................ 08-1 ◆ WARNING This information relates to the preparation and use of snowmobiles in competitive events. Bombardier Inc. disclaims liability for all damages and/or injuries resulting from the improper use of the contents. We strongly recommend that these modifications be carried out and/or verified by a highly-skilled professional racing mechanic. It is understood that racing or modifications of any Bombardier-made snowmobile voids the vehicle warranty and that such modifications may render use of the vehicle illegal in other than sanctioned racing events under existing federal, provincial and state regulations. KEEPING YOUR MACHINE LEGAL IS YOUR RESPONSIBILITY Read and know your rule books. 1 Section 01 - HOW TO COMMUNICATE GENERAL If you have any suggestions on new information and ideas to improve next year’s handbook, including any errors or omissions, please mail or fax to; Ski-Doo Race Department Bombardier Corp., P.O. Box 8035 Wausau, Wisc. 54402-8035. For additional information or to pass on your feedback and suggestions please contact the following people using the racer report format. Your information is important to us Ovals, Drags, Speed runs, Cross-Country, Sno Cross Bill Rader Phone hotline 715-847-6884 Fax hotline 715-847-6869 Mountain, hill climb, deep snow Mark Thompson Fax hotline 801-753-3034 To ensure timely and accurate response to questions we will respond by fax, whenever possible. A wide range of excellent publications and special tools are available to support your racing activities. See Section 06-1, Competition bulletins-racing parts, useful publications. NOTE: Order all items through your local Ski Doo dealer. 01-1 SECTION 01 - HOW TO COMMUNICATE OVAL, DRAGS, RADAR RUNS T E A ATTN: Bill Rader FAX: 715-847-6869 M ®® Date:_________________________________________________ Driver Name: _________________________________________ Driver Phone Number:______________________ Dealership Name:_____________________________________ Dealer Phone Number: ____________________ Vehicle Type: _____________ Odometer Reading: _________ Serial Number: ___________________________ Race Type: ___________________________________________ Class: ____________________________________ Location: _____________________________________________ Finish Position: ___________________________ Temperature: _____________ Altitude:__________________ Main Jet: _________________________________ Surface Conditions: _______________________________________________________________________________ Top Speed Observed: _________________________________ RPM Observed: ___________________________ OPTIONAL: TRA: Spring: ______________________________ DRIVEN: Spring: __________________________ Ramps: ______________________________ Cam: ____________________________ Adjuster Position:_____________________ Pre-Load: ________________________ Pins: _________________________________ Arm Type: ___________________________ CHAINCASE GEARING: Top:_____________________________ Bottom: _________________________ LIST PROBLEMS OBSERVED AND RECOMMENDED SOLUTIONS OR SUGGESTIONS, PLEASE INCLUDE SKETCHES: ”Your information is important to us”. 01-2 SECTION 01 - HOW TO COMMUNICATE HILLCLIMB, MOUNTAIN T E A ATTN: Mark Thompson FAX: 801-753-3034 M ®® Date:_________________________________________________ Driver Name: _________________________________________ Driver Phone Number:______________________ Dealership Name:_____________________________________ Dealer Phone Number: ____________________ Vehicle Type: _____________ Odometer Reading: _________ Serial Number: ___________________________ Race Type: ___________________________________________ Class: ____________________________________ Location: _____________________________________________ Finish Position: ___________________________ Temperature: _____________ Altitude:__________________ Main Jet: _________________________________ Surface Conditions: _______________________________________________________________________________ Top Speed Observed: _________________________________ RPM Observed: ___________________________ OPTIONAL: TRA: Spring: ______________________________ DRIVEN: Spring: __________________________ Ramps: ______________________________ Cam: ____________________________ Adjuster Position:_____________________ Pre-Load: ________________________ Pins: _________________________________ Arm Type: ___________________________ CHAINCASE GEARING: Top:_____________________________ Bottom: _________________________ LIST PROBLEMS OBSERVED AND RECOMMENDED SOLUTIONS OR SUGGESTIONS, PLEASE INCLUDE SKETCHES: ”Your information is important to us”. 01-3 SECTION 01 - HOW TO COMMUNICATE CROSS-COUNTRY, SNO CROSS T E A ATT: Bill Rader FAX: 715-847-6869 M ®® Date:_________________________________________________ Driver Name: _________________________________________ Driver Phone Number:______________________ Dealership Name:_____________________________________ Dealer Phone Number: ____________________ Vehicle Type: _____________ Odometer Reading: _________ Serial Number: ___________________________ Race Type: ___________________________________________ Class: ____________________________________ Location: _____________________________________________ Finish Position: ___________________________ Temperature: _____________ Altitude:__________________ Main Jet: _________________________________ Surface Conditions: _______________________________________________________________________________ Top Speed Observed: _________________________________ RPM Observed: ___________________________ OPTIONAL: TRA: Spring: ______________________________ DRIVEN: Spring: __________________________ Ramps: ______________________________ Cam: ____________________________ Adjuster Position:_____________________ Pre-Load: ________________________ Pins: _________________________________ Arm Type: ___________________________ CHAINCASE GEARING: Top:_____________________________ Bottom: _________________________ LIST PROBLEMS OBSERVED AND RECOMMENDED SOLUTIONS OR SUGGESTIONS, PLEASE INCLUDE SKETCHES: ”Your information is important to us”. 01-4 Section 02 - WHAT’S NEW FOR 1997 TABLE OF CONTENTS MX Z 440F (ENGINES)....................................................................... 02-3 MX Z 440 LC (ENGINES) ................................................................... 02-3 MX Z 583 (ENGINES)......................................................................... 02-3 MX Z 670 (ENGINES)......................................................................... 02-3 MX Z 440F (VEHICLES)...................................................................... 02-4 MX Z 440 LC (VEHICLES) .................................................................. 02-4 MX Z 583 (VEHICLES)........................................................................ 02-4 MX Z 670 (VEHICLES)........................................................................ 02-4 FORMULA 500 (ENGINES)................................................................ 02-5 FORMULA 500 DELUXE (ENGINES) ................................................ 02-5 FORMULA 583 (ENGINES)................................................................ 02-5 FORMULA Z (ENGINES).................................................................... 02-5 FORMULA 500 (VEHICLES)............................................................... 02-6 FORMULA 500 DELUXE (VEHICLES) ............................................... 02-6 FORMULA 583 (VEHICLES)............................................................... 02-6 FORMULA Z (VEHICLES)................................................................... 02-6 SUMMIT 500 (ENGINES)................................................................... 02-7 SUMMIT 583 (ENGINES)................................................................... 02-7 SUMMIT 670 (ENGINES)................................................................... 02-7 02-1 SECTION 02 - WHAT’S NEW FOR 1997 SUMMIT 500 (VEHICLES) .................................................................. 02-8 SUMMIT 583 (VEHICLES) .................................................................. 02-8 SUMMIT 670 (VEHICLES) .................................................................. 02-8 FORMULA S (VEHICLES)................................................................... 02-9 FORMULA SL (VEHICLES)................................................................. 02-9 FORMULA III/III LT (ENGINES) .......................................................... 02-10 MACH 1 (ENGINES) ........................................................................... 02-10 MACH Z/Z LT (ENGINES)................................................................... 02-10 FORMULA III (VEHICLES) .................................................................. 02-11 FORMULA III LT (VEHICLES) ............................................................. 02-11 MACH 1 (VEHICLES) .......................................................................... 02-11 MACH Z (VEHICLES) .......................................................................... 02-11 MACH Z LT (VEHICLES)..................................................................... 02-12 02-2 SECTION 02 - WHAT’S NEW FOR 1997 Engines VEHICLE MODEL ENGINE TYPE Number of Cylinders Bore mm (in) Stroke Displacement MX Z 440 LC MX Z 583 MX Z 670 443 454 583 670 2 2 2 2 67.5 (2.6575) 67.5 (2.6575) 76.0 (2.992) 78.0 (3.071) mm (in) 61.0 (2.402) 61.0 (2.402) 64.0 (2.520) 70.0 (2.760) cm3 (in3) 436.6 (26.64) 436.6 (26.6) 580.7 (35.44) 668.97 (40.82) Compression Ratio (corrected) Maximum Power Engine Speed ➀ MX Z 440 F ± 100 RPM 6.4 6.6 6.7 6.2 7000 8000 7900 7700 ST/R ST/R ST/N.A. ST/R Ring End Gap new wear limit mm (in) mm (in) 0.2 (.008) 1.0 (.039) 0.25 (.010) 1.0 (.040) 0.25 (.010) 1.0 (.040) 0.25 (.010) 1.0 (.040) Ring/Piston Groove Clearance new wear limit mm (in) mm (in) 0.04 (.0016) 0.2 (.008) 0.04 (.0016) 0.2 (.0079) 0.04 (.0016) 0.2 (.0079) 0.04 (.0016) 0.2 (.0079) Piston/Cylinder Wall Clearance new wear limit mm (in) mm (in) 0.06 (.0024) 0.2 (.008) 0.1 (.0039) 0.15 (.0059) 0.11 (.0043) 0.15 (.0059) 0.08 (.0031) 0.15 (.0059) Connecting Rod Big End Axial Play new wear limit mm (in) mm (in) 0.2 (.0079) 1.0 (.0394) 0.39 (.0154) 1.2 (.0472) 0.39 (.0156) 1.2 (.0472) 0.39 (.0156) 1.2 (.0472) Piston Ring Type 1st/2nd Maximum Crankshaft End-play ➁ mm (in) 0.3 (.0118) 0.3 (.0118) 0.3 (.012) 0.3 (.012) Maximum Crankshaft Deflection mm (in) 0.08 (.0031) 0.08 (.0031) 0.08 (.0032) 0.08 (.0032) Opening Closing N.A. 146° – 65° 502 140° – 71° 502 145° – 71° 500 Rotary Valve Timing ➂ and P/N 420 924 XXX Magneto Generator Output W Ignition Type Spark Plug Make and Type 240 220 220 220 CDI CDI CDI CDI NGK BR9ES NGK BR9ES NGK BR9ES NGK BR9ES Spark Plug Gap mm (in) 0.45 (.018) 0.45 (.018) 0.45 (.018) 0.45 (.018) Ignition Timing BTDC ➃ mm (in) 1.68 (.066) 1.48 (.058) 1.75 (.069) 1.75 (.069) Trigger Coil ➄ Ω 140 – 180 190 – 300 190 – 300 190 – 300 Generating Coil ➄ Ω 230 – 330 10 – 17 10 – 17 10 – 17 Lighting Coil ➄ Ω 0.23 – 0.28 0.2 – 0.35 0.2 – 0.35 0.2 – 0.35 Ω N.A. 0.3 – 0.7 0.3 – 0.7 0.3 – 0.7 kΩ 5.1 – 6.3 8 – 16 8 – 16 8 – 16 VM 40 92/93 VM 40 94/95 High Tension Coil ➄ Primary Secondary Carburetor Type PTO/MAG VM 34-479/480 VM 34-492/493 Main Jet PTO/MAG 205/195 240/210 280/260 300/270 159 P-0 159 P-8 224-AA2 224 AA-2 Needle Jet Pilot Jet Needle Identification – Clip Position Slide Cut-away Float Adjustment ± 1 mm (± .040 in) 35 40 60 60 6DH2-3 6FJ43-2 7ECY1-3 7EDY1-3 2.5 2.5 2.5 2.5 23.9 (.94) 23.9 (.94) 18.1 (.71) 18.1 (.71) Air Screw Adjustment ± 1/16 Turn 1-1/2 0.5 2 2.25 Idle Speed RPM ± 200 RPM 1650 1700 1800 1700 Gas Type/Pump Octane Number Unleaded/87 Unleaded/87 Unleaded/87 Unleaded/87 Gas/Oil Ratio Injection Injection Injection Injection Type Axial Fan Liquid Liquid Liquid N.A. Deflection ➅ mm (in) 8 – 9 (.31 – .35) N.A. N.A. Force kg (lbf) 5 (11) N.A. N.A. N.A. °C (°F) N.A. 42 (108) 42 (108) 42 (108) kPa (PSI) N.A. 90 (13) 90 (13) 90 (13) ➆ ➆ ➆ ➆ 22 (16) 23 (17) 23 (17) 23 (17) 105 (77) 125 (92) 125 (92) 125 (92) 10 (7) 22 (16) 9 (6.5) 29 (21) 9 (6.5) 29 (21) 9 (6.5) 29 (21) Crankcase/Engine Support Nuts or Screws 38 (28) 40 (29) 40 (29) 40 (29) Cylinder Head Nuts 22 (16) 29 (21) 29 (21) 29 (21) N.A. 29 (21) 29 (21) 29 (21) 50 (37) N.A. N.A. N.A. Axial Fan Belt Adjustment Thermostat Opening Temperature Radiator Cap Opening Pressure Drive Pulley Retaining Screw ENGINE COLD N•m (lb•ft) Exhaust Manifold Nuts or Bolts Magneto Ring Nut Crankcase Nuts or Screws Crankcase/Cylinder Nuts or Screws Axial Fan Shaft Nut M6 M8 02-3 SECTION 02 - WHAT’S NEW FOR 1997 Vehicles VEHICLE MODEL MX Z 440 F ENGINE TYPE Chain Drive Ratio Chain Drive Pulley Pitch in Type/Links Qty/Plates Qty MX Z 670 443 454 583 670 22/44 23/44 25/44 26/44 3/8 3/8 3/8 3/8 Silent/72/11 Silent 72 – 13 Silent 74 – 13 Silent 74 – 13 TRA TRAC TRAC TRAC Ramp Identification 289 ➄ 283 ➄ 286 ➄ 286 ➅ 3 3 3 3 Blue/Green Pink/White Green/Blue Violet/Yellow 105.7 (4.16) 124.5 (4.9) 147.4 (5.80) 157.9 (6.22) Calibration Screw Position or Calibration Disc Quantity ➄ Spring Color ± 1.5 mm (± 0.060 in) Clutch Engagement Driven Pulley Spring Preload Cam Angle Pulley Distance Z X Y–X MIN. – MAX. 3800 4400 4400 3800 ± 0.7 kg (±1.5 lb) degree ± 200 RPM 6.1 (13.4) 47° 7.0 (15.4) 44° 7.0 (15.4) 50° 5.4 – 6.8 (11.9 – 15.0) 50° (+ 0, –1) mm ((+ 0, –1/32) in) 16.5 (21/32) 16.5 (21/32) 16.5 (21/32) 16.5 (21/32) ± 0.4 mm (± 1/64 in) 35.0 (1-3/8) 35.0 (1-3/8) 35.0 (1-3/8) 35.0 (1-3/8) mm (in) + 1 (+ 0.039) + 2 (+ 0.079) 1.0 – 2.0 (0.039 – 0.079) 1.0 – 2.0 (0.039 – 0.079) 1.0 – 2.0 (0.039 – 0.079) 414 0606 00 414 8607 00 414 8607 00 414 9182 00 34.7 (1-3/8) 34.9 (1-3/8) 34.9 (1-3/8) 35.2 (1-3/8) 32 (1-1/4) 32 (1-1/4) 32 (1-1/4) 32 (1-1/4) Drive Belt Part Number (P/N) Drive Belt Width (new) ➀ Drive Belt Adjustment mm (in) Deflection Force ➁ Width Length Track Adjustment Deflection Force ➂ ± 5 mm (± 13/64 in) kg (lbf) 11.3 (25) 11.3 (25) 11.3 (25) 11.3 (25) cm (in) 38.1 (15) 38.1 (15.0) 38.1 (15.0) 38.1 (15.0) cm (in) 307 (121) 307 (121) 307 (121) 307 (121) 40 – 55 (1-9/16 – 2-5/32) 40 – 55 (1-9/16 – 2-5/32) 35 – 40 (1-3/8 – 1-3/4) 35 – 40 (1-3/8 – 1-3/4) mm (in) kg (lbf) Track Suspension Type Ski 7.3 (16) 7.3 (16) 7.3 (16) 7.3 (16) SC10 Sport SC10 XC SC10 XC SC10 XC DSA DSA DSA DSA Length cm (in) 272.5 (107.3) 272.5 (107.3) 272.5 (107.3) 272.5 (107.3) Width cm (in) 114.3 (45.0) 116.9 (46.0) 116.9 (46.0) 117.2 (46.1) Height cm (in) 108 (42.5) 108 (42.5) 108 (42.5) 108 (42.5) Ski Stance cm (in) 101.6 (40) 104.5 (41.0) 104 (41.0) 104.5 (41.0) Mass (dry) kg (lb) Ground Contact Area Ground Contact Pressure cm2 (in2) kPa (PSI) Frame Material Bottom Pan Material Cab Material 201 (442) 220 (485) 228 (502) 228 (502) 6629 (1028) 6629 (1028) 6629 (1028) 6629 (1028) 2.97 (.437) 3.26 (.473) 3.37 (.489) 3.37 (.489) Aluminum Aluminum Aluminum Aluminum Polyethylene Impact Copolymer Impact Copolymer Impact Copolymer RRIM Polyurethane RRIM Polyurethane RRIM Polyurethane RRIM Polyurethane Battery V (A•h) Headlight W N.A. N.A. N.A. N.A. H4 60/55 H4 60/55 H4 60/55 H4 60/55 Taillight and Stoplight W 8/27 8/27 8/27 8/27 Tachometer and Speedometer Buld W 2x3 2x3 2x3 2x3 Fuel and Temperature Gauge Buld Fuse W N.A. N.A. N.A. N.A. Starter Solenoid A N.A. N.A. N.A. N.A. Tachometer A N.A. N.A. N.A. N.A. L (U.S. gal) 37 (9.8) 37.0 (9.8) 37.0 (9.8) 37.0 (9.8) mL (U.S. oz) Fuel Tank Chaincase/Gearbox 02-4 MX Z 583 Type of Drive Pulley Spring Length Offset MX Z 440 LC 250 (8.5) 250 (8.5) 250 (8.5) 250 (8.5) Cooling System L (U.S. oz) N.A. 4.7 (159) 4.7 (159) 4.7 (159) Injection Oil Reservoir L (U.S. oz) 2.55 (86) 2.8 (95) 2.8 (95) 2.8 (95) SECTION 02 - WHAT’S NEW FOR 1997 Engine VEHICLE MODEL ENGINE TYPE Number of Cylinders Bore mm (in) Stroke Displacement FORMULA 500 DELUXE FORMULA 583 FORMULA Z 494 454 583 583 2 2 2 2 69.5 (2.736) 69.5 (2.736) 76.0 (2.992) 76.0 (2.992) mm (in) 65.8 (2.59) 65.8 (2.59) 64.0 (2.52) 64.0 (2.52) cm3 (in3) 499.3 (30.47) 499.3 (30.47) 580.7 (35.44) 580.7 (35.44) Compression Ratio (corrected) Maximum Power Engine Speed ➀ FORMULA 500 ± 100 RPM 6.8 6.8 6.7 6.7 7750 7750 7900 7900 ST/R ST/R ST/N.A. ST/N.A. Ring End Gap new wear limit mm (in) mm (in) 0.25 (.010) 1.0 (.040) 0.25 (.010) 1.0 (.040) 0.25 (.010) 1.0 (.040) 0.25 (.010) 1.0 (.040) Ring/Piston Groove Clearance new wear limit mm (in) mm (in) 0.04 (.0016) 0.2 (.008) 0.04 (.0016) 0.2 (.008) 0.04 (.0016) 0.2 (.008) 0.04 (.0016) 0.2 (.008) Piston/Cylinder Wall Clearance new wear limit mm (in) mm (in) 0.11 (.0043) 0.15 (.006) 0.11 (.0043) 0.15 (.006) 0.11 (.0043) 0.15 (.006) 0.11 (.0043) 0.15 (.0059) Connecting Rod Big End Axial Play new wear limit mm (in) mm (in) 0.39 (.0156) 1.2 (.048) 0.39 (.0156) 1.2 (.048) 0.39 (.0156) 1.2 (.048) 0.39 (.0156) 1.2 (.048) Piston Ring Type 1st/2nd Maximum Crankshaft End-play ➁ mm (in) 0.3 (.0120) 0.3 (.0120) 0.3 (.012) 0.3 (.012) Maximum Crankshaft Deflection mm (in) 0.08 (.0032) 0.08 (.0032) 0.08 (.0032) 0.08 (.0032) Opening Closing 135° – 64° 509 135° – 64° 509 140° – 71° 502 140° – 71° 502 Rotary Valve Timing ➂ and P/N 420 924 XXX Magneto Generator Output W Ignition Type Spark Plug Make and Type 220 220 220 220 CDI CDI CDI CDI NGK BR9ES NGK BR9ES NGK BR9ES NGK BR9ES Spark Plug Gap mm (in) 0.45 (.018) 0.45 (.018) 0.45 (.018) 0.45 (.018) Ignition Timing BTDC ➃ mm (in) 1.81 (.071) 1.81 (.071) 1.75 (.069) 1.75 (.069) Trigger Coil ➄ Ω 190 – 300 190 – 300 190 – 300 190 – 300 Generating Coil ➄ Ω 10 – 17 10 – 17 10 – 17 10 – 17 Ω 0.20 – 0.35 0.20 – 0.35 0.20 – 0.35 0.20 – 0.35 Ω 0.3 – 0.7 0.3 – 0.7 0.3 – 0.7 0.3 – 07 kΩ 8 – 16 8 – 16 8 – 16 8 – 16 VM 40 88/89 Lighting Coil ➄ High Tension Coil ➄ Primary Secondary Carburetor Type PTO/MAG VM 38 345/346 VM 38 345/346 VM 38 349/350 Main Jet PTO/MAG 310/290 310/290 280/270 280/260 480-P3 480-P3 480-Q6 224 AA-2 Needle Jet Pilot Jet Needle Identification – Clip Position Slide Cut-away Float Adjustment ± 1 mm (± .040 in) 50 50 50 60 6FEY1-3 6FEY1-3 6BGY15-4 7ECY1-3 2.5 2.5 2.5 2.5 18.1 (.71) 18.1 (.71) 18.1 (.71) 18.1 (.71) Air Screw Adjustment ± 1/16 Turn 1.5 1.5 2.25 2.25 Idle Speed RPM ± 200 RPM 1800 1800 1800 1800 Unleaded/87 Unleaded/87 Unleaded/87 Unleaded/87 Injection Injection Injection Injection Liquid Liquid Liquid Liquid N.A. Gas Type/Pump Octane Number Gas/Oil Ratio Type Deflection ➅ mm (in) N.A. N.A. N.A. Force kg (lbf) N.A. N.A. N.A. N.A. °C (°F) 42 (108) 42 (108) 42 (108) 42 (108) kPa (PSI) 90 (13) 90 (13) 90 (13) 90 (13) ➆ ➆ ➆ ➆ 23 (17) 23 (17) 23 (17) 23 (17) 125 (92) 125 (92) 125 (92) 125 (92) 9 (6.5) 29 (21) 9 (6.5) 29 (21) 9 (6.5) 23 (17) 9 (6.5) 23 (17) Crankcase/Engine Support Nuts or Screws 40 (29) 40 (29) 40 (29) 40 (29) Cylinder Head Nuts 29 (21) 29 (21) 29 (21) 29 (21) Crankcase/Cylinder Nuts or Screws 29 (21) 29 (21) 29 (21) 29 (21) N.A. N.A. N.A. N.A. Axial Fan Belt Adjustment Thermostat Opening Temperature Radiator Cap Opening Pressure Drive Pulley Retaining Screw ENGINE COLD N•m (lb•ft) Exhaust Manifold Nuts or Bolts Magneto Ring Nut Crankcase Nuts or Screws Axial Fan Shaft Nut M6 M8 02-5 SECTION 02 - WHAT’S NEW FOR 1997 Vehicles VEHICLE MODEL FORMULA 500 ENGINE TYPE Chain Drive Ratio Chain Drive Pulley Pitch in Type/Links Qty/Plates Qty FORMULA Z 494 494 583 583 23/44 23/44 25/44 25/44 3/8 3/8 3/8 3/8 Silent 72-11 Silent 72-11 Silent 74-11 Silent 74-13 TRAC TRAC TRAC TRAC Ramp Identification 281 ➄ 281 ➄ 286 ➄ 286 ➄ 3 3 3 3 Violet/Green Violet/Green Violet/Blue Violet/Blue 133.5 (5.27) 133.5 (5.27) 114.6 (4.51) 114.6 (4.51) Calibration Screw Position or Calibration Disc Quantity ➄ Spring Color ± 1.5 mm (± 0.060 in) Clutch Engagement Driven Pulley Spring Preload Cam Angle Pulley Distance Z X Y–X 4200 4200 4100 4100 ± 0.7 kg (±1.5 lb) degree ± 200 RPM 7.0 (15.4) 50° 7.0 (15.4) 50° 7.0 (15.4) 50° 7.0 (15.4) 50° (+ 0, –1) mm ((+ 0, –1/32) in) 16.5 (21/32) 16.5 (21/32) 16.5 (21/32) 16.5 (21/32) 35.0 (1-3/8) 35.0 (1-3/8) 35.0 (1-3/8) 35.0 (1-3/8) 1.0 – 2.0 (0.039 – 0.079) 1.0 – 2.0 (0.039 – 0.079) 1.0 – 2.0 (0.039 – 0.079) 1.0 – 2.0 (0.039 – 0.079) ± 0.4 mm (± 1/64 in) MIN. – MAX. mm (in) Drive Belt Part Number (P/N) Drive Belt Width (new) ➀ Drive Belt Adjustment mm (in) Deflection Force ➁ Width Length Track Adjustment Deflection Force ➂ ± 5 mm (± 13/64 in) 414 8607 00 414 8607 00 414 8607 00 414 8607 00 34.90 (1-3/8) 34.90 (1-3/8) 34.90 (1-3/8) 34.90 (1-3/8) 32 (1-1/4) 32 (1-1/4) 32 (1-1/4) 32 (1-1/4) kg (lbf) 6.8 (15) 6.8 (15) 6.8 (15) 11.3 (25) cm (in) 38.1 (15.0) 38.1 (15.0) 38.1 (15.0) 38.1 (15.0) cm (in) 307 (121) 307 (121) 307 (121) 307 (121) 40 – 55 (1-9/16 – 1-11/64) 40 – 55 (1-9/16 – 1-11/64) 30 – 40 (1-9/16 – 1-3/4) 35 – 40 (1-3/8 – 1-3/4) mm (in) kg (lbf) Track Suspension Type Ski 7.3 (16) 7.3 (16) 7.3 (16) 7.3 (16) SC-10 Sport SC-10 Sport SC-10 Sport SC10 HP DSA DSA DSA DSA Length cm (in) 272.5 (107.3) 272.5 (107.3) 272.5 (107.3) 272.5 (107.3) Width cm (in) 120.7 (47.5) 120.7 (47.5) 120.7 (47.5) 120.7 (47.5) Height cm (in) 108 (42.5) 112 (44) 108 (42.5) 108 (42.5) Ski Stance cm (in) 106.7 (42.0) 106.7 (42.0) 106.7 (42.0) 106.7 (42) Mass (dry) kg (lb) 212 (467) 228 (502) 223 (491) 227 (499) 6793 (1053) 6503 (1008) 6793.4 (1053) 6793 (1053) Ground Contact Area Ground Contact Pressure cm2 (in2) kPa (PSI) Frame Material Bottom Pan Material Cab Material Battery V (A•h) Headlight W 3.06 (.444) 3.29 (.477) 3.22 (.467) 3.28 (.476) Aluminum Aluminum Aluminum Aluminum Impact Copolymer Impact Copolymer Impact Copolymer Impact Copolymer RRIM RRIM RRIM RRIM Polyurethane N.A. 12 (22) N.A. N.A. H4 60/55 H4 60/55 H4 60/55 H4 60/55 Taillight and Stoplight W 8/27 8/27 8/27 8/27 Tachometer and Speedometer Buld W 2x3 2x3 2x3 2x3 Fuel and Temperature Gauge Buld W N.A. N.A. N.A. 3/3 A N.A. 30 N.A. N.A. Fuse Starter Solenoid Tachometer Fuel Tank Chaincase/Gearbox 02-6 FORMULA 583 Type of Drive Pulley Spring Length Offset FORMULA 500 DELUXE A L (U.S. gal) N.A. N.A. N.A. N.A. 40 (10.6) 40 (10.6) 40 (10.6) 40 (10.6) mL (U.S. oz) 250 (8.5) 250 (8.5) 250 (8.5) 250 (8.5) Cooling System L (U.S. oz) 4.7 (159) 4.7 (159) 4.7 (159) 4.7 (159) Injection Oil Reservoir L (U.S. oz) 2.8 (94.7) 2.8 (94.7) 2.8 (94.7) 2.8 (95) SECTION 02 - WHAT’S NEW FOR 1997 Engines VEHICLE MODEL ENGINE TYPE Number of Cylinders Bore mm (in) Stroke Displacement SUMMIT 583 SUMMIT 670 494 583 670 2 2 2 69.5 (2.736) 76.0 (2.992) 78.0 (3.071) mm (in) 65.8 (2.59) 64.0 (2.520) 70.0 (2.760) cm3 (in3) 499.3 (30.47) 580.7 (35.44) 668.97 (40.82) Compression Ratio (corrected) Maximum Power Engine Speed ➀ SUMMIT 500 ± 100 RPM 6.8 6.7 6.2 7750 7800 7700 ST/R ST/N.A. ST/R Ring End Gap new wear limit mm (in) mm (in) 0.25 (.010) 1.0 (.040) 0.25 (.010) 1.0 (.040) 0.25 (.0098) 1.0 (.0394) Ring/Piston Groove Clearance new wear limit mm (in) mm (in) 0.04 (.0016) 0.2 (.008) 0.04 (.0016) 0.2 (.0079) 0.04 (.0016) 0.2 (.0079) Piston/Cylinder Wall Clearance new wear limit mm (in) mm (in) 0.11 (.0043) 0.15 (.006) 0.05 (.0020) 0.15 (.0059) 0.08 (.0031) 0.15 (.0059) Connecting Rod Big End Axial Play new wear limit mm (in) mm (in) 0.39 (.0156) 1.2 (.048) 0.39 (.0154) 1.2 (.0472) 0.39 (.0154) 1.2 (.0472) Piston Ring Type 1st/2nd Maximum Crankshaft End-play ➁ mm (in) 0.3 (.012) 0.3 (.0118) 0.3 (.0118) Maximum Crankshaft Deflection mm (in) 0.08 (.0032) 0.08 (.0031) 0.08 (.0031) Opening Closing 135° – 64° 509 135° – 64° 509 145° – 71° 500 Rotary Valve Timing ➂ and P/N 420 924 XXX Magneto Generator Output W Ignition Type Spark Plug Make and Type 220 220 220 CDI CDI CDI NGK BR9ES NGK BR9ES NGK BR9ES Spark Plug Gap mm (in) 0.45 (.018) 0.45 (.018) 0.45 (.018) Ignition Timing BTDC ➃ mm (in) 1.81 (.071) 1.75 (.069) 1.93 (.076) Trigger Coil ➄ Ω 190 – 300 190 – 300 190 – 300 Generating Coil ➄ Ω 10 – 17 10 – 17 10 – 17 Lighting Coil ➄ Ω 0.20 – 0.35 0.20 – 0.35 0.20 – 0.35 Ω 0.3 – 0.7 0.3 – 0.7 0.3 – 0.7 kΩ 8 – 16 8 – 16 8 – 16 VM 38 (HAC) 365/ 366 VM 40 (HAC) 90/91 High Tension Coil ➄ Primary Secondary Carburetor Type PTO/MAG VM 38 (HAC) 363/364 Main Jet PTO/MAG 400/380 340/330 380/370 480-Q0 480 Q-6 224 AA-4 75 75 75 6FEY1-3 6BGY15-4 7DPI1-3 2.5 2.5 2.5 18.1 (.71) 18.1 (.71) 18.1 (.71) Needle Jet Pilot Jet Needle Identification – Clip Position Slide Cut-away Float Adjustment ± 1 mm (± .040 in) Air Screw Adjustment ± 1/16 Turn 2.0 2.25 2.25 Idle Speed RPM ± 200 RPM 1800 1900 1900 Unleaded/87 Unleaded/87 Unleaded/87 Injection Injection Injection Liquid Liquid Liquid N.A. Gas Type/Pump Octane Number Gas/Oil Ratio Type Axial Fan Belt Adjustment Deflection ➅ mm (in) N.A. N.A. Force kg (lbf) N.A. N.A. N.A. °C (°F) 42 (108) 42 (108) 42 (108) kPa (PSI) 90 (13) 90 (13) 90 (13) ➆ ➆ ➆ 23 (17) 23 (17) 23 (17) 125 (92) 125 (92) 125 (92) 9 (6.5) 29 (21) 9 (6.5) 29 (21) 9 (6.5) 29 (21) Thermostat Opening Temperature Radiator Cap Opening Pressure Drive Pulley Retaining Screw ENGINE COLD N•m (lb•ft) Exhaust Manifold Nuts or Bolts Magneto Ring Nut Crankcase Nuts or Screws M6 M8 Crankcase/Engine Support Nuts or Screws 40 (29) 40 (29) 40 (29) Cylinder Head Nuts 29 (21) 29 (21) 29 (21) Crankcase/Cylinder Nuts or Screws 29 (21) 29 (21) 29 (21) N.A. N.A. N.A. Axial Fan Shaft Nut 02-7 SECTION 02 - WHAT’S NEW FOR 1997 Vehicles VEHICLE MODEL SUMMIT 500 ENGINE TYPE Chain Drive Ratio Chain Drive Pulley Pitch in Type/Links Qty/Plates Qty 494 583 670 22/44 22/44 23/44 3/8 3/8 3/8 Silent 72-11 Silent 72-13 Silent 72-13 TRAC TRAC TRAC Ramp Identification 287 ➄ 285 ➄ 286 ➄ 5 5 5 Pink/White Green/Blue Violet/Yellow 124.5 (4.90) 147.4 (5.80) 157.9 (6.22) Calibration Screw Position or Calibration Disc Quantity ➄ Spring Color ± 1.5 mm (± 0.060 in) Clutch Engagement Driven Pulley Spring Preload Cam Angle Pulley Distance Z X Y–X 4800 4500 4100 ± 0.7 kg (±1.5 lb) degree ± 200 RPM 7.0 (15.4) 50° 7.0 (15.4) 50° 7.0 (15.4) 50° (+ 0, –1) mm ((+ 0, –1/32) in) 16.5 (21/32) 16.5 (21/32) 16.5 (21/32) 35.0 (1-3/8) 35.0 (1-3/8) 35.0 (1-3/8) 1.0 – 2.0 (0.039 – 0.079) 1.0 – 2.0 (0.039 – 0.079) 1.0 – 2.0 (0.039 – 0.079) 415 8607 00 415 0603 00 415 0603 00 34.7 (1-3/8) 35.0 (1-3/8) 35.0 (1-3/8) 32 (1-1/4) 32 (1-1/4) 32 (1-1/4) ± 0.4 mm (± 1/64 in) MIN. – MAX. mm (in) Drive Belt Part Number (P/N) Drive Belt Width (new) ➀ Drive Belt Adjustment mm (in) Deflection Force ➁ Width Length Track Adjustment Deflection Force ➂ ± 5 mm (± 13/64 in) kg (lbf) 11.3 (25) 11.3 (25) 11.3 (25) cm (in) 38.1 (15.0) 38.1 (15.0) 38.1 (15.0) cm (in) 345.5 (136) 345.5 (136) 345.5 (136) 45 – 50 (1-3/4 – 1-31/32) 45 – 50 (1-3/4 – 1-31/32) 45 – 50 (1-3/4 – 1-31/32) mm (in) kg (lbf) Track Suspension Type Ski 7.3 (16) 7.3 (16) 7.3 (16) SC-10 Mountain SC-10 Mountain SC-10 Mountain DSA DSA DSA Length cm (in) 291.9 (114.9) 291.9 (114.9) 291.9 (114.9) Width cm (in) 108 (42.5) 108 (42.5) 108 (42.5) Height cm (in) 108 (42.5) 108 (42.5) 108 (42.5) Ski Stance cm (in) 94 (37) 94 (37) 94 (37) Mass (dry) kg (lb) 225 (494) 231 (508) 233 (513) cm2 (in2) 7479.2 (1159.2) 7479.2 (1159.2) 7227.2 (1120.2) kPa (PSI) 2.95 (.428) 3.03 (.439) 3.06 (.444) Aluminum Aluminum Aluminum Impact Copolymer Impact Copolymer Impact Copolymer RRIM RRIM RRIM N.A. N.A. 12 (22) H4 60/55 Ground Contact Area Ground Contact Pressure Frame Material Bottom Pan Material Cab Material Battery V (A•h) Headlight W H4 60/55 H4 60/55 Taillight and Stoplight W 8/27 8/27 8/27 Tachometer and Speedometer Buld W 2x3 2x3 2x3 Fuel and Temperature Gauge Buld Fuse W N.A. N.A. N.A. Starter Solenoid A N.A. N.A. N.A. Tachometer A N.A. N.A. N.A. L (U.S. gal) 40 (10.6) 40 (10.6) 40 (10.6) 250 (8.5) Fuel Tank Chaincase/Gearbox 02-8 SUMMIT 670 Type of Drive Pulley Spring Length Offset SUMMIT 583 mL (U.S. oz) 250 (8.5) 250 (8.5) Cooling System L (U.S. oz) 5.0 (169) 5.0 (169) 5.0 (169) Injection Oil Reservoir L (U.S. oz) 2.8 (94.7) 2.8 (94.7) 2.8 (94.7) SECTION 02 - WHAT’S NEW FOR 1997 Vehicles VEHICLE MODEL FORMULA S FORMULA SL ENGINE TYPE 377 503 Chain Drive Ratio 21/44 22/44 Chain Pitch in Type / Links Qty / Plates Qty Drive Pulley 3/8 3/8 Silent / 72 / 11 Silent / 72 / 11 Type of Drive Pulley Bombardier Lite TRAC Ramp Identification N.A. 284 ➃ Calibration Screw Position or Calibration Disc Quantity ➄ Spring Color Spring Length ± 1.5 mm (± 0.060 in) Clutch Engagement 3 Blue / Yellow 102 (4.02) 115.1 (4.53) 3100 3600 Driven Pulley Spring Preload Cam Angle ± 0.7 kg (± 1.5 lb) degree 4.8 (10.6) 44° 4.8 (10.6) 44° Pulley Distance Z (+0, –1) mm ((+0, –1/32) in) 25.5 (1) 16.5 (21/32) Offset ± 200 RPM 1W Red / Blue ± 0.4 mm (± 1/64 in) X MIN. MAX. Y–X Drive Belt Part Number (P / N) Drive Belt Width (new) ➀ Drive Belt Adjustment Deflection Force ➁ Track Width Length Adjustment Suspension Type 33.4 (1-5/16) 35.0 (1-3/8) + 0.5 (+ 0.020) + 1.5 (+ 0.059) + 1 (+ 0.039) + 2 (+ 0.079) 415 0606 00 415 0606 00 mm (in) 34.7 (1-3/8) 34.7 (1-3/8) ± 5 mm (± 13/64 in) 32 (1-1/4) 32 (1-1/4) kg (lbf) 11.3 (25) 11.3 (25) cm (in) 38.1 (15) 38.1 (15) cm (in) 307 (121) 307 (121) Deflection mm (in) 40 – 55 (1-9/16 – 2-5/32) 40 – 55 (1-9/16 – 2-5/32) Force ➂ kg (lbf) 7.3 (16) 7.3 (16) Track Slide Slide Ski DSA DSA Length cm (in) 272.5 (107.3) 272.5 (107.3) Width cm (in) 115.6 (45.5) 120.7 (47.5) Height cm (in) Touring : 122 (48.0) Formula : 112 (44.1) 112 (44.1) Ski Stance cm (in) 101.6 (40) 106.7 (42) Mass (dry) kg (lb) Touring : 204 (449) Formula : 195 (430) 202 (445) Ground Contact Area cm2 (in2) 6503 (1008) 6503 (1008) kPa (PSI) Touring : 3.08 (.447) Formula : 2.94 (.426) 3.05 (.442) Ground Contact Pressure Frame Material Bottom Pan Material Cab Material Battery V (A•h) Aluminum Aluminum Polyethylene Polyethylene RRIM Polyurethane RRIM Polyurethane Touring : 12 (22) Formula : N.A. N.A. W H4 60/55 H4 60/55 Taillight and Stoplight W 8/27 8/27 Tachometer and Speedometer Bulb W 5 2x3 Fuel and Temperature Gauge Bulb W N.A. N.A. Fuse Starter Solenoid A Touring : 30 Formula : N.A. N.A. Tachometer A N.A. N.A. L (U.S. gal) 40 (10.6) 40 (10.6) Chaincase / Gearbox mL (U.S. oz) 250 (8.5) 250 (8.5) Cooling System L (U.S. oz) N.A. N.A. Injection Oil Reservoir L (U.S. oz) 2.55 (86) 2.55 (86) Headlight Fuel Tank 02-9 SECTION 02 - WHAT’S NEW FOR 1997 Engines VEHICLE MODEL ENGINE TYPE Number of Cylinders Bore mm (in) Stroke Displacement 599 699 809 3 67.5 (2.5394) 3 69.5 (2.7461) 3 70.5 (2.7756) 61.0 (2.402) 61.0 (2.402) 68.0 (2.677) 597.94 (36.49) 699.2 (42.7) 796.3 (48.59) 6.8 6.8 6.8 8500 8500 8300 ST/R ST/R Ring End Gap 1st/2nd mm (in) mm (in) ST/R new wear limit 0.2 (.008) 1.0 (.039) 0.2 (.008) 1.0 (.039) 0.20 (.008) 1.0 (.039) Ring/Piston Groove Clearance new wear limit mm (in) mm (in) 0.03 (.0012) 0.2 (.008) 0.03 (.0012) 0.2 (.008) 0.03 (.0012) 0.2 (.008) Piston/Cylinder Wall Clearance new wear limit mm (in) mm (in) 0.07 (.0028) 0.15 (.0059) 0.10 (.0039) 0.15 (.0059) 0.11 (.0043) 0.15 (.0059) Connecting Rod Big End Axial Play new wear limit mm (in) mm (in) mm (in) 0.39 (.0154) 1.2 (.0472) 0.3 (.0118) 0.39 (.0154) 1.2 (.0472) 0.3 (.0118) 0.31 (.0122) 1.2 (.0472) 0.3 (.012) mm (in) Opening Closing W 0.08 (.0031) 0.08 (.0031) 0.08 (.0031) N.A. N.A. N.A. 220 220 220 CDI NGK BR10ES CDI NGK BR10ES CDI NGK BR10ES mm (in) mm (in) 0.45 (.018) 2.18 (.086) 0.45 (.018) 2.18 (.086) 0.45 (.018) 2.11 (.083) Ω Ω 190 – 300 49 – 75 190 – 300 49 – 75 190 – 300 49 – 75 High Speed Ω Ω 2.8 – 4.3 0.20 – 0.35 2.8 – 4.3 0.20 – 0.35 2.8 – 4.3 0.20 – 0.35 Primary Secondary Ω kΩ 0.2 – 0.5 6 – 13 0.2 – 0.5 6 – 13 0.2 – 0.5 6 – 13 VM 36-176/177/178 330/330/330 VM 38-356/357/358 350/350/350 3 x TM 38-C159 380/380/380 Needle Jet Pilot Jet 256 P-0 50 480 P-7 50 327 O-4 50 Needle Identification – Clip Position 6DEY4-3 6DEY2-4 8AGY1-41 Slide Cut-away Float Adjustment 2.5 18.1 (.71) 2.5 18.1 (.71) 2.0 20.0 (.79) 1-1/2 1900 2-1/4 1800 4 1800 Maximum Crankshaft End-play ➁ Maximum Crankshaft Deflection Rotary Valve Timing ➂ and P/N 420 924 XXX Magneto Generator Output Ignition Type Spark Plug Make and Type Spark Plug Gap Ignition Timing BTDC ➃ Trigger Coil ➄ Generating Coil ➄ Low Speed Lighting Coil ➄ High Tension Coil ➄ Carburetor Type Main Jet PTO/CTR/MAG PTO/CTR/MAG ± 1 mm (± .040 in) Air Screw Adjustment Idle Speed RPM ± 1/16 Turn ± 200 RPM Gas Type/Pump Octane Number Gas/Oil Ratio Super Unleaded/91 Super Unleaded/91 Super Unleaded/91 Injection Injection Injection Type Deflection ➅ mm (in) Liquid N.A. Liquid N.A. Liquid N.A. Force kg (lbf) °C (°F) N.A. 42 (108) N.A. 42 (108) N.A. 42 (108) kPa (PSI) 90 (13) 90 (13) 90 (13) ➆ ➆ ➆ 9 (6.6) 125 (92) 9 (6.6) 125 (92) 9 (6.6) 125 (92) 13 (9.5) 22 (16) 13 (9.5) 22 (16) 13 (9.5) 29 (21) Crankcase/Engine Support Nuts or Screws Cylinder Head Nuts 13 (9.6) 29 (21) 13 (9.6) 29 (21) 13 (9.6) 29 (21) Crankcase/Cylinder Nuts or Screws Axial Fan Shaft Nut 29 (21) N.A. 29 (21) N.A. 29 (21) N.A. Axial Fan Belt Adjustment Thermostat Opening Temperature Radiator Cap Opening Pressure ENGINE COLD N•m (lb•ft) Drive Pulley Retaining Screw 02-10 MACH Z/Z LT mm (in) ± 100 RPM Piston Ring Type MACH 1 cm3 (in3) Compression Ratio (corrected) Maximum Power Engine Speed ➀ FORMULA III/III LT Exhaust Manifold Nuts or Bolts Magneto Ring Nut Crankcase Nuts or Screws M6 M8 SECTION 02 - WHAT’S NEW FOR 1997 Vehicles VEHICLE MODEL FORMULA III ENGINE TYPE Chain Drive Ratio Chain Drive Pulley Pitch in Type/Links Qty/Plates Qty MACH 1 MACH Z 599 599 699 809 25/44 23/44 26/44 26/44 3/8 3/8 3/8 3/8 Silent/74/13 Silent/72/13 Silent/74/13 Silent/74/13 Type of Drive Pulley TRA TRA TRAC TRAC Ramp Identification 281 ➅ 281 ➅ 286 ➅ 286 ➅ 4 4 4 3 Pink/White Pink/White Pink/White Green/Blue 124.5 (4.90) 124.5 (4.90) 124.5 (4.90) 147.4 (5.80) Calibration Screw Position or Calibration Disc Quantity Spring Color ± 1.5 mm (± 0.060 in) Spring Length Clutch Engagement Driven Pulley Spring Preload Cam Angle Pulley Distance Z X Offset FORMULA III LT Y–X 4500 4500 4500 4100 ± 0.7 kg (±1.5 lb) degree ± 200 RPM 7.0 (15.4) 50° 7.0 (15.4) 50° 7.0 (15.4) 47° – 50° 7.0 (15.4) 47° – 50° (+ 0, –1) mm ((+ 0, –1/32) in) 16.5 (21/32) 16.5 (21/32) 16.5 (21/32) 16.5 (21/32) 35.0 (1-3/8) 35.0 (1-3/8) 35.0 (1-3/8) 35.0 (1-3/8) 1.0 – 2.0 (0.039 – 0.079) 1.0 – 2.0 (0.039 – 0.079) 1.0 – 2.0 (0.039 – 0.079) 1.0 – 2.0 (0.039 – 0.079) 415 0603 00 415 0603 00 415 0603 00 415 0603 00 35.0 (1-3/8) 35.0 (1-3/8) 35.0 (1-3/8) 35.0 (1-3/8) 32 (1-1/4) 32 (1-1/4) 32 (1-1/4) 32 (1-1/4) ± 0.4 mm (± 1/64 in) MIN. – MAX. mm (in) Drive Belt Part Number (P/N) Drive Belt Width (new) ➀ Drive Belt Adjustment mm (in) Deflection Force ➁ Width Length Track Adjustment Deflection Force ➂ ± 5 mm (± 13/64 in) kg (lbf) 11.3 (25) 11.3 (25) 11.3 (25) 11.3 (25) cm (in) 38.1 (15) 38.1 (15) 38.1 (15.0) 38.1 (15.0) cm (in) 307 (121) 345.5 (136) 307 (121) 307 (121) 35 – 40 (1-3/8 – 1-9/16) 35 – 40 (1-3/8 – 1-9/16) 35 – 40 (1-3/8 – 1-3/4) 35 – 40 (1-3/8 – 1-3/4) mm (in) kg (lbf) Track Suspension Type Ski 7.3 (16) 7.3 (16) 7.3 (16) 7.3 (16) SC10 HP SC10 HP SC10 HP SC10 HP DSA DSA DSA DSA Length cm (in) 272.0 (107.1) 291.0 (114.6) 272.0 (107.1) 272.5 (107.3) Width cm (in) 115.9 (45.6) 118.2 (46.5) 115.9 (45.6) 115.9 (45.6) Height cm (in) 108 (42.5) 108 (42.5) 108 (42.5) 108 (42.5) Ski Stance cm (in) 104.2 (41) 104.2 (41) 104.2 (41) 104.2 (41) Mass (dry) Ground Contact Area Ground Contact Pressure kg (lb) 249 (548) 252 (554) 251 (552) 258 (568) cm2 (in2) 6103 (946) 7549 (1170) 6103 (946) 6103 (946) kPa (PSI) 4.00 (.580) 3.27 (.474) 4.03 (.584) 4.15 (.602) Aluminum Aluminum Aluminum Aluminum Bottom Pan Material Impact Copolymer Impact Copolymer Impact Copolymer Impact Copolymer Hood Material RRIM Polyurethane RRIM Polyurethane RRIM Polyurethane RRIM Polyurethane Frame Material Battery V (A•h) Headlight W N.A. N.A. N.A. N.A. H4 60/55 H4 60/55 H4 60/55 H4 60/55 Taillight and Stoplight W 8/27 8/27 8/27 8/27 Tachometer and Speedometer Bulb W 2x3 2x3 2x3 2x3 Fuel and Temperature Gauge Bulb W 3/3 3/3 3/3 3/3 A N.A. N.A. N.A. N.A. Fuse Starter Solenoid Tachometer Fuel Tank Chaincase/Gearbox A L (U.S. gal) N.A. N.A. N.A. N.A. 42 (11.1) 42 (11.1) 42 (11.1) 42 (11.1) mL (U.S. oz) 250 (8.5) 250 (8.5) 250 (8.5) 250 (8.5) Cooling System ➃ L (U.S. oz) 5.0 (169) 5.1 (172) 5.0 (169) 5.0 (169) Injection Oil Reservoir L (U.S. oz) 4.1 (139) 4.1 (139) 4.1 (139) 4.1 (139) 02-11 SECTION 02 - WHAT’S NEW FOR 1997 Vehicles VEHICLE MODEL MACH Z LT ENGINE TYPE 809 Chain Drive Ratio Chain Drive Pulley 25/44 Pitch in Type/Links Qty/Plates Qty Type of Drive Pulley TRAC Ramp Identification 286 ➅ Calibration Screw Position or Calibration Disc Quantity 3 Spring Color Green/Blue ± 1.5 mm (± 0.060 in) Spring Length Clutch Engagement Driven Pulley Spring Preload Cam Angle Pulley Distance Z X Offset Y–X ± 200 RPM (+ 0, –1) mm ((+ 0, –1/32) in) 16.5 (21/32) mm (in) mm (in) Deflection Force ➁ Width Length Track Adjustment Deflection Force ➂ ± 5 mm (± 13/64 in) 1.0 – 2.0 (0.039 – 0.079) 35.0 (1-3/8) 32 (1-1/4) kg (lbf) 11.3 (25) cm (in) 38.1 (15.0) cm (in) 345.5 (136) mm (in) kg (lbf) Track Suspension Type 35.0 (1-3/8) 415 0603 00 Drive Belt Width (new) ➀ Drive Belt Adjustment 4100 7.0 (15.4) 47° – 50° ± 0.4 mm (± 1/64 in) MIN. – MAX. 147.4 (5.80) ± 0.7 kg (±1.5 lb) degree Drive Belt Part Number (P/N) 35 – 40 (1-3/8 – 1-3/4) 7.3 (16) SC10 HP Ski DSA Length cm (in) 291 (114.6) Width cm (in) 118.2 (46.5) Height cm (in) 108 (42.5) Ski Stance cm (in) 104.2 (41) Mass (dry) kg (lb) Ground Contact Area Ground Contact Pressure cm2 (in2) kPa (PSI) Frame Material 261 (574) 7549 (1170) 3.39 (.492) Aluminum Bottom Pan Material Impact Copolymer Hood Material RRIM Polyurethane Battery V (A•h) Headlight W N.A. H4 60/55 Taillight and Stoplight W 8/27 Tachometer and Speedometer Bulb W 2x3 Fuel and Temperature Gauge Bulb W 3/3 A N.A. Fuse Starter Solenoid Tachometer Fuel Tank Chaincase/Gearbox 02-12 3/8 Silent/74/13 A L (U.S. gal) N.A. 42 (11.1) mL (U.S. oz) 250 (8.5) Cooling System ➃ L (U.S. oz) 5.1 (172) Injection Oil Reservoir L (U.S. oz) 4.1 (139) SECTION 02 - WHAT’S NEW FOR 1997 ENGINE LEGEND VEHICLE LEGEND BTDC: CDI: CTR: K: MAG: N.A.: PTO: R: ST: DSA: RRIM: TRAC: N.A.: Before Top Dead Center Capacitor Discharge Ignition Center Kilo (× 1000) Magneto Side Not Applicable Power Take Off Side Rectangular Semi-trapez ➀ The maximum horsepower RPM is applicable on the vehicle. It may be different under certain circumstances and BOMBARDIER INC. reserves the right to modify it without obligation. ➁ Crankshaft end-play is not adjustable on these models. Specification is given for verification purposes only. ➂ Rotary valve to crankcase clearance: 0.27 − 0.48 mm (.011 − .019 in). ➃ At 6000 RPM (engine cold) with headlamp turned on. ➄ All resistance measurements must be performed with parts at room temperature (approx. 20°C (68°F)). Temperature greatly affects resistance measurements. ➅ Force applied midway between pulleys to obtain specified tension deflection. ➆ Drive pulley retaining screw: torque to 90 to 100 N•m (66 to 74 lbf•ft), install drive belt, accelerate the vehicle at low speed (maximum 30 km/h (20 MPH)) and apply the brake; repeat 5 times. Recheck the torque of 90 to 100 N•m (66 to 74 lbf•ft). Direct Shock Action Reinforced Reaction Injection Molding Total Range Adjustable Clutch Not Applicable ➀ Minimum allowable width may not be less than 3.0 mm (1/8 in) of new drive belt. ➁ Force applied midway between pulleys to obtain specified tension deflection. ➂ Force or downward pull applied to track to obtain specified tension deflection. ➃ Coolant mixture: 60% antifreeze/40% water. ➄ Lever with roller pin P/N 417 0043 03 (hollow). ➅ Lever with roller pin P/N 417 0043 04 (solid). 02-13 Section 03 - CHASSIS PREPARATION TABLE OF CONTENTS 0 SUSPENSION OPERATION/WEIGHT TRANSFER............................ 03-2 SPRINGS ............................................................................................ 03-3 SPRING APPLICATIONS 1996........................................................... 03-16 SPRING SPECIFICATIONS 1996........................................................ 03-20 SPRING APPLICATIONS 1997........................................................... 03-24 SPRING SPECIFICATIONS 1997........................................................ 03-27 CORNERING DYNAMICS .................................................................. 03-31 SHOCK ABSORBER ........................................................................... 03-33 CHASSIS SET-UP ............................................................................... 03-51 BRAKES .............................................................................................. 03-56 AERODYNAMIC CONSIDERATIONS ................................................ 03-56 ADJUSTING RIDE HEIGHT................................................................ 03-57 TRACK GUIDES.................................................................................. 03-58 TRACK STUDDING ............................................................................ 03-59 SLIDER SHOE LUBRICATION............................................................ 03-60 SKIS AND RUNNERS ........................................................................ 03-61 BUMP STEER ..................................................................................... 03-62 SKI LEG CAMBER .............................................................................. 03-63 SKI TOE OUT...................................................................................... 03-64 CHASSIS TUNING GUIDELINES ...................................................... 03-65 03-1 SECTION 03 - CHASSIS PREPARATION SUSPENSION OPERATION/ WEIGHT TRANSFER The purpose of any suspension system is to isolate the rider from the terrain while still allowing for complete control of the vehicle. A snowmobile rear suspension has the added requirements of providing weight transfer and maintaining correct track tension. Weight transfer is essentially the shifting of weight to the track for better traction during acceleration, and to the skis for positive handling during cornering. The physics that apply to all rear suspensions are basically the same. As we apply torque from the engine to the drive axle, the torque is transferred to the track and pulls it for forward. That energy enters the suspension system at the rear axle and tries to pull it forward (force “C” in following illustration). The rear arm is a pivoting or sliding linkage that only provides vertical forces at the rear of the chassis, therefore, none of force “C” enters the chassis at the rear arm. 1 X C A01F1VA Z A Y X 1. Drive axel torque The front arm is mounted with a pivot to both the runners and the chassis. It is through this arm that the major reaction to the engine torque is applied. As the front arm begins to swivel from the load of force “C”, it pushes down on the front of the track (force “X” in illustration). This reduces weight on the skis and applies more weight on the track for better traction. The rest of the force “C” enters the chassis through the front arm and accelerates the vehicle (force “Z”). 03-2 If we keep force “C” constant, we can then vary the size of the vertical and horizontal forces at the front arm by varying angle “A”. As angle “A” is made smaller, force “X” decreases, and force “Z” increases. This reduces the amount of torque reaction and more weight stays on the skis. As angle “A” is increased, force “X” increases. The skis then tend to lift more during acceleration and more weight is placed on the track. We can vary angle “A”, within limits, by adjusting the length of the limiter strap. The limiter strap is just that, a strap to limit the extension of the front of the suspension. Shortening the strap decreases angle “A” and is what we would do to set up a machine for more ski pressure. For more track pressure we would want to lengthen the strap to increase angle “A”. The limiter adjustment has the largest affect on controlling the amount of weight transfer. NOTE: Track tension must be checked whenever a major change is made to the limiter length. Front arm spring pressure will also affect weight transfer. A stiffer spring and/or more preload will transfer more weight to the track. A softer spring and/or less preload will keep more weight on the skis. Springs must also be selected to provide absorption to the intended size of bumps to be encountered. A soft spring will increase ski pressure but may “bottom out” on large bumps, while a stiff spring will provide more track pressure but may produce a harsh ride. NOTE: In this and other Ski-Doo texts, we refer to the front arm of the rear suspension and it’s spring and shock absorber, as the center of the vehicle. The ski suspension is considered the front of the vehicle and the rear arm of the rear suspension and it’s spring(s) and shock(s) are indicated as the rear of the vehicle. Also, think of the center arm as a pivot point. During acceleration the rear arm will want to compress and the front suspension will want to extend (possibly raising the skis off the ground). Because of this “pivoting” affect, the rear spring and preload will also affect weight transfer (to a lesser amount than center arm changes). A softer rear spring and/or less preload will allow more weight transfer to the track and less ski pressure, while stiffer rear springs and/or more preload will allow less weight transfer to the track and more ski pressure. SECTION 03 - CHASSIS PREPARATION Contrary to popular belief, it is not necessary to have the skis 2 feet off the ground to achieve good weight transfer. In fact, the energy used to lift the front of the vehicle is not available to push the vehicle forward. The main function of the rear arm is to support the weight of the vehicle and rider, yet provide usable travel to absorb bumps and jumps. The springs are chosen depending on the linkage design of the rear arm and the intended load to be applied. Stiffer springs will be used on vehicles intended to carry heavier loads and on vehicles that plan to encounter large bumps, while vehicles used for lighter loads and on smaller bumps will use softer springs. Springs for the front suspension are chosen in a similar fashion. A softer spring will provide less ski pressure and will be used on lighter vehicles while stiffer springs will provide more ski pressure and be used on heavier vehicles. NOTE: Shock absorber valving and the type of shock used will also affect weight transfer. Refer to the shock absorber section for details. Number of coils 5 4 3 2 1 3 4 Torsional spring 1 1 2 3 Number of coils SPRINGS General 2 4 5 Generally, 2 types of springs are used on our suspensions. Coil springs and torsional springs. Refer to following illustration. 6 A00F0OA 1. 2. 3. 4. Coil spring Wire diameter Free length Wire diameter Opening angle Several factors are used to determine the characteristics of a spring and they are similar for both the coil and torsional spring types. Wire diameter, material type, the number of coils and the physical shape of a spring all determine how a spring will act. Once these characteristics are built into a spring, they determine the spring rate and the free length in a coil spring or the opening angle and spring rate in a torsional spring. Coil Springs The free length of a coil spring is the length with no load applied to the spring. 03-3 SECTION 03 - CHASSIS PREPARATION The spring rate of a coil spring is defined as the amount of force required to compress the spring one inch. If a 100 pound force compresses a spring 1 inch it is referred to as having a rate of 100 lbf/in (pounds per inch). If 150 pounds of force is required to compress a spring 1 inch then it would have a rate of 150 lbf/in (see following illustration). 100 1" 1" 150 Most springs are designed as a straight rate spring. This means that the spring requires the same force to compress the last one inch of travel as the first one inch of travel. Example: A 100 lbf/in rate spring will compress one inch for every 100 pounds applied. A force of 200 pounds will compress the spring 2 inches. A 300 pound force will compress the spring 3 inches and so on. The 150 lbf/in rate spring will require 150 pounds to compress the spring each one inch. To compress this spring 3 inches it will require a force of 450 pounds (see following illustration). FREE LENGTH A01F1IA SPRING RATE = 100 lbf/in SPRING RATE = 150 lbf/in 450 300 200 2" 100 1" 300 2" 3" 3" 1" 150 FREE LENGTH SPRING RATE = 100 lbf/in A01F1JS 03-4 SPRING RATE = 150 lbf/in SECTION 03 - CHASSIS PREPARATION In terms of your suspension, if a bump is encountered that translates into a force at the spring of 450 pounds, the 100 lbf/in spring will want to compress 4.5 inches while the 150 lbf/in spring will only compress 3 inches. If our suspension only has 4 inches of spring travel the unit with the 100 lbf/in spring will bottom out while the 150 lbf/ in unit still has 1 inch of travel remaining (see following illustration). 450 450 4.5" 3" FREE LENGTH SPRING RATE = 100 lbf/in SPRING RATE = 150 lbf/in A01F1KA A spring can also be progressively wound. This means that the rate of the spring is increasing as it is compressed. A 100/200 lbf/in progressive spring will require 100 pounds to compress the first one inch but will require 200 additional pounds to compress the last one inch (see following illustration). 03-5 SECTION 03 - CHASSIS PREPARATION 450 300 300 200 2" 100 1" 2" 3" 3" 1" 150 FREE LENGTH STRAIGHT RATE = 100 lbf/in PROGRESSIVE RATE = 100/200 lbf/in A01F1LS An easy way to measure coil springs is to put a bathroom scale in a press with the spring resting on the scale. Measure the free length and then apply a load until the spring compresses 1 inch. The reading on the scale will approximate the rate of the spring. Now compress the spring another 1 inch. If the spring is a straight rate, the scale reading should be doubled. If the reading is more than doubled, then you have a progressive spring. If you can compress the spring another 1 inch (3 inches total) (don’t blow up your scale) the reading should be 3 times your first reading. In order to maintain a reasonable cost on springs, the manufacturing tolerances are quite large. A 100 lbf/in rated spring may test anywhere from 80 to 120 lbf/in. Now, so far we have assumed that the 2 springs in our examples have the same free length and that they are not preloaded at all. In the case of our suspensions, we mount the coil springs on a shock absorber. The shock will have a certain length between the spring retainers which is called the installed length of the spring. If the installed length is less than the free length (as is the case in most applications), then there will be some preloading of the spring. Let us see what happens if we make 2 100 lbf/in springs. One with a free length of 10 inches and one at 8 inches. We will put them both onto a shock with an installed length of 7 inches. The 10 inch spring will need to be compressed 3 inches. This will give us a preload of 300 pounds. The 8 inch spring is only compressed 1 inch so it only has 100 pounds of preload. 03-6 SECTION 03 - CHASSIS PREPARATION FREE LENGTH 10" FREE LENGTH 8" 300 lbf PRELOAD 100 lbf PRELOAD INSTALLED LENGTH 7" A01F1MS SPRING RATE = 100 lbf/in 10 in FREE LENGTH LEFT SPRING RATE = 100 lbf/in 8 in FREE LENGTH RIGHT If we now apply a 200 pound load to the system, the 10 inch spring will not move because it has 300 pounds of preload. But the 8 inch spring will compress one inch (see following illustration). 200 200 NO MOVEMENT 1" 300 lbf PRELOAD SPRING RATE = 100 lbf/in 10 in FREE LENGTH LEFT INSTALLED LENGTH 7" 200 lbf, force lbf, preload 100 lbf, available for compression (1") _ 100 = 100 lbf PRELOAD SPRING RATE = 100 lbf/in 8 in FREE LENGTH RIGHT A01F1NS 03-7 SECTION 03 - CHASSIS PREPARATION If another 100 pounds is applied the 10 inch spring will still not move, but the 8 inch spring will compress another one inch (2 inches total). 300 300 = NO MOVEMENT 300 lbf, force 100 lbf, preload 200 lbf, available for compression (2") 2" 300 lbf PRELOAD A01F1OS SPRING RATE = 100 lbf/in 10 in FREE LENGTH INSTALLED LENGTH 7" 100 lbf PRELOAD SPRING RATE = 100 lbf/in 8 in FREE LENGTH Finally, if more than 300 pounds is applied, the 10 inch spring will start to compress. If 400 pounds were applied the 10 inch spring will compress one inch and the 8 inch spring will compress 3 inches. Notice that each additional 100 pounds added after movement begins compresses the system one inch because the spring rate is 100 lbf/in on both springs. 03-8 SECTION 03 - CHASSIS PREPARATION 400 400 = 400 lbf, force 300 lbf, preload 100 lbf, available for compression (1") = 400 lbf, force 100 lbf, preload 300 lbf, available for compression (3") 1" 3" 300 lbf PRELOAD INSTALLED LENGTH 7" 100 lbf PRELOAD SPRING RATE = 100 lbf/in 10 in FREE LENGTH SPRING RATE = 100 lbf/in 8 in FREE LENGTH A01F1PS Now let’s see what happens if we use a long, soft spring and a short, stiff spring. We will use a 100 lbf/in rate spring with a free length of 10 inches. Our 2nd spring will be a 300 lbf/in rate spring with a free length of 7 inches. The installed length will be 7 inches as in the previous example, thus the 100 lbf/in, 10 inch spring will react the same with 300 pounds of preload. The 300 lbf/in spring will not have any preload as its installed length is the same as the free length. So if we apply 150 pounds of force, the 1st spring will not move, while the 2nd spring will compress 0.5 inches (see following illustration). 03-9 SECTION 03 - CHASSIS PREPARATION 150 150 = NO MOVEMENT 300 lbf PRELOAD A01F1QS 0.5" INSTALLED LENGTH 7" SPRING RATE = 100 lbf/in 10 in FREE LENGTH 150 lbf, force 0 lbf, preload 150 lbf, available for compression (0.5") 0 lbf PRELOAD SPRING RATE = 300 lbf/in 7 in FREE LENGTH At 300 pounds applied force the 1st spring will not yet move and the 2nd spring will compress 1 inch (following illustration). 300 300 = NO MOVEMENT 300 lbf, force 0 lbf, preload 300 lbf, available for compression (1") 1" 300 lbf PRELOAD A01F1RS 03-10 SPRING RATE = 100 lbf/in 10 in FREE LENGTH INSTALLED LENGTH 7" 0 lbf PRELOAD SPRING RATE = 300 lbf/in 7 in FREE LENGTH SECTION 03 - CHASSIS PREPARATION With a force of 500 pounds applied the 1st spring will compress 2 inches and the 2nd spring will compress 1.6 inches (following illustration). 500 500 = 500 lbf, force 300 lbf, preload 200 lbf, available for compression (2") SPRING RATE = 100 lbf/in 10 in FREE LENGTH 500 lbf, force 0 lbf, preload 500 lbf, available for compression (1.6") 1.6" 2" 300 lbf PRELOAD = INSTALLED LENGTH 7" 0 lbf PRELOAD SPRING RATE = 300 lbf/in 7 in FREE LENGTH A01F1SS If 700 lb were now applied, the 100 lbf/in spring will now compress 4 inches while the 300 lbf/in spring will only compress 2.3 inches (following illustration). 03-11 SECTION 03 - CHASSIS PREPARATION 700 700 0 lbf, preload 700 lbf, force lbf, preload 400 lbf, available for compression (4") - 300 = 4" 300 lbf PRELOAD A01F1TS SPRING RATE = 300 lbf/in 10 in FREE LENGTH = 700 lbf, available for compression (2.3") 2.3" INSTALLED LENGTH 7" 0 lbf PRELOAD SPRING RATE = 100 lbf/in 7 in FREE LENGTH So while the soft spring with a lot of preload acted stiffer initially, it’s rate allowed it to compress substantially with increasing loads. But the stiffer rate spring with no preload actually acted softer at small loadings but then became stiff very quickly as the load increased. Torsional Springs A torsional spring acts just like a coil spring but it is shaped differently. It is much more difficult to measure the rate of a torsional spring because of the lengths of the legs and where the load will be applied. The rear torsional springs on the S chassis are rated in lb-ft/degree (pounds-feet per degree of rotation). Suffice it to say that there are stiffer and softer springs for most applications. 03-12 SECTION 03 - CHASSIS PREPARATION The preload on a torsional spring is controlled by the free opening angle and the installed opening angle. If a torsional spring must be “twisted” more to be installed, then it will have more preload (following illustration). Free opening angle Load Load Spring Identification Our springs will have one, 2 or 3 stripes of color painted on the spring. This is the color code used for identification. Refer to the applicable chart to find a cross reference between the part number, model application, color code, spring rate, free length and spring type. The spring type denotes physical characteristics of the spring like the inside diameter of the ends which will determine the type of retainer used to hold the spring. All spring types are not interchangeable. NOTE: Springs that fit the front of the F-series Chassis will generally fit the front of the S-series Chassis. Springs that fit the center of the F-series Chassis will generally fit the center of the S-series Chassis if the plastic snow protector is taken off the shock. CHECK THE SPRING TYPE AND FIT OF THE SPRING RETAINER BEFORE INSTALLING DIFFERENT SPRINGS! Spring Preload Spacers: Installed opening angle A01F25A 503 1171 00 503 1621 00 8.25 mm thick × 46.8 mm I.D. 15.0 mm thick × 47.8 mm I.D. 03-13 SECTION 03 - CHASSIS PREPARATION Springs Chart 1995 MODEL 1995 FORMULA STX P/N FRONT RATE LENGTH mm N/mm (in) (lbf/in) P/N CENTER RATE LENGTH mm N/mm (in) (lbf/in) P/N REAR RATE LENGTH mm N/mm (in) (lbf/in) 414 8690 00 21.9 (125) 257 (10.1) 414 8778 00 28.0 (160) 223 (8.8) 414 8713 00 21.9 (125) 274 (10.8) 1995 FORMULA 414 9281 00 STX LT 19.3 (110) 257 (10.1) 414 8778 00 28.0 (160) 223 (8.8) 414 9269 00 19.3 (110) 279 (11.0) 1995 MX 414 8101 00 1995 SUMMIT 414 9168 00 28.0 (160) 28.0 (160) 28.0 (160) 223 (8.8) 223 (8.8) 223 (8.8) 414 8091 00 414 8101 00 257 (10.1) 25.7 (10.1) 239 (9.4) 414 8778 00 1995 MX-Z 21.9 (125) 21.9 (125) 15.8 (90) 21.9 (125) 23.7 (135) 17.5 (100) 274 (10.8) 272 (10.7) 279 (11.0) 21.9 (125) 21.9 (125) 17.5 (100) 17.5 (100) 21.9 (125) 17.5 (100) 257 (10.1) 257 (10.1) 239 (9.4) 260 (10.2) 257 (10.1) 260 (10.2) 414 8666 00 15.8 (90) 15.8 (90) 20.2 (115) 28.0 (160) 28.0 (160) 28.0 (160) 265 (10.4) 265 (10.4) 265 (10.4) 223 (8.8) 223 (8.8) 223 (8.8) 414 8663 00 R.H. L.H. R.H. L.H. R.H. L.H. 17.5 (100) 17.5 (100) 17.5 (100) .825 lb/ft degree .825 lb/ft degree .925 lb/ft degree 279 (11) 279 (11) 279 (11) 1995 FORMULA S 1995 FORMULA SL 1995 SKANDIC 380/500 1995 FORMULA Z 1995 FORMULA SS 1995 MACH 1/ MACH Z 03-14 414 9320 00 414 9320 00 414 9321 00 414 8910 00 414 8690 00 414 9286 00 414 8778 00 414 8778 00 414 8666 00 414 9440 00 414 8778 00 414 8778 00 414 8778 00 414 8616 00 414 9169 00 414 8663 00 414 9435 00 414 9254 00 414 9254 00 414 9260 00 SECTION 03 - CHASSIS PREPARATION Spring Chart 1996 TORSION SPRINGS The following information is divided into 2 main sections. Section 1, Spring Applications Is a quick reference chart which provides authorized spring applications per Ski-Doo model. It contains the standard spring part number (in gray shading) as installed at the factory, as well as 1 softer spring and 1 harder spring recommendation. Section 2, Spring Specifications Refers to spring specifications. The informations in this bulletin supersede all informations previously published. Please update your Shop Manual by indicating the number of this bulletin in the proper section of the manual. COIL SPRINGS (Compression) Type R (Straight on Both Ends) 2 2 4 1 5 3 A00F0SA 1. 2. 3. 4. 5. Color Code Stripes Wire Diameter Opening Angle (°) Left Hand (LH) Right Hand (RH) 1 3 2 A00F0PA 1. Color Code Stripes 2. Wire Diameter 3. Free Length 03-15 SECTION 03 - CHASSIS PREPARATION SPRING APPLICATIONS 1996 Section 1 1996 MODEL FRONT SPRINGS 1996 (P/N) SOFTER SPRING (P/N) STANDARD (P/N) HARDER SPRING MACH Z 414 9744 00 414 9565 00 414 9761 00 MACH Z LT 414 9744 00 414 9565 00 414 9761 00 MACH 1 414 9744 00 414 9565 00 414 9761 00 FORMULA III 414 9744 00 414 9564 00 414 9761 00 FORMULA III LT 414 9744 00 414 9564 00 414 9761 00 FORMULA Z 414 9281 00 414 9761 00 415 0397 00 FORMULA SS 414 9281 00 414 9761 00 415 0397 00 FORMULA STX 414 8951 00 414 9561 00 415 0397 00 FORMULA STX LT 414 8951 00 414 9561 00 415 0397 00 FORMULA SLS 414 8951 00 414 9561 00 415 0397 00 FORMULA SL 414 8951 00 414 9561 00 415 0397 00 FORMULA S 414 8951 00 414 9560 00 415 0397 00 MX-Z 670 414 9744 00 414 9563 00 414 9761 00 MX-Z 583 414 9744 00 414 9560 00 414 9761 00 MX-Z 440 414 9744 00 414 9560 00 414 9761 00 SUMMIT 670 414 9168 00 414 9686 00 415 0396 00 SUMMIT 583 414 9168 00 414 9686 00 415 0396 00 SUMMIT 500 414 9168 00 414 9686 00 415 0396 00 GRAND TOURING SE 414 9744 00 414 9568 00 414 9761 00 GRAND TOURING 580 414 8951 00 414 9559 00 415 0397 00 GRAND TOURING 500 414 8951 00 414 9559 00 415 0397 00 TOURING SLE 414 8951 00 414 9560 00 415 0397 00 TOURING LE 414 8951 00 414 9560 00 415 0397 00 TOURING ELT 414 8951 00 414 9560 00 415 0397 00 TOURING E 414 8951 00 414 9560 00 415 0397 00 SKANDIC 500 414 8593 00 414 9558 00 414 9686 00 SKANDIC 380 414 8593 00 414 9558 00 414 9686 00 03-16 SECTION 03 - CHASSIS PREPARATION 1996 MODEL CENTER SPRINGS 1996 (P/N) SOFTER SPRING (P/N) STANDARD (P/N) HARDER SPRING MACH Z 414 9760 00 414 8778 00 415 0137 00 MACH Z LT 414 8778 00 415 0137 00 415 0401 00 MACH 1 414 9760 00 414 8778 00 415 0137 00 FORMULA III 414 9760 00 414 8778 00 415 0137 00 FORMULA III LT 414 8778 00 415 0137 00 415 0401 00 FORMULA Z 414 9293 00 415 0129 00 415 0398 00 FORMULA SS 414 9293 00 415 0129 00 415 0398 00 FORMULA STX 414 9168 00 414 9562 00 414 9760 00 FORMULA STX LT 414 9562 00 414 9760 00 415 0399 00 FORMULA SLS 414 9168 00 414 9562 00 414 9760 00 FORMULA SL Not Applicable 414 9744 00 414 9745 00 FORMULA S Not Applicable 414 9744 00 414 9745 00 MX-Z 670 Not Applicable 414 8951 00 415 0400 00 MX-Z 583 Not Applicable 414 8951 00 415 0400 00 MX-Z 440 Not Applicable 414 8951 00 415 0400 00 SUMMIT 670 414 9562 00 414 9760 00 415 0399 00 SUMMIT 583 414 9562 00 414 9760 00 415 0399 00 SUMMIT 500 414 9562 00 414 9760 00 415 0399 00 GRAND TOURING SE 414 8778 00 415 0137 00 415 0401 00 GRAND TOURING 580 414 9562 00 414 9760 00 415 0399 00 GRAND TOURING 500 414 9562 00 414 9760 00 415 0399 00 TOURING SLE 414 9744 00 414 9745 00 414 7977 00 TOURING LE 414 9744 00 414 9745 00 414 7977 00 TOURING ELT 414 9744 00 414 9745 00 414 7977 00 Not Applicable 414 9744 00 414 9745 00 SKANDIC 500 414 9745 00 414 9745 00 414 7977 00 SKANDIC 380 414 9745 00 414 9745 00 414 7977 00 TOURING E 03-17 SECTION 03 - CHASSIS PREPARATION 1996 REAR SPRINGS MODEL 1996 (P/N) SOFTER SPRING (P/N) STANDARD (P/N) HARDER SPRING FORMULA Z 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH 414 9443 00 LH 414 9442 00 RH FORMULA SS 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH 414 9443 00 LH 414 9442 00 RH FORMULA STX 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH FORMULA STX LT 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH 414 9443 00 LH 414 9442 00 RH FORMULA SLS 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH FORMULA SL Not Applicable 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH FORMULA S Not Applicable 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH MX-Z 670 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH MX-Z 583 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH MX-Z 440 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH SUMMIT 670 Not Applicable 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH SUMMIT 583 Not Applicable 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH SUMMIT 500 Not Applicable 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH GRAND TOURING 580 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH 414 9443 00 LH 414 9442 00 RH GRAND TOURING 500 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH 414 9443 00 LH 414 9442 00 RH TOURING SLE 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH TOURING LE 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH TOURING ELT 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH LH= Left Hand 03-18 RH=Right Hand SECTION 03 - CHASSIS PREPARATION 1996 REAR SPRINGS MODEL 1996 (P/N) SOFTER SPRING (P/N) STANDARD (P/N) HARDER SPRING TOURING E Not Applicable 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH SKANDIC 500 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH SKANDIC 380 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH MACH Z 414 8091 00 415 0145 00 415 0144 00 MACH Z LT 414 8091 00 415 0145 00 415 0144 00 MACH 1 414 8091 00 415 0145 00 415 0144 00 FORMULA III 414 8715 00 415 0139 00 415 0144 00 FORMULA III LT 414 8715 00 415 0139 00 415 0144 00 GRAND TOURING SE 414 9271 00 415 0138 00 415 0144 00 LH= Left Hand RH=Right Hand 03-19 SECTION 03 - CHASSIS PREPARATION SPRING SPECIFICATIONS 1996 Section 2 — Coil Springs Specifications P/N TYPE SPRING RATE (lbs/in) ± 10 FREE LENGTH (mm) ± 3 WIRE DIAMETER (mm) ± .05 COLOR CODE STRIPES COLOR OF SPRING 291 000 794 R 100 215 6.65 PI/WH BLACK 414 7713 00 R 135 272.5 8.41 BK/BK SAFARI RED 414 7823 00 R 225 165 8.41 BK SAFARI RED 414 7882 00 R 150 272.5 8.41 BK/YL SAFARI RED 414 7894 00 R 135 272.5 8.41 BK/BK AQUA BLUE 414 7977 00 R 135 272.5 8.41 BK/BK FLAME RED 414 7978 00 R 135 272.5 8.41 BK/BK PEARL BLUE 414 7979 00 R 135 272.5 8.41 BK/BK VIOLET 414 8030 00 R 65 408 6.17 BL/OR BLACK 414 8088 00 R 120 272.5 7.77 BK/OR SAFARI RED 414 8093 00 R 160 213.1 7.77 WH BLACK 414 8095 00 R 150 ± 5 256.8 7.92 BK YELLOW 414 8101 00 R 125 ± 5 256.8 7.49 WH YELLOW 414 8593 00 R 90 ± 7 239 7.14 BK/WH YELLOW 414 8616 00 R 135 272.5 8.41 BK/BK BLACK 414 8690 00 R 125 ± 5 256.8 7.49 WH SAFARI RED 414 8716 00 R 150 ± 5 256.8 7.92 WH VIOLET 414 8778 00 R 160 ± 7 223.1 7.92 WH/WH BLACK 414 8910 00 R 100 ± 7 260 7.14 WH/BK SAFARI RED 414 8938 00 R 185 ± 7 213 8.41 GN/GN YELLOW 414 8951 00 R 100 255 7.14 PI/GD BLACK 414 9168 00 R 90 ± 7 239 7.14 RD FIREFLY GREEN 414 9281 00 R 110 256.8 7.77 GD/BK SAFARI RED 414 9286 00 R 100 ± 7 260 7.14 GD RASPBERRY 414 9293 00 R 110 256.8 7.77 BK/RD PEARL BLUE 414 9295 00 R 100 ± 7 260 7.14 RD/YL PEARL BLUE 414 9402 00 R 140 ± 7 223 7.77 WH/GN BLACK SPRING COLOR CODES BK=BLACK 03-20 BL=BLUE GD=GOLD GN=GREEN OR=ORANGE PI=PINK RD=RED SI=SILVER WH=WHITE YL=YELLOW SECTION 03 - CHASSIS PREPARATION Section 2 — Coil Springs Specifications P/N TYPE SPRING RATE (lbs/in) ± 10 FREE LENGTH (mm) ± 3 WIRE DIAMETER (mm) ± .05 COLOR CODE STRIPES COLOR OF SPRING 414 9558 00 R 100 239 7.14 RD/GN/GN BLACK 414 9559 00 R 125 ± 5 256.8 7.49 BK/RD NEON GREEN 414 9560 00 R 125 ± 5 256.8 7.49 BL/RD BLACK 414 9561 00 R 125 ± 5 256.8 7.49 BL/BL/BL VIPER RED 414 9562 00 R 115 242 7.77 PI/BL BLACK 414 9563 00 R 100 265 7.14 PI/WH/BL YELLOW 414 9564 00 R 100 ± 7 260 7.14 RD/YL/BL ROYAL VIOLET 414 9565 00 R 100 ± 7 260 7.14 BL/YL/GN VIPER RED 414 9568 00 R 100 ± 7 260 7.14 RD/YL NEON GREEN 414 9686 00 R 125 235 7.49 RD NEON GREEN 414 9744 00 R 90 265 7.14 GN/OR BLACK 414 9745 00 R 115 265 7.49 OR/WH BLACK 414 9760 00 R 135 242 8.25 PI/GN BLACK 414 9761 00 R 125 262 7.92 PI/YL VIPER RED 415 0129 00 R 115 260 7.92 PI/YL BLACK 415 0137 00 R 200 230 8.71 PI/OR/YL BLACK 415 0138 00 R 150 264 7.77 BK/PI/WH NEON GREEN 415 0139 00 R 150 264 7.77 PI/WH/YL ROYAL VIOLET 415 0142 00 R 150 264 7.77 GN/OR/BL PEARL BLUE 415 0145 00 R 150 264 7.77 BK/WH/OR VIPER RED 415 0206 00 R 125 203.2 7.60 4 Green lines BLACK 415 0207 00 R 150 203.2 7.96 4 Red lines BLACK 415 0208 00 R 70 152 5.73 4 Blue lines BLACK 415 0209 00 R 150 190.5 8.29 4 Pink lines BLACK 415 0355 00 R 125 262 7.92 SI/GN YELLOW 415 0356 00 R 125 235 7.49 OR FRENCH BLUE 415 0357 00 R 125 262 7.92 SI/OR JAY BLUE 415 0358 00 R 125 262 7.92 SI/PI FIR GREEN SPRING COLOR CODES BK=BLACK BL=BLUE GD=GOLD GN=GREEN OR=ORANGE PI=PINK RD=RED SI=SILVER WH=WHITE YL=YELLOW 03-21 SECTION 03 - CHASSIS PREPARATION Section 2 — Coil Springs Specifications P/N TYPE SPRING RATE (lbs/in) ± 10 FREE LENGTH (mm) ± 3 WIRE DIAMETER (mm) ± .05 COLOR CODE STRIPES COLOR OF SPRING 415 0359 00 R 125 262 7.92 YL BLACK 415 0385 00 R 100 265 7.14 SI/GD VIPER RED 415 0396 00 R 150 235 8.41 GN BLACK 415 0397 00 R 150 258 8.71 PI BLACK 415 0398 00 R 140 257 8.71 SI BLACK 415 0399 00 R 150 238 8.71 SI/WH BLACK 415 0400 00 R 130 250 8.25 SI/SI BLACK 415 0401 00 R 215 218 9.19 OR/PI BLACK 415 0575 00 R 160 260 8.71 RD/GD BLACK 415 0582 00 R 115 270 7.92 N/A BLACK 503 1007 00 R 65 290 6.35 BL/YL BLACK SPRING COLOR CODES BK=BLACK BL=BLUE GD=GOLD GN=GREEN OR=ORANGE PI=PINK RD=RED SI=SILVER WH=WHITE YL=YELLOW Section 2 — Torsion Springs Specifications P/N WIRE DIAMETER (mm) OPENING ANGLE ±7° COLOR CODE COLOR OF SPRING 414 8663 00 LH 414 8662 00 RH 10.3 85° YL BLACK 414 9436 00 LH 414 9435 00 RH 10.6 90° WH BLACK 414 9443 00 LH 414 9442 00 RH 11.11 90° GN BLACK 415 0106 00 LH 415 0105 00 RH 10.6 80° RD BLACK LH=Left Hand RH=Right Hand SPRING COLOR CODES BK=BLACK 03-22 BL=BLUE GD=GOLD GN=GREEN OR=ORANGE PI=PINK RD=RED SI=SILVER WH=WHITE YL=YELLOW SECTION 03 - CHASSIS PREPARATION Spring Chart 1997 Torsion Springs The following information is divided into 2 main sections. Section 1, Spring Applications Is a quick reference chart which provides authorized spring applications per Ski-Doo model. It contains the standard spring part number (in gray shading) as installed at the factory, as well as 1 softer spring and 1 harder spring recommendation. Section 2, Spring Specifications Refers to spring specifications. The informations in this bulletin supersede all informations previously published. Please update your Shop Manual by indicating the number of this bulletin in the proper section of the manual. Coil Springs (Compression) Type R (Straight on Both Ends) 2 4 1 5 3 A00F0SA 1. 2. 3. 4. 5. Color Code Stripes Wire Diameter Opening Angle (°) Left Hand (LH) Right Hand (RH) 1 2 3 2 A00F0PA 1. Color Code Stripes 2. Wire Diameter 3. Free Length Type T (Barrel Shaped on Both Ends) 2 1 3 A06F02A 1. Color code Stripes 2. Wire Diameter 3. Free Length 03-23 SECTION 03 - CHASSIS PREPARATION SPRING APPLICATIONS 1997 Section 1 1997 MODEL FRONT SPRINGS 1997 (P/N) SOFTER SPRING (P/N) STANDARD (P/N) HARDER SPRING MACH Z 414 9744 00 414 9563 00 414 9761 00 MACH Z LT 415 0397 00 415 0355 00 414 9563 00 MACH 1 414 9744 00 414 9563 00 414 9761 00 FORMULA III 414 9744 00 415 0385 00 414 9761 00 FORMULA III LT 414 9563 00 414 9761 00 415 0397 00 FORMULA Z 414 9563 00 414 9761 00 415 0397 00 FORMULA 583 414 9563 00 414 9761 00 415 0397 00 FORMULA 500 DE LUXE 414 9563 00 414 9761 00 415 0397 00 FORMULA 500 414 9563 00 414 9761 00 415 0397 00 FORMULA SL 414 8951 00 414 9561 00 415 0397 00 FORMULA S 414 8951 00 414 9561 00 415 0397 00 MX Z 670 414 9744 00 414 9563 00 414 9761 00 MX Z 583 414 9744 00 414 9563 00 414 9761 00 MX Z 440 414 9744 00 414 9563 00 414 9761 00 MX Z 440 F 414 9563 00 415 0355 00 415 0397 00 SUMMIT 670 414 9168 00 415 0356 00 415 0396 00 SUMMIT 583 414 9168 00 415 0356 00 415 0396 00 SUMMIT 500 414 9168 00 415 0356 00 415 0396 00 03-24 SECTION 03 - CHASSIS PREPARATION 1997 MODEL CENTER SPRINGS 1997 (P/N) SOFTER SPRING (P/N) STANDARD (P/N) HARDER SPRING MACH Z 414 9761 00 415 0575 00 415 0576 00 MACH Z LT 415 0706 00 415 0576 00 415 0707 00 MACH 1 414 9761 00 415 0575 00 415 0576 00 FORMULA III 414 9761 00 415 0575 00 415 0576 00 FORMULA III LT 415 0706 00 415 0576 00 415 0707 00 FORMULA Z 414 9744 00 415 0704 00 414 7713 00 FORMULA 583 414 8593 00 415 0701 00 415 0705 00 FORMULA 500 DE LUXE 414 8593 00 415 0701 00 415 0705 00 FORMULA 500 414 8593 00 415 0701 00 415 0705 00 FORMULA SL 414 9744 00 415 0699 00 414 7713 00 FORMULA S 414 9744 00 415 0699 00 414 7713 00 MX Z 670 414 9744 00 415 0703 00 414 9761 00 MX Z 583 414 9744 00 415 0703 00 414 9761 00 MX Z 440 414 9744 00 415 0703 00 414 9761 00 MX Z 440 F 414 8593 00 415 0701 00 415 0705 00 SUMMIT 670 415 0701 00 415 0705 00 415 0710 00 SUMMIT 583 415 0701 00 415 0705 00 415 0710 00 SUMMIT 500 415 0701 00 415 0705 00 415 0710 00 03-25 SECTION 03 - CHASSIS PREPARATION 1997 REAR SPRINGS MODEL 1997 (P/N) SOFTER SPRING (P/N) STANDARD (P/N) HARDER SPRING MACH Z 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH MACH Z LT 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH MACH 1 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH FORMULA III 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH FORMULA III LT 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH FORMULA Z 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH 414 9443 00 LH 414 9442 00 RH FORMULA 583 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH FORMULA 500 DE LUXE 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 415 9435 00 RH 415 0106 00 LH 415 0105 00 RH FORMULA 500 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH FORMULA SL Not Applicable 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH FORMULA S Not Applicable 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH MX Z 670 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH MX Z 583 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH MX Z 440 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH MX Z 440 F 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH 415 0106 00 LH 415 0105 00 RH SUMMIT 670 Not Applicable 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH SUMMIT 583 Not Applicable 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH SUMMIT 500 Not Applicable 414 8663 00 LH 414 8662 00 RH 414 9436 00 LH 414 9435 00 RH LH= Left Hand 03-26 RH=Right Hand SECTION 03 - CHASSIS PREPARATION SPRING SPECIFICATIONS 1997 Section 2 — Coil Springs Specifications P/N TYPE SPRING RATE (lbs/in) ± 10 FREE LENGTH (mm) ± 3 WIRE DIAMETER (mm) ± .05 COLOR CODE STRIPES COLOR OF SPRING 291 000 794 R 100 215 6.65 PI/WH BLACK 414 7713 00 R 135 272.5 8.41 BK/BK SAFARI RED 414 7823 00 R 225 165 8.41 BK SAFARI RED 414 7882 00 R 150 272.5 8.41 BK/YL SAFARI RED 414 7894 00 R 135 272.5 8.41 BK/BK AQUA BLUE 414 7977 00 R 135 272.5 8.41 BK/BK FLAME RED 414 7978 00 R 135 272.5 8.41 BK/BK PEARL BLUE 414 7979 00 R 135 272.5 8.41 BK/BK VIOLET 414 8030 00 R 65 408 6.17 BL/OR BLACK 414 8088 00 R 120 272.5 7.77 BK/OR SAFARI RED 414 8093 00 R 160 213.1 7.77 WH BLACK 414 8095 00 R 150 ± 5 256.8 7.92 BK YELLOW 414 8101 00 R 125 ± 5 256.8 7.49 WH YELLOW 414 8593 00 R 90 ± 7 239 7.14 BK/WH YELLOW 414 8616 00 R 135 272.5 8.41 BK/BK YELLOW 414 8690 00 R 125 ± 5 256.8 7.49 WH SAFARI RED 414 8716 00 R 150 ± 5 256.8 7.92 WH VIOLET 414 8778 00 R 160 ± 7 223.1 7.92 WH/WH BLACK 414 8910 00 R 100 ± 7 260 7.14 WH/BK SAFARI RED 414 8938 00 R 185 ± 7 213 8.41 GN/GN YELLOW 414 8951 00 R 100 255 7.14 PI/GD BLACK 414 9168 00 R 90 ± 7 239 7.14 RD FIREFLY GREEN 414 9281 00 R 110 256.8 7.77 GD/BK SAFARI RED 414 9286 00 R 100 ± 7 260 7.14 GD RASPBERRY 414 9293 00 R 110 256.8 7.77 BK/RD PEARL BLUE 414 9295 00 R 100 ± 7 260 7.14 RD/YL PEARL BLUE 414 9402 00 R 140 ± 7 223 7.77 WH/GN BLACK 414 9558 00 R 100 239 7.14 RD/GN/GN BLACK 414 9559 00 R 125 ± 5 256.8 7.49 BK/RD NEON GREEN 414 9560 00 R 125 ± 5 256.8 7.49 BL/RD BLACK SPRING COLOR CODES BK=BLACK BL=BLUE GD=GOLD GN=GREEN OR=ORANGE PI=PINK RD=RED SI=SILVER WH=WHITE YL=YELLOW 03-27 SECTION 03 - CHASSIS PREPARATION Section 2 — Coil Springs Specifications P/N TYPE SPRING RATE (lbs/in) ± 10 FREE LENGTH (mm) ± 3 WIRE DIAMETER (mm) ± .05 COLOR CODE STRIPES COLOR OF SPRING 414 9561 00 R 125 ± 5 256.8 7.49 BL/BL/BL VIPER RED 414 9562 00 R 115 242 7.77 PI/BL BLACK 414 9563 00 R 100 265 7.14 PI/WH/BL YELLOW 414 9564 00 R 100 ± 7 260 7.14 RD/YL/BL ROYAL VIOLET 414 9565 00 R 100 ± 7 260 7.14 BL/YL/GN VIPER RED 414 9568 00 R 100 ± 7 260 7.14 RD/YL NEON GREEN 414 9686 00 R 125 235 7.49 RD NEON GREEN 414 9744 00 R 90 265 7.14 GN/OR BLACK 414 9745 00 R 115 265 7.49 OR/WH BLACK 414 9760 00 R 135 242 8.25 PI/GN BLACK 414 9761 00 R 125 262 7.92 PI/YL VIPER RED 415 0129 00 R 115 260 7.92 PI/YL BLACK 415 0137 00 R 200 230 8.71 PI/OR/YL BLACK 415 0138 00 R 150 264 7.77 BK/PI/WH NEON GREEN 415 0139 00 R 150 264 7.77 PI/WH/YL ROYAL VIOLET 415 0142 00 R 150 264 7.77 GN/OR/BL PEARL BLUE 415 0145 00 R 150 264 7.77 BK/WH/OR VIPER RED 415 0206 00 R 125 203.2 7.77 4 Green lines BLACK 415 0207 00 R 150 203.2 7.92 4 Red lines BLACK 415 0208 00 R 70 152 5.73 4 Blue lines BLACK 415 0209 00 R 150 190.5 8.29 4 Pink lines BLACK 415 0355 00 R 125 262 7.92 SI/GN YELLOW 415 0356 00 R 125 235 7.49 OR FRENCH BLUE 415 0357 00 R 125 262 7.92 SI/OR JAY BLUE 415 0358 00 R 125 262 7.92 SI/PI FIR GREEN 415 0359 00 R 125 262 7.92 YL BLACK 415 0385 00 R 100 265 7.14 SI/GD VIPER RED 415 0396 00 R 150 235 8.41 GN BLACK 415 0397 00 R 150 258 8.71 PI BLACK 415 0398 00 R 140 257 8.71 SI BLACK 415 0399 00 R 150 238 8.71 SI/WH BLACK 415 0400 00 R 130 250 8.25 SI/SI BLACK SPRING COLOR CODES BK=BLACK 03-28 BL=BLUE GD=GOLD GN=GREEN OR=ORANGE PI=PINK RD=RED SI=SILVER WH=WHITE YL=YELLOW SECTION 03 - CHASSIS PREPARATION Section 2 — Coil Springs Specifications P/N TYPE SPRING RATE (lbs/in) ± 10 FREE LENGTH (mm) ± 3 WIRE DIAMETER (mm) ± .05 COLOR CODE STRIPES COLOR OF SPRING 415 0401 00 R 215 218 9.19 OR/PI BLACK 415 0575 00 R 160 260 8.71 RD/GD BLACK 415 0582 00 R 115 270 7.92 GN/GD BLACK 415 0696 00 R 300 170 9.50 YL/BK/YL BLACK 503 1007 00 R 65 290 6.35 BL/YL BLACK 414 8091 00 T 125 ± 5 274 7.92 GD YELLOW 414 8155 00 T 135 259 7.77 BK/WH VIOLET 414 8528 00 T 100 ± 7 279 7.92 RD YELLOW 414 8713 00 T 125 ± 5 274 7.92 GD SAFARI RED 414 8715 00 T 125 ± 5 274 7.92 GD VIOLET 414 8941 00 T 112 ± 7 279.4 8.41 BK/GN YELLOW 414 9169 00 T 100 ± 7 279 7.92 BK/WH FIREFLY GREEN 414 9254 00 T 100 ± 7 279 7.92 WH/BK SAFARI RED 414 9260 00 T 100 ± 7 279 7.49 BK RASPBERRY 414 9269 00 T 110 279.4 7.77 GN/YL SAFARI RED 414 9271 00 T 110 279.4 7.77 BK/YL PEARL BLUE 414 9275 00 T 100 ± 7 279 7.92 RD/WH PEARL BLUE 414 9886 00 T 100 ± 7 279 7.49 PI/PI BLACK 414 9986 00 T 100 ± 7 279 7.49 BK/PI SAFARI RED 415 0069 00 T 150 ± 7 272.5 8.41 BK/YL FIREFLY GREEN 415 0070 00 T 135 ± 7 272.5 8.41 BK/BK FIREFLY GREEN 415 0143 00 T 150 264 7.77 GN/OR/PI CAN-AM RED 415 0575 00 T 160 264 8.71 RD/GD BLACK 415 0576 00 T 180 260 9.52 BL/GD BLACK 415 0699 00 T 115 265 7.49 SI/YL/YL BLACK 415 0700 00 T 135 242 8.25 WH/YL/YL BLACK 415 0701 00 T 115 242 7.92 GD/YL/YL BLACK 415 0702 00 T 115 270 7.92 PI/YL/YL BLACK 415 0703 00 T 100 264 7.49 OR/YL/YL BLACK 415 0704 00 T 115 270 8.25 GN/YL/YL BLACK 415 0705 00 T 135 242 8.41 BL/YL/YL BLACK 415 0706 00 T 160 264 9.19 RD/YL/YL BLACK SPRING COLOR CODES BK=BLACK BL=BLUE GD=GOLD GN=GREEN OR=ORANGE PI=PINK RD=RED SI=SILVER WH=WHITE YL=YELLOW 03-29 SECTION 03 - CHASSIS PREPARATION Section 2 — Coil Springs Specifications P/N TYPE SPRING RATE (lbs/in) ± 10 FREE LENGTH (mm) ± 3 WIRE DIAMETER (mm) ± .05 COLOR CODE STRIPES COLOR OF SPRING 415 0707 00 T 200 263 9.52 YL/YL/YL BLACK 415 0710 00 T 150 242 8.71 SI/RD/YL BLACK 503 1272 00 T 170 258 8.71 BL/GN BLACK 503 1354 00 T 250 300 10.31 RD/OR BLACK SPRING COLOR CODES BK=BLACK BL=BLUE GD=GOLD GN=GREEN OR=ORANGE PI=PINK RD=RED SI=SILVER WH=WHITE YL=YELLOW Section 2 — Torsion Springs Specifications P/N WIRE DIAMETER (mm) OPENING ANGLE ±7° COLOR CODE COLOR OF SPRING 414 8663 00 LH 414 8662 00 RH 10.3 85° YL BLACK 414 9436 00 LH 414 9435 00 RH 10.6 90° WH BLACK 414 9443 00 LH 414 9442 00 RH 11.11 90° GN BLACK 415 0106 00 LH 415 0105 00 RH 10.6 80° RD BLACK 415 0608 00 LH 415 0607 00 RH 11.11 80° BL BLACK 415 0694 00 LH 415 0693 00 RH 11.11 100° OR BLACK 486 0712 00 LH 486 0711 00 RH 10.3 135° YL/YL BLACK 486 0714 00 LH 486 0713 00 RH 10.3 150° WH/WH BLACK LH=Left Hand RH=Right Hand SPRING COLOR CODES BK=BLACK 03-30 BL=BLUE GD=GOLD GN=GREEN OR=ORANGE PI=PINK RD=RED SI=SILVER WH=WHITE YL=YELLOW SECTION 03 - CHASSIS PREPARATION CORNERING DYNAMICS The ideal situation, while going through a turn, is to keep the snowmobile as flat as possible without the skis or track losing contact with the driving surface. As you enter a corner and turn the skis, the rest of the vehicle will want to continue straight ahead. If the skis do not bite the surface, they will start slipping and the vehicle will not turn as tight as the skis are turned. This is called “understeering” or pushing. If the skis bite very well and the track starts sliding out, then the vehicle is “oversteering” or is said to be loose. If the ski and track traction is balanced, then the vehicle will maintain a good “line” though the corner. Because the center of gravity of the vehicle wants to continue straight ahead and because the center of gravity is above ground level, weight will be transferred to the outside of the vehicle. This causes the machine to roll to the outside. As the radius of the corner gets tighter and/or speeds increase, the machine rolls more, and more weight is transferred to the outside of the vehicle until the front or back loses traction or the vehicle tips over. Roll can be reduced by installing stiff springs on the front suspension and / or a lot of preload, but this will cause a harsher ride than necessary. Lowering the center of gravity will also reduce roll but there are practical limits as to how low the center of gravity can go. Most vehicles are equipped with an antiroll bar or “stabilizer” bar. Common terminology will refer to it as a “sway” bar. (It is inaffect an “anti-sway” bar) The bar is mounted to and pivots on the chassis. The ends of the bar have lever arms from 3” to 7” in length. The ends of the levers are connected to the front suspension. As the outside suspension is compressed during a corner, the bar is twisted and forces the inside spring to compress also. The bar is “borrowing” spring pressure from the inside spring and adding it to the outside spring. The suspension can now resist more chassis roll (see following illustration). 5 1 2 4 3 A06F1LA 1. 2. 3. 4. 5. Sway bar End lever Cornering force Connector linkage Pivot bushings By having a sway bar in the suspension, softer springs can be used to achieve a good ride because the bar will help control roll in a corner. The bar has no affect on ride when traveling straight ahead over bumps that are even from side to side. However, if only one ski encounters a bump, then the bar will transfer energy between the springs. This leads to another design decision. The diameter of the sway bar determines how much spring pressure will be “borrowed” from the opposite spring. A smaller bar will twist more and not transfer as much energy. A larger diameter bar will transfer more energy which will reduce chassis roll, but will produce a harsher ride on uneven, bumpy terrain. A smaller diameter bar will give a more compliant ride on the nasty bumps but it will allow the chassis to roll more in corners. A cross country sled will use small to medium diameter bars while oval and lemans racers will use large diameter bars. The length of the lever arm also affects the “stiffness” of the sway bar. A shorter lever will “stiffen” the bar and a longer lever will “soften” the bar. Many lever arms will have 2 holes to mount the connector linkage. The hole closest to the bar will act stiffer (see following illustration). 03-31 SECTION 03 - CHASSIS PREPARATION 1 2 3 4 – Ensure to perform the same adjustment on each side of the snowmobile. There are currently 5 sway bars used on the DSA (F-series and S-series) chassis: 1. 11/16 in diameter bar with integral, non-adjustable end levers. Used on most F-series and S-series chassis. A00F0NA (While this bar is a rather large diameter, it “acts” soft because the end levers are quite long and the bar is also not mounted as rigidly. This sway bar acts similar to the 1/2 inch diameter adjustable bar with the connector linkages mounted in the softest holes). END LEVER 1. Sway bar 2. Stiffer 3. Softer 4. Softest Unlike previous years, the ball joint is no longer adjustable. A15F2XA 1 1. Ball joint The lever arm is no longer horizontal when the snowmobile is resting on the ground. A15F2WA 1. Lever arm 03-32 1 2. 1994 MX Z QTY P/N 1/2 in dia. bar (hex. ends) 1 506 1123 00 1/2 in end levers (aluminun with hex. hole) 2 506 1187 00 1/2 in I.D. plastic bushings 2 414 8785 00 1/2 in circlips 2 371 9016 00 Screw-hex. M8 x 30 2 222 0850 65 Flanged lock nut M8 2 228 7810 45 3. 1994 Formula Z QTY P/N 5/8 in dia. bar (splined ends) 1 506 1195 00 5/8 in end levers (steel with splined hole) 2 506 1206 00 5/8 in I.D. plastic bushings 2 414 8810 00 Screw-hex. M8 x 50 2 222 0850 65 Lock nut M8 2 228 5810 45 Flat washer M8 4 224 0812 01 SECTION 03 - CHASSIS PREPARATION QTY P/N 1/2 inch diameter bar (splined ends 1 506 1238 00 1/2 inch end levers (steel with splined hole) 2 506 1239 00 4. 1995 Formula Z, Mach 1, Mach Z, MX-Z NOTE: To use the 1/2 and 5/8 inch bars on vehicles that come with the non-adjustable bar you must also use the following pieces: L.H. Swing arm-black (chrome moly, heavy duty, 94 MX-Z) 1 506 1207 00 R.H. Swing arm-black (chrome moly, heavy duty, 94 MX-Z) 1 506 1208 00 Tube support housing 2 506 1185 00 Set screw 4 414 4408 00 Rivet 4 390 4023 00 Washer (for rivet) 4 517 2259 00 Tube 1 506 1186 00 Ball joint 2 414 7784 00 Ball Joint 2 414 5340 00 Hex. nut M10 2 732 6100 10 Hex. lock nut M10 4 732 6100 42 QTY P/N 1 580 6045 00 5. 3/4 inch diameter bar kit NOTE: This kit is designed as a replacement for the 11/16 inch diameter, non-adjustable sway bar. The instructions for installation of this kit are on the following page. To fit vehicles that come with the 1/2 or 5/8 inch bar, slight modifications to the tube and end levers will be required. This 3/4 inch bar is slightly shorter than the 1/2 or 5/8 inch bars. This requires shortening the tube an appropriate amount and bending the end lever arms outward to keep the connecting linkages vertical. The 5/8 inch bar is a good choice for aggressive trail riding and cross country racers that like more “bite” in the front end. The 1/2 inch bar will have a slightly softer ride but it will allow much more roll. The 3/4 inch bar should be used only on smooth surfaces like oval or ice lemans type racing or groomed trails. The sway bar should have no torsional load in it when the machine is at rest with the rider aboard. The sway bar connector linkages should be the last item adjusted after any ride height or camber adjustments are made. There should not be any preload on the bar. Another little known fact that has a large affect on roll is the limiter strap length. As mentioned earlier, if the limiter is lengthened, the front suspension will extend during acceleration, which reduces ski pressure. If this vehicle was in a corner when power was applied, it would have quite a bit of chassis roll and the inside ski will start to lift off of the ground. Shortening the limiter in this case will have a very large affect on controlling roll. A general guideline for initially setting limiter length for good ski pressure and reducing roll is to have the front and back of the track touch the ground at the same time when you set the back of the vehicle down. If the front of the track touches much sooner than the rear, there will be quite a lot of weight transfer and chassis roll during hard cornering. If the adjuster nut is all the way tight and you would like more ski pressure, install a shorter limiter strap. For snowcross racing some racers prefer to disconnect the sway bar. This will let the front susp e n si o n a c t m o re i n d e pe n d e n t ly, as t h e suspension is no longer coupled. NOTE: To be legal the components must remain on the sled. SHOCK ABSORBER HPG (High Pressure Gas) INTRODUCTION A shock absorber could more accurately be called a damper as its main function is to control or dampen suspension oscillations. Without shocks, a suspension system would bounce for quite a while after hitting a bump and the vehicle would not offer as good a ride or control. A shock works by moving a valved piston through a chamber of oil. The less resistance to oil flow through the piston, the less dampening the shock provides. Conversely, more resistance to oil flow equals more dampening. Bombardier uses a variety of shock absorber types which vary on the exact application and requirements for performance. 03-33 SECTION 03 - CHASSIS PREPARATION As dampers of the air/oil type are cycled rapidly, a low pressure will be generated on the oil exit side of the valved piston. If the pressure drops too much, a vaporization or aeration of the oil can occur. If this oil aeration is allowed to continue, a loss in damping performance will result. This is called shock “fading”. This condition can be compensated for if the engineers know the exact application and performance requirements of the damper. 1 2 HPG, MVA (Multi-Valve Adjustable) This shock absorber is standard on the 670 SE Grand Touring models and offers the benefit of a full gas (nitrogen) shock, with the addition of an external adjustment for rebound damping. Some compression damping is also adjusted with this feature. Although this damper is not rebuildable, the feature of offering trail-side adjustability and the benefits of a gas-filled shock will be recognized at first use. It is possible to upgrade C7 rear HPG T/A shocks with the optional MVA shaft-order P/N 486 0671 00 Qty (2) required. Note: you must change shock spring stoppers to P/N 414 7625 00 Qty (2). 2 3 A06F0MA 1. Oil 2. Aeration 3. Low pressure This aeration can be eliminated by pressurizing the oil. HPG shocks use a floating piston design (except some center shocks). This design allows an oil chamber and a gas chamber in the same single damper body. The gas chamber of the shock absorber is filled with nitrogen gas at 300 PSI (2070 kPa). This pressurizes the oil reservoir portion of the shock which prevents the oil from aerating. The gas pressure should not be changed as a way of tuning the shock. Calibration should be done with the piston and valve shims. 4 1 5 3 2 A06F0NA 1 1. Oil flow option with MVA screw 2. 10 detent adjustments HPG, Emulsion Gas Shock This calibration is used as a center shock for the front of some track suspensions. As the name implies, this damper mixes the oil and gas (nitrogen) in the same chamber. This shock is mounted with the damper body upward. This offers a volume of oil at the damper piston at all times. As mentioned, this calibration was used in the center shock of the 1994 MX Z (all HPG T/A shocks since 1995 use an internal floating piston), this type of shock could suffer from fading however, the gas pressure assists to prevent this from occurring. Additionally, knowing this shock type, its requirements, and mounting position, allows engineering to valve this damper accordingly. A06F0KA 1. 2. 3. 4. 5. Valved piston Damper shaft Oil volume High pressure gas chamber (300 PSI N2) Floating piston 03-34 HPG, Gas Shock This shock assembly is a floating piston design like the T/A type shock, without the take apart option. This shock uses the same quality valving mechanism and floating piston configuration, but cannot be disassembled. SECTION 03 - CHASSIS PREPARATION HPG, T/A (Take Apart) Gas Shock This damper is completely rebuildable and all versions use an internal floating piston (IFP). It offers the options of replacing valves or revolving and/or the option of replacing seals (should it be needed). All HPG T/A shocks since 1995 use IFP. Although the adjustments are internal, rather than external as in the (MVA), the rider is able to select the exact damping adjustment required for his/her riding style. Rebound dampening will usually be much stiffer than compression dampening. This is because rebound dampening must resist the force of the spring and because piston speeds are much slower during rebound. At low piston speeds, the number of bleed slits will have a fairly large effect on dampening, but as piston speeds increase most of the dampening is controlled by the shim stack. This is because the flow area of the slits is much smaller than the flow area under the shims. Since only a small amount of oil can flow through the bleed slits (compared to the amount that flows under the shim stack), the slits have only a very small effect on dampening at high piston speeds. Because of this characteristic, bleed slits are most effective on rebound dampening. They will have only a very slight effect on compression damping because the typical piston speeds on compression strokes are several times faster than on rebound strokes. There really is no such thing as “high speed” rebound dampening. EFFECT OF BLEED SLITS Rebound No bleeds 2 bleeds 4 bleeds 6 bleeds Dampening force A06F0VA Valving and Dampening In the HPG shock, the piston passages are covered by a stack of thin metal shims of various thicknesses and diameters. The shims provide dampening by acting as spring loaded valves offering resistance to the oil traveling through the piston. There is a stack of shims on both sides of the piston. One side controls compression dampening and the other side controls rebound dampening. By varying the number and thickness of shims the dampening characteristics can be very accurately obtained. There may also be orifices or “slits” in the piston that are not covered by the shims. These are referred to as bleed slits. The size and number of these slits will also affect dampening. The external adjustment on the MVA, HPG shocks is a variable bleed hole. 0 0 Piston speed Compression No bleeds 2 bleeds 4 bleeds 6 bleeds Dampening force 0 A01F26A 0 Piston speed 03-35 SECTION 03 - CHASSIS PREPARATION As mentioned earlier, the configuration of the shim stack will control most of the dampening of the shock. There are several methods to tuning shim stacks. The first and most commonly used is to increase or decrease the overall stiffness of the stack. This can be done by changing the number of large shims or by increasing or decreasing their thickness. STIFFER Qty. 10 x 1 1 1 1 x x x x SOFTER Dia. (mm) Tickness 30 x .203 18 18 16 15 x x x x .203 .203 .203 .203 TOP OUT WASHER Qty. 3 x 1 1 1 1 x x x x Dia. (mm) Tickness 30 x .203 18 18 16 15 x x x x .203 .203 .203 .203 TOP OUT WASHER A99F05S The overall stiffness of the stack has been increased by adding 7-30 mm × .203 mm shims. This will result in firmer dampening at both low and high piston speeds. Thicker shims will also result in firmer dampening but it is better to use more thin shims than fewer thick shims. More thin shims will provide better, smoother dampening than a few thick shims. There is an equivalency between thick and thin shims, though. The following chart indicates how many thin shims are required to equal the stiffness of one thick shim. (mm) 1 × .152 = 2.4 × .114 1 × .203 = 2.3 × .152 1 × .254 = 2.0 × .152 This means it will take 2.4 × .114 mm shims to have the same dampening as 1 × .152 mm shim. Obviously you can’t use a fraction of a shim so you must find the lowest common denominator. For 2.4 it will be 5. For 2.3 it will be 10. The following chart shows the most common possibilities. 03-36 (mm) 5 × .152 = 12 × .114 10 × .152 = 24 × .114 10 × .203 = 23 × .152 1 × .254 = 2 × .152 2 × .254 = 4 × .152 3 × .254 = 6 × .152 4 × .254 = 8 × .152 5 × .254 = 10 × .152 6 × .254 = 12 × .152 7 × .254 = 14 × .152 8 × .254 = 16 × .152 9 × .254 = 18 × .152 The diameter of the smaller shims that support the large shims will also affect the dampening. A larger support shim gives more support to the large shim thus making it act stiffer. Conversely, a smaller diameter support shim will allow the large shim to bend more easily thus softening the dampening. The following graph shows the effect of different diameter support washers. SECTION 03 - CHASSIS PREPARATION STIFFER COMPRESSION 16 mm diameter 15 mm diameter Dampening force 0 12 mm diameter 0 Q ty. Dia. (mm) Tickness 3 x 30 x .203 1 x 18 x .203 PISTON SPEED SOFTER VALVE STOPPER REBOUND Dampening force 0 A01F27A 16 mm diameter 15 mm diameter Q ty. 12 mm diameter Dia. (mm) Tickness 3 x 30 x .203 1 1 1 1 x x x x 18 18 16 15 x x x x .203 .203 .203 .203 VALVE STOPPER 0 PISTON SPEED Another method of changing dampening is by controlling the amount of space the stack has to open. This is done by reducing the amount of smaller shims which support the larger shims. The larger shims act the same until they “bottom out” against the valve stopper. A99F06A The large shims are only able to deflect .203 mm instead of .610 mm thus reducing the flow area of the piston. This will result in the same low speed dampening, but the medium and high speed damping will be increased. The following graph represents the effect of changing the total thickness of small shims which determine the amount of large shim deflection. Dampening force .114 mm .228 mm .342 mm Large shims do not touch valve stopper 0 0 A01F1YA Piston speed 03-37 SECTION 03 - CHASSIS PREPARATION As you can see, low speed dampening remains the same until the shim stack bottoms out against the valve stopper. Then the dampening becomes significantly stiffer. This is sometimes referred to as progressive dampening. Another similar way to achieve this type of dampening is to use multiple stacks of large and small shims. 1 VALVE STOPPER A06F1TA 1. Piston The first stack of large shims will deflect very easily thus giving soft low speed dampening. The number of small shims will determine when the first stack hits the second stack of large shims. Now both stacks are acting together thus stiffening the dampening. This can be repeated several times until the complete stack of large shims bottoms out against the valve stopper. As you can see, there are an unlimited number of valving combinations and many different versions will achieve very similar results. The following general guidelines should help reduce your tuning time. – If the dampening is close to what you want, just add or remove 1 or 2 large shims, from the appropriate side, to fine tune the overall stiffness. NOTE: Always use 30 mm diameter shims against the piston for compression dampening and 26 mm diameter shims against the piston for rebound dampening. – Generally, rebound dampening should not be changed unless a large change in spring rate is made. – Bleed slit quantity will affect low speed dampening. 03-38 – Underdampening may be due to an aerated shock due to low gas pressure and/or old, used oil. Change the oil and recharge the gas pressure to 300 PSI before altering the shock valving. – If the vehicle bounces or “pogos” a lot, the problem may be too little compression dampening NOT too little rebound dampening. Do not use too much rebound dampening ! Excessive rebound dampening is a common error. Over-dampening will not allow the suspension to recycle to full extension after an obstacle compresses the suspension. This situation (called “packing”) will eventually bottom the suspension and not allow it to cycle properly. – For faster weight transfer under acceleration and deceleration, use a piston with more bleed slits. Special Tools Special tools specific to the HPG T/A shock will be the seal pilot P/N 529 0265 00 and piston guide P/N 529 0266 00 from Bombardier. 529 0265 00 529 0266 00 A06F0OA NOTE: Do not attempt to rebuild the T/A damper without the benefit of these assembly tools, damage will occur without their use. SECTION 03 - CHASSIS PREPARATION NOTE: When rebuilding a gas emulsion shock, such as the 1994 center MX Z, mount the shock vertically in a vice with the schrader valve up and let it sit for 5 minutes before releasing the gas. This 5 minute period will allow most of the gas to separate from the oil and minimize oil spray. Shock Oil and Nitrogen ◆ WARNING Nitrogen gas is under extreme pressure. Use caution when releasing this gas volume. Protective eye wear should be used. A06F0PA 1 2 2 1 A06F18B 3 4 A06F0QA 1. 2. 3. 4. 1. Schrader valve 1.5-2 N•m (13-17 lbf•in) 2. Schrader cap 5-6.5 N•m (44-57 lbf•in) NOTE: Before unscrewing pre-load rings, measure the compressed length of the installed spring and mark position for reinstallation. For factory adjustment refer to the end of this section. Use tools (P/N 861 7439 00) to remove damper spring by unthreading spring pre-load rings, then removing spring retainer or use the spring removal tool P/N 529 0271 00. Automotive type air pressure hose 2 stage regulator, delivery pressure range 2070 KPa (300 PSI) High pressure cylinder filled with industrial grade nitrogen Valve tip NOTE: Commercially available through compressed gas dealers. Disassembly and Assembly Release N2 (nitrogen) pressure from the damper Schrader valve on any HPG T/A with IFP. A06F0TA TYPICAL Holding damper assembly in bench vise with aluminum jaw protectors, unthread seal assembly from damper body using a 32 mm (1.25 in) spanner wrench. This assembly uses a right hand thread. 03-39 SECTION 03 - CHASSIS PREPARATION A27F06A TYPICAL A27F04A With the seal assembly removed, slowly lift and remove damper rod assembly from the damper body. NOTE: Remove damper rod assembly slowly to reduce oil spillage and prevent piston seal damage by damper body threads. Wrap the damper body with a shop cloth to capture possible overflow oil while removing the damper piston. 1 ◆ Whenever using compressed air, use an O.S.H.A. approved air gun and wear protective eye wear. Thoroughly clean, with a typical cleaning solution, and blow dry using low pressure air. Carefully inspect the damper body for any imperfections or signs of wear in the damper bore. Replace damper body if wear is identified. Holding the damper rod assembly in a bench vise, begin piston and valve removal. A A27F0AA 1. Oil flows Discard old oil into storage container. Never reuse damper oil during shock rebuild. Remove Schrader valve core. Using compressed air pressure, carefully remove floating piston from damper body. Hold shop cloth over damper body opening to catch released floating piston. Allow room for floating piston to leave damper body. A06F0UA A. Remove damper nut 03-40 WARNING SECTION 03 - CHASSIS PREPARATION Always arrange parts removed in the sequence of disassembly. A06F0WC MAXIMUM DEFLECTION 0.025 mm (.001 in) After the new or replacement shim pack has been selected, reassemble in the reverse order of disassembly. Torque piston nut 11-13 N•m (96-108 Ibf•in). Use 271 Loctite. 1 2 3 A06F0VA NOTE: As a general rule we suggest replacing the damper rod lock-nut after 4 rebuilds to ensure good Iocking friction and use Loctite 271 each time. NOTE: If revalving is to be done, it is imperative that you identify the original shim pack (size and number of shims). The seal carrier need not be removed if only revalving is to be done. Shims can be measured by using a vernier caliper or a micrometer. NOTE: All shims should be carefully inspected and any bent or broken shims must be replaced for the shock to function properly. The damper rod is constructed of a plated shaft design. This damper shaft must be inspected for any visible wear on the surface of the damper rod. Another check that must be completed if damper seal leakage has been noticed, is damper rod “run-out”. This damper rod run out must not exceed .025 mm (.001 in). 4 A06F0XA 1. 2. 3. 4. Damper nut Spacer Washer Shim pack - CAUTION The damper rod nut can only be reused 4 times, then, must be replaced. Do not substitute this part for non – O.E.M. use Loctite 271 on nut each time. This spacer washer(s) P/N 414 8883 09 must be used as shown to ensure damper rod nut does not bottom out or contact shaft threads. Rebound valve stopper with round edge facing shim stack. 03-41 SECTION 03 - CHASSIS PREPARATION NOTE: Rebound shim stack must not reach into threads of damper shaft. Washer under damper shaft nut is used to prevent damper shaft nut from bottoming on threads. 1 2 NOTE: When tuning for less dampening it is important to remember, never use less than 3 shims against piston. This will guard against fatigue breakage. Fewer spacer shims will result in more high speed dampening. A minimum of 0-114 mm (.0045 in) clearance should be allowed between shim stack and compression valve stopper. Use at least one shim of 12 × .114. Compression valve stopper must have groove facing shim stack. Factory HPG T/A Shock Calibrations 3 1 4 2 5 6 A06F0YA 1. 2. 3. 4. 5. 6. 3 Rebound dampening shim pack Rebound dampening shim pack Piston Compression dampening shim Compression dampening shim pack Stopper Rebound A minimum of 0.203 mm (.008 in) clearance must be allowed between shim stack and rebound valve stopper. Use at least one shim of 12 × .203 mm. Whenever tuning for more rebound damping always use 26 mm (1.02 in) shims against piston to properly close piston orifice holes. More thin shims will offer more control than a few thick shims of the same overall thickness. NOTE: When tuning for less dampening it is important to remember, never use less than 3-26 mm (1.02 in) shims against piston. This will guard against fatigue breakage. Piston options include 4 pistons; 0, 2, 4 and 6, slits for rebound dampening bleeds. Compression Whenever tuning for more compression dampening always use 30 mm (1.18 in) shims against piston to properly close piston orifice holes. Two thin shims will offer more control than one thick shim of the equal thickness. 03-42 4 5 A06F0ZA 1. 2. 3. 4. 5. Rebound dampening shim pack Rebound dampening shim pack Piston Compression dampening shim pack Compression dampening shim pack SECTION 03 - CHASSIS PREPARATION FRONT / SKI SHOCK CENTER SHOCK REAR SHOCK 1994/95 Rebound 1. 1 x 12 x 0.203 2. 8 x 26 x 0.203 3. 4 SLIT PISTON 1994 Rebound 1. 2 x 15 x 0.114 2. 8 x 26 x 0.203 3. 6 SLIT PISTON 1994/95 Rebound 1. 2 x 15 x 0.114 2. 10 x 26 x 0.152 3. 6 SLIT PISTON Compression 4. 8 x 30 x 0.152 5. 2 x 15 x 0.114 Compression 4. 9 x 30 x 0.152 5. 6 x 15 x 0.114 Compression 4. 8 x 30 x 0.203 5. 6 x 15 x 0.114 1996* Rebound 1. 1 x 12 x 0.203 2. 5 x 26 x 0.203 3. 4 SLIT PISTON 1995 Rebound 1. 1 x 16 x 0.203 2. 9 x 26 x 0.203 3. 6 SLIT PISTON 1996* Rebound 1. 1 x 15 x 0.203 2. 10 x 26 x 0.152 3. 2 SLIT PISTON Compression 4. 8 x 30 x 0.152 5. 2 x 15 x 0.114 * 440 and 583 MX Z Compression 4. 6 x 30 x 0.203 5. 1 x 15 x 0.114 Compression 4. 7 x 30 x 0.203 5. 3 x 15 x 0.203 * 440 and 583 MX Z 1996* Rebound 1. 1 x 12 x 0.203 2. 8 x 26 x 0.152 3. 4 SLIT PISTON Compression 4. 10 x 30 x 0.203 5. 3 x 16 x 0.203 * 440 and 583 MX Z If the seal carrier assembly is replaced, use seal pilot (P/N 529 0265 00) to guide seal over damper shaft. Lubricate seal carrier guide pilot before use. - CAUTION Failure to use seal pilot will result in seal damage. 1 Reassemble damper rod assembly, taking care to properly assemble shim packs as required for your dampening needs Ensure that the shaft piston is installed with the slits/larger intake holes facing the rebound shim stack. A06F12C 1. Pilot (P/N 529 0269 00) 03-43 SECTION 03 - CHASSIS PREPARATION NOTE: Lubricate inside of piston guide with molykote GN paste (P/N 413 7037 00) or MS4 silicone grease (P/N 420 8970 61). Install floating piston to the proper depth. 1 2 3 4 1994/95 7 SKI – 143 mm CENTER – 145 mm 5 REAR – 140 mm 6 A06F13A 1. 2. 3. 4. 5. 6. 7. IFP – HOLLOW SIDE DOWN Damper nut torque 11-13 N•m (96-108 lbf•in) use Loctite 271 Rebound shim pack Piston Compression shim pack O-ring visual inspection seal carrier assembly Damper rod Optional travel restriction spacer kit (P/N 861 7442 00) Kit includes: 2 x 26 mm long spacer 1 x 48 mm long spacer 2 x 60 mm long spacer Reinstall floating piston into damper body (ensure that Schrader valve core has been removed). Use molybdenum disulfide grease (example: molykote paste (P/N 413 7037 00) or silicone grease Dow Corning MS4 (P/N 420 8970 61) to ease O-ring past damper body threads with floating piston pilot (P/N 529 0266 00). - CAUTION Failure to install IFP correctly could result in shock damage. NOTE: For 1994/95 HPG’s install hollow side of IFP towards Schrader valve. For 1996 HPG’s hollow side should face away from Schrader valve. 1 P/N 414 8883 11 1996 MX Z 440 SKI – 151 mm CENTER – 141 mm REAR – 190 mm IFP – HOLLOW SIDE UP P/N 415 0387 00 A27F0EA Required distance for floating piston installation The 1994 MX Z, center gas emulsion shock, does not use a floating piston. Center shock oil level must be measured and adjusted to 80 mm (3.15 in). Measuring from the top edge of the damper body to the oil level. NOTE: If the floating piston is installed too far into the damper body, light air pressure through Schrader valve (with core removed) will move piston outward. NOTE: Reinstall Schrader valve core after IFP has been installed at correct height and before adding oil. ◆ 2 A06F14C 1. Push (slowly) by hand 2. Floating piston guide (P/N 529 0266 00) 03-44 WARNING Whenever using compressed air exercise extreme caution, cover damper opening with shop cloth to reduce chance of possible injury. SECTION 03 - CHASSIS PREPARATION - CAUTION Moisture laden compressed air will contaminate the gas chamber and rust floating piston. ◆ NOTE: Some shock oil will overflow when installing damper. Wrap damper with shop cloth to catch possible overflow oil. - CAUTION Use care when passing piston into damper body at damper body threads. WARNING Always wear protective eye wear whenever using compressed air. Fill the shock with Bombardier HPG shock oil (P/N 413 7094 00) to approximately 10 mm (.393 in), from the base of seal carrier threads. 1 A06F15B 1. Fill to 10 mm NOTE: Although we do not measure the exact amount of oil added to the damper, approximately 106 mL (3.58 oz. US) will be used. Carefully insert damper rod into the damper body. Install damper rod assembly into the damper body. Lightly oil damper piston seal ring with shock oil to ease installation. Slight oscillation of damper rod may be required to allow piston to enter damper body bore. Slowly push piston into damper body. Slight up and down movement may be required to allow all air to pass through piston assembly. The gentle tapping of a small wrench, on the shock eye, may help dislodge air trapped in the submersed piston. Be careful not to drive the shaft any deeper into the oil than is necessary to just cover the shim stack. NOTE: Fast installation of the damper rod may displace the floating piston from its original position. This must not occur if the damper is expected to perform as designed. With damper rod piston into-oil, TOP OFF damper oil volume. Oil level should be to damper body thread base. Seal carrier assembly can now be threaded into damper body. This should be done slowly to allow weapage of oil and to minimize IFP displacement. After the seal carrier is fully in place avoid pushing the shaft into the body until the nitrogen charge is added. 1 A06F17A 1. Torque seal carrier to 88-89 N•m (64-72 lbf•ft) A06F16A 03-45 SECTION 03 - CHASSIS PREPARATION 1 2 A06F18B 1. Schrader valve 1.5-2 N•m (13-17 lbf•in) 2. Schrader cap 5-6.5 N•m (44-57 lbf•in) Adding Gas Pressure Nitrogen (N2) can now be added to damper body. NOTE: Never substitute another gas for nitrogen. Nitrogen has been selected for its inert qualities and will not contaminate the gas chamber of the shock. Preset your pressure regulator to 2070 kPa (300 PSI) nitrogen (N2), this gas pressure will restore the correct pressure for your damper. - Damper gas pressure cannot be confirmed by using a pressure gauge. The volume of gas in the shock is very small, and the amount lost during gauge installation will lower the pressure too much and require refilling. After recharging is complete and before installing the spring the rebuilt shock should be bench-tested. Stroke the shock to ensure full travel and smooth compression and rebound action. If the shaft moves in or out erratically this could indicate too much air is trapped inside. If the shaft will not move or has partial travel then it may be hydraulically locked. In either event the shock must be rebuilt again. Pay particular attention to the placement of the IFP, quantity of oil and shim stack/piston assembly. 2 1 CAUTION 3 Do not exceed the recommended pressure values. When removing and retightening the Schrader valve acorn nut use minimal torque. When the cap is over tightened and subsequently removed it may prematurely break the seal of the Schrader valve to the shock body and cause a loss of nitrogen charge without being noticed. If you suspect this has happened then recharge the shock as a precaution. Inspect the acorn cap before installation to ensure that the internal rubber gasket is in its proper position. ◆ WARNING Whenever working with high pressure gas, use eye wear protection. Never direct gas pressure toward anybody. NOTE: Carefully inspect damper for gas or oil leaks. Any leaks must be corrected before continuing. 03-46 4 A06F0QA 1. 2. 3. 4. Automotive type air pressure hose 2 stage regulator, delivery pressure range 2070 KPa (300 PSI) High pressure cylinder filled with industrial grade nitrogen Valve tip Reinstall damper spring retainer, then your spring. Next, thread the spring pre-load rings up to the spring. Set pre-load according to recommended spring length specifications. Your damper is now ready for reinstallation to your snowmobile. SECTION 03 - CHASSIS PREPARATION L A06F1DB 1994/1995 Front: L = 85.5 mm (3.0 in) Center: L = 104 mm (4.0 in) Rear: L = 78 mm (3-11/32in) 1996 Front: L = 76 mm (3.0 in) Center: L = 70 mm (2.75 in) Rear: L = N/A 1997 Front: L = 76 mm (3.0 in) Center: L = 70 mm (2-3/4 in) Rear: L = N/A 03-47 SECTION 03 - CHASSIS PREPARATION CALIBRATION WORK SHEET FRONT CENTER REAR OPTION PISTON-SLIT IFP HEIGHT SPRING PRELOAD COMPRESSION REBOUND Model: _____________________________________________________________________________________________ Date: _______________________________________________________________________________________________ Riding conditions:___________________________________________________________________________________ Notes:______________________________________________________________________________________________ ____________________________________________________________________________________________________ ____________________________________________________________________________________________________ 03-48 SECTION 03 - CHASSIS PREPARATION HPG T/A Shock Spare Parts SHIMS P/N SIZE (mm) MOQ (minimum order quantity) 415 0391 00 30 × .254 5 414 8883 18 30 × .203 15 414 8883 19 30 × .152 1 414 8883 20 28 × .203 5 414 8883 21 28 × .152 5 415 0390 00 26 × .254 5 414 8883 22 26 × .203 5 414 8883 23 26 × .152 50 414 8883 24 22 × .203 5 414 8883 25 22 × .152 5 414 8883 26 20 × .203 5 414 8883 27 20 × .152 5 414 8883 28 20 × .144 5 414 8883 29 18 × .203 5 414 8883 30 18 × .152 5 414 8883 31 16 × .254 10 414 8883 32 16 × .203 10 414 8883 33 16 × .152 10 415 0389 00 16 × .114 10 414 8883 34 15 × .254 10 414 8883 35 15 × .203 10 414 8883 36 15 × .152 10 414 8883 37 15 × .114 10 414 8883 38 12 × .203 10 414 8883 39 12 × .152 10 415 0388 00 12 × .114 10 414 8883 40 21 × .114 10 414 8883 41 24 × .114 10 P/N SIZE MOQ (minimum order quantity) 414 8883 04 0 slit 1 414 8883 05 2 slits 2 414 8883 06 4 slits 1 414 8883 07 6 slits 1 PISTONS 03-49 SECTION 03 - CHASSIS PREPARATION Miscellaneous P/N DESCRIPTION 414 8621 02 414 8619 02 414 8615 02 414 8621 03 414 9257 02 414 8615 03 414 5629 00 371 9050 00 414 8883 00 414 8883 01 414 8883 02 414 8883 03 414 8883 08 414 8883 09 414 8883 10 414 8883 1 415 0387 00 414 8883 12 414 8883 13 414 8883 14 414 8883 15 414 8883 16 414 7625 00 414 9566 00 414 8883 17 414 9539 00 486 0671 00 414 9540 00 Cylinder body without bearing front 03-50 Cylinder rod without bearing front Cylinder rod without bearing center Cylinder rod without bearing rear Cylinder body without bearing center Cylinder body without bearing rear Spherical bearing Circlip Seal carrier assembly with O-ring O-ring for seal carrier Rubber cushion Compression valve stopper D33 x T4 Rebound valve stopper D17 x T2 Washer Piston nut with spring lock Floating piston with O-ring for 1994/95 HPG Floating piston with O-ring for 1996 HPG O-ring for floating piston for all 1994/95/96 models Gas valve cap ass’y with rubber Gas valve ass’y with O-ring O-ring for gas valve Threaded spring collar Threaded jam collar Optional MVA shaft for C7 rear shocks Spring stopper for MVA use 96 MX Z T/A Front damper unit 96 MX Z T/A Center damper unit 96 MX Z T/A Rear damper unit SECTION 03 - CHASSIS PREPARATION 1995 Shock Absorber Specifications SPRING L RETAINER EXTENDED CONTACT BUMPER CONTACT STROKE LOCATION APPLICATION 187-279 78 101 FRONT MX-Z — — — — CTR MX-Z 348 mm 170-260 — 111.7 REAR MX-Z P/N TYPE 414 8621 00 T/A 343 mm 414 9257 00 T/A 414 8615 00 T/A 414 8557 00 OIL 344 mm — 72 93 FRONT FORMULA STX LT, MX, GT 470, 580, FORMULA SS 414 8691 00 EMULSION 319 mm 222-207 — 101 CTR MX, FORMULA STX 414 8686 00 HPG 347 mm 236-251 — 111.7 REAR MX, FORMULA STX 414 9272 00 HPG — — — — CTR FORMULA STX LT, GT SE, GT 470, 580, ALL SUMMIT 414 9270 00 HPG — — — — REAR FORMULA STX LT, GT 470, 580 414 8661 00 HPG 344 mm 235-250 69 93 FRONT GT SE, MACH Z 414 9274 00 HPG – MVA — — — — REAR GT SE 414 8527 00 OIL 324 mm — 79 100 FRONT ALL SUMMIT 414 8677 00 HPG 348 mm 246-261 — 101.5 REAR ALL SUMMIT 414 9282 00 HPG 343 mm 233-248 75.4 98.4 FRONT FORMULA Z, MACH 1 414 9250 00 HPG 318 207-222 — 92.4 CTR FORMULA Z, SS, MACH 1, MACH Z, 414 9249 00 HPG — — — — REAR FORMULA Z, SS, MACH 1, MACH Z DSA S-Chassis Shock Absorbers CHASSIS SET-UP FRONT: General REAR: 414 8665 00 414 9277 00 Most DSA Z-chassis shocks will interchange. There are two different shocks used on 95 production vehicles. Single seat Two-up seat The 414 9277 shock is valved stiffer than the 414 8665 00. Reducing rolling resistance of a snowmobile is also an important area to explore when you are searching for the ultimate top speed. The horsepower required to overcome rolling resistance or drag increases approximately with the square of velocity so small reductions here can provide measurable improvements in top speed. 03-51 SECTION 03 - CHASSIS PREPARATION Good chassis set up starts with accurate alignment of the drive axle, countershaft, suspension system, and chassis. Use the following procedure to check your vehicle: Remove the rear suspension, driven clutch, tuned pipe and muffler, track and drive axle. Check to see that the spacing of the drive sprockets is correct on the drive axle. The sprockets should be centered in the space between the rows of internal drive lugs on the track. A B C Maximum run out should not exceed 0.5 mm (.020 in). A maximum of 1 mm (.040 in) can be removed from the sprockets to true the diameter. - CAUTION Do not remove more than 1 mm (.040 in) of material or the sprockets will start to go out of pitch with the track. Reinstall the drive axle leaving the left end bearing housing off. Loosen the left side countershaft eccentric bearing collar and slide the bearing retainer out so that the shaft end is free to locate itself in the support opening. With both left shaft ends free, you can see if the shafts are centered in their bearing mount holes. D (D) 1 (B) (A) (C) A01D06A TYPICAL A01F28A 1. A. B. C. D. Indexing marks aligned 65.8 mm (2-18/32 in) 159.3 mm (6-17/64 in) 282.3 mm (11-7/64 in) 375.8 mm (14-51/64 in) 1995/1997 All S-Series DSA 1993/1997 All F-Series DSA Use a press or special tool P/N 861 7257 00 for shifting the sprockets. The sprocket indexing should also be checked. The maximum desynchronization is 1/16 inch (1.5 mm). The drive axle can be chucked in a lathe and spun to observe the sprocket “wobble” and run out. Wobble should not exceed 2 mm (.080 in). While this amount of wobble may look excessive, it does not affect performance. If wobble is more than allowed, the sprockets should be replaced. 03-52 NOTE: Shafts will have a tolerance in the bearing housings and the bearings them-selves. These tolerances can be felt by hand. The shafts should be mid-point in these tolerances when centered in the bearing mount holes. If not perfectly centered, the two upper chaincase bolts should be loosened and shims should be added between the chassis and chaincase as necessary to align the countershaft and drive axle in their bearing mount holes. Depending on the amount of shims added, it may be necessary to use longer chaincase bolts. Make certain the bolt is fully engaged in the nut when properly torqued. Now, reinstall the left end bearing housing. Using a large carpenters square, check to see that the drive axle is square (90°) with the tunnel. If not, slot the left end bearing housing holes and reshim the chaincase to square up the drive axle and the countershaft. SECTION 03 - CHASSIS PREPARATION 1 4 2 3 1 A01D07C TYPICAL 1. Shim location 2. Shim location 2 Reinstall the rear suspension and using a square check to see that the runners are square (90°) with the drive axle. If not, cut and shim the ends of the suspension cross tubes to perfectly align the runners and also remove any side-to-side movement. If the suspension must be shimmed, correlate the adjustment with the next step. A06F1MA 1. Align runners with drive sprockets. Equal distance both sides. Shim drive axle to reduce end play. Maximum end play = .060” (ideal = less than .030”) 2. Cut ends of tubes and shim as required to align suspension and remove freeplay 3. Suspension square with drive axle 4. Drive axle square with tunnel Now check the axial play (side-to-side clearance) of the drive axle. The axle must not move more than 1.5 mm (.060 in) from side to side. Ideally, the axle has 0.25 – 0.50 mm (.010 – .020 in). 03-53 SECTION 03 - CHASSIS PREPARATION 4 1 1 3 2 2 3 5 A01F0CA 5 A01D04A 4 6 TOP VIEW 1. Countershaft 2. Shim position on end bearing housing side 3. Shim position on chaincase side 4. Drive axle 5. Axial play 6. Shim between sprocket and spacer If the axle must be shifted left or right, note the direction and distance, and shim the axle as necessary. Shims can be placed between the left side bearing and the end bearing housing to move the axle to the right or between the right side bearing and the chaincase to move the axle to the left. NOTE: If shims are placed between the chaincase and the right side bearing, an equal thickness shim must be placed between the drive chain sprocket and the spacer on the axle. 03-54 1. 501 0205 00 Shim, Drive Axle End Bearing Housing 1.6 mm (.063 in) Thick 2. 414 6053 00 Shim, Drive Axle Chaincase Side 1.6 mm (.063 in) Thick 3. 506 0414 00 Shim, Drive Axle Chaincase Side 1.6 mm (.063 in) Thick 4. 504 0307 00 Shim, Chaincase Perpendicularity 1 mm (.040 in) Thick 5. 504 0398 00 Shim, Chaincase Perpendicularity 0.5 mm (.020 in) Thick Rear Axle Modification Heavily studded tracks combined with hard cornering put enormous loads on the track. To reduce the chance of derailing the track and to help spread the tensile loads of the track, a fourth idler wheel should be installed. Modify your rear axle and fabricate sleeves as necessary for your Formula model year to allow the mounting of additional inner idler wheels. The two inner idlers should be placed so that they run between the left and right double rows of drive lugs. This will help maintain alignment of the track and lessen the chance of derailing. Use the spacing shown in the drawing noting that the outer two idler wheels are in their original position. SECTION 03 - CHASSIS PREPARATION Guides Slider shoes B A C Equal distance D A01F1HA A. B. C. D. Guides 101.5 mm (3-63/64 in) 123 mm (4-27/32 in) 101.5 mm (3-63/64 in) 326 mm (12.83 in) When you have reinstalled the track and suspension, make certain that all bolts attaching the suspension to the chassis are installed with high strength threadlocker (Loctite 271), and that bolts are properly torqued. There are grease fittings on all moving parts of the suspension and they should be greased on a weekly basis with a quality, low temperature grease (P/N 413 7061 00). Finally, adjust the track tension and alignment. Track tension and alignment are most critical to top speed. Make certain the track is aligned so that you have equal clearance between the slider shoe and the track guides on each side of the snowmobile. 1 A06F1WA Slider shoes Tighten on this side A01f29A For straight line racing, top speed can sometimes be increased by running the track a bit looser. “Ratcheting” of the drive sprockets during hard acceleration can occur if the track is too loose. Conversely, heavily studded tracks may need to be tighter to achieve top speed because the extra weight of the studs may cause the track to “baloon out” at high speeds. NOTE: Track tension should be checked whenever major changes are made to the limiter strap length and/or ride height changes. 2 TYPICAL 1. 7.3 kg (16 lb) 2. Deflection 03-55 SECTION 03 - CHASSIS PREPARATION 1 When refilling the injection oil container be careful not to overfill as excess oil can drop onto the brake disc and impregnate the brake pads. If this happens the brake pads should be replaced to ensure maximum braking performance. AERODYNAMIC CONSIDERATIONS 2 A06D0JA 1. Hold bleeder adaptor while opening bleeder 2. Clear hose to catch used brake fluid Pump a few time brake lever and while holding brade lever depressed, open bleeder and check for air to escape. Repeat with the same bleeder until no air appears in hose. Proceed the same way with the right side bleeder. BRAKES To achieve maximum top speed and proper brake functioning, it is important to make sure the brake disc is loose on the countershaft to allow the disc to float and remain centered between the brake pads. The shaft should be lubed to maintain the floating disc. If extreme brake use is anticipated, use 3 inch diameter dryer hose (or equivalent) to route outside air directly from the hood vents to the brake area. Both the Wilwood and Brembo hydraulic brake systems use DOT 4 brake fluid. For conditions where extreme brake heat is generated, DOT 5 fluid can be used. DOT 5 has a higher boiling point but it is more susceptible to moisture intrusion and should be changed on a regular basis. DOT 5 should not used for long, multi-day cross country racing where maintenance is minimal. If the brakes become “spongy”, the system should be bled to remove any air bubbles. If the brake fluid is dark and/or cloudy, flush the complete system and refill with fresh brake fluid. 03-56 Yes, aerodynamics are an important consideration in snowmobile design. The horsepower required to overcome aerodynamic drag increases according to the cube of the velocity. At speeds under 64 km/h (40 MPH), the aerodynamic considerations are not great, but when you approach the 160 km/h (100 MPH) mark, simply how you sit on the snowmobile can mean 6.4 km/h (4 MPH) in top speed. Bombardier has spent many hours in the wind tunnel on the hood design, and has optimized the shape to fit the function. You cannot improve the shape of your snowmobile but you can reduce the frontal area of the snowmobile by lowering the ride height and by using the lowest windshield available. The high windshield offers the rider good wind protection. That protection, however, translates into increased frontal area and more aerodynamic drag. If you are running at a local radar run with the high windshield on, you should sit upright behind the windshield. Crouching behind the windshield increases drag because of interruption of the air flow from the top of the windshield to the rider’s back. When the low windshield is fitted, the opposite is true, you should crouch behind the low windshield for best top speeds. When crouched behind the low windshield, there is an improvement in the aerodynamics compared to sitting upright behind the high windshield. That translates into an increase in top speed of 8 km/h (5 MPH) on a Formula Mach 1 in a laboratory setting. Because of the purity of the air flow in the wind tunnel, you should not expect this increase in normal running, but you can always expect a 3.2 – 4.8 km/h (2-3 MPH) improvement and even more when winds are still. Lowering the vehicle a couple of inches can also improve top speed by 1-3 MPH. SECTION 03 - CHASSIS PREPARATION ADJUSTING RIDE HEIGHT A cross-country racer will want all the suspension travel you can come up with for a rough and tumble, snowcross-type event. But when racing a high speed event on a relatively smooth lake, giving up some of the suspension travel to lower the machine is advantageous. Lowering the machine, reducing the ride height, does 3 things for you : 1. lowers the center of gravity of the machine; which improves cornering. 2. reduces the frontal area of the sled; which improves aerodynamics. 3. reduces the approach angle of the track; which reduces drag. A person wanting to lower the machine for a short event like a radar run may simply chain or strap the machine down. Provided the course is quite smooth, this can work, but realize that strapping down the suspension preloads the springs highly and the ride will be very stiff. This technique is not recommended for most forms of racing. The most common technique for lowering the machine is to use shorter springs or to shorten the existing springs by heating and collapsing a coil or 2 of the spring as needed. Realize that shortened springs will have very little preload when the suspension is in its “topped out” position, and it may be necessary to safety wire the spring collars into position, and use additional limiter devices like straps, chains or on HPG /A shocks, a spacer can be added internally to limit the extension of the shock. NOTE: Some race organizations do not allow shortening springs so a proper optional short spring would be used. Option 2 On vehicles with rebuildable shocks (HPG T/A), a spacer can be installed internally on the shock shaft to limit the shock extension. A kit (P/N 861 7442 00) is available that includes 60 mm long spacers. This will give a full extension shock eye center to center distance of about 11.1 inches. (Refer to the shock rebuilding section for proper installation procedures). The threaded adjusters can be loosened to provide the desired amount of spring preload. Lowering the Rear Suspension Rear C-7 Drill the tunnel at the rear shock, front mounting plate. The reinforcing plate is predrilled but the tunnel is not. Use the plate as a template and drill the upper, forward holes on both sides per the illustration. Mount the shock shaft in the new holes. This lowers the rear without altering the spring preload. If a lower ride height is desired, use a limiter strap around the rear arm and the lower cross shaft and compress the suspension. On vehicles with HPG T/A shocks, internal spacers (kit P/N 861 7442 00) can be used to limit the extension stroke. Shorter or softer springs may be used if less preload is desired. Lowering the Front Suspension Option 1 Make limiter straps from standard rubber limiter strap material or link chain and go from shock bolt to shock bolt (longer shock bolts will be required). The length of the strap should be adjusted to obtain the desired ride height. Most rules require you to maintain 2 inches of suspension travel. This equates to a shock eye center to center distance of about 11.5 inches on the DSA (F-series and S-series) chassis. Shorter springs should be used to avoid excessive preload. 03-57 SECTION 03 - CHASSIS PREPARATION TRACK GUIDES Additional taller track guides (P/N 486 0616 00) should be installed when oval racing with a heavily studded track. These taller guides help prevent derailing without having to overly tighten the track. When in a turn, the side loads on the guides are extremely high and it is advantageous to reduce the load per guide by adding more of the guides. All of the flat cleats should be removed from the right side of the track and replaced with guide cleats. (See drawing.) 3 1 1 Remove 2 Replace with 486 0616 00 LEFT SIDE FRONT A06F2BA 1 FRONT 1. Stock 2. Lowered position 3. Use reinforcing plate as a template and drill tunnel Rear Long Travel S chassis Install a limiter strap on the rear from shock bolt to shock bolt (longer bolts may be required). The length of the strap can be adjusted to obtain the desired ride height. Spring preload will be increased. Center Shorten the limiter strap(s) to match the ride height of the front and rear and obtain the desired amount of weight transfer. New holes can be punched in rubber limiter straps. A shorter nylon limiter strap (P/N 486 0562 00) is available for the vehicles with the strap and bolt style. On vehicles with HPG T/A shocks the threaded adjusters can be loosened to reduce the amount of spring preload. If less preload is desired or on vehicles with cam adjusters, shorter springs may be used to reduce excessive spring preload. 03-58 A01F23A RIGHT SIDE 2 1. Standard 2. 486 0616 00 NOTE: These taller guides should only be used when the vehicle is lowered. You must check for clearance on the top of the rear arm. If clearance does not allow, use standard height guide clips. For ice lemans type racing where left and right hand corners are encounted, extra guides should also be installed on the left side of the track. There are two special tools which greatly enhance the removal and addition of guide clips. 529 0287 00 Guide clip remover 529 0288 00 Guide clip crimper SECTION 03 - CHASSIS PREPARATION TRACK STUDDING ◆ WARNING Installation of track studs is not a safe practice recommended by Bombardier, and we strongly suggest not to alter the track configuration or design. The actual installation of studs involves many factors, including rider weight, suspension set-up, terrain type and conditions as well as driver’s experience and preference. One must also consider the adequacy of stud retention, short- and longterm, accidental body or vehicle contact and under certain conditions, greater stopping distances. One should also consider greater strain on the drive components and reduction track strength to name a few. This information relates to the preparation and use of snowmobiles in competitive events and has been utilized safely and effectively by Bombardier Inc. professional racing team. However, Bombardier Inc. disclaims liability for all damages and/or injuries resulting from improper use of the contents. We strongly recommend that these modifications be carried out and/or verified by a highly-skilled professional racing mechanic. It is understood that racing or modifications of any Bombardier-made snowmobile voids the vehicle warranty and that such modifications may render use of the vehicle illegal in other than sanctioned racing events under existing federal, provincial and state regulations. Traction control requires the installation of studs to the track so that you may improve the acceleration, direction and braking of the snowmobile on certain surfaces. Selection of the proper traction components is very important. It is also important to have the proper number of studs and to keep them sharp or replaced at all times. For racing on hard ice, the single point stud is the most popular. If the ice gets a little softer, racers will add a variety of stamped studs. Always use Loctite when installing your studs. Stud sharpness counts more than the number of studs. Fewer sharp, fresh studs work much better than a great many dull studs with a few new ones thrown in. Too many studs will keep the points from digging in and the sled will float, instead of hooking up. If the studs do not prick your finger when you touch the tip they are not sharp enough. A small die grinder can be used to sharpen worn studs. Place studs where pressure is concentrated on the edge of the track for turns, in the center of the track for acceleration and braking. Hooker plates are welded to the track cleats and place the studs directly beneath the slider shoes for maximum pressure. The hooker setup is very hard on tracks, particularly the fiberglass reinforcing rods. The other thing that must be kept in mind if hooker plates are used is that the studs will be directly in line with the heat exchanger protectors. The protectors must be removed and another system employed to protect the heat exchangers. Depending upon machine setup, driver weight and driving characteristics, 250 to 300 penetrator studs will be required. The 121 inch Formula track has 48 pitches. The most studs that can effectively be placed on each pitch is 7 — which means the maximum number of studs the track can hold is 336. The drawing below shows a pattern of 6 studs alternating with 7 studs for a total of 312 studs. Try to keep studs from following the same line for 3 pitches. With stud support (P/N 486 0493 00) it is possible to add some studs on cleats. NOTE: Refer to the appropriate section of this book for specific stud patterns for various types of racing. 1 2 A27F0CA TYPICAL 1. 6 stud row 2. 7 stud row 03-59 SECTION 03 - CHASSIS PREPARATION Most race associations sanctioning oval, snow cross and cross-country events limit the length of the studs to 3/8 inch above the high point of the track, while most drag and speed run associations allow a 3/4 inch limit. Rules do vary, however, and it is your responsibility to make certain your studs are legal. It is also necessary to protect the heat exchangers from damage from the studs. Another item to keep in mind is the length of the threaded shank of the stud. Some stud patterns require that the stud pass under an idler wheel. If this is the case, you must be absolutely certain that the shank of the stud does not project beyond the flat face of the “T” nut. If necessary, grind the studs off. Studs that are 20.8 mm to 21.5 mm (.850 to .875 inch) long mounted with square back plates are generally used. 24.5 mm (1 in) picks may be used for maximum penetration, but their use will require the addition of taller heat exchanger protectors (P/N 414 8382 00) 2 req’d. - CAUTION Check condition of heat exchanger after every race. The best way to determine suitable studding patterns is to stud up and test. Compare several patterns for acceleration and cornering. Remember, the best way around the corner is to drive around it — not slide. Take the time and care to lay out your stud pattern carefully. And, make sure you write down what works best for you at certain tracks and various conditions. NOTE: The track must be run in for ten (10) hours before holes are drilled to receive the studs. This must be done to stretch out all the elements of the track before any of the track cords are cut by the studding operation. SLIDER SHOE LUBRICATION When running a vehicle on surfaces that do not provide adequate lubrication for the slider shoes, the plastic will start to melt and stick to the track guide clips. This not only reduces the life of the slider shoes but it also acts like a big brake that substantially reduces vehicle speed. If rules allow, the most effective means to reduce slider shoe sticking is to apply a lubricant via a slide lubrication system. 03-60 The lube system should have a tank of approximately 1 to 1.5 gallons, a control valve, pump and a series of hoses and tees. A standard fuel pump can be used. The pump is operated by primary crankcase compression and can be connected to the fuel pump impulse line with a tee. Because the pump will operate whenever the engine is running, a control valve is used to conserve lubricant for the race. When plumbing your system, run the supply line from the tank to the shutoff valve first. Make sure the valve is in a convenient location but protected from flailing arms and legs. Be certain to tie wrap the lines away from any rotating, vibrating or heated surfaces. The outputs from the pump should be routed through the tunnel just in front of and beneath the footrest. The 2 front nozzles should be located on each runner where the track just begins to touch the slider shoe. Drill a 1/4 inch diameter hole on the inner side of each runner down through the runner and slider shoe. Using red or green Loctite, insert a 1/ 4 inch diameter by 1-1/2 inch long roll pin in each location. Install the roll pin flush with the bottom of the aluminum runner. Do not let the pin protrude into the slider shoe. Prepare the slider shoes by grinding a “V” groove approximately 1/8 inch deep and 1/4 inch wide on the bottom side of the slider at each nozzle location. The grooves should run almost to the sides of the slider but not protrude on the sides. This will allow a better distribution of lubricant and make sure the lube supply does not become obstructed. The 2 rear nozzles should be placed approximately half the remaining distance to the rear. For straight line racing, install the roll pins using the same procedure as above. For oval racing, mount the roll pins on the right side of both runners so the lubricant runs down the side of the slider shoe. This lubricates the sliders and the guiding portion of the track clips where side loading is highest during cornering. Be sure to clamp the side nozzles in place and secure all lines with locking ties. Lubricant flow can be restricted at each nozzle by placing a Mikuni hex main jet inside each hose (about a no. 500). You cannot apply too much lube but you must last the race. Vary the restriction depending on your tank size and the length of the race. SECTION 03 - CHASSIS PREPARATION PARTS LIST QTY P/N Fuel pump 1 403 8004 00 Impulse hose 1 414 2867 00 (10 ft) Hose clamp (1/4 D) 4 408 8011 00 Fuel line (1/4” D) 1 414 8340 00 (25 ft roll) Tee (1/4 × 1/4 × 1/4 3 414 1553 00 Spring clamp (for fuel line) @ 414 5548 00 Shutoff valve 1 414 5390 00 Lube tank (1 to 1 1/2 gallon) 1 N/A Roll pin (1/4” dia. × 1-1/2”) 4 N/A Locking tie @ 414 1152 00 (package of 25) If slide lubrication is not allowed, there are 1/4 inch larger diameter idler wheels available (P/N 503 0996 00) (black aluminum; 141 mm diameter). This reduces the load on the slider shoes. 1/4" Ø FRONT A06F2IA SKIS AND RUNNERS The skis on your Ski-Doo are not flat on their bottoms, they are slightly convex. This is done to improve stability at high speed on straightaways. B A 1 A25G0FA 1. Measure here (Ski runner studs) A. 2 mm (3/32 in) B. 2 mm (3/32 in) Check your skis from time to time to confirm the 2 mm (3/32 in) (measured at the ski runner studs) bow. If the skis have flattened, use a hydraulic press as necessary to restore the original shape. This is most important for oval racers. For the racer who encounters deep snow conditions, flotation can be increased and drag decreased by installing plastic ski liners onto steel skis, or use the plastic ski assembly (P/N 860 6002 00). Plastic skis or liners are good for a 2 MPH increase in speed in most snow conditions, more in sticky snow conditions. Steel skis should be used for ice racing with aggressive carbide, as the plastic ski will flex too much. These skis should also be reinforced with additional welding between the upper and lower sections (see drawing). BOTTOM VIEW NOTE: Before installing a lubrication system check with your sanctioning body or race organization. In some cases, use of this system and/or certain lubricants is not allowed. Also, a used or “seasoned” set of slider shoes will be faster than a brand new pair. The high spots and areas between the idler wheels will be worn down. If brand new sliders must be raced with stock wheels, remove about 1/8 inch of material from the bottom of the slider shoes. 1 A06G15A 1. Weld 1” every 1” Carbide inserted ski runners are necessary for all forms of racing except drag racing and radar runs. The type of racing you are involved in and the condition of the track will determine what style of carbide and how much carbide you will be using. 03-61 SECTION 03 - CHASSIS PREPARATION For the ice race track, special flat-backed race runners with 60° carbide inserts are a must. The flat back of the runner helps to keep the runner from being rolled over by cornering forces. The best racing runners are heat-treated to prevent them from bending under high side loads. When installing carbide inserts, start with 100 mm (4 in) of carbide in front of a line projected from the center line of the ski leg and 125 mm (5 in) behind the line. Always keep the amount of carbide behind the line longer than in front. A A15F2IA A. 122 mm (5”) 147 mm (6”) 171 mm (7”) 98 mm (4”) 122 mm (5”) 147 mm (6”) The amount of carbide allowed on each runner may be limited by your race association. Check your rule book. Once you have determined how much carbide you will be using, make up at least one more set. Sharp carbides dig! They must be sharp enough that when you drag your thumb nail over them, they will scrape off some of the nail. To keep your carbide runners is this condition, you must sharpen them every 5 or 6 laps. This is why you should have an extra set ready to go on in a hurry. The condition of the skis and runners, as well as their alignment, has an effect on top speed. The ski toe out must be correct; any irregularities in the skis should be removed, and bent or badly worn runners must be replaced. Ski runners used for cross-country racing must be selected for the type of conditions you will be running in. When exposed earth or plowed roads are to be encountered in an event, full length carbide runners should be used. The concern here is to make the runner and the ski last through the event. These runners are usually set up with 245 mm (10 in) of 60° carbide in the center of the bar with the front and rear portions of the bar filled in with 120° carbide inserts. 03-62 When the event is held on a lake or surface conditions consist only of snow and ice, a flat-backer runner with 150 to 200 mm (6 to 10 in) of carbide will do the job. Remember, the more carbide you install, the more positively the front end steers, but more steering effort is also required. Crosscountry events run for many hours not just a few minutes like an oval event. Match your carbide to the strength and endurance of your arms. A cross-country carbide does not need to be razor sharp. In fact, testing should be done with a slightly dulled edge, that way your set-up will be right for the majority of the race. If you test with sharp carbides, your chassis set-up will be off when the runners lose their edge after 5-10 miles. The amount of pressure exerted on the rear (or heel) of the ski is controlled by the rubber block that fits between the spindle and the ski. Excessive heel pressure results in hard steering. Also, ski drag can be reduced by removing excessive height from the rubber block. This can have a favorable effect on top speed under certain snow conditions. On newer plastic skis there is an adjustable steel L-bracket that controls the amount of pressure on the rear of the rubber block. A A15F2SA A. 3 mm (1/8 in) BUMP STEER Bump steer refers to the amount of change in the toe out of the skis as the suspension moves through its total vertical travel. Block up the machine so that the skis are just off the ground and remove the springs from the shocks. This will allow you to cycle the suspension and measure the bump steer on your vehicle. SECTION 03 - CHASSIS PREPARATION You will need a reference point to measure to as you cycle the suspension through its travel. Because you will be lifting the ski and suspension assemblies as you are measuring, you should use a reference point that is not easily bumped out of position. A pair of concrete blocks set on a line about 50 mm (2 inches) away from the edge of the ski and parallel to the ski works nicely. Camber adjustments do have an effect on the width of the machine. Make certain your camber adjustments do not push you beyond the overall width limit imposed in most forms of racing. Camber is the tilting of the ski leg from the vertical. To obtain a negative camber angle, the ski leg must be tilted inward so that the ski legs are closer together at the top than at the bottom. Positive camber would tilt the top of the ski leg away from the machine. Camber angle is measured in degrees from the vertical and must be noted as positive or negative. positive negative + 1 A15G1GA Lift the ski up to its upper travel limit. Using a measuring tape, measure the distances from the front and rear edges of the ski to the concrete block reference. The front and rear measurements must be equal or no more than 1.6 mm (1/16 in) difference if the bump steer adjustment is correct. SKI LEG CAMBER The camber angle of the ski legs changes how aggressively the ski runners hook up with the driving surface. Adding negative camber will have the most effect on handling. This is because the “weight shift” in a turn is always to the outside of the turn and the negative camber of the ski leg causes the wear bar to be presented to the driving surface in a more aggressive position. Positive camber will tuck the wear bar in toward the sled, thereby reducing its traction in a turn. A15G09A 1. Ski leg vertical = 0° camber Most oval racers set the left ski leg at 0° camber and the right at -3° to -5° camber. Trail riders and drag racers should set both ski legs at 0° camber while a cross-country rider most often sets up both ski legs with -1° to -3° camber. Camber angle is measured using an angle finder available from most tool supply stores. Adjustment is performed by adjusting the length of the upper control arm. 03-63 SECTION 03 - CHASSIS PREPARATION Procedure 1 2 K-D Tools Lancaster, PA 17004 No. 2968 ANGLE FINDER K-D Tools NOTE: Any chassis lowering should be performed before adjusting camber. – Make sure the vehicle is leveled by placing the angle finder on the main horizontal frame member. “Settle” the suspension so the vehicle is sitting at the normal ride height. A06G12A TYPICAL 1. Adjustment 2. Camber reading – Retorque all nuts and bolts to the proper torque. – Ski toe out must be checked after any camber adjustments. SKI TOE OUT A06G05B – Place the angle finder on the swing arm near the ski leg housing. - CAUTION Angle finder must sit square against swing arm. Positioning angle finder against a weld bead or decal may result in a false reading. – Loosen the lock nuts on the upper control arms. – Unbolt the upper arm at the ski leg housing. Turn the control arm (or bushing) in or out to achieve the desired camber angle. - CAUTION The bushing fits into the ski leg housing in only one direction, therefore adjustments must be made in one full revolution increments. 03-64 Most oval racers use modified handlebars with loops or angles on the left end. Often a driver prefers a handlebar position that is not horizontal when the skis are in their straight ahead position. This allows a more comfortable driving position when in a corner. Whatever handlebar you prefer should be positioned as you prefer it when going down a straightaway before you begin your toe out adjustment. Use a rubber cord stretched between the ski tips to keep constant pressure on the steering system while measuring toe out. Measure the distance between the inner edges of the skis as far back and as far forward on the skis as possible. Avoid measuring at a point at the top or heel of the ski where the ski is tapered. With aggressive race carbide, the measurements should be taken at the front and back of the runners on the cutting edge for the most precise measurement. Skis must have a toe out of 3 to 6 mm (1/8 to 1/4 in) when they are in the straight ahead position. Adjustment is performed by loosening the lock nuts on the ball joints at the ends of the left and right tie rods. Rotate tie rods as necessary to achieve the proper toe out and handlebar position. Do not use the short tie rod that runs beneath the engine to adjust ski toe out. Never lengthen a tie rod so that the threaded portion of the ball joint extends over 17 mm (11/16 in) beyond the tie rod. To avoid this, distribute the adjustment requirements equally to both left and right tie rods. SECTION 03 - CHASSIS PREPARATION CHASSIS TUNING GUIDELINES How to Deal with Handling Problems Y There is usually never one adjustment that will correct a certain handling quirk. You will usually end up with several changes in setup to achieve the same goal. There are certain basics to keep in mind, however, when you are working with your sled: – Handling problems encountered when entering a corner are usually corrected by working with front end adjustments. – Handling problems encountered when exiting a corner are usually corrected by working with rear suspension adjustments. – Basic handling problems are often traced to improper suspension adjustments. Guide to Handling Problems X A06G0DA X = Y ± 3 mm (1/8 in) Retorque ball joint lock nuts to 29 N•m (21 Ibf•ft) when toe out is correct. With the aggressive setup of the front end necessary for competitive oval racing, it is important to keep all the steering system components tight and free of play. Worn ball joints and bushings should be replaced, bolts holding the skis to the ski leg must be tight and wear bars must be straight and bolted securely to the skis. Any play in the steering will result in severe chattering in the corners and darting on the straightaways. NOTE: “PUSHING” refers to the front of a vehicle not steering as much as the driver wants. The skis are not grabbing the surface with sufficient force. “LOOSE” refers to the rear of a vehicle sliding outward in a turn. The track is not grabbing the surface with sufficient force. NOTE: Center spring/shock refers to the front arm of the rear suspension. 1. Problems encountered when entering a corner. a. Front end pushes coming into a corner. (Steering is not precise). – Sharpen carbide runners. – Add more carbide. – Shorten limiter strap on center arm. – Increase negative camber of ski legs. – Increase ski spring preload. – Decrease center spring preload. b. Rear of machine starts to come around or is loose when entering a corner. – Lengthen limiter strap on center arm. – Decrease ski spring preload. – Decrease negative camber of ski legs. – Increase center spring preload. – Sharpen/add track studs. c. Inside ski lifts. – Reduce the amount of negative camber on the ski legs. 03-65 SECTION 03 - CHASSIS PREPARATION – Check for free operation of stabilizer bar. – Decrease preload of ski springs. – Shorten limiter strap on center arm. 2. Problems encountered while going around or exiting a corner. a. Front end pushes coming out of corner (steering is not precise). – Shorten limiter strap on center arm. – Decrease center spring preload. – Check condition of carbides. – Add more carbide. – Increase negative camber of ski legs. – Increase ski spring preload. – Increase rear spring preload. b. Rear of machine starts to come around or is loose when exiting a corner. – Lengthen limiter strap on center arm. – Decrease ski spring preload. – Increase center spring preload. – Decrease negative camber of ski legs. – Decrease rear spring preload. c. Left ski lifts. – Shorten limiter strap on center arm. – Decrease center spring preload. – Check for free operation of stabilizer bar. – Increase stabilizer bar diameter or shorten end levers. 3. General handling problems. a. Machine darts from side to side on straightaway. – Check ski toe-out. – Check for loose ball joints in steering. – Too much negative ski leg camber. b. Excess effort required to turn handle bars. – Check steering linkages for binding and/or corrosion. – Rubber blocks between skis and ski legs have too much preload at the rear (causing rear of skis to be pushed down too much). – Lengthen limiter strap on center arm. – Increase center spring preload. – Decrease ski spring preload. 03-66 – Too much carbide on ski runners. 4. Adjusting the suspension for ride and comfort. a. The rear springs of the rear suspension should be adjusted as follows : – Fully extend the rear suspension. – Measure from the floor to the bottom of the rear grab handle (remember this dimension). – Load the vehicle as it will be used (1 or 2 people, saddlebags full of equipment, etc.). – Again, measure from the floor to the bottom of the rear grab handle. This dimension should be 1” to 2” (25 mm to 50 mm) less than the fully extended dimension. – If the vehicle settles more than 2” (50 mm), increase the rear spring preload. – If the vehicle settles less than 1” (25 mm), decrease the rear spring preload. – This is a preliminary setting only ! Increase and decrease the preload adjustments to fine tune for your preference. – The center spring and ski springs will have the most affect on handling, but if the p r e load is too stiff, it will produce a harsh ride. General Tips If the spring and preload combination you are using exerts the right amount of pressure at full compression but has too much force at initial compression, try a shorter, stiffer spring. The shorter spring will not be preloaded as much and will “act” softer during initial compression, but will get stiffer as the suspension compresses. Conversely, if a setup is good at initial compression but too stiff at full compression, then a softer spring would be used. The following chart can be used to determine how much force a spring and preload combination will exert during compression. SECTION 03 - CHASSIS PREPARATION LI LF SPRING SPRING FREE INSTALLED LENGTH LENGTH K SPRING RATE (LB/IN) 10” 7” 100 7” 7” 8” 7” 7” FORCE (LB) AT VARIOUS COMPRESSION LENGTH INSTALLED 1/2” LENGTH COMP. 1” COMP. 1.5” COMP. 2.0” COMP. 2.5” COMP. 3.0” COMP. 300 350 400 450 500 550 500 200 0 100 200 300 400 500 600 200 200 300 400 500 600 700 800 7” 100 0 50 100 150 200 250 300 7” 7” 150 0 75 150 225 300 375 450 8” 7” 150 150 225 300 375 450 525 600 03-67 Section 04 - ENGINE PREPARATION TABLE OF CONTENTS EQUIVALENT WEIGHTS AND MEASURES CHART......................... 04-2 METRIC WEIGHTS AND MEASURE CHART .................................... 04-3 ENGINE TUNING CAUTIONS ........................................................... 04-4 BASIC ENGINE THEORY ................................................................... 04-4 COMPRESSION RATIO...................................................................... 04-9 OPERATION OF THE RAVE VALVE (RAVE = ROTAX ADJUSTABLE VARIABLE EXHAUST)........................................................................ 04-11 OPERATION OF THE ROTARY VALVE............................................... 04-15 BASE GASKET INFORMATION......................................................... 04-28 CARBURETION .................................................................................. 04-31 MIKUNI CARBURETORS ................................................................... 04-36 FUEL/OIL RATIO CHARTS ................................................................. 04-47 H.A.C. HIGH ALTITUDE COMPENSATOR......................................... 04-52 IGNITION SYSTEMS, SPARK PLUGS............................................... 04-56 STOCK CLASS PREPARATION.......................................................... 04-60 04-1 SECTION 04 - ENGINE PREPARATION EQUIVALENT WEIGHTS AND MEASURES CHART LINEAR MEASURE 1 inch = 25.4 millimeters (mm) 1 millimeter = .03937 inch 1 inch = 2.54 centimeters (cm) 1 centimeter = .3937 inch 1 foot = .3048 meter (m) 1 meter = 3.2808 feet 1 yard = .914 meter (m) 1 meter = 1.093 yards 1 statute mile = 1.609 kilometers (km) 1 kilometer = .6214 statute mile AREA 1 Sq. Foot = 144 Sq. Inches = 929.03 Sq. Centimeters (cm2) 1 Sq. Inch = 6.4516 cm2 1 cm2 = .155 Sq. Inch 1 Sq. Foot = .092 Sq Meter (m2) 1 m2= 10.8 Sq. Feet 1 Sq. Yard = 9 Sq. Meter = .836 m2 1 Sq. Mile = 2.590 km2 1 Acre = 4.047 m2 WEIGHT 1 Ounce = 28.35 Grams (g) 1 Gram = .03527 Ounce 1 Pound = .4536 Kilogram (kg) 1 Kilogram = 2.2046 Pounds 1 Ton = .907 Metric Ton (t) 1 Metric Ton = 1.102 Tons VOLUME 1 Fl. U.S. Ounce = 29.574 Milliliters = .2957 Deciliter= .0296 Liter 1 Fl. U.S. Pint = 473.18 Milliliters = 4.7316 Deciliters = .4732 Liter 1 Fl.U.S. Quart = 946.35 Milliliters = 9.4633 Deciliters = .9463 Liter 1 U.S. Gallon = 3.785 Liters 1 Cu. Inch = 16.387 Cu. cm 1 Cu. Centimeter = .061 Cu. Inch 1 Cu. Foot = 2.831.16 Cu. Cm. 1 Cu. Decimeter = .0353 Cu. Foot 1 Cu. Yard = .7646 Cu. Meter 1 Dry Quart = 1.101 Liters TEMPERATURE 32° Fahrenheit = 0° Celsius °F = 9/5 °C + 32 0° Fahrenheit = -17.8° Celsius °C = (°F – 32) = 5/9 04-2 SECTION 04 - ENGINE PREPARATION SPEED 1 MPH = 1.61 KPH POWER 1 HP = 746 WATTS TORQUE 1 lbf•ft = 1.356 N•m (Newton-Meters) METRIC WEIGHTS AND MEASURE CHART LINEAR MEASURE AREA MEASURE 10 Millimeters (mm) = 1 Centimeter 100 Sq. mm = 1 Sq. Centimeter 10 Centimeters (cm) = 1 Decimeter 10 000 Sq. Centimeters = 1 m2 10 Decimeters (dm) = 1 Meter 100 Sq. Meters = 1 Acre 10 Meters (m) = 1 Decameter (dcm) 100 Acres = 1 Hectare (h) 10 Decameter = 1 Hectometer (hm) 100 Hectares = 1 Sq. Kilometer 10 Hectometers = 1 Kilometer (km) WEIGHT VOLUME/CAPACITY 10 Milligrams (mg) = 1 Centigram 10 Milliliters (mL) = 1 Centiliter 10 Centigrams (cg) = 1 Decigram 10 Centiliters (cL) = 1 Deciliter 10 Decigrams (dg) = 1 Gram (g) 10 Deciliters (dL) = 1 Liter 10 Grams = 1 Decagram (dag) 10 Liters (L) = 1 Decaliter 10 Decagrams = 1 Hectogram (hg) 10 Decaliters(daL) = 1 Hectoliter 10 Hectograms = 1 Kilogram (kg) 10 Hectoliters (hL) = 1 Kiloliter 1000 Kilograms = 1 Metric Ton (t) 1000 Cu. Millimeters = 1 Cu. cm 1000 Cu. Centimeters = 1 Cu. dm 1000 Cu Decimeters = 1 Cu. Meter 04-3 SECTION 04 - ENGINE PREPARATION ENGINE TUNING CAUTIONS Here are a few items to keep in mind when working with your engine. If you are in stock classes, know what adjustments are legal. Modifications to the power curve of an engine will require recalibration of the transmission. The lower the RPM at which you can generate the torque you need, the higher the percentage of that power that will reach the track. Sloppy engine modification usually results in less power than you had stock. Follow the assembly and disassembly procedures outlined in the appropriate Shop Manual: YEAR 1988 1989 1990 1991 1993 1994 1995 1996 P/N 484 0550 00 484 0557 00 484 0560 00 484 0572 00 484 0587 00 484 0609 00 484 0618 00 Vol. 1 484 0628 00 Élan, Tundra II LT, Touring E/E LT/LE/SLE Formula S/SL, Skandic 380/500 Vol. 2 484 0628 01 Grand Touring 500 / 580 / SE Formula SLS / STX / STX LT(2) Summit 500, Mach 1 Vol. 3 484 0628 02 MX Z 440 / 583 Formula Z / SS / III / III LT Summit 583 / 670 Mach Z / Z LT Skandic WT 1997 Vol. 1 484 0647 00 Tundra II LT, Touring E/E LT/LE/SLE Formula S/SL, Skandic 380/500 Vol. 2 484 0647 01 Grand Touring 500/583 Formula 500/500 DL/Z/583 Summit 500/583/670 MX Z 440/440 F/583/670 Skandic WT/S WT/WT LC Vol. 3 484 0647 02 Formula III/III LT Mach 1, Mach Z/Z LT 04-4 Use the proper octane gasoline for your engine. (Modification may require higher octane.). Correct your carburetor jetting for the atmospheric conditions which exist at the time as close as possible to the time you will be competing. BASIC ENGINE THEORY Terminology Cycle In a combustion engine, a cycle is accomplished when the four (4) phases; intake, compression, ignition and exhaust are complete. T.D.C. Top Dead Center: The position of the piston when it reaches the upper limit of its travel inside the cylinder. B.T.D.C.: Before Top Dead Center A.T.D.C.: After Top Dead Center. B.D.C. Bottom Dead Center: The position of the piston when it reaches the lower limit of its travel inside the cylinder. B.B.D.C.: Before Bottom Dead Center A.B.D.C.: After Bottom Dead Center. Bore Diameter of the cylinder. Stroke The maximum movement of the piston from B.D.C. to T.D.C. It is characterized by 180° of crankshaft rotation. Combustion Space between cylinder head and pisChamber ton dome at T.D.C. Displacement The volume of the cylinder displaced by the piston as it travels from T.D.C. to B.D.C. The formula is: 2 Bore × Stroke × π -------------------------------------------------20 4 = (π = 3.1416) expressed in cc (cubic centimeters) NOTE: To transfer cc to cubic inches, divide cc by 16.387 Compression Reduction in volume or squeezing of a gas. SECTION 04 - ENGINE PREPARATION Basic Engine Components 5 6 4 7 3 8 2 1 9 16 15 10 14 13 12 11 F01D5DS 1. 2. 3. 4. 5. 6. 7. 8. Rings Cylinder Cylinder head Cylinder head cover Spark plug Spark plug Combustion chamber Exhaust port 9.Transfer port 10. Wrist pin 11. Intake port 12. Oil pump 13. Crankcase 14. Crankshaft 15. Connecting rod 16. Piston 04-5 SECTION 04 - ENGINE PREPARATION Combustion Process NORMAL COMBUSTION Since the beginning of this study we have spoken of air/fuel mixture combustion rather than explosion. This combustion is a slow then accelerated burning of the mixture within the combustion chamber. Ignition occurs with the firing of the spark plug. This initial process generates heat and pressure which in turn, is transmitted by conduction to the contiguous portion of the unburned mixture. When this portion has reached the point of selfignition it starts to burn releasing more pressure and heat. This burning action, called a flame front, travels at a speed of approximately 30.3 m.(l00 feet) per second until all mixture is burned, thus providing maximum piston thrust. Flame front begins... F01D5HA ...Traverses combustion chamber rapidly... Spark occurs as piston approches Top Dead Center F01D5IA F01D5GA ...until mixture is completely burnt F01D5JA 04-6 SECTION 04 - ENGINE PREPARATION With all operating parameters correct, normal combustion will take place. However, if for some reason the temperature inside the cylinder is increased during combustion, abnormal combustion will occur and lead to serious engine damage. ...remaining unburned mixture burns spontaneously... DETONATION In detonation, the spark plug initiates burning and the air/fuel mixture starts to burn in the usual manner but as combustion continues, the heat generated affects the large portion of the yet unburnt air/fuel mixture. This unburnt mixture temperature becomes so high that it burns spontaneously creating high-velocity pressure waves within the combustion chamber. ✩ F01D5LA Spark occurs as piston approches Top Dead Center F01D5GA These shock waves can sometimes be heard as “pinging.” While these shock waves can be detrimental to the mechanical integrity of the engine, it is the excessive heat that causes most problems in 2-strokes. The piston may expand excessively causing a seizure or the piston may melt. The melting will occur at the hottest points, which will be right below the spark plug and around the edge of the piston — often at a ring locating pin. If allowed to continue, a hole may melt completely through the top of the piston. PRE-IGNITION Pre-ignition is the ignition of the mixture inside the combustion chamber before the timed spark. Preignition sources are generally an overheated spark plug tip or a glowing carbon deposit on the piston head. Since ignition occurs earlier than the timed spark, the hot gases stay longer in the combustion chamber, thus increasing cylinder head and piston temperatures to a dangerous level. ...heat and pressure rapidly build up... F01D5KA 04-7 SECTION 04 - ENGINE PREPARATION Portion of the mixture is ignited by a hot spot before timed spark occurs... F01D5MA ...until all mixture is burned... F01D5PA Usually the piston is subject to damage. It may seize or the aluminum on the exhaust side of the piston dome may melt. Pre-ignition is always preceded by detonation. ✩ ...timed spark occurs... F01D5NA ...flame front spreads and collides with pre-ignited portion of mixture... F01D5OA 04-8 CAUSES OF DETONATION: Octane of the fuel is too low. Air/fuel mixture is too lean. a. Incorrect jetting b. Air leaks c. Varnish deposits in carburetor d. Malfunction anywhere in fuel system Spark plug heat range too high. Ignition timing too far advanced a. Initial timing off b. Ignition component failure Compression ratio too high. a. Improperly modified engine b. Deposit accumulation on piston dome or head Exhaust system restrictions. a. Muffler plugged/restricted b. Tail pipe diameter too small c. Incorrect design of expansion chamber General overheating a. Broken fan belt b. Loss of coolant c. Lack of snow on heat exchangers Coolant or water entering combustion chamber SECTION 04 - ENGINE PREPARATION SQUISH AREA Rotax cylinder heads incorporate a squish area. This area is basically a “ledge” projecting beyond the combustion chamber area. In operation, as the piston ascends and approaches the ledge, a rapid squeezing action is applied to the air/fuel mixture contained in the area immediately between the piston dome and the ledge. This squashing action forces the entrapped mixture rapidly into the combustion chamber area, creating a greater mixture turbulence. Additionally, the small volume and large surface area of the squish band allow a better cooling of the end gases to help prevent detonation. 1 2 1 F01D64A 1. Solder 2. Flattened area F01D5WA 1. Squish area 1.27 – 1.78 (.050 – .070 in) If the squish clearance is increased, a loss in power will occur while too small a squish clearance will lead to detonation. The squish clearance can be measured by inserting a piece of rosin core solder into the combustion chamber, rotating the engine through T.D.C., removing the solder and measuring the thickness of the compressed solder. The solder should be inserted above and in line with the wrist pin. CAUTION Do not use acid core solder; the acid can damage the piston and cylinder. COMPRESSION RATIO Measuring a Compression Ratio The minimum combustion chamber volume is the region in the head above the piston at T.D.C. It is measured with the head installed on the engine. Remove one spark plug and place piston at T.D.C. Obtain a C.C. graduated burette, capacity 0-50 cc and fill with automatic transmission fluid. NOTE: Suggested burette, “Canlab no. 8-000/T, or equivalent. 04-9 SECTION 04 - ENGINE PREPARATION Where: C.R. = compression ratio: 1 2 B ×S×π V1 = volume of a cylinder = -----------------------4 V2 = minimum combustion chamber volume F01D6MA 3 Inject the burette content through the spark plug hole until mixture touches the two bottom threads of the spark plug hole. Read the burette scale and obtain the number of cc injected into cylinder. (example: 21.5 cc) Record the volume which we will note as V2. 4 2 5 1 1 F01D6NA 1. 2. 3. 4. 5. F01D5VA 1. Combustion chamber (V2) NOTE: When the combustion chamber is filled to top of spark plug hole, subtract 2.25 cc (19 mm reach head; i.e. BR9ES spark plug). Check if fluid level decreases, in that case there is a leak between piston/cylinder. The recorded volume would be false. Removing the head and measuring the head volume by laying a flat plate across the head will not give an accurate measurement of combustion chamber volume because the dome of the piston protrudes into the head on an assembled engine. The uncorrected compression ratio of an engine is the volume of the cylinder plus the minimum volume of the combustion chamber divided by the minimum volume of the combustion chamber. C.R. = 04-10 V1 + V 2 ------------------ V2 B.D.C. V1 T.D.C. V2 Stroke EXAMPLE: π = 3.14 B = Bore diameter (cm) = 7.2 (= 72 mm) S = Stroke (cm) = 6.1 (= 61 mm) V2 = 21.5 cc C.R. = 248.4 cc + 21.5 cc ------------------------------------------21.5 cc C.R. = 12.6:1 In a 2-stroke engine, this is referred to as the “uncorrected compression ratio.” Because of the exhaust port midway up the cylinder, some designers believe that actual compression does not begin until the piston just closes the exhaust port. This is termed “corrected compression ratio”. Measuring Corrected Compression Ratio C.C.R. = V3 + V2 ------------------ V2 SECTION 04 - ENGINE PREPARATION Where: C.C.R. = corrected compression ratio: 1 V3 = volume of a cylinder with piston just 2 closing the exhaust port = B × S1 × π --------------------------- 4 V2 = minimum combustion chamber volume 4 3 2 VD= desired combustion chamber volume (cc) = V1 -------------------- CR D – 1 V1 = Volume of cylinder CRD = Desired compression ratio π = 3.1416 B = bore of cylinder (cm) EXAMPLE: Desired compression ratio (CRD) = 14.0: 1 VD = 5 1 V1 -------------------- CR D – 1 = 248.4 cc ------------------- = 19.1 cc 14.0 – 1 V M – VD 21.5 cc – 19.1 cc B 2 π × --- 2 7.2 3.14 × ------- 2 H = ------------------ = -------------------------------------- 2 = .059 cm = .59 mm = (.023”) F01D6OA 1. 2. 3. 4. 5. Exhaust port just closed V3 T.D.C. V2 Portion of stroke EXAMPLE: π = 3.14 B = Bore diameter (cm) = 7.2 (= 72 mm) S1 = Portion of stroke (cm) = 3.1 (= 31 mm) V2 = 21.5 cc + 21.5 C.C.R. = 126.2 -----------------------------21.5 C.C.R. = 6.9: 1 How to Calculate Machining Cylinder Head Height Versus Combustion Chamber Volume H= VM – VD -------------------- B π × --- 2 2 Where: H = material to be machined from face of cylinder head (cm) VM = measured combustion chamber volume (cc) OPERATION OF THE RAVE VALVE (RAVE = ROTAX ADJUSTABLE VARIABLE EXHAUST) Theory For a two-stroke-cycle engine to have high power capacity at high crankshaft speeds, a high volumetric or breathing efficiency is required and the fresh charge losses must be minimized. The result is achieved by opening the exhaust port early (94.5° BBDC) and utilizing the resonant effects of the tuned exhaust system to control fresh charge losses. When an engine of this design is run at a medium speed, efficiency falls off quickly. The relatively high exhaust port effectively shortens the useful power stroke and because the exhaust system is tuned for maximum power, there is a large increase of fresh charge losses. As a result, the torque decreases along with a dramatic increase of the specific fuel consumption. Higher torque along with lower fuel consumption can be obtained at lower engine speeds if the time the exhaust port is open is shortened. Bombardier-Rotax has patented a remarkably simple system to automatically change the exhaust port height based on pressure in the exhaust system. 04-11 SECTION 04 - ENGINE PREPARATION 1 5 P1 3 P2 7 6 1 4 POWER 2 5 3 1 4 2 A18C01A 1. 2. 3. 4. 5. Guillotine Diaphragm Return spring Exhaust port Red plastic adjustment knob Located above the exhaust port is a guillotinetype slide valve (item 1). This rectangular valve is connected by a shaft to a diaphragm (item 2) which is working against the return spring (item 3). Two small passages in the cylinder just outside the exhaust port (item 4) allow exhaust gas pressure to reach the diaphragm. As the throttle is opened and the engine begins producing more power, the pressure against the diaphragm will overcome the pressure of the return spring and the RAVE valve will open. To the outside of the return spring is a red plastic adjustment knob (item 5). Turning the adjustment in or out changes the preload on the return spring which, in turn, will change the RPM at which the RAVE valve opens and closes. The exhaust port height changes a total of 4 mm to 6 mm (depending on engine type) from the RAVE valve fully closed to fully open. Operation The RAVE valve does not allow an engine to make higher peak horsepower than an engine not so equipped, it can make moving the peak higher practical because of its effect on the rest of the power curve. Item 2 in following illustration is the power curve of an engine with the RAVE valve held fully open through its entire RPM range. Item 6 notes the peak power produced. That peak will not change if the exhaust port time of a similar engine without a RAVE valve was the same (with all other features equal). 04-12 A18C02A RPM Item 1 is the power curve of the engine with the RAVE closed through its entire RPM range. The shaded area (item 3) is the improvement in power at lower engine speeds that is gained because of the lower exhaust port. If the port remains at this height, however, the power would peak as noted in item 5. Raising the exhaust port at the proper RPM (item 7) will allow the engines peak power to continue to rise to item 6. Item P1 in the illustration is the pressure of the return spring against the diaphragm. The exhaust pressure must be high enough to overcome this pressure before the valve begins opening. Item P2 is the pressure required to completely open the RAVE valve. Between P1 and P2, the usable power curve of the engine is moving from power curve 1 to power curve 2. This transition takes place very rapidly at full throttle and from a practical standpoint can be considered to be instantaneous at item 7 which for the type 583 engine is at 6300-6400 RPM. Gradual application of the throttle, however, will result in the RAVE valve opening much later, i.e. 7300 — 7500 RPM. If the RAVE valve opens too late, the engine will bog or hesitate momentarily as the RPM increases. Full peak performance (item 6) is still available. From a functional point of view. it is better to have the valve open a bit early than a bit late. This fact is due to certain dynamic conditions that exist on the snowmobile, i.e., the clutch and torque converter. SECTION 04 - ENGINE PREPARATION 100% 95% 90% 85% 80% 75% 70% 65% 60% 55% 50% 45% 40% 35% 30% 25% 20% 15% 4000 5000 6000 7000 8000 3000 3500 4500 5500 6500 7500 8500 A18C05S '88 Foumula Plus (537 engine type) power curve '89 Formula Mach 1 (583 engine type) power curve Power gain The 583 RAVE has, in effect, two ports. Let’s compare them separately. With the RAVE valve open, the exhaust port timing of the 583 and 537 are identical with a total open duration of 202°. The exhaust port of the 583, however, is 1 mm (.039 in) wider than on the 537. When the RAVE valve closes, the exhaust port timing of the 583 matches that of the 467 with a total open duration of 189°. Adjustment The red cap on the RAVE valve cover should be turned all the way in and bottomed in normal use. Backing the red adjuster out will reduce the spring preload and allow the RAVE valve to open at a lower RPM. 04-13 SECTION 04 - ENGINE PREPARATION At high altitudes, exhaust gas pressures will drop and the spring preload may have to be decreased. It is doubtful that any adjustment will be required up to an altitude of 2400 m (8000 ft.). Above that, however, the spring preload can be reduced by turning the red adjustment screw out up to a maximum of four turns. The only other time adjustment of the spring preload should be considered is if the engine has been modified in any way. AVAILABLE RAVE SPRINGS: YEAR ROTAX P/N 1994 779 420 2399 41 52.5 mm 670 420 2399 48 38.0 mm 1995 FREE LENGHT 583 420 2399 48 38.0 mm 779 420 2399 41 52.5 mm 670 (1 pipe) 420 2399 46 42.0 mm 670 (2 pipe) 420 2399 48 38.0 mm 1996 583 420 2399 48 38.0 mm 599 420 2399 40 48.5 mm x D.8 454 420 2399 47 42.0 mm All models same as 95 specs except 454 Optional 420 2399 45 48.0 mm 420 2399 42 42.5 mm 420 2399 44 48.5 mm x D.9 1997 809 420 2399 44 48.5 x D.9 699 420 2399 44 48.5 x D.9 670 599 420 2399 44 48.5 x D.9 583 420 2399 48 454 48.5 x D 1.0 454 MX Z X Maintenance There are no wear parts anywhere in the system and there are no adjustments to be periodically checked. The only possible maintenance required would be cleaning of carbon deposits from the guillotine slide. Cleaning intervals would depend upon the user’s riding style and the quality of the oil used. Using Ski-Doo or Blizzard oil, we would suggest annual cleaning of the valve. If a customer uses a lower quality, high ash oil, more frequent cleaning may be required. No special solvents or cleaners are required when cleaning the valve. 04-14 Boring Precaution In its stock configuration the RAVE valve guillotine has a minimum of 0.5 mm (.020 in) clearance to the cylinder bore measured at the center line of the cylinder. This is the minimum production clearance. There is only a first oversize piston available for the 583 and 643 engines. That piston is 0.25 mm (.010 in) larger in diameter than the stock piston. When the oversize is installed, the guillotine will have a minimum clearance of 0.375 mm (.015 in) with the cylinder bore. This is the minimum operating clearance the guillotine should be used with. Clearance less than 0.375 mm (.015 in) will require reworking of the guillotine to achieve the proper clearance and radius. Bench Test for Checking RAVE Valve Operation The operation of the valve can be checked by pressurizing the engine as one would when checking for crankcase leaks. The engine must be sealed at both exhaust flanges, both carburetor inlets, and at the fuel pump impulse fitting. Depending on the design of your pressure test kit, you may be pressurizing the engine through the crankcase or right at the exhaust flange cover plate. If you are pressurizing through the crankcase, make certain the piston uncovers the exhaust port on the side you are checking. Install the RAVE valve movement indicator (P/N 861 7258 00) in place of the red plastic adjuster on the diaphragm cover so that you can observe the diaphragm movement. The movement indicator must be turned all the way in to provide maximum spring pre-load. As you begin pressurizing the engine using engine leak tester kit (P/N 861 7256 00), you will find the RAVE valve beginning to move at 5 kPa (0.7 psi or 20 inches of water) and the valve will be fully displaced when you reach 10 kPa (1.4 psi or 40 inches of water). NOTE: Due to the low pressure conditions when using the leak tester kit (P/N 861 7256 00) to check the RAVE valve operation, install a gauge with a range of 0-200 inches of water (P/N 529 0104 00) on leak tester. As reference 6.89 KPa 1 (PSI) = 27.71 inches of water. SECTION 04 - ENGINE PREPARATION Troubleshooting SYMPTOM CAUSE REMEDY Engine revs 500 to 1000 RPM lower than its maximum operational RPM; Rave valve does not open at all 1. Bent valve rod Replace 2. Stuck valve Clean 3. Wrong spring tension (too high) Replace 4. Clogged passages Clean 5. Damaged bellows or clamp(s) Replace 1. Broken or weak spring Replace 2. Adjustment screw too far out Turn until it bottoms 3. Valve stuck open Clean Engine hesitation in mid RPM range and full peak performance is available only after a while Rave valve opens too early OPERATION OF THE ROTARY VALVE Controlling the opening and closing of the intake port is also a critical factor in the volumetric efficiency of an engine. Best V.E.’s are obtained by asymmetrical intake timing (opening the intake port at about 140° B.T.D.C. and closing the port at about 60° A.T.D.C.) while also allowing for an unobstructed intake tract to provide maximum air flow into the engine. This is best accomplished by a rotary valve inlet. The rotary valve engine is one of the more innovative concepts to be applied to two-stroke snowmobile engines. Simply stated, the design produces more horsepower out of the same size engine displacement at the same RPM. Because the aperture size and degree of opening exceed that of a piston port engine, and because the disc permits asymmetric timing of the intake to close earlier after TDC than a piston port engine, a greater air / fuel mixture supply can enter the engine and remain in the engine without spitback. Basically, the rotary valve engine performs the same operation as the ordinary two-stroke engine. The only difference being the location and operation of intake. The intake port is positioned directly in the crankcase. The opening and closing of the intake port is controlled by a rotary valve instead of the piston. The rotary valve is driven by the crankshaft in a counterclockwise direction. Intake and Secondary Compression 1 F01D6TA 1. Fresh charge from carburetor As the piston starts its upward stroke, the air/fuel mixture is sucked into the crankcase from the carburetor via the intake port (the rotary valve uncovers the intake port). As the piston continues upwards, it blocks the exhaust and transfer ports, and compresses the air/ fuel mixture in the combustion chamber (secondary compression). 04-15 SECTION 04 - ENGINE PREPARATION Ignition and Combustion Transfer 2 1 3 1 F01D6WA F01D6UA 1. Fresh charge As the piston nears the top of the cylinder (top dead center) the compressed air/fuel mixture in the combustion chamber is ignited by the spark plug. The burning gases expand and push the piston downward, thus causing a power stroke. Exhaust and Primary Compression 1 2 F01D6VA 1. Fresh charge for the other cylinder 2. Intake port covered As the piston descends, the intake port is blocked by the rotary valve and pressure begins to build inside the crankcase (primary compression). The exhaust port is uncovered as the piston continues its course downward, and burnt gases are allowed to escape. 04-16 1. Fresh charge for the other cylinder 2. Fresh charge 3. Intake port covered Near the bottom of the downward stroke, the transfer ports are uncovered by the piston, and the compressed air/fuel mixture in the crankcase rushes into the combustion chamber. Piston dome and combustion chamber configuration and muffler back pressures prevent fresh charge (air/ fuel mixture) from escaping through the exhaust port. This also assists in clearing the combustion chamber of all burnt gases. A worm gear is located in the crankcase halves between the two (2) cylinder bases. It transmits crankshaft rotation to the 90° angled rotary valve shaft. The helical gear mounted on the rotary valve shaft uses the crankshaft as a power source. To prevent overheating, the gears rest in an oil bath. SECTION 04 - ENGINE PREPARATION 3 4 2 1 F01D6XA 1. 2. 3. 4. Pinion (on rotary valve shaft) Rotary valve Gear (crankshaft) Gear (on rotary valve shaft) Late closing 90 80 70° - 85° Early closing Horsepower 70 60 50° - 65° 50 40 5000 A01C46A 6000 7000 RPM 8000 9000 Effect on power curve of changing rotary valve closing angle. Advantages of the Rotary Valve Engine The major differences between a piston port engine and a rotary valve engine ar: Intake port directly positioned in the crankcase. The opening and closing of the intake port is controlled by a rotary valve disc instead of the piston. The use of a rotary valve enables a very short inlet track. The design introduces the mixture in a very suitable position without obstruction to the gas flow that would impair the volumetric efficiency. This intake position also enhances the lubrication of the lower connecting rod bearings. With rotary valves, the opening duration of the intake port is specifically controlled by the disc. Therefore, it is possible to determine the maximum possible intake with benefit to crankcase filling. (The following chart indicates the intake phase differences between a piston port engine and a rotary valve engine.) Intake Piston port engine Rotary valve engine Total Duration 150° 195° Opening 75° B.T.D.C. 140° B.T.D.C. Closing 75° A.T.D.C. 55° A.T.D.C. As shown for the rotary valve engine, the total duration of the intake is greater and the opening starts earlier. This results in better filling of the crankcase. In the rotary valve engine, the intake closes earlier to avoid fresh charge spitback. Some engines use reed valves to increase overall performance. However, reed valve engines do have some disadvantages over the rotary disc engine. These disadvantages are: Fluid dynamic problems with the use of the induction pipe. The reeds tend to separate air from fuel. Since the crankcase “vacuum” must first open the reed to permit intake, this initial force is not fully applied to the intake operation. Consequently, there is a partial loss of intake potential. At high speeds, the delay in closing the reed affects the reopening of the reed. Again, potential volumetric efficiency is affected. However, reed valves do offer substantial improvements in torque over piston port designs. Rotax three cylinder engines use reed valves as opposed to a double rotary valve configuration in order to make a lighter, more compact design that is also more cost effective. 04-17 SECTION 04 - ENGINE PREPARATION Conclusion With the central rotary valve, duration of the intake is asymmetrical. In piston port engines, intake duration is symmetrical. With the central rotary valve, complete control of intake timing means greater torque at lower rpm’s, more peak power, and easier starting. Rotary Valve Adjustment The rotary valve controls the opening and the closing of the inlet ports. Therefore efficiency will depend on the precision of installation. ENGINE TYPES VALVE P/N 1975 245 345 1976 245,345 245, 345 (competition) 1977 345 354 444 454 1978 345 345 (cross country) 354 444 254 (super stock) 354 (super stock) 454 (super stock) 1979 354 444 254 (super stock) 354 (super stock) 454 (super stock) 1980 354 454 464 420 9242 05 420 9242 05 420 9242 05 04-18 TIMING opening closing 140° 56° 140° 56° 140° 56° 420 9242 20 140° 70° 420 9242 00 420 9242 20 420 9242 05 420 9242 07 420 9242 00 127° 132° 140° 130° 127° 48° 50° 50° 80° 48° 420 9242 02 128° 37° 420 9242 00 420 9242 05 132° 140° 50° 50° 420 9242 07 137° 60° 420 9242 07 129° 73° 420 9242 07 135° 75° 420 9242 00 420 9242 05 132° 140° 52° 50° 420 9242 07 137° 65° 420 9242 07 132° 70° 420 9242 07 140° 70° 420 9242 00 420 9242 07 420 9242 05 132° 137° 150° 52° 65° 49° ENGINE TYPES 1981 354 454 464 (Everest LC) 464 (Elite) 1982 454 464 (Everest LC) 464 (Elite) 1983 464 (Everest LC) 534 1984 354 (Competition) 462 465 (Competition) 534 1985 354 (Competition) 462 537 1986 467 532 537 TIMING opening closing 420 9242 00 132° 52° 420 9242 07 137° 65° VALVE P/N 420 9242 05 150° 49° 420 9242 00 420 9242 07 125° 130° 60° 50° 420 9242 05 150° 49° 420 9242 00 125° 60° 420 9242 05 150° 49° 420 9242 07 140° 61° 420 9242 07 130° 73° 420 9242 05 140° 51° 420 9242 05 150° 49° 420 9242 07 140° 61° 420 9242 07 130° 73° 420 9242 00 420 9242 00 420 9242 00 420 9242 00 420 9242 00 132° 132° 132° 132° 132° 52° 52° 52° 52° 52° SECTION 04 - ENGINE PREPARATION TIMING opening closing ENGINE TYPES VALVE P/N 1987 354 (Competition) 467 537 1988 354 (Competition) 467 537 1989 354 (Competition) 467 536 583 1990 354 (Competition) 467 536 536 (Formula PLUS 500) 583 1991 354 (Competition) 467 467 (Formula MX X) 536 536 (Formula PLUS X) 643 643 (Formula MACH 1 X) 1992 354 (Competition) 467 582 583 (Formula PLUS X) 643 670 (Mach 1 X) 1993 354 (Competition) 467 582 583 (Plus X) 670 420 9242 07 130° 73° 420 9242 00 420 9242 00 132° 132° 52° 52° 420 9242 07 140° 69° 420 9242 00 420 9242 00 132° 132° 52° 52° 420 9242 07 140° 69° 420 9242 00 420 9242 02 420 9242 09 132° 117° 140° 52° 52° 68° 420 9242 07 140 69° 420 9242 00 420 9242 02 420 9242 07 132° 117° 134° 52° 52° 69° 420 9242 09 140° 68° 420 9242 07 140° 69° 420 9242 00 420 9242 09 132° 143° 52° 66° 420 9245 08 420 9242 07 137° 134° 61° 69° 420 9245 00 420 9245 01 144° 146° 72° 75° 420 9242 07 140° 69° 420 9245 04 132° 420 9245 08 129.5° 420 9245 02 141.5° 52° 69.5° 69.5° 420 9245 00 420 9245 01 144° 146° 72° 75° 420 9242 07 140° 69° 420 9245 04 132° 420 9245 08 129.5° 420 9245 02 141.5° 420 9245 00 144° ENGINE TYPES VALVE P/N 1994 354 (Competition) 467 467 (MX Z X) 582 583 670 1995 454 467 582 583 (Summit) 583 (STX, FZ) 670 (Summit, SS) 670 (Mach 1) 1996 MX Z 440 Summit 500 Formula SLS Touring 500 Summit 580 Formula Z Formula STX Formula STX LT MX Z 583 Formula SS GT 670 SE Mach 1 Summit 670 1997 454 MX Z 494 Formula 583 MX Z 583 Formula Z Summit 583 MX Z 670 Summit 670 454 MX Z X 420 9242 07 TIMING opening closing 140° 420 9245 04 132° 420 9245 02 145° 420 9245 09 134° 420 9245 09 134° 420 9245 00 144° 420 9245 02 146.8° 420 9245 04 132° 420 9245 09 129.5° 420 9245 09 134° 420 9245 02 140° 420 9245 00 144° 69° 52° 65° 65° 65° 72° 65.3° 52° 69.5° 65° 71° 72° 420 9245 01 420 9245 02 145° 145° 76° 64° 420 9245 09 134° 63° 420 9245 02 140° 71° 420 9245 02 139° 70° 420 9245 00 145° 71° 420 9245 01 420 9245 00 420 9245 02 420 9245 09 420 9245 02 420 9245 02 420 9245 02 420 9245 09 420 9245 00 420 9245 00 420 9245 02 145° 140° 146° 135° 140° 140° 140° 135° 145° 145° 146° 76° 71° 65° 64° 71° 71° 71° 64° 71° 71° 65° 52° 69.5° 69.5° 72° 04-19 SECTION 04 - ENGINE PREPARATION ROTARY VALVE DURATION VS. PART NUMBER DEGREES OF DURATION P/N 117° 924 202 132° 924 200 924 504 147° 924 205 924 508 For the following instructions, let’s use these specifications as an example: OPENING: 132° BTDC CLOSING: 52° BTDC Proceed as follows: – For opening mark, first align 360° line of degree wheel with BOTTOM of MAGneto side inlet port. Then find 132° line on degree wheel and mark crankcase at this point. 924 509 151° 924 207 159° 924 209 162° 924 220 164° 924 500 169° 924 501 1-2 924 502 132° (EACH 1/2 TOOTH OF ADJUSTMENT EQUALS 7.8°) 3 On all engines, use TDC gauge (P/N 414 1047 00). 414 1047 00 4 F01D2JC 1. 2. 3. 4. Find 132° on degree wheel and mark here Opening mark Bottom of MAGneto inlet port Align 360° line of degree wheel here – For closing mark, first align 360° line of degree wheel with TOP of MAGneto side inlet port. Then find 52° line degree wheel and mark crankcase at this point. A00B2EA Dial indicator (P/N 414 1047 00) NOTE: Do not use crankshaft locking tool to find out MAGneto side top dead center. It will not give the right position on some engines. A degree wheel (P/N 414 3529 00) is required to measure rotary valve opening and closing angles in relation with MAGneto side piston. Degree wheel will be installed on rotary valve shaft for measurements. 33 50 0 40 350 360 10 20 340 10 360 350 3 20 40 30 30 33 40 0 32 30 70 22 0 180 190 2 170 00 21 160 0 200 190 180 17 22 0 210 0 16 0 15 0 280 290 80 1 15 250 0 40 30 270 110 100 90 40 0 23 120 13 250 0 24 1 0 2 130 120 90 100 11 0 280 270 26 0 24 80 290 0 04-20 70 300 260 0 0 31 A00B33A 0 60 60 31 0 52° 50 0 32 1-2 3-4 F01D2KC 1. 2. 3. 4. Top of MAGneto inlet port Align 360° line of degree wheel here Closing mark Find 52° on degree wheel and mark here SECTION 04 - ENGINE PREPARATION – Bring MAGneto side piston to top Dead Center using a TDC gauge. – Rotate rotary valve gear clockwise to remove any backlash. – Position the rotary valve on gear to have edges as close as possible to the marks. 1 2 A13C0NA MAGNETO SIDE PISTON MUST BE A TDC 1. Timing mark 2. Timing mark NOTE: Rotary valve is asymmetrical. Therefore, try turning it inside out then reinstall on splines to determine best installation position. Apply injection oil on rotary valve before closing rotary valve cover. NOTE: Bombardier Inc./Bombardier Corporation of America has running changes on rotary valves used in our snowmobile product line. The shape of the leading or trailing edge may not conform to the drawing shown in some technical materiel (example follows). This change is for reliability and does not affect performance in any fashion. The valves are interchangeable, but do carry different part numbers. 420 9242 00 subs to 420 9245 04 420 9242 05 subs to 420 9245 08 420 9242 09 subs to 420 9245 02 Refer to next page. 04-21 SECTION 04 - ENGINE PREPARATION A00A29T 04-22 SECTION 04 - ENGINE PREPARATION 420 9242 02 actual size 420 9242 07 actual size A00A2AS 04-23 SECTION 04 - ENGINE PREPARATION 420 9242 20 actual size 420 9245 02 actual size (substitute 420 9242 09) A00A2BS 04-24 SECTION 04 - ENGINE PREPARATION 420 9245 00 actual size 420 9245 01 actual size A00A2CS 04-25 SECTION 04 - ENGINE PREPARATION 420 9242 00 actual size (substitute 420 9245 04) 420 9242 05 actual size (substitute 420 9245 08) A00A2DS 04-26 SECTION 04 - ENGINE PREPARATION 420 9242 09 actual size (substitute 420 9245 02) 420 9245 04 actual size (substitute 420 9242 00) A00A2ES 04-27 SECTION 04 - ENGINE PREPARATION 420 9245 08 and 420 9245 09* actual size A00A0YT BASE GASKET INFORMATION Models All 1990 to 1992 SAFARI LC/LCE/GLX and all 1989 to 1993 FORMULA Series. Serial Nos: All Liquid Cooled Engines from 1989 to 1993. Subject a. Cylinder Tightening Torque b. Cylinder/Base Gasket c. Cylinder/Base Gasket on 1991 FORMULA PLUS and 1990 FORMULA MACH 1 Models a. On engines with screw-mounted cylinders, grease must be applied under screw head prior to installation. Tightening torque has been increased to 28-30 N•m (21-22 Ibf•ft). This is necessary to ensure good sealing. NOTE: On engines with stud-mounted cylinders, the tightening torque remains 20-22 N•m (15-16 Ibf•ft). 04-28 *420 9245 09 has smaller flatless tolerance. b. A new cylinder/base gasket has been introduced with increased strength and sealing ability. Refer to the chart on next page. - CAUTION Proper gasket selection is very important to avoid compression ratio change which can lead to engine severe damage. c. On Formula MACH 1 1990 and PLUS 1991 with the 1.0 mm thick gasket (P/N 420 9311 89 and P/N 420 9311 88 respectively), a coat of paste gasket (P / N 413 7027 00) (Loctite 515) must be applied to cylinder and base sealing surface. Primer N (P/N 413 7076 00) should be applied to sealing surface in order to reduce fixture curing time from 1 hour to 15 minutes (full curing time without primer N is 12 hours and 2 hours with primer N). Torque cylinders to the new higher torque. NOTE: This is a service tip, no warranty applies. SECTION 04 - ENGINE PREPARATION Cylinder/Base Gasket Chart MODEL AND YEAR ENGINE TYPE PREVIOUS P/N THICKNESS NEW P/N THICKNESS Safari LCE / GLX 1990 to 1992 467 420 8318 35 0.6 mm 420 9311 87 0.5 mm Formula MX 1989 to 1992 467 420 9311 80 0.6 mm 420 9311 87 0.5 mm Formula MX X 1991 467 420 9311 80 0.6 mm 420 9311 87 0.5 mm Formula MX 1993 467 — — 420 9311 87 0.5 mm Formula MX Z 1993 467 — — 420 9311 87 0.5 mm Formula PLUS 1989, 1990 536 420 8318 35 0.6 mm 420 9311 87 0.5 mm Formula PLUS 500 1990 537 420 8318 35 0.6 mm 420 9311 87 0.5 mm Formula PLUS 1991 536 420 9311 88 1.0 mm 420 9311 88 1.0 mm Formula PLUS X 1991 537 420 9311 82 1.0 mm 420 9311 83 1.0 mm Formula PLUS 1992 582 — — 420 9311 85 0.3 mm Formula PLUS X 1992 583 — — 420 9311 85 0.3 mm Formula PLUS 1993 582 — — 420 9311 85 0.3 mm Formula PLUS EFI 1993 582 — — 420 9311 85 0.3 mm Formula PLUS X 1993 583 — — 420 9311 85 0.3 mm Formula MACH 1 1989 583 420 8318 37 0.6 mm 420 9311 81 0.5 mm Formula MACH 1 1990 583 420 8318 39 1.0 mm 420 9311 89 1.0 mm Formula MACH 1 1991 643 420 9311 84 0.6 mm 420 9311 81 0.5 mm Formula MACH 1 X 1991 643 420 9311 84 0.6 mm 420 9311 81 0.5 mm Formula MACH 1 1992 643 — — 420 9311 85 0.3 mm Formula MACH 1 1993 670 — — 420 9312 30 0.3 mm 0.3 mm = .012 in 0.4 mm = .016 in 0.5 mm = .020 in 0.6 mm = .024 in 1.0 mm = .039 in 04-29 SECTION 04 - ENGINE PREPARATION 1995 BASE GASKETS 454 Base gasket set 420 9313 65 Includes: 1- 420 9313 60 .3 mm 1- 420 9313 61 .4 mm 1- 420 9313 62 .6 mm 670 Base gasket set 420 9312 35 Includes: 1- 420 9312 30 .3 mm 1- 420 9312 31 .4 mm 1- 420 9312 33 .5 mm 1- 420 9312 32 .6 mm 1- 420 9312 34 .8 mm 779 Base gasket set 420 9502 75 Includes: 1- 420 9502 73 .3 mm 1- 420 9502 31 .4 mm 1- 420 9502 72 .6 mm 04-30 1996 BASE GASKETS 454 MX Z B494 Formula SLS/Granf touring 500 Summit 500 P/N 931-360 (0,3) yellow con rod dot P/N 931-361 (0,4) red con rod dot P/N 931-362 (0,6) green con rod dot 582 GRAND TOURING 580 583 MX Z 583 SUMMIT 599 FORMULA III/FORMULA III LT (1995/1996) red con rod dot P/N 931-310 (0,4) (middle rod) green con rod dot P/N 931-311 (0,6) (long rod) 670 FORMULA SS/SUMMIT 670 GRAND TOURING SE/MACH 1 P/N 931-230 (0,3) P/N 931-232 (0,6) P/N 931-231 (0,4) P/N 931-234 (0,8) P/N 931-233 (0,5) 779 MACH Z/MACH Z LT red con rod dot P/N 950-271 (0,4) (middle rod) green con rod dot P/N 950-272 (0,6) (long rod) yellow con rod dot P/N 950-273 (0,3) (short rod) SECTION 04 - ENGINE PREPARATION CARBURETION Carburetor Main Jet Correction Chart CARBURETOR MAIN JET CORRECTION CHART °F/°C FT/METER +60/ -15 +80/ -25 % 111.10 107.40 103.70 100.00 96.30 92.60 88.90 85.20 2000/ 600 105.77 102.07 98.37 94.67 90.97 87.27 83.57 79.87 4000/ 1200 100.43 96.73 93.03 89.33 85.63 81.93 78.23 74.53 6000/ 1800 95.10 91.40 87.70 84.00 80.30 76.60 72.90 69.20 8000/ 2400 89.7 86.07 82.37 78.67 74.97 71.27 67.57 63.27 1000/ 3000 84.44 80.74 77.04 73.34 69.64 65.94 62.24 58.54 0 -60/ -50 -40/ -40 -20/ -30 -0/ -20 +20/ -5 +40/ -5 A01C47S NOTE: When the answer gives an unavailable jet size, select the next highest (richer) jet. Example: With a 250 stock main jet, at an altitude of a 600 m (2000 ft) and a temperature of −5°C (20°F): 90.97 250 × -------------= 227; use 230 jet. 100 - CAUTION These values are guidelines only. Specific values/adjustments vary with temperature, altitude and snow conditions. Always observe spark plug condition for proper jetting. This table is more than adequate for stock engines. Two-stroke engines with high specific outputs that are heavily modified (twin pipes, high compression, large carburetors, etc.) and performing at high RPM are very sensitive to air density changes. The following is a very accurate formula for correcting jetting. First, a baseline for jetting must be established. Jetting, horsepower, and B.S.F.C. data can be obtained with dyno testing but also confirmed with field testing. The tried and true method of determining mixture ratio is to inspect the parts of the engine that are directly exposed to the combustion process. The two best indicators are the spark plug and the piston dome. The color and where it is located are the two things to look for. Chocolate brown on the insulator, ground electrode, and piston dome indicate a proper mixture. The ground electrode should show a difference in color just at the radius of the electrode. Lean Good Rich A01C48A 04-31 SECTION 04 - ENGINE PREPARATION The amount and color of carbon on the piston dome also indicate mixture ratio. Useful Equations C.F. = 29.92 460 + T ------------- × -----------------B–E 520 C.A.P. = B – E 1737.97 × C.A.P. ----------------------------------------460 + T O.T. × N HP = -------------------5252 HP 1 Kw = ------------------1.34102 C.R.A.D. = Lean Good Rich A01C49A Black and sooty indicate a rich mixture. Light tan and gray indicate too lean a mixture. The engine must be operated under load for at least one minute to obtain accurate readings. Exhaust gas temperatures (E.G.T.’s) can also give an indication of mixture ratio. At wide open throttle (W.O.T.) at maximum HP RPM, a leaner mixture will produce higher E.G.T.’s and a richer mixture will result in lower E.G.T.’s. (E.G.T.’s are not absolute. Engines have seized with E.G.T.’s in the allowable range.) Record the C.R.A.D. when correct jetting has been established. This is the baseline for future use. Jetting corrections for a different C.R.A.D. can be obtained with the following ratio: NEW C.R.A.D. × Baseline M.J New main jet = ----------------------------------------------------------------------Baseline C.R.A.D. Example: Testing results in a 570 M.J. at a C.R.A.D. of 105.4 %. Two weeks later at the race track, the C.R.A.D. is 110.9%. 100.9 × 570 105.4 The new M.J. = ---------------------------New M.J. = 600 04-32 C.HP = O.HP × C.F. C.T. = O.T. × C.F. Where: B = barometer reading (in-Hg) R.H. E = vapor pressure (in – Hg) = S.P. × ---------or use wet bulb/dry bulb temperatu- 100 re and psychrometric chart. T = carb inlet air temp (°F) S.P. = saturation pressure (in-Hg) R.H. = relative humidity (%) C.A.P. corrected air pressure (in-Hg) N = Engine RPM kw = Kilowatts HP = Horsepower O.HP = Observed brake horsepower O.T. = Observed brake torque C.HP = Corrected brake horsepower C.T. = Corrected brake torque B.S.F.C. = Brake specific fuel consumption C.F. = Correction factor C.R.A.D. = Corrected relative air density (%) g = Grams Hr = Hour Lb = Pounds E.G.T. = Exhaust gases temperature W.O.T. = Wide Open Throttle SECTION 04 - ENGINE PREPARATION SATURATION PRESSURE (CHART 1) T = Temp. (°F) S.P. = Saturation Pressure (in-Hg) -40 .004 -30 .008 -20 .012 -10 .020 0 .040 5 .055 10 .070 15 .090 20 .110 25 .140 30 .170 35 .208 40 .247 45 .314 50 .380 55 .450 60 .521 65 .630 70 .739 75 .884 80 1.030 85 1.225 90 1.420 95 1.675 100 1.930 04-33 SECTION 04 - ENGINE PREPARATION Exhaust Gas Temperature Probe Location TWO CYLINDERS SINGLE PIPE THREE CYLINDERS TRHEE PIPES TWO CYLINDERS TWO PIPES 2 2 1 1 1 2 A00C3WY A00C3XY DETONATION = 720°C (1330°F) A000C3XY DETONATION = 700°C (1290°F) DETONATION = 700°C (1290°F) NORMAL = 650 TO 675°C (1200 TO 1250°F) 1. 100 mm from piston 2. Probe 1. 80 mm 2. Probe 1. 35 mm 2. Probe NOTE: Temperature at wide open throttle at maximum HP RPM. Carburetor Operation The operation of the carburetor is based on the physical principle that fluids (air is a fluid) under pressure gain speed but lose pressure when passing through a converging pipe (venturi). P1 14.7 PSI P2 (Less pressure) 3.7 PSI 11 V2 V1 1 Air A01C2QB 1. Venturi Air entering the bell of the carburetor has a speed of V1 and pressure of P1. As the air is forced into the smaller diameter of the venturi, speed increases (V2) but pressure drops (P2). 04-34 Passages in the carburetor connect the venturi to a reservoir of fuel (float bowl). The float bowl is vented to the atmosphere (P1). P1 is greater than P2 so fuel is pushed from the bowl to the venturi via the jets and passages. Varying the size of jets varies the amount of fuel the engine receives. Engine speed is controlled by varying the amount of air/fuel mixture that the engine receives. Liquid gasoline does not burn, so for the engine to run efficiently, the fuel must be broken down into small droplets, and mixed with the oxygen molecules in the incoming air. This is referred to as atomization. The shape of the venturi and the shape and location of the jets and fuel delivery passages will determine how well the fuel and air are mixed. SECTION 04 - ENGINE PREPARATION Dual Fuel Pump Installation 1 With a heavily modified engine, especially when using large bore carburetors, the need for 580 or larger main jets may arise. The capacity of the fuel pump may be exceeded when using these large jets. To eliminate any possibility of starvation, install two fuel pumps as shown below. Be sure to use a separate impulse line to each pump. 1 5 2 5 4 4 3 4 A01C4AA 1. 2. 3. 4. Float bowl Needle valve Float Fuel inlet 4 A01C4CA 1. 2. 3. 4. 5. 4 1 2 3 4 2 3 2 3 From fuel tank Fuel inlet line To car Fuel outlet line Impulse line Dual outlet, round Mikuni fuel pump equals about 35 liters/hour. Dual outlet, square Mikuni fuel pump equals about 30 liters/hour. 583 and larger 1995 vehicles use a single large capacity 70 liters/hour fuel pump. The following parts list includes the pieces necessary to install the 70 L/hr pump. A01C4BA 1. 2. 3. 4. Jet needle Needle Jet Main Jet Air Jet 04-35 SECTION 04 - ENGINE PREPARATION LARGE FUEL PUMP PARTS 70 Liter/hour fuel pump P/N 403 9012 00 Filter, in-tank P/N 414 8721 00 Fuel line, in-tank P/N 414 9437 00 Grommet, tank P/N 570 2739 00 Connector, tank P/N 141 8727 00 Fuel line, tank to shut off valve P/N 414 9399 00 Shut off valve P/N 414 8722 00 Fuel line, valve to pump P/N 414 9314 00 (roll) Clamp, fuel line P/N 414 6557 00 MIKUNI CARBURETORS Snowmobile engines are operated under a wide range of conditions, from idling with the throttle valve remaining almost closed to the full load (the maximum output) with the throttle valve fully opened. In order to meet the requirements for the proper mixture ratio under these varying conditions, a low-speed fuel system (the pilot system) and a main fuel system (the main system) are provided in Mikuni VM and TM type carburetors. While this text covers the VM-type carb., the TM flat slide carb. functions the same. The circuits function the same and tuning a TM would be done in the same manner as the VM. 04-36 MIKUNI CARBURETOR (VM) Jet needle Trottle valve By-pass Starter plunger Air jet Air screw Float Pilot jet Needle valve Starter jet Ring Needle jet Main jet Fuel PRIMARY TYPE 04-37 A01C4DS Air Mixture BLEED TYPE TYPE SECTION 04 - ENGINE PREPARATION Pilot outlet SECTION 04 - ENGINE PREPARATION Starting Device (Enrichener) Instead of a choke, the enrichener system is used on some Mikuni carburetors. In the starter type, fuel and air for starting the engine are metered with entirely independent jets. The fuel metered in the starter jet is mixed with air and is broken into tiny particles inside the emulsion tube. The mixture then flows into the plunger area, mixes again with air coming from the air intake port for starting and is delivered to the engine in the optimum air/fuel ratio through the fuel discharge nozzle. The starter is opened and closed by means of the starter plunger. Since the starter type is constructed so as to utilize the negative pressure of the inlet pipe, it is important that the throttle valve be closed when starting the engine. technique of the driver, (4) the driver’s preference, etc. In addition, the maximum output, the maximum torque and the minimum number of revolutions for stable engine operation must also be taken into account. Too large an aperture Proper aperture Too small an aperture hp 1 2 A01C2OA 3 4 5 Revolutions per minute (RPM) Size of Mikuni Carburetors Mikuni VM-type carburetors come in various sizes, with the main bore ranging from 10 (.39 in) to 44 (1.73 in) (in even numbers for the most part.) The carburetor body is made of aluminum or zinc. A01C4EB 1. 2. 3. 4. 5. Plunger area Emulsion tube Inlet pipe Needle jet Float Selection of the Aperture of Carburetor One of the prerequisites for improving the output is to use a carburetor with as large an aperture as possible. However, a large aperture alone does not necessarily improve the output. As shown in the following illustration, it is true that a large aperture improves the power output in the high speed range. In the slow speed range, on the other hand, the output drops. The aperture of a carburetor is determined by various factors. These factors include (1) whether the vehicle is intended for racing, (2) the design of the engine, (3) driving 04-38 Carburetor Test Once the aperture of the carburetor is determined, a test to select the proper jet should be made. The size of the jet is determined by measuring the output in a bench or in a chassis dynamo test. For racing, it is best to determine the proper size of the jet on the racing track, because the following points must be taken into account: a. The altitude (atmospheric pressure), temperature and humidity of the race track. b. The operation of the engine based on the topography of the race track. SECTION 04 - ENGINE PREPARATION Checking and adjusting float system 1. Invert the carburetor and check the alignment between the float arm and the base of the carburetor. The float arm should be parallel to the base. 2. Bend the actuating tab as required to make the float arm parallel to the base. Be careful not to bend the float arm. NOTE: Incorrect float adjustment can prevent proper tuning of a carburetor. Always make sure the float is properly adjusted before attempting adjustment of the other fuel metering system. NOTE: Mikuni carburetors used on snowmobiles with fuel pumps require a smaller inlet needle valve (usually 1.5 or 2.0) than carburetors used in gravity feed applications (3.0). A 2 3 A00C02A TYPICAL 1. Contact tab 2. Float arm 3. Level surface A. Height (refer to table below) On TM 38, do not turn carburetor up side down. Measure float arm height when it just touches needle valve without moving it. Float arm height dimensions: LO HI 1 PARALLEL HIGH FLOAT SETTING WILL RESULT IN HARD STARTING - RICH RUNNING LOW FLOAT SETTING WILL RESULT IN HARD STARTING - LEAN RUNNING CARBURETOR MODEL FLOAT HEIGHT A ± 1 mm (± .040 in) VM 28 17.3 (.681) VM 30 VM 34 23.9 (.941) VM 38 VM 40 VM 44 18.1 (.713) VM 38 (Summit) VM 40 (Summit) 19.6 (.772) TM 38 22.0 (.866) NOTE: To adjust height A — bend the contact tab of float arm until the specified height is reached. Pilot/Air System A01C50A PRINCIPLES OF OPERATION The pilot/air system controls the fuel mixture between idle and approximately the 1/4 throttle position. As the throttle is opened wider for low speed operation, the pilot outlet cannot supply adequate fuel, and fuel then enters the carburetor bore from the bypass as well as the pilot outlet. The pilot/air system is tuned by first adjusting the air screw; then, if necessary, by replacing the pilot jet. 04-39 SECTION 04 - ENGINE PREPARATION Adjusting Air Screw 1 5 2 4 3 A01C4FA 1. 2. 3. 4. 5. Pilot bypass Pilot outlet Pilot jet Air intake Air screw NOTE: This procedure may be performed for single and dual carburetors. Never adjust screws more than 1/4 turn at a time. 1. Turn idle stop screw in until screw contacts throttle valve. Then turn idle stop screw in 2 additional turns. 2. Start and warm up engine. Adjust idle stop screw to 500 RPM above normal idle speed. See low-speed fuel system. 3. Turn air screw in or out using 1/4-turn increments until engine rpm peaks or reaches its maximum RPM. 4. Readjust idle stop screw to return engine to normal idle speed. See pages low speed fuel system. 5. Repeat Steps 3 and 4 until engine operates at normal idle speed and air screw is peaked. 6. When air screw is adjusted stop engine. Note the setting of air screw and turn it all the way in. If it takes less than 1 turn, the pilot jet is too small and a larger one must be installed. If it takes more than 2-1/2 turns to set air screw, the pilot jet is too large and must be replaced by a smaller one. 04-40 7. Turn the air screw left and right (between 1/4 and 1/2 turn) and select the position where the engine revolution reaches the maximum. Adjust the throttle stop screw to bring down the engine revolution to your target speed for idling. After this adjustment of the throttle stop screw is made, select once more the position where the engine revolution reaches the maximum, by turning the air screw left and right (between 1/4 and 1/2 alternately). At this point, attention should be paid to the following points. 1. If there is a certain range in the opening of the air screw where the fast engine revolution can be obtained (for instance, the number of revolutions does not change in the range of 1-1/2 to 2.0 turns), it would be better for acceleration to 1-1/2 turns. 2. To determinate the “fully closed” position of the air screw, turn the air screw slightly. Excessive tightening of the air screw would damage the seat. The position where the air screw comes to a stop should be considered the “fully closed” position. The maximum number of turns in the opening of the air screw must be limited to 3.0. If the air screw is opened over 3.0 turns, the spring will not work and the air screw can come off during operation of the vehicle. Replacing Pilot Jet 1 A01C4GA 1. Pilot jet SECTION 04 - ENGINE PREPARATION 2 3 Throttle valve opening (%) A01C4HA CHECKING AND SELECTING THROTTLE VALVE 1. Total amount of fuel flow 2. Main fuel system 3. Pilot fuel system Pilot jets are numbered from no. 15 (the smallest) to no. 80 (the largest). The number corresponds to fuel flow and not necessarily to drill size or through-hole diameter. After changing the pilot jet, check and adjust air screw as described above. NOTE: Since the pilot/air system provides some fuel up to wide open throttle, changes in this system will affect the throttle valve, jet needle/needle jet, and main jet metering systems. Throttle Valve Fuel flow Fuel flow 1 The throttle valve is cut away on the air inlet side to help control the fuel/air mixture at low and intermediate throttle settings. The size of cutaway also affects acceleration. Throttle valves are numbered from 0.5 to 4.5 in 0.5 increments based on the size of the cutaway. The most commonly used configurations are 1.5 to 3.5. The higher the number, the greater the cutaway and the larger the air flow. The throttle valve functions in about the same range as the pilot/air system. After the air screw is adjusted, it can be used to check the throttle valve selection. NOTE: Too lean of a slide cut-away can cause piston seizures during sudden throttle closures from large throttle settings. 2.0 2.5 3.0 PRINCIPLES OF OPERATION 1 A01C2WA 2 3 A01C2VA 5 15 25 50 75 Throttle valve opening (%) 100 1. Operate engine at low throttle settings, accelerating from idle to 1/4 throttle. 2. If engine bogs during acceleration, there is probably insufficient fuel. Turn in air screw about 1/4 turn at a time. If engine acceleration is improved, after adjusting air screw, the throttle valve cutaway needs to be decreased. 1. Throttle Valve 2. 3.0 3. 2.0 04-41 SECTION 04 - ENGINE PREPARATION 3. If engine runs rough or smokes excessively during acceleration, there is probably too much fuel. Turn out air screw 1/4 turn at a time. If engine operation is improved, the throttle valve cutaway needs to be increased. NOTE: Illustration above indicates fuel flow according to throttle valve size and the amount throttle valve is opened. 4. Increase or decrease throttle valve cutaway size in 0.5 steps. 5. Return air screw to its original setting and operate engine at low throttle settings. Accelerate engine from idle to 1/4 throttle; engine should accelerate smoothly. 6. As a final check, change the position of the air screw. If this does not significantly affect engine performance (as in steps 2 and 3), the throttle valve is correct. 7 6 1 5 2 4 Jet Needle PRINCIPLES OF OPERATION 3 2 3 4 A01C2XA 1. 2. 3. 4. 5. 6. 7. Fuel flow 4 A01C2YA 3 2 100 15 50 75 Throttle valve opening (%) The jet needle works with the needle jet to increase the amount of fuel as the throttle valve is raised. Although the jet needle and needle jet function in the 1/4 to 3/4 throttle range, they also affect the amount of fuel present at wide open throttle. When tuning the jet needle, also check main jet system operation. 04-42 E-ring Needle jet Fuel Air Metered here Jet needle Throttle valve The jet needle raises and lowers with the throttle valve which changes jet needle position in the needle jet. Because the jet needle is tapered from top to bottom, an increasing amount of fuel is delivered through the needle jet whenever the throttle valve is raised. Increased or decreased air flow, by the throttle valve position, regulates the amount of fuel through the needle jet and around the jet needle. The jet needle works on combination of length, taper, and E-ring position. Each jet needle has a number and letter series stamped on the body. SECTION 04 - ENGINE PREPARATION POSITIONING THE E-RING LEAN 1 2 4 3 5 Number stamped here 6 1 D Lean 2 RICH 3 4 7 5 Rich H A01C2ZA Example: 6DH7 6 - Basic length of needle. DH - A single letter would indicate a single taper of the needle, double letter a double taper, and three letters mean there is a triple taper. D - Amount of taper at top of needle. H - Amount of taper at bottom of needle. 7 - Material, type of coating and start of second taper on needle. NOTE: Letter designation of the jet needle indicates the angle of taper. Each letter (starting with A is 0.25° greater than preceeding letter. Example : D = 1°, E = 1-1/4°, F = 1-1/2°, G = 1-3/4°, and H = 2°. This applies to both single and double taper needles. At the top of the jet needle are five grooves numbered 1 through 5 from top to bottom. The number 3 or middle groove being the starting point for the E-ring. The E-ring position on any jet needle determines the rich or lean part throttle or midrange carburetor operation. Moving E-ring to position 1 or 2 lowers jet needle into needle jet and leans out the fuel/air mixture. Similarly, moving E-ring to position 4 or 5 raises jet needle in needle jet and enriches the fuel/air mixture. E-ring Washer A01C58A 1 to 5 = E-ring position 1. Check for a rich or lean setting by examining exhaust manifold. A very light brown or white color indicates a lean mixture. A very dark brown or black color indicates a rich mixture. The proper color is tan. 2. Move E-ring one groove at a time to correct the fuel/air mixture. 3. If proper operation is obtained at all but the 3/4 throttle setting after the main jet has been tuned, operation may be improved by changing the jet needle taper. Do not, however, change the jet needle until main jet and E-ring position have been thoroughly checked. 04-43 SECTION 04 - ENGINE PREPARATION 4. If the E-ring is in the number 5 position and operation is still lean, a needle jet with a larger orifice may be installed. This may be done only after thoroughly checking the main jet, jet needle, and E-ring positions. NOTE: Make sure washer is installed under E-ring on vehicles so equipped. Needle Jet 1 Fuel flow PRINCIPLES OF OPERATION 2 3 04-44 100 1 Q-0 P-8 P-6 P-4 P-2 2 O-8 The needle jet works in combination with the jet needle to meter the fuel flow in the mid range. Changes to the needle jet should be made only if the results of changing the jet needle position are unsatisfactory. In stock applications, except for specific calibration changes necessary at high altitudes, the needle jet should not be changed. Selection of the proper needle jet requires much care and experience. Decreasing the needle jet size can prevent the main jet from metering the proper amount of fuel at wide open throttle. 15 25 50 Throttle valve opening (%) O-8 A01C4IA Fuel flow increasing A01C4JA Increasing needle jet size A01C4KA Needle jets are stamped with an alphanumeric code. The letter indicates a major change in fuel flow. P-2, for example, indicates low flow; P-4, greater flow, and so on. The number indicates minor adjustments in fuel flow. The first diagram shows the relationship between the alphanumeric needle jet size number and fuel flow. SECTION 04 - ENGINE PREPARATION NOTE: Needle jets carrying the numbers 166, 159 or 169 in addition to the P-2 or P-4 and are not interchangeable. Be sure correct needles are used as specified for your snowmobile. TUNING THE MAIN JET SYSTEM +20-22 (%) +8-10 (%) +8-10 (%) +20-22 (%) Main Jet System Fuel flow PRINCIPLES OF OPERATION 1 2 5 A01C4LA 4 A01C30A 1. 2. 3. 4. 5. 3 Jet needle Metered here Fuel Air Needle jet The main jet system starts to function when the throttle is approximately 1/4 open. The mid range fuel is supplied by the main jet and regulated by the needle jet/jet needle combination. The main jet meters the fuel when the throttle is in the wide open position. The main jets are available in sizes from number 50 to number 840. The size number corresponds to flow and not necessarily to hole size. When experiencing erratic operation or overheating, check the main jet for dirt which can plug the orifice. 47.5 50 75 100 Throttle valve opening (%) Before operating the snowmobile, make sure all parts, including clutch and drive belt, are in good operating condition. 1. Operate snowmobile at wide open throttle for several minutes on a flat, well packed surface. Change main jet if snowmobile fails to achieve maximum RPM or labors at high RPM. 2. Continue to operate at wide open throttle and shut off ignition before releasing throttle. Examine exhaust manifold and spark plugs to determine if fuel/air mixture is too lean. NOTE: Do not change jet sizes by more than one increment (step) at a time. 3. If the exhaust manifold or spark plug insulator is dark brown or black, the fuel/air mixture is too rich. Decrease jet size. 4. If the exhaust manifold or spark plug insulator is very light in color, the fuel/air mixture is too lean. Increase jet size. 5. If you cannot determine the color, proceed as if fuel/air mixture were too lean and increase jet size. If operation improves, continue to increase jet size to obtain peak performance. If operation becomes worse, decrease jet size to obtain peak performance. 6. After proper main jet is selected, recheck jet needle and needle jet. 04-45 SECTION 04 - ENGINE PREPARATION Troubleshooting When the carburetor setting is not correct for the engine, various irregularities are noticed. These can be traced to two causes as a whole: 1. When the air/fuel mixture is too rich: a. The engine noise is full and intermittent. (“four stroking”) b. The condition grows worse when the enrichener is opened. c. The condition grows worse when the engine gets hot. d. Removal of the air cleaner will somewhat improve the condition. e. Exhaust gases are heavy. f. Spark plug is fouled. 2. When the air/fuel mixture is too lean: a. The engine overheats. b. The condition improves when the enrichener is opened. c. Acceleration is poor. d. Spark plug electrodes are melted. e. The revolution of the engine fluctuates and a lack of power is noticed. f. Piston seizure or scuffing occurs. Functional Range Effectiveness in Relation to Throttle Opening THROTTLE VALVE OPENING Full open 3/4 1/2 1/4 1/8 Closed Pilot jet and pilot air screw Trottle valve Needle jet Needle jet Main jet A01C2TS 04-46 SECTION 04 - ENGINE PREPARATION FUEL/OIL RATIO CHARTS 50/1 METRIC (S.I.) METRIC (S.I.) 25 500 mL of oil + 25 L of fuel = 50/1 20 15 10 Liters of fuel 5 Milliliters of oil needed 100 IMPERIAL 200 300 400 500 IMPERIAL 5 4 16 oz of oil + 5 Imp. gal of fuel = 50/1 Imp. gal of fuel 3 2 500 mL of oil + 5.5 Imp. gal of fuel = 50/1 Imp. oz of oil needed 1 4 UNITED STATES 6.5 8 16 12 UNITED STATES 5 4 13 mL of oil + 5 U.S. gal of fuel = 50/1 U.S. gal of fuel 3 2 500 mL of oil + 6.6 U.S. of fuel = 50/1 U.S. oz of oil needed 1 5 10 13 A00A1WJ 04-47 SECTION 04 - ENGINE PREPARATION 40/1 METRIC (S.I.) METRIC (S.I.) 20 500 mL of oil + 20 L of fuel = 40/1 15 10 Liters of fuel 5 Milliliters of oil needed 100 IMPERIAL IMPERIAL 250 300 400 500 8.8 16 oz of oil + 4.0 Imp. gal of fuel = 40/1 7 500 mL of oil + 4.8 Imp. gal of fuel = 40/1 5 6 4 3 Imp. gal of fuel 2 1 Imp. oz of oil needed 8 16 24 32 35.2 (1 liter) UNITED STATES UNITED STATES 10.2 8 16 mL of oil + 5.1 U.S. gal of fuel = 40/1 6 U.S. gal of fuel 500 mL of oil + 5.3 U.S. of fuel = 40/1 4.8 2 U.S. oz of oil needed 8 A00A2WJ 04-48 16 24 33.8 (1 liter) SECTION 04 - ENGINE PREPARATION 30/1 METRIC (S.I.) METRIC (S.I.) 30 500 mL of oil + 15 L of fuel = 30/1 25 20 15 10 IMPERIAL Liters of fuel 16 oz of oil + 3 Imp. gal of fuel = 30/1 5 Milliliters of oil needed 200 100 500 mL of oil + 3.3 Imp. gal of fuel = 30/1 700 550 900 (1 liter) IMPERIAL 6.6 5 Imp. gal of fuel 3 1 Imp. oz of oil needed 8 UNITED STATES 16 27 32 35.2 (1 liter) UNITED STATES 7.7 13 mL of oil + 3 U.S. gal of fuel = 30/1 5 U.S. gal of fuel 500 mL of oil + 4 U.S. of fuel = 30/1 3 1 U.S. oz of oil needed 8 13 22 30 33.8 (1 liter) A00A2XJ 04-49 SECTION 04 - ENGINE PREPARATION 25/1 METRIC (S.I.) METRIC (S.I.) 25 500 mL of oil + 12.5 L of fuel = 25/1 20 15 12.5 10 Liters of fuel 5 Milliliters of oil needed IMPERIAL 300 100 16 oz of oil + 2.5 Imp. gal of fuel = 25/1 700 500 900 (1 liter) IMPERIAL 5.5 4.5 500 mL of oil + 2.7 Imp. gal of fuel = 25/1 3.5 Imp. gal of fuel 2.5 1.5 Imp. oz of oil needed .5 8 16 24 32 35.2 (1 liter) UNITED STATES 6.4 UNITED STATES 5 4 15 mL of oil + 2.8 U.S. gal of fuel = 25/1 2.8 U.S. gal of fuel 500 mL of oil + 3.2 U.S. of fuel = 25/1 2 1 U.S. oz of oil needed 8 A00A2YJ 04-50 15 24 33.8 (1 liter) SECTION 04 - ENGINE PREPARATION 20/1 METRIC (S.I.) METRIC (S.I.) 20 500 mL of oil + 10 L of fuel = 20/1 15 10 Liters of fuel 5 Milliliters of oil needed 300 100 700 500 900 (1 liter) IMPERIAL IMPERIAL 16 oz of oil + 2 Imp. gal of fuel = 20/1 5 4.4 3 500 mL of oil + 2.2 Imp. gal of fuel = 20/1 Imp. gal of fuel 2 1 Imp. oz of oil needed 8 16 24 32 35.2 (1 liter) UNITED STATES UNITED STATES 5.1 4 16 mL of oil + 2.4 U.S. gal of fuel = 20/1 U.S. gal of fuel 500 mL of oil + 3.2 U.S. of fuel = 20/1 3 2.4 1 U.S. oz of oil needed 8 16 24 33.8 (1 liter) A00A2YJ 04-51 SECTION 04 - ENGINE PREPARATION H.A.C. HIGH ALTITUDE COMPENSATOR Theory The high altitude compensator is a mechanical device designed to vary the pressure in the float bowl chamber relative to air density. Air density is affected by variations in elevation and air temperature. As the elevation goes up from sea level, the air density decreases and as temperatures increase air density also decreases. When going down in elevation, air density increases and as temperatures get lower, air density also increases. The H.A.C. increases or decreases the amount of air pressure in the float bowl, thus changing the fuel flow into the carburetor venturi. The unit is connected to the carburetor via several passages, which control the atmospheric pressure in the float bowl chamber. As a snowmobile goes up in altitude without a H.A.C., the air density decreases, but the same amount of fuel is delivered to the engine. The amount of oxygen available to the engine is lower, so we have a vehicle that runs rich. The H.A.C. is designed to lower the pressure in the float bowl chamber at higher altitudes and increase the pressure at lower elevations. The unit is lightweight and requires no battery or separate control device. The fuel delivery rate of the carburetor depends on the jet sizes and on the pressure acting on the fuel. This pressure results from the pressure difference between float chamber and fuel exit in the carburetor venturi (needle jet). Pressure increase in the float chamber leads to richer mixture, pressure decrease to leaner mixture. This effect is utilized in the Automatic High Altitude Compensator (H.A.C.). The necessary pressure reduction in the float chamber for mixture leaning is taken from the venturi depression. This low pressure is guided via connection 1 into a pressure attenuator consisting of the variable jets D1 and D2. By the air flow through the jets D1 and D2 the pressure is reduced to a certain ratio and fed into the float chamber via connection 2. The connection 3 leads to the atmosphere via a vent tube. The air in the sealed diaphragm chamber 6 expands more or less, depending on the air density and displaces via a diaphragm 7 the profiled corrector needle 8 in the jet bores D1 and D2. 04-52 With decreasing air density the jet passage area of D2 increases and the jet passage area of D1 decreases. In consequence the pressure in the carburetor float chamber decreases and the fuel / air mixture gets leaner. The sealed chamber 6 is filled with dry air. Moisture in the chamber can cause freezing which would lead to an incorrect mixture. For this reason, no adjustments to the H.A.C. are recommended. The screw 5 is sealed and should not be tampered with. If the H.A.C. is out of adjustment, damaged or tampered with, a new H.A.C. unit should be installed. Application The carburetors must be adapted for use with the H.A.C. There must be a connection to provide venturi pressure and the air jet main opening is plugged. A small hole is drilled into the top of the air jet passageway. 1994 models use much richer carburetor jets because the H.A.C. is providing reduced float bowl pressures (thus leaner mixtures) at all temperatures and altitudes. Example 583 H.A.C. SUMMIT 583 STX Main jet 490/490 340/350 Needle jet 480 Q-4 480 P-6 75 35 Pilot jet The vent tube on connection 3 is routed to the atmosphere below the carburetors. This is to help prevent snowdust ingestion, and provides a drain for any excess fuel in the system from a machine tip over. The system is very sensative to air screw adjustments. 1/8 turn will have a large effect on low speed tuning. The system responds to other tuning changes (main jet) similar to a non H.A.C. carburetor. The only adjustments required on the Summit may be an idle speed reduction for lower elevations. SECTION 04 - ENGINE PREPARATION Hose lengths from the carburetor to H.A.C. should not be altered. Shorter hoses will not affect the calibration significantly, but care must be used to avoid kinking of the hoses. Too long of a hose will cause a rich condition, because of reduced signal strength. While the H.A.C. units are identical between the 583 and 467, on the ’94 models, different hose routings are used because the 34 mm carburetors have 90° fittings for the vent tubes, while the 38 mm carburetors exit straight out. Troubleshooting SYMPTOM POSSIBLE CAUSE Lean Mixture 1. Plugged hole in air jet inlet 2. H.A.C. frozen Rich Mixture 1. H.A.C. connection to atmosphere is plugged 2. Leakage in H.A.C. to carburetor tube 3. Leak in H.A.C. sealed chamber 4. H.A.C. frozen 04-53 SECTION 04 - ENGINE PREPARATION 1 3 2 8 1 02 2 3 01 7 4 5 A06I0GS 04-54 6 SECTION 04 - ENGINE PREPARATION HAC Operation Circuit 18 VACUUM HOSE FROM VENTURI INLET AIR BOX 1 19 20 2 6 17 3 7 16 8 4 9 5 15 10 14 12 13 11 VACUUM HOSE FROM THE HAC CONNECTED TO CARBURETOR TO WHAT IS USUALLY CONSIDERED AS ”AIR VENTS” A01C32S 1.Carburetor vacuum hoses manifold 2.Choke jets manifold 3.Vacuum generated by the engine induction 4.Idle air by-pass (very small hole) 5.Hac venturi vacuum inlet from needle jet diffuser 6.Throttle slide 7.Jet needle 8.Needle jet 9.Pressured room controlled by hac 10. Main jet 11. Float bowl fuel 12. Carburetor float bowl 13. Sealed room plug 14. Sealed room 15. Diaphragm 16. Diaphragm return spring 17. Atmospheric pressured room 18. Atmospheric pressure 19. Vacuum jet needle (attached to diaphragm base) 20. Vacuum choke jet 04-55 SECTION 04 - ENGINE PREPARATION IGNITION SYSTEMS, SPARK PLUGS Two-stroke engines in snowmobiles rely on an electric spark to initiate combustion of the fuel/air charge which has been inducted into the cylinder. For the engine to operate efficiently, the spark must be delivered at precisely the right moment in relation to the position of the piston in the cylinder and the rotational speed of the crankshaft. Additionally, the spark must be of sufficient intensity to fire the fuel mixture, even at high compression pressure and high RPM. It is the function of the ignition system to generate this voltage and provide it to the spark plug at the correct time. The Nippondenso capacitor discharge ignition (CDI) system has magnets located on the crankshaft flywheel. AC voltage is induced in the generating coil(s) as the poles of the magnets rotate past the poles of the coils. Timing is controlled by a trigger coil or the position of the coil poles relative to the magnet poles, which are directly related to piston position. The CD (or amplifier) box contains the electronic circuitry to store and control the initial voltage and deliver it to the ignition coil (and then the spark plug) at the correct moment. The ignition coil is a transformer that steps up the relatively low voltage, 150-300 V, of the generating coil to the 20,400 – 40,000 volts necessary to jump the spark plug gap and initiate the burning of the fuel/air mixture in the combustion chamber. Maximum power from a given engine configuration is produced when peak combustion chamber pressure (about 750 P.S.I.) takes place at about 15° of crankshaft rotation A.T.D.C. Normal combustion is the controlled burning of the air/fuel mixture in the cylinder. The flame is initiated at the spark plug and spreads to the unburned mixture at the edges of the cylinder. This flame front travels through the cylinder at about 100 feet per second. In order to achieve maximum pressure at about 15° A.T.D.C., the spark must occur about 15° before T.D.C. Complete combustion will finish at about 35° A.T.D.C. The actual amount of spark advance B.T.D.C. is dependent upon bore size, combustion chamber shape, operating RPM, mixture turbulence and the actual flame speed. 04-56 Flame speed is directly proportional to piston speed in an almost linear fashion. Though it is not completely understood why this relationship exists, it is thought to be related to intake speed and mixture turbulence. Hence, flame speed increases as RPM increases. It also increases as the air/ fuel ratio becomes leaner. Because the flame speed is slower at lower RPM’s, more advance at low RPM is necessary for maximum performance. Advancing the spark too much B.T.D.C. for the needs of the engine will cause the engine to go into detonation. The optimum ignition would then have timing significantly advanced at lower RPM, but would retard the timing at higher RPM to keep the engine out of detonation. Generally, as the ignition timing is advanced, the low end mid range power will be improved and the peak power will be moved to a lower RPM. Retarding the timing will generally reduce low and mid range power but may allow jetting to be leaner and increase peak power. Peak power will be moved to a higher RPM. These are generalizations and ignition timing must be optimized depending on engine design, RPM range and operating conditions. Ignition advance on Rotax engines is measured by a linear distance of piston travel B.T.D.C. A dimension taken through a straight spark plug hole in the center of the head is a direct measurement. A dimension through an angled plug hole on one side of the head is an indirect measurement. A direct measurement can be converted to degrees of crankshaft rotation by the appropriate formulas. Initial ignition timing procedures can be found in the Shop Manual for the particular model being worked on. Starting with most 1990 Ski-Doo models, a Nippondenso CDI system with only one generating coil was introduced. This system is identified by having only two wires running from the stator plate to the CD box. Ignition Timing Direct Measurements v.s. Crankshaft Angle 2 2 2 P +P –L cos A = – -------------------------------------2PR 2 T = L + R ( 1 – cos A ) – L – ( R sin A ) 2 SECTION 04 - ENGINE PREPARATION where: A = ignition advance in degrees of crankshaft rotation T = ignition advance in millimeters B.T.D.C. R = engine stroke divided by 2 (mm) L = connecting rod lenght (mm) P=R+L-T Tachometer Selection A different tachometer type is needed for different ignition types. The number of poles on the stator and flywheel determine the number of pulses generated per revolution. The tach must be matched to the ignition type. Two types of tachometers are used on Ski-doo models. Tachometers with no labeling are usually 4 pulse tachometers. 6 pulse tachometers are usually labeled as such on the dial face. 4 PULSE TACHOMETERS Bosch breaker points Bosch CDI polar fire, ’72-’78 Bosch CDI racing, ’79-’82 ND dual and single generating coil, 4 pole, ’81-’95 ND 4 pole racing A01C4SA DIRECT MEASUREMENT B.T.D.C. Starting with most 1993 Ski-Doo models, a different version of Nippondenso CDI system is being used. This system has 12 magnets on the flywheel and 12 poles or ends on the startor plate. This is referred to as a 6 pole system. Power for spark ignition is produced by generating coils and power for the lighting system is produced by the lighting coils. Ignition timing is controlled by the position of a trigger coil which is mounted on the outside of the flywheel. A trigger coil is a small pick-up coil that sends a signal to the CD box when a protrusion on the flywheel passes by the trigger coil. Moving the trigger coil opposite to the direction of crankshaft rotation will advance the ignition timing. This ignition system has quite a bit of advance built into the timing curve. See the accompanying graph to see the exact curve. All engines using this ignition have the same timing curve but the initial setting will vary depending on engine type. The 779 three cylinder uses a slightly different version of this ignition. The generating coils are wired to produce a high speed and a low speed generating coil circuit. The timing curve is the same as the two cylinder version. (ND = Nippondenso) 6 PULSE TACHOMETERS Bosch 6 pole CDI, 77-80 Blizzard Ducati CDI 170 and 240 watt, ’92 and newer ND 12 pole CDI 220 watt, ’93 and newer 04-57 SECTION 04 - ENGINE PREPARATION ENGINE TYPE STROKE mm (in) LENGTH mm (in) 253 61 (2.402) 115 (4.527) 377 61 (2.402) 115 (4.527) 447 61 (2.402) 115 (4.527) 247 (fan cooled) 66 (2.598) 132 (5.196) 640 (fan cooled) 70 (2.756) 132 (5.196) 670 132 (5.196) 70 (2.756) The longer the heat path between the electrode tip to the plug shell, the higher the spark plug operating temperature will be — and inversely, the shorter the heat path, the lower the operating temperature will be. 1 277 66 (2.598) 120 (4.724) 354 61 (2.402) 120 (4.724) 454 61 (2.402) 120 (4.724) 462 61 (2.402) 120 (4.724) 464 61 (2.402) 120 (4.724) 467 61 (2.402) 120 (4.724) 494 66 (2.598) 125 (4.921) 503 (fan cooled) 61 (2.402) 120 (4.724) 532 64 (2.520) 125 (4.921) 534 64 (2.520) 125 (4.921) 536 64 (2.520) 125 (4.921) 537 64 (2.520) 125 (4.921) 582 64 (2.520) 125 (4.921) 467 61 (2.402) 120 (4.724) 599 61 (2.402) 120 (4.724) 643 68 (2.677) 125 (4.921) 779 68 (2.677) 125 (4.921) 699 61 (2.402) 120 (4.724) 809 68 (2.677) 125 (4.921) Spark Plug Heat Range Spark plug heat ranges are selected by measuring actual combustion chamber temperatures. A colder spark plug, one that dissipates heat more rapidly, is often required when engines are modified to produce more horsepower. The proper operating temperature or heat range of the spark plugs is determined by the spark plug’s ability to dissipate the heat generated by combustion. 04-58 2 A00E09A 1. Cold 2. Hot A “cold” type plug has a relatively short insulator nose and transfers heat very rapidly into the cylinder head. Such a plug is used in heavy duty or continuous high speed operation to avoid overheating. The “hot” type plug has a longer insulator nose and transfers heat more slowly away from its firing end. It runs hotter and burns off combustion deposits which might tend to foul the plug during prolonged idle or low speed operation. Generally speaking, if you have increased horsepower by 10-15%, you will have to change to the next colder heat range spark plug. Most Ski-Doo’s are equipped stock with NGK BR9ES spark plugs.These are resistor-type plugs which help reduce radio frequency interference. In racing applications, the resistor feature is not required. The typical spark plug used in a modified Formula engine is an NGK B10ES or B10EV. SECTION 04 - ENGINE PREPARATION Design Symbols Used on NGK Spark Plugs First letter prefix for thread and hexagon size Second and third letter prefix for construction feature, except single prefix Letter Thread size Hexagon size Letter A 18 mm 25.4 mm B Construction feature Heat rating number 2 Hotter type First letter suffix for thread: reach Second letter suffix for construction feature, etc. Letter Thread reach Letter Construction feature, etc. 12.0 mm (thread dia. 18 mm) A B 9.5 mm (thread dia. 14 mm) C G 22.5 mm (thread dia. PF 1/2 in14 mm) GV -Specials -Special plug for Honda vehicles -Competition type -Racing plugs, center electrode of nickel alloy -Racing plugs, center electrode of precious metal -Racing plugs, nickel electrode -Racing plugs, platinum ground electrode -Shielded resistor plugs -Copper core center electrode (Super) -Center electrode of precious metal -Tungsten electrode -Series gap plugs -V-Grooved center electrode Hexagon size 20.6 mm 4 B 14 mm 20.6 mm C Hexagon size 16.0 mm C 10 mm 16.0 mm G Hexagon size 23.8 mm D 12 mm 18.0 mm L Compact type (SHORTY) F 7/8 in-18 23.8 mm M Compact type (BANTAM) 7 G PF 1/2 in-14 23.8 mm P Projected ineulator nose type 8 R Resistor type S Shielded type U Surface discharge type 5 None 6 Ordinary plug 16.0 mm (thread dia. 7/8 in-18mm) (85) L 11.2 mm H 12.7 mm (racing type 18.0 mm) (95) E 19.0 mm (racing type 18.0 mm) F Conical seat type (105) Racing plugs A -F B-F BM - F BE - F 11 12 13 Coder type 14 ( ( *Standard regulation is drawn here. There also exist a few extraordinary symbole. B P 6 E P R S 9 10 N V W X Y 10.9 MM 11.2 MM 7.8 MM 17.5 MM Multiple ground electrodes type K 2 T 3 M 2 Q 4 Others Expect for above letters, there are special plugs of J, L, Z, etc Wide gap type (mm) S 11 A01E1GS 04-59 SECTION 04 - ENGINE PREPARATION STOCK CLASS PREPARATION NOTE: Any machining and/or grinding is illegal in stock class racing. Keep your machine legal ! 1. Remove and disassemble the engine according to correct Shop Manual procedures. 2. With the crankshaft resting in the lower half of the crankcase, set up a dial indicator and check the run out of the crankshaft at both ends. You should see no more than 0.05 mm (0.002 in) run out. If you have the capability, adjust the crankshaft as close to perfect as possible. 2 1 5. Check piston to cylinder clearances, ring end gap, cylinder taper and out-of round. 6. Assemble the engine using the correct sealants where needed. Rotary valve timing should be set with the closing edge as close to specs as possible or slightly higher. NOTE: Refer to chart page. 7. The engine should be pressure-tested for air leaks. It should hold 6 PSI for 6 minutes with no more than a 1 PSI/min. Ioss. 8. Lube the rewind and inspect the rope for frays or cuts. 9. Oval racing must use taillight, brake light element on continuously (jumper from taillight wire terminal to brake light terminal on taillight assembly), regulator, tachometer, and temperature gauge. 10. Adjust ignition timing to the advanced limits. (.010” advance from spec.) 1995 AND 1996 IGNITION TIMING (BTDC) @ 6000 RPM 454 1.48 mm (.058 in) 1. Measure behind the key 2. Measure at 6 mm (1/4 in) from edge 467 2.08 mm (.082 in) 3. Set your cylinder base gaskets and cylinders on the upper half of the crankcase, and lightly torque the cylinders to the half. Be sure to install exhaust manifold on the cylinders before tightening them to the upper crankcase half to ensure the same position of the cylinders on final assembly. Check the match of the gaskets and cylinders to the base ; match them perfectly with a die grinder in the areas of transfer port passages. Also check for any over lap of the exhaust manifold gaskets where the exhaust manifold joins the cylinders. Before reassembling make sure that parts are free of any dust or particles. 4. Check ports alignment between the cylinder casting and the sleeve. If the sleeve is off in one direction on all ports, heat the cylinder in the oven at 350°F for 45 minutes. Drop a rag that has been soaked in ice water into the sleeve, and quickly align the sleeve with the cylinder casting. Apply constant pressure to the top of the sleeve while letting the sleeve and cylinder cool down at room temperature. 582 2.18 mm (.086 in) 583 1.75 mm (.069 in) 670 1.93 mm (.076 in) 779 2.11 mm (.083 in) 599 2.18 mm (.086 in) 494 1.81 mm (.071 in) 699 2.08 mm (0.82 in) 809 2.11 mm (0.83 in) A01C0RB 04-60 11. Synchronize carburetors so that they open precisely together and ensure that the cut aways of the slides clear the inlet bores of the carburetors. After carb adjustment, adjust oil injection pump. SECTION 04 - ENGINE PREPARATION 12. On RAVE valve-equipped engines, check for free movement of the RAVE valve mechanism. Check the passageways between valve piston and exhaust port for any carbon buildup. Adjust RAVE preload. It is better to have the valve open a little earlier than later. 13. Use non resistor spark plugs — B9ES, B9EV, B10ES, B10EV of heat range required. 14. Use premium fuel 93 octane. NOTE: Pump fuels can be oxygenated or contain alcohol. Have your fuel tested prior to the race. Do not use fuel de-icers. 15. Tie wrap ignition wire connectors together. 16. Adjust carburetors for atmospheric conditions. (See carburetion section.) 17. Break in a new engine before racing it. Performance can be gained by getting some run time on the engine. Ten hours of break-in is recommended. 2. Porting When porting cylinders, remove any burrs, rough spots or irregularities you may find in passages or port windows, but do not alter the outlet angle of any transfer ports. The ports and their passages should be left smooth and clean. The only port worth spending time polishing is the exhaust port. If you are changing any port dimensions, be sure to chamfer all edges of the port windows when you are finished. Notes Regarding Engine Modification 1. Tunnel porting This procedure refers to the grinding out of the crankcase from the rotary valve inlet towards the transfer ports at the cylinder base. The effort here streamlines the flow from the rotary valve inlet to the cylinders. This modification benefits engines running at high RPM (8000 and up). When installing larger carburetors, opening of the rotary valve cover and the crankcase openings may also be included in a tunnel porting job to match the new carburetor bore. When installing carburetors larger than 42 mm, however, do not enlarge the opening at the valve side of the cover beyond 42 mm. Taper the opening smoothly from the carburetor flange down to 42 mm on the disc valve side. The opening in the crankcase should match it at 42 mm and “trumpet” out towards the transfer ports. Tunnel porting should be done only by accomplished engine modifiers. 04-61 SECTION 04 - ENGINE PREPARATION TABLEAU MIKUNI M IKUN I C A R B UR E T O R C A LIB R A T IO N B O M B A R D IE R M O D E LS 19 9 7 AAAAAAAA AAAAAAAA AAAAAAAA AA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAA A AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA A AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA A AAAA AAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAA AA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA A AAAA AAAAAA AA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA A AAAA AAAAAAAA AAAAAAAA AAAAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA AAAA AAAA A AAAA A ENGINE BOM BARDIER M ODEL MAAAA .J. AAAAAA J.N. C.A. V.S. AAAA AAAAAAAA AAAAAA AA #AAAA AAAA AAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAA AAAA AAAAAAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAAA AAAACARBURETOR AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAAA AAAAAAAA AAAA AAAAR.P.M AAAAAAAA AAAA.AAAA AAAA AAAA AAAA AAAAAAAA AAAA AAAAAAAA AAAAAAA AAAA AAAAAAA AAA AAAAP.J. AAAAAAA AAAAA.S. AAAAAAAA AAAA AAAA AAAAAA AA AAAAAAAA AAAAN.J. AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAA AAAAFLOAT AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAA A AAAA A AAAA A IDLE A S.J. A STATUS AAAA AAAA AAAA AAAA AAAA AAAA A AAAA AAAAA AAAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA A AAAA AAAA A AAA A AAAAAAAA A AAAAAAAA A AAAA A AAAA A AAAA AAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAA AAAAAAAAAAAAAAA AAAAAAA AAAAAAAA AAAAAA AAAAAAAAAAAAAAAA AAAAAA AAAAAAAAAAAAAAAA AAAAAAAAAAAAAA AAAAAAAA AA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AA AAAAAAAA AAA AAAAAAAA AAA AAAAAAAA AAAA±1/ AAAAAAAA AA AAAAAAAA AA AAAA A AAAA A ±0.2 A AAAA A AAAA AAAA AAAAAAAA AA AAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAA AAAAAAAA AAAA AAAA ±200 AAAAAAAA AAAA AAAA AA AAAA AAAAAAAA AAAAAAA AAAA AAAAAAA AAA AAAA AAA AAAA AAAA 16 AAAA AAAA AA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AA AAAA LEVEL AAAAAAAA AAAA ±1 AAAAAAAA AAAA AAAAAAAA AAAA A AAA AAAA A A AAAA AAAA AA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AA AAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAA A AAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAA A AAAA AAAAAAAA AAAAAAAA AAAA AAAAAA AA AAAAAAAA AAAAAAAAAAA AAA AAA AAAAAAA AAAAAAAA AAAA AAAAAA AA AAAAAAAAAAAA A AAAA AAAAAA AA AAAAAAAAAAAA A AAAA AAAAAAAA AAAAAAAAAA AAAAAAAA AAAA AAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAA 277 377 403-1223 403-1272 443 403-1302 403-1303 403-1235 443 454 454 494 494 494 503 503 583 583 583 583 403-1307 403-1308 403-1333 403-1334 403-1300 403-1301 403-1282 403-1283 403-1309 403-1310 403-1274 403-1275 403-1276 403-1304 403-1305 403-1296 403-1297 403-1319 403-1320 403-1311 403-1312 599 403-1286 670 403-1313 403-1314 403-1315 403-1316 403-1289 403-1290 403-1291 670 699 699 809 403-1292 403-1295 Tundra II LT Skandic 380, Formula S Touring E, Touring E LT M XZ 440 F Touring LE MX Z Formula G Formula 500 Formula 500 DELUXE Grand Touring 500 Summit 500 Skandic 500/ Touring SLE Formula SL Skandic WT, Super WT Formula 583 Grand Touring 583 Formula Z M XZ 583 Summit 583 Formula III Formula III LT M XZ 670 Summit 670 Grand Touring SE M ach 1 M ach Z, M ach Z LT V = VITON TYPE [ x.xx ] = FINE THREAD ( 20° , 0.5 mm PITCH ) Co lo r Identificatio n : M A G: Red, P TO : B lue 04-62 VM 34-443 VM 30-190 PTO/M AG 1.3 1.3 1200 1650 190 140 VM 34-479 PTO VM 34-480 M AG VM 34- 467 PTO, M AG 1.5 1.5 1.6 1.6 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 2.0 2.0 1.5 1.5 1.3 2.0 2.0 2.0 2.0 2.0 2.0 2.3 2.3 1.2 1.2 1.2 2.1 2.1 2.3 2.3 1.4 1.4 1.4 1.4 1.4 1.4 1.3 1.3 1.3 1650 1650 1650 1650 1700 1700 1700 1700 1800 1800 1800 1800 1800 1800 1650 1650 1650 1800 1800 1800 1800 1800 1800 1900 1900 1900 1900 1900 1700 1700 1900 1900 1800 1800 1800 1800 1800 1800 1800 1800 1800 205 6DH2-3 195 6DH2-3 180 6DH2-3 180 6DH2-3 240 6FJ43-2 6FJ43-2 210 260 6FJ43-2 6FJ43-2 250 310 6FEY1- 3 290 6FEY1- 3 6FEY1- 3 330 6FEY1- 3 310 400 6FEY1- 3 380 6FEY1- 3 180 6DH2-3 170 6DH2-3 220 6DH8-4 280 6BGY15-4 270 6BGY15-4 280 7ECY1-3 260 7ECY1-3 280 7ECY1-3 260 7ECY1-3 340 6BGY15-4 330 6BGY15-4 330 6DEY4-3 330 6DEY4-3 330 6DEY4-3 300 7EDY1-3 270 7EDY1-3 380 7DPI1-3 370 7DPI1-3 350 6DEY2-4 350 6DEY2-4 350 6DEY2-4 350 6DEY2-4 350 6DEY2-4 350 6DEY2-4 380 8AGY1-41-3 380 8AGY1-41-3 380 8AGY1-41-3 VM 34-492 VM 34-493 VM 34-498 VM 34-499 VM 38-345 VM 38-346 VM 38-347 VM 38-348 VM 38-363 VM 38-364 VM 34-481 VM 34-482 VM 32-269 VM 38-349 VM 38-350 VM 40-88 VM 40-89 VM 40-92 VM 40-93 VM 38-365 VM 38-366 PTO M AG PTO M AG PTO M AG PTO M AG HAC PTO HAC M AG PTO M AG PTO M AG PTO M AG PTO M AG HAC PTO HAC M AG VM 36-176 VM 40-94 VM 40-95 VM 40-90 VM 40-91 VM 38-372 VM 38-373 VM 38-356 TM 38-C159 PTO M AG HAC PTO HAC M AG PTO, M AG CENTER 6DH4-2 6DP9-3 2.5 2.5 40 40 1.0 1.25 1.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 3.0 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 35 35 40 40 40 40 45 45 50 50 50 50 75 75 40 40 25 50 50 60 60 60 60 75 75 50 50 50 60 60 75 75 50 50 50 50 50 50 50 50 50 [1.5] [1.5] [2.25] [2.25] [0.5] [0.5] [1.00] [1.00] [1.5] [1.5] [1.125] [1.125] [2.0] [2.0] [1.875] [1.875] [2.25] [2.25] [2.25] [2.0] [2.0] [2.0] [2.0] [2.25] [2.25] [1.5] [1.5] [1.5] [2.25] [2.25] [2.25] [2.25] [2.25] [2.25] [2.25] [2.25] [2.25] [2.25] [4.0] [4.0] [4.0] 1.5 1.5 1.5 1.5 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5 1.5 1.5 1.5 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) 1.5(V) O-8 (159) P-0 (159) N/A 1.2 23.9 23.9 FINAL FINAL P-0 (159) P-0 (159) P-1 (159) P-1 (159) P-8 (159) P-8 (159) P-8 (159) P-8 (159) P-3 (480) P-3 (480) P-4 (480) P-4 (480) Q-0 (480) Q-0 (480) P-0 (159) P-0 (159) O-0 (159) Q-6 (480) Q-6 (480) AA-2 (224) AA-2 (224) 1.2 1.2 1.2 1.2 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 1.5 1.5 1.5 N/A N/A N/A N/A 23.9 23.9 23.9 23.9 23.9 23.9 23.9 23.9 18.1 18.1 18.1 18.1 18.1 18.1 23.9 23.9 23.9 18.1 18.1 18.1 18.1 FINAL FINAL FINAL FINAL FINAL FINAL FINAL FINAL FINAL FINAL FINAL FINAL FINAL FINAL FINAL FINAL N/A FINAL FINAL FINAL FINAL AA-2 (224) AA-2 (224) Q-6 (480) Q-6 (480) P-0 (286) P-0 (286) N/A N/A N/A N/A 1.6 1.6 18.1 18.1 18.1 18.1 18.1 18.1 FINAL FINAL FINAL FINAL FINAL FINAL P-0 (286) AA-2 (224) AA-2 (224) AA-4 (224) AA-4 (224) P-7 (480) 1.6 N/A N/A N/A N/A N/A 18.1 18.1 18.1 18.1 18.1 18.1 FINAL FINAL FINAL FINAL FINAL FINAL P-7 (480) P-7 (480) P-7 (480) P-7 (480) P-7 (480) O-4 (327) O-4 (327) O-4 (327) N/A N/A 1.5 1.5 1.5 1.6 1.6 1.6 18.1 18.1 18.1 18.1 18.1 20.0 20.0 20.0 FINAL FINAL FINAL FINAL FINAL FINAL FINAL FINAL Section 05 - TRANSMISSION SYSTEM TABLE OF CONTENTS BASIC FUNCTIONS OF THE SYSTEM.............................................. 05-2 EFFECTS OF THE DRIVE PULLEY LEVER ARM, ROLLER AND ROLLER PIN WEIGHT ............................................................... 05-3 EFFECTS OF THE RAMP PROFILE ON THE SHIFT FORCE.............. 05-9 EFFECTS OF THE DRIVE PULLEY SPRING ...................................... 05-15 EFFECTS OF THE DRIVEN PULLEY SPRING.................................... 05-22 EFFECTS OF THE DRIVEN PULLEY CAM......................................... 05-23 BALANCING OF PULLEYS ................................................................ 05-26 DRIVE BELTS...................................................................................... 05-27 CHAINCASE GEARING...................................................................... 05-30 TRANSMISSION CALIBRATION PROCEDURE ................................ 05-41 05-1 SECTION 05 - TRANSMISSION SYSTEM BASIC FUNCTIONS OF THE SYSTEM The TRA Clutch We call it “a clutch” but that set of pulleys is a lot more than simply a clutch. Once the system reaches its low ratio speed, the clutch function ends and the pulleys become a completely automatic transmission searching for the highest gear ratio that can be pulled at the engine’s given output. In the case of our TRA clutch, the pulleys will begin shifting from a 3.8:1 ratio in low gear to a .8:1 overdrive ratio in high gear. That is a lot of ratio change. A typical six-speed motorcycle gearbox, for instance, will change from a 2.38:1 ratio in low gear to a .96:1 overdrive ratio in high gear. The ratio changing is done by opening and closing a drive and driven pulley and forcing a fixed length drive belt to turn around different diameters on each pulley. The force used to “close” the engine or drive pulley is centrifugal force. As a radial force, the centrifugal force must be converted to an axial force which can be controlled and used to move the sliding half of the drive pulley. It is the job of the ramps, rollers and lever arms to convert and control the centrifugal force. Centrifugal force is simply the outward acceleration of a body swung around an axis. Mathematically, centrifugal force in pounds is equal to: WV2 gR where: W = weight in pounds V = linear velocity in ft per second g = acceleration of gravity (32. 1 74 ft/sec.2) R = radius of the center of mass from the axis of rotation measured in feet This formula can be converted for easier application in our use to F = (.00034084) WRN2 where: F = centrifugal force in pounds W = weight in pounds R = radius the weight rotates at in feet N = RPM 05-2 As the formula illustrates, we can control the size of the centrifugal force by varying the size of the weight we are rotating and by varying the radius of the circle we rotate the weight around. The largest influence on the force, however, is the rotational speed because the force increases with the square of this speed. This is important to realize when one begins working with high RPM competition engines. Use and control of this centrifugal force is discussed in the following sections. Each engine will produce its minimum horsepower at a particular RPM. Power will decrease at engine speeds on either side of the peak power RPM. The usable width of the power band will dictate where the clutch must be calibrated to keep the engine performing at its peak. In the power curve the mildly-tuned engine has its peak horsepower of 64 at 5800 RPM and has a usable power band width of 1500 RPM. The race tuned engine produces its peak of 92 horsepower at 9300 RPM, but only has a usable power band width of 400 RPM. The race engine will have to have a much more accurately calibrated clutch to be able to keep the engine running within a 400 RPM range compared to the 1500 RPM wide range of the mildly-tuned engine. The goal of clutch calibration is to keep the engine, at full throttle at its peak horsepower RPM and, at the same time, to select the highest possible gear ratio as dictated by the load on the drive axle. The speed diagram illustrates what the goal of good clutch calibration is. In the speed diagram, the inclined line labelled “low ratio” indicates the vehicle speed at each RPM when locked into the 3.8:1, “low gear” ratio. At 8000 RPM, the vehicle speed would be just under 20 MPH if held in this ratio. The “high ratio” line compares vehicle speed with engine RPM when the transmission is locked into the .8 :1 “high gear”. At this ratio, the vehicle speed would be just under 80 MPH when the engine is turning 8000 RPM. In calibrating the clutches, the objective will be to maintain as horizontal a line as possible between the low ratio and high ratio lines. This transition line or”shift speed” must be as close as possible to the engine peak horsepower RPM. SECTION 05 - TRANSMISSION SYSTEM Engagement speed of the clutch is always set as low as possible to avoid track slippage and to prolong drive belt life. The clutch must be engaged at an RPM that is high enough, however, that the engine will be producing enough horsepower to overcome drag and allow acceleration without bogging. In the speed diagram, the acceleration period between 0 and about 20 MPH illustrates the actual clutching period of the transmission. During this time the rollers in the clutch are on the initial angles of the clutch ramps and the drive belt is actually slipping in the engine pulley as engine and vehicle speeds increase to about 9000 RPM at 25 MPH. The transmission then begins upshifting to the high ratio at a constant engine RPM. Engine speed should not increase above the calibration RPM until the high ratio is achieved. If the engine RPM exceeds the calibration RPM once the high gear position is achieved, it is an indication that the chaincase gearing is too low. If clutch calibration is accurate, engine speed should never vary more than 50 RPM from the peak power RPM. This is the optimum shift curve. The following section will discuss each of the “tunable” components of both the drive and driven pulleys and provides some insight and data necessary for tuning the system. POWER CURVES MILDLY TUNED VS. RACE TUNED HP 100 Raced tuned 90 80 70 400 RPM 60 50 Mildly tuned 40 1500 RPM 30 20 RPM X1,000 10 A01D0VA 1 2 3 4 5 6 7 8 9 10 SPEED DIAGRAM ENGINE SPEED VS. VEHICLE SPEED Engagement Speed RPM Low Ratio High Ratio 10,000 9,000 8,000 7,000 Shift - Speed 6,000 5,000 4,000 3,000 2,000 1,000 10 A01D0WA 20 30 40 50 60 70 80 90 MPH EFFECTS OF THE DRIVE PULLEY LEVER ARM, ROLLER AND ROLLER PIN WEIGHT As you have seen in the formula defining centrifugal force, the force increases directly with the weight of the components involved. If you want to increase the centrifugal force, therefore, the shift force, it is a simple matter to increase the weight of the pressure levers. If the overall RPM is too high, a heavier lever arm or roller pin could be installed. The opposite would apply if the RPM is too low. The major factor controlling centrifugal force is engine RPM. Because the force increases with the square of this speed, you can quickly have too much force if heavy weights are used on a clutch fitted to a high RPM engine. Because of this relationship, you will find heavy weights used on low RPM, high torque engine types and much lighter weights used on the high RPM engines. The effect of the weights will always be greater at high RPM, and at higher ratios. This is true because of the relation of the force to the square of the engine speed. Also the radius from the axis of rotation to the center of mass of the counterweights increases as the roller is allowed to move down the ramps. As this radius increases, the centifugal force increases directly. Addition of weight will affect engagement speed very little compared to the effect the weight will have at mid-range to top speed. 05-3 SECTION 05 - TRANSMISSION SYSTEM Minor changes in weight are accomplished by using various weight roller pins. The effects of adding weight are illustrated in the following illustration. The three curves show the engine RPM increasing from engagement speed (4000 RPM) to about 6500 RPM which is achieved at about 30 MPH. From this point on, if calibration is accurate, there is no change in engine RPM as the vehicle speed increases. From the machine standing at rest to about 30 MPH, belt slippage and other factors are involved that allow the engine to get “on the power”. Curve “A” shows a clutch set up with three 10gram type roller pins. This amount of weight will govern the engine to 7200 RPM and allow engagement of the clutch at 4000 RPM. Curve “B” illustrates the effect of exchanging the three 10-gram pins for three 14-gram roller pins. The additional weight has virtually no effect on engagement speed but pulls the peak RPM of the engine down to 6800 RPM. Curve “C” illustrates the effect of using three 16gram roller pins. Again, the additional weight has little effect on the engagement RPM but further reduces the top RPM to 6400 RPM. For example, by adding 2 grams per arm for a total weight increase of 6 grams on an engine turning at around 7500 RPM, there would be about a 200 RPM decrease in full power engine speed — approximately the same effect as going 1 “clicker” position lower. On a high RPM race engine like our twin track and Formula lll sleds, it may only take a 1 gram, increase per arm to see a 200 RPM decrease in peak operating RPM. 05-4 SECTION 05 - TRANSMISSION SYSTEM Drive Clutch Roller Pins RPM 10,000 9,000 8,000 A 7,000 B C 6,000 5,000 4,000 3,000 2,000 1,000 MPH 10 20 30 40 50 60 70 80 90 100 A : 10 - gram roller pins B : 14 - gram roller pins C : 16 - gram roller pins A01D0XS 05-5 SECTION 05 - TRANSMISSION SYSTEM The solid steel roller pins can be drilled axially (lengthwise) with various size holes to vary the weight from 16.5 grams down to 10.3 grams (about a 1/4 inch diameter hole), which is the weight of the hollow steel pin. A 1/8 inch diameter hole drilled in the solid steel pin will give you about 14.5 grams. Also available are threaded steel and aluminum pins. These pins are used with set screws to allow for very small weight changes. The weight of the lever arms will have a similar effect on the shift RPM. Early TRA clutches used an aluminum arm that weighed 37.9 grams. Starting in 1993, a heavier, reinforced aluminum arm was used on larger engine types. This heavier arm is now standard in all TRA clutches. It weighs 39.1 grams. Most of the reinforcing is concentrated at the pivot end of the arm, so the additional weight does not have a major effect on the shift curve, but changing from light aluminum arms to heavy aluminum arms will require small adjustments to the pin weight to obtain the same shift curve. A magnesium arm is also available (P/N 486 0378 00) which weighs 27.3 grams. The location of the center of gravity of the lever arm assembly will also affect the shift curve. Magnesium arms with solid steel pins will “feel” different than aluminum arms with threaded aluminum pins with 1 set screw. Both of these combinations have a total weight within 0.1 gram of each other, but the center of gravity of the magnesium arm set up is much farther away from the pivot pin than the aluminum arm set up. This magnesium arm set up will be “revier” at low ratios and part throttle settings. By adding or removing weight to or from the arms, we can fine tune the shift RPM to the engine power peak. If you increase the horsepower of the engine at the same RPM, you would normally add more weight to keep the engine pulling as hard as possible and not over rev. If you lighten the weights on the arms, you will be increasing the shifting RPM. However, your vehicle will not “pull” as hard, since less centrifugal force is being generated. This should be optimized by accurate testing under duplicatable conditions until the best weight is found for your use. 05-6 On the newer TRA clutches, the 6 mm allen bolt that the roller arms pivot on is easily removable. However, a steel, gold color tube is left in the clutch holding the arm in place. This tube can be very difficult to remove. A simple solution to this is to remove the 6 mm Allen bolt and coat it with red, Loctite 271 and reinstall the bolt, let it cure, and when fully cured, you can remove the Allen bolt along with the sleeve since the two are now “locked” together. Light aluminum lever arm 37.9 grams N/A Heavy aluminum arm 39.1 420 4484 55 Magnesium lever arm 27.3 420 4484 52 Solid steel roller pin 16.4 (black) 504 2596 00 Hollow steel roller pin 10.3 420 4291 40 Threaded steel roller pin 10.3 504 2606 00 Solid aluminum roller pin 5.9 xxx xxxx xx Threaded aluminum pin 3.8 504 2603 00 Allen set screw 1/4” – 0.9 28 N.F. × 1/4” 365 2020 00 Steel roller 9.8 420 4291 32 Aluminum roller 4.1 860 4118 00 (kit) SECTION 05 - TRANSMISSION SYSTEM Combination Weight Alum. Lever Steel Roller Solid steel pin 66.8 grams Alum. Lever Steel Roller Threaded steel + 4 set screws 64.2 Alum. Lever Steel Roller Threaded steel + 3 sets 63.3 Alum. Lever Steel Roller Threaded steel + 2 sets 62.4 Alum. Lever Steel Roller Threaded steel + 1 set 61.5 Alum. Lever Alum. Roller Solid steel pin 61.2 Alum. Lever Steel Roller Hollow steel pin 60.4 Alum. Lever Alum. Roller Threaded steel + 4 sets 58.4 Alum. Lever Steel Roller Threaded alum. + 4 sets 57.6 Alum. Lever Alum. Roller Threaded steel + 3 sets 57.5 Alum. Lever Steel Roller Threaded alum. + 3 sets 56.7 Alum. Lever AIum. Roller Threaded steel + 2 sets 56.6 Alum. Lever Steel Roller Solid alum. pin Alum. Lever Steel Roller Threaded alum. + 2 sets 55.8 Alum. Lever Alum. Roller Threaded steel + 1 set 55.7 Mag. Lever Steel Roller Solid steel pin Alum. Lever Steel Roller Threaded alum. Alum. Lever Alum. Roller Hollow steel pin 54.8 Alum. Lever Steel Roller Threaded alum. pin 54.0 Mag. Lever Steel Roller Threaded steel + 4 sets 52.0 Alum. Lever Alum. Roller Threaded alum. + 4 sets 51.7 Mag. Lever Steel Roller Threaded steel + 3 sets 51.1 Alum. Lever Alum. Roller Threaded alum. + 3 sets 50.8 Alum. Lever Alum. Roller Solid alum.pin Mag. Lever Steel Roller Threaded steel + 2 sets 50.2 Alum. Lever Alum. Roller Threaded alum. + 2 sets 49.9 Mag. Lever Alum. Roller Solid steel pin Mag. Lever Steel Roller Threaded steel + 1 set 49.3 Alum. Lever Alum. Roller Threaded alum. + 1 set 49.0 Mag. Lever Steel Roller Hollow steel pin 56 0 55.0 + 1 set 54.9 50.4 49.4 48.6 05-7 SECTION 05 - TRANSMISSION SYSTEM Alum. Lever Alum. Roller Threaded alum. pin Mag. Lever Alum. Roller Threaded steel + 4 sets 46.5 Mag. Lever Alum. Roller Threaded steel + 3 sets 45.6 Mag. Lever Steel Roller Threaded alum. + 4 sets 45.5 Mag. Lever Alum. Roller Threaded steel + 2 sets 44.7 Mag. Lever Steel Roller Threaded alum. + 3 sets 44.6 Mag. Lever Steel Roller Solid alum. pin Mag. Lever Alum. Roller Threaded steel + 1 set 43.8 Mag. Lever Steel R.oller Threaded alum. + 2 sets 43.7 Mag. Lever Alum. Roller Hollow steel pin Mag. Lever Steel Roller Threaded alum. Mag. Lever Steel Roller Threaded alum. pin Mag. Lever Alum. Roller Threaded alum. + 4 sets 40.0 Mag. Lever Alum. Roller Threaded alum. + 3 sets 39.1 Mag. Lever Alum. Roller Solid alum. pin Mag. Lever Alum. Roller Threaded alum. + 2 sets 38.2 Mag. Lever Alum. Roller Threaded alum. + 1 set 37.3 Mag. Lever Alum Roller Threaded alum. pin 05-8 48.2 44.3 42.9 + 1 set 42.8 41.9 38.5 36.4 SECTION 05 - TRANSMISSION SYSTEM EFFECTS OF THE RAMP PROFILE ON THE SHIFT FORCE The shift force is the component or part of the centrifugal force that is used to actually move the sliding half of the drive pulley. This force is applied to the sliding half at the three lever arm pivot points (following illustration item 49). The ramp profiles are used to control the size of this shift force. As the clutch rotates around the center line of the crankshaft, the axis of rotation, centrifugal forces begin building and act on the center of mass of the lever arm, roller combination trying to pull the lever away from the axis of rotation. The center of mass of the lever arm assembly is the point where all the centrifugal force acts (following illustration item 70). The ramp provides an angled surface for the roller to push against and the angle of the ramp at the point of contact with the roller determines how much of the centrifugal force is translated into axial force. The axial force pushes the sliding half in and the remainder of the centrifugal force is unused and absorbed by the integrity of the sliding half. A steeper ramp angle gives less shift force, while a smaller angle gives more shift force. As you can see in following illustration, the angle of the ramp varies constantly from start to finish. The angle varies to achieve the proper axial force to transmit a given amount of torque through the drive belt at each diameter of the pulley. As discussed before, the centrifugal force generated by the lever arm assembly increases at higher ratios. This is why the ramp profile is much steeper at the high ratio end. This reduces the shift force in order to maintain the correct load on the belt. Remember, it is the angle of the ramp at the point of roller contact that will help determine the shift force at any given ratio. Think of the ramp profile as a hill that the roller must climb. A small angle or hill can be overcome easily thus providing a faster shift out to a higher ratio which will lower the engine RPM. If the hill is steeper (the ramp angle is larger) the roller will not be able to climb it as quickly thus staying in a lower ratio longer which will keep the engine RPM higher. Note that at engagement and very low ratios, many ramp angles actually go “downhill”. These are generally used on engines with good low RPM power. Engines with narrower power bands and less low RPM power will usually have a flatter angle at engagement and low speed. A ramp with a small “bump” at engagement is used to raise the engagement RPM. Again, the steeper the “hill” the roller must overcome, the higher the RPM will be before the clutch shifts out. If the spring selection cannot give the desired engagement RPM, then use a ramp with a bump or grind a notch at the point where the roller sits at engagement. Of course if the shift profile was good at higher ratios, then you would want to use a ramp with only changes at the low speed area. Also, a thicker or taller ramp will provide higher RPM than a thinner ramp with the same profile because the lever arm assembly is “tucked in” further by the taller ramp. The TRA clutch allows you to “fine tune” the ramp profile by using the adjusters provided (following illustration item 69). The adjusters are cams which allow you to raise and lower the outer end of the ramp through six different positions. Moving the ramp end toward the lever arm makes the ramp angles steeper, thereby raising engine speed and slowing the upshift. As the ramp is adjusted away from the lever arm, the engine speed is lowered and the upshift is faster. In clinical condition such as on a dynamometer, moving the adjusters up will result in a 150 to 200 RPM increase with each position change. Lowering the adjuster positions will result in a decrease of 150 to 200 RPM with each number. On the snowmobile, however, depending on the operating conditions, a change of one adjuster position may not show up on the tachometer, but the shift speed of the pulley will have changed. The upshift or downshift, depending on which way you moved the adjusters, will be faster and your acceleration rate and top speed will have changed. When using the TRA adjusters, the acceleration rate and speed should be checked as well as the engine RPM. On the DSA chassis and with the new driven pulley bushing material, the friction in the driven pulley and chassis is reduced, thus a one position change on the TRA adjuster will usually result in a RPM change. 05-9 SECTION 05 - TRANSMISSION SYSTEM 7 34 46 VI 1 2 32 45 37 19 33 VI 12 13 6 9 17 18 14 25 4 20 23 5 21 31 22 27 28 30 3 10 24 8 26 11 15 16 70 29 48 51 54 47 53 IV IV 52 64 69 49 50 61 62 A01D0YS For drag racing and radar running, it is usually better to try to go as low as possible on the adjusters without dropping the engine peak RPM too much as this will give the vehicle its fastest acceleration and top speed. For oval racing or tight sno-cross type courses, you may find you need to be one or two numbers higher on your TRA adjuster to give the best throttle response possible out of the corners. 05-10 This will be where the winners spend their time testing different combinations of lever arm weights, TRA adjustments, and ramp profiles until they find the best possible setup. SECTION 05 - TRANSMISSION SYSTEM RAMP CHARACTERISTICS Taller ramp = Higher engagement RPM Steeper angle = Higher shift RPM Shallower angle = More RPM at lower MPH (slower shift) A01D2IS 05-11 SECTION 05 - TRANSMISSION SYSTEM TRA RAMP PROFILES 420 4801 46 420 4801 40 146 140 A01D1FA A01D1DA 504 0699 00 420 4801 44 0699 144 A01D1GA A01D1SA 504 0693 00 420 4801 45 287 145 A03D1UA A01D1EA 420 4802 28 228 A01D1IA 05-12 SECTION 05 - TRANSMISSION SYSTEM 420 4801 49 504 2594 00 149 DA9 A01D1JA A01D1NA 420 4832 21 414 7543 00 221 PX A01D20A A01D1ZA 420 4802 23 414 7960 00 223 DX A01D1RA A01D1LA A01D1MA 420 4802 26 420 4801 43 226 143 A01D1Q A 05-13 SECTION 05 - TRANSMISSION SYSTEM 420 4801 42 504 0965 00 283 142 A01D21A A01D25A 420 4802 27 420 4802 84 227 284 A01D26A A01D22A 420 4802 85 420 4802 80 280 A01D23A A01D24A 05-14 285 A01D27A 504 1408 00 420 4802 86 281 286 A01D28A SECTION 05 - TRANSMISSION SYSTEM 415 0237 00 504 0964 00 RAMP BLANK ALUMINUM FZ A01D2DA A01D29A 415 0238 00 CF1 A01D2AA 415 0236 00 RAMP BLANK STEEL A01D2BA 415 0235 00 RAMP BLANK ALUMINUM EFFECTS OF THE DRIVE PULLEY SPRING The purpose of the clutch release spring is to return the sliding half of the engine pulley and the associated moving parts to the disengaged or neutral position at low engine RPM. The spring tension is calibrated to work with the pressure levers and ramp angles to allow clutch engagement at the desired RPM. As the engine speed increases, centrifugal forces increase and eventually overcome the tension of the release spring and allow the pulley halves to contact the drive belt. As engine speed decreases, centrifugal forces decrease and the clutch spring returns the sliding half toward the neutral position. As the clutch shifts out to a higher ratio, the spring balances the shift forces being generated by the levers and ramps. The spring tension will affect the entire shifting sequence of the engine pulley. The effect that it has will depend upon the construction of the spring. Three things must be known about the spring to be able to predict its effect in the clutch: 1. The spring free length; 2. The spring pressure when compressed to 74 mm (2.9 in); 3. The spring pressure when compressed to 41 mm (1.6 in). These three factors are listed on the accompanying sheet. The spring free length will give you an idea of the condition of the spring. If the spring has lost more than 6.35 mm (1/4 in) of its listed free length, the spring is fatigued or has taken too great a set. The spring should be replaced. The free length of the spring is its overall length when resting freely on a table top. A01D2CA 05-15 SECTION 05 - TRANSMISSION SYSTEM In our TRA clutches, the installed length of the clutch release spring is 74 mm (2.9 in) This is the length of the spring when the pulley is in its neutral position. The pressure that the spring applies at this length is the factor that controls the engagement speed (all other things kept constant). When the engine pulley is in its highest ratio position, the spring will be compressed to 41 mm (1.6 in). The pressure the spring applies at this length will determine the RPM required to reach high gear; again, with all other tunable factors kept constant. As you look through the spring chart, you will see that springs are available with equal pressures at 74 mm (2.9 in), but very different pressures at 41 mm (1.6 in). You will also note varying pressures at 74 mm (2.9 in) and equal pressures at 41 mm (1.6 in). Simply by working with the spring charts, one can easily see how the shift speed (the speed with which the change from one gear ratio to the next is made) and the engagement speed can be altered. As the pressure of the spring when 74 mm (2.9 in) long is increased, the clutch engagement speed will increase. As the spring rate is increased, the engine will be required to turn more RPM to achieve a given gear ratio. Again, these facts hold true when all other tunable components are kept constant. On chart 1, spring “A” has a pressure of 311 N (70 Ib) at 74 mm (2.9 in) and a pressure of 1157 N (260 Ib) when compressed to 41 mm (1.6 in). With no other changes made in the clutch, spring “B” was installed. The spring has a preload of 712 N (160 Ib) at 74 mm (2.9 in) and a pressure of 1201 N (270 Ib) at 41 mm (1.6 in). As the chart indicated, the engagement RPM increased 1000 RPM while the shift curve from 30 MPH up remained relatively unchanged. 05-16 Chart 2 illustrates the effect of keeping the spring preload pressure at 74 mm (2.9 in) constant and increasing the pressure at the 41 mm (1.6 in) length. In this example, spring “A” has a pressure of 311 N (70 Ib) at 74 mm (2.9 in) and a pressure of 756 N (170 Ib) at 41 mm (1.6 in). Spring “B” also has a pressure of 311 N (70 Ib) at 74 mm (2.9 in) but increases to 1157 N (260 Ib) at 41 mm (1.6 in). The projected effect of this spring change is shown on chart 2. Since the preload pressure at 74 mm (2.9 in) is equal for springs “A” and “B”, the engagement speed is not affected. At 95 MPH, however, there is a loss of RPM with spring “A” in place. SECTION 05 - TRANSMISSION SYSTEM Drive Clutch Spring Effect at Engagement RPM 10,000 9,000 8,000 7,000 6,000 5,000 B 4,000 A 3,000 2,000 1,000 MPH 10 20 30 40 50 60 70 80 90 100 A01D1US Load at 74 mm (2.9 in) Load at 41 mm (1.6 in) A 311 N (70 lb) 1157 N (2601 lb) B 712 N (160 lb) 1201 N (270 lb) 05-17 SECTION 05 - TRANSMISSION SYSTEM Drive Clutch Spring Effect at Top Speed RPM 10,000 B 9,000 8,000 7,000 A 6,000 5,000 4,000 3,000 2,000 1,000 MPH 10 20 30 40 50 60 70 80 90 100 A01D1VS 05-18 Load at 74 mm (2.9 in) Load at 41 mm (1.6 in) A 311 N (70 lb) 756 N (170 lb) B 311 N (70 lb) 1157 N (260 lb) SECTION 05 - TRANSMISSION SYSTEM TRA Spring Chart FORCE @ FORCE @ (Newton) (pounds) 74 mm - 41 mm 74 mm - 41 mm P/N BOMBARDIER COLOR CODE FREE LENGTH (mm) WIRE DIA. (mm) NO OF COILS 70-170 311-756 414 6898 00 RED-RED 96,3 5,0 5,3 70-230 311-1023 414 8175 00 RED-YELLOW 87,9 5,6 5,0 70-260 311-1157 414 6892 00 RED-GREEN 85,9 6,0 5,3 70-290 311-1290 414 6915 00 RED-BLUE 84,1 6,0 4,8 70-320 311-1423 414 7010 00 RED-PURPLE 83,1 6,3 5,0 100-170 445-756 414 9930 00 YELLOW-RED 121,1 4,88 7,1 100-200 445-890 414 6897 00 YELLOW-ORANGE 105,7 5,25 6,2 100-230 445-1023 414 7486 00 YELLOW-YELLOW 100,3 5,4 6,6 100-260 445-1157 414 7421 00 YELLOW-GREEN 94,0 6,0 6,1 100-290 445-1290 414 8180 00 YELLOW-BLUE 90,7 6,0 5,3 100-320 445-1423 414 6784 00 YELLOW-PURPLE 88,4 6,3 5,5 130-200 579-890 414 6390 00 BLUE-ORANGE 135,5 4,88 7,25 130-230 579-1023 414 6895 00 BLUE-YELLOW 115,1 5,25 6,8 130-260 579-1157 414 8177 00 BLUE-GREEN 105,7 5,6 5,8 130-290 579-1290 414 6894 00 BLUE-BLUE 99,8 6,0 6,1 130-320 579-1424 414 8178 00 BLUE-PURPLE 96,6 6,17 6,6 130-350 579-1557 414 9163 00 BLUE-PINK 93,5 6,3 5,6 150-240 667-1068 414 6056 00 WHITE 128,7 5,25 7,25 160-270 712-1201 414 6055 00 YELLOW 122 5,25 6,4 160-320 712-1423 414 8179 00 PURPLE-PURPLE 105,7 6,0 6,1 160-350 712-1557 414 9495 00 PURPLE-PINK 101,8 6,17 6,6 200-290 890-1290 414 7682 00 GREEN-BLUE 147,4 5,25 7,4 200-320 890-1423 414 7628 00 GREEN-PURPLE 126,7 5,72 7,11 200-350 890-1557 414 7569 00 GREEN-PINK 118 5,72 6,38 230-320 1023-1423 414 7542 00 PINK-PURPLE 154,7 5,25 7,02 230-350 1023-1557 415 0192 00 RED-BLACK 230-380 1023-1690 414 9914 00 PINK-WHITE 124,5 5,94 7,1 05-19 SECTION 05 - TRANSMISSION SYSTEM TRA Spring Chart (continued) 05-20 P/N Load at 74 mm (2.9 in) N (lb) ± 5% Load at 41 mm (1.6 in) N (lb) ± 5% Color Code 415 0195 00 823 (185) 1824 (410) BLACK 415 0193 00 1023 (230) 1690 (380) RED-WHITE 415 0196 00 1023 (230) 1725 (390) GREEN 415 0197 00 1023 (230) 1824 (410) RED 415 0198 00 1067 (240) 1913 (430) BLUE 415 0194 00 1112 (250) 1690 (380) WHITE-GREEN 415 0200 00 1112 (250) 1868 (420) ORANGE 415 0199 00 1112 (250) 2064 (460) PINK 415 0201 00 1245 (280) 1868 (420) GREEN-GREEN 415 0202 00 1245 (280) 2064 (460) RED-RED 415 0203 00 1245 (280) 2268 (510) BLUE-BLUE 415 0204 00 1379 (310) 2064 (460) PINK-PINK 415 0205 00 1379 (310) 2268 (510) ORANGE-ORANGE SECTION 05 - TRANSMISSION SYSTEM TRA CLUTCH SPRING FORCE 510 500 460 430 420 410 400 390 380 350 310 320 300 290 280 250 240 230 200 200 185 270 260 240 230 200 170 160 150 130 100 100 70 0 Force at engagement (lb) Force at full shift (lb) A00D0YS 05-21 SECTION 05 - TRANSMISSION SYSTEM EFFECTS OF THE DRIVEN PULLEY SPRING The driven pulley spring is needed to keep the plastic slider buttons in contact with the cam and to provide enough side force on the belt in the low gear position to allow initial acceleration while the torque rises to a point where the torque sensing cam begins to take over. At full load, the driven pulley spring has much less effect on the driven pulley shifting sequence than does the cam, especially at low shift ratios. At the part throttle loads at low ratios, the spring has the main effect on the shift characteristics of driven pulley. Increases in the driven pulley spring preload will bring the engine speed up before the pulley starts shifting and will help backshift the clutch quicker. Decreasing the preload will allow a faster upshift but a slower backshift thus lowering the engine RPM. NOTE: Control of the engine speed is done by calibrating the engine pulley not by adjusting the driven pulley spring preload. An attempt to lower the engine RPM by decreasing the spring preload in the driven pulley will result in belt slippage on acceleration. An attempt to increase engine RPM by increasing the preload will result in excessive drive belt wear and decreased efficiency in the transmission. The driven pulley spring preload is listed in the basic specifications for all our machines. This preload tension will vary from 4 kg (9 Ibs) to 7.5 kg (17 Ib) on models equipped with the TRA clutch. The preload figure given in our specifications is quoted in kg (Ib) of force for each machine, not in inch-pounds or foot-pounds of torque. A figure given in units of torque would require multiplying the radius of the pulley by the pull recorded on the scale. Our figures are quoted for each pulley size and it is only necessary to record the pull of the spring by attaching a scale to the rim of the pulley. The scale must be positioned at 90° to the radius of the pulley. Holding the fixed half of the pulley still, pull until the sliding half just begins to rotate. At this point, read the scale. 1 A01B18B TYPICAL 1. Spring scale hook (P/N 529 0065 00) To change the spring tension, relocate the spring end in the sliding pulley half or reposition the spring end in the cam. There are six holes available on a Formula cam. They are numbered 1-6. Most Formula driven pulleys have three adjustment holes in the sliding half. They are lettered A, B, C. When adjusting driven pulley tension, always refer to the tension in kg (Ib) — not B-6 or A-5 hole positions for accuracy and repeatability. Moving the spring from one numbered hole to a hole adjacent will change the preload by 1.35 -1.8 kg (3-4 Ib). Remember, use the number and letters as references — measure the tension for accuracy. By using various combinations, the preload is adjustable from 5 to 35 pounds (depending on spring type). C A 6 B A18C0AA 05-22 32 54 1 SECTION 05 - TRANSMISSION SYSTEM We have three different driven pulley springs available that fit the Formula and Blizzard driven pulleys. By experimenting with them, you may find a more efficient combination of minimum side pressure yet adequate back shifting for your particular racing application. Color Wire Diameter Part Number Black .177 in 414 3385 00 Orange .187 in 414 5058 00 Beige .207 in 414 5589 00 EFFECTS OF THE DRIVEN PULLEY CAM The purpose of the driven pulley cam is to sense the torque requirements of the drive axle and feed a portion of the engine torque, which has been applied to the driven pulley, back to the sliding half of the pulley. It is this side force that signals the downshift and provides side thrust to give traction to the drive belt. The cam is acting like a screw pushing against the sliding half of the pulley. A large cam angle will act like a coarse thread while a small cam angle will act similar to a fine thread. The smaller the cam angle, the greater the side force on the sliding half of the pulley and the slower the upshift will be. This will result in higher engine RPM. A larger cam angle will allow the pulley to upshift at a lower engine speed. Less side force will be exerted on the sliding half of the pulley and the pulley will upshift more rapidly. On downshift, a smaller cam angle will backshift more easily and, again, tend to keep the engine RPM higher. A larger cam angle will be harder to downshift and will load the engine and reduce the RPM. If all other variables in the pulleys are kept constant, a cam change with a smaller angle will result in a slower upshift and a faster downshift. Engine RPM will remain higher. A change to a cam with a larger angle will result in a faster upshift and the downshift will be “slower”. Engine RPM will be lower. Remember the drive pulley signals or controls the upshift of the transmission while the driven pulley signals the downshift largely because of the effect of the cam. The standard factory cam will probably work well for most “woods” type cross-countries, while a smaller angled cam may prove to be better for high speed lake cross-countries. Top speed and low ET’s are drag racers’ and radar runners’ most important concerns. Because backshifting is not at all important in these races, most racers experiment with larger cam angles for the fastest possible upshift. Multi-angle cams are sometimes used by racers needing a good holeshot. They generally work best on vehicles where no track spin is encountered. As a vehicle idles on the starting line, the exhaust temperature cools thus slightly lowering the optimum HP RPM of the engine. Because of this, a steeper (larger) angle cam can be used to upshift more quickly, and lower the RPM to work with the cooler exhaust. As the exhaust heats up, the optimum HP RPM increases. A multi-angle cam reduces to a shallower (smaller) angle as the clutch shift out and the RPM is increased to match the “hot” HP curve of the engine. This phenomena is more pronounced on engines with narrower powerbands. Oval and snowcross racers need the best of both worlds. A good holeshot is critical but backshifting must be quick in order to have good response out of the corners. They may have to change cam angles depending on what type of track layout is encountered. 05-23 SECTION 05 - TRANSMISSION SYSTEM 05-24 FORCE TOTAL CAM + SPRING FORCE @ FULL LOAD CAM FORCE @ FULL LOAD TOTAL CAM + SPRING FORCE @ PART LOAD SPRING FORCE PART THROTTLE CAM FORCE ENGAGEMENT FULL SHIFT PULLEY RATIO A01D2JS SECTION 05 - TRANSMISSION SYSTEM Driven pulley cams are helices. A helix is measured in “lead”. Lead is the distance a point moves along the axis of rotation in one revolution of the helix. (Screw threads are a helix.) The helix angle is computed from the lead and the circumference of the helix. Lead Helix Angle A Circumference Tan A = Lead Circumference A01D1WA Helix angles for Ski-Doo cams are measured at the mean circumference of the cam. This is at the midpoint of the ramp surface. Example: L = 9.72” × TAN 44° L = 9.72 × .966 L = 9.39 inches of lead Measuring a cam on the outside diameter will produce a different angle than on the mean diameter. A cam angle measured on the outside diameter can be converted to the “Ski-Doo spec” mean diameter angle as follows: L = C × Tan A Where: L = Lead C = Circumference on outside diameter A = Cam angle on outside diameter NOTE: C(outside) for Formula and Blizzard cams is 276 mm (10.866 in) (’79-’93) C(outside) for ’94 and newer DSA cams is 279 mm (11.0 in) Example: A Ski-Doo 44° cam will measure about 40.5° at the outside diameter. L = C(outside) × Tan A(outside) L = 11.00” × TAN 40.5° L = 9.39 inches of lead Inches of lead are directly comparable. L A(MEAN) = INVERSE TAN ----------------------- C (MEAN) R A01D1XA Tan A = Circumference (mean) = 2 π R L or L = C × Tan A C --- Where: L = Lead in inches C = Circumference on outside diameter A = Cam angle on outside diameter NOTE: C(mean) for all Formula and Blizzard cams is 247 mm (9.72 in) D(mean) for all Formula and Blizzard cams is 78.6 mm (3.09 in) 9.39 9,72 A(MEAN) = INVERSE TAN ------------A(MEAN) = 44° = SKI-DOO 44° cam. To simplify things, just remember that if you measure a Ski-Doo cam at the outside circumference the angle will be about 4° less than the specification (mean circumference). Many after-market cams are measured at the outside circumference. By adding 4° you can compare them to Ski-Doo cams. 05-25 SECTION 05 - TRANSMISSION SYSTEM Example: FAST 46° cam = Ski-Doo 50° cam Multi-angle cams are converted in the same manner. HRP 50° – 40° cam = Ski-Doo 54° – 44° cam Polaris cams are approximately the same diameter as Ski-Doo cams and are also measured at the outside circumference. Thus a 40° cam in a Polaris clutch will act similar to a Ski-doo clutch with a 44° cam (spring rate and preload being equal). Driven Pulley Cam Specification P/N 87.8 mm diameter CAM ANGLE 504 1282 00 44° 1979-1988 1/4 inch keyway USED ON (sea-level) 1986 PLUS; 1987-88 MX, PLUS 1989-1993 EXCEPT 87.8 mm 8 mm 93 MACH Z 1994 ALL DIAMETER KEYWAY PRS CHASSIS CAM P/N USED ON ANGLE 540 1355 00 36° 1991-93 MX 540 1374 00 40° 1993 MX-Z 1989-90, 92-93 PLUS; 93 PLUS-X 504 1348 00 44° 1991-94 MACH I; 1994 GRAND TOURING 1989 MACH I; 1991 504 1363 00 50° PLUS 504 1390 00 53° 1990 MACH I 1993 MACH Z 88.9 mm 8 mm 1994 ALL DSA DIAMETER KEYWAY CHASSIS NOTE: These cams are 1 mm larger diameter than previous designs and also have an extended center steel sleeve. CAM P/N USED ON ANGLE 504 0921 00 40° 1994 MX, ST 1994 MX-Z, SUMMIT 504 0913 00 44° 470, 583 504 1400 00 47° 1993 MACH Z; 1994 MX504 1401 00 50° ZX, STX, FZ SUMMIT 670, MACH Z 05-26 NOTE: All 88.9 mm diameter cams are interchangeable. 95-9 DSA P/N 415 0211 00 415 0212 00 415 0213 00 415 0214 00 415 0215 00 415 0216 00 415 0217 00 415 0218 00 415 0219 00 415 0220 00 415 0221 00 415 0222 00 415 0234 00 88.9 mm 8 mm KEYWAY DIAMETER MULTI-ANGLE CAM P/N CAM ANGLE ANGLE 44°-40° 415 0228 00 30° 46°-42° 415 0229 00 32° 48°-40° 415 0230 00 34° 48°-44° 415 0231 00 36° 50°-36° 415 0227 00 38° 50°-40° 504 0921 00 40° 50°-44° 415 0225 00 42° 54°-40° 504 0960 00 44° 54°-44° 415 0232 00 46° 54°-46° 504 1409 00 47° 54°-48° 415 0224 00 48° 58°-44° 504 0961 00 50° 58°-48° 415 0223 00 52° 415 0210 00 54° 415 0226 00 56° 415 0233 00 58° NOTE: 1995 cams have more surface area to support large bushing. BALANCING OF PULLEYS Each half of Ski-Doo driven pulley is individually balanced. This means that parts can be interchanged and that no alignment marks are needed for assembling for the complete assembly to be in balance. The TRA clutch is similar to our driven pulleys in the sense that each major component is balanced separately. However, there are arrows to align when reassembling this clutch. The first one is on the spring cup or cover to the sliding half. The next is between the governor cup and the sliding half. Once these have been indexed properly, the fixed half can be inserted into the clutch assembly and no alignment is needed between the inner pulley and the sliding half on 1994 and older TRA’s. 1995 inner pulleys do have an alignment mark. SECTION 05 - TRANSMISSION SYSTEM Some 1995 and 1996 models have the new cushion drive, governor cup as standard equipment. This governor cup can’t be retro-fitted to other non-cushion drive vehicles due to weight imbalance. Use only complete clutch assemblies on non-cushion drive vehicles. Truing Pulley Surfaces The surfaces of a die cast pulley sheave are not always perfectly true. The casting cools in the die at slightly different rates which makes the surface uneven. Trueing the surface in a lathe can increase efficiency of the transmission. The driven pulley sheaves have a 13.75° angle while TRA drive pulley sheaves have a 12° angle. Always remove as little material as possible when trueing these surfaces. Pulley halves need to be rebalanced after any machining. NOTE: On 1996 and 1997 liquid cooled models, the drive and driven clutch surfaces are machined. Windage Plates ”Windage plates” which cover the reinforcing webs on each sheave simply make the pulley more aerodynamic and reduce the amount of energy lost from “pumping air”. The use of these plates or covers can make a difference of one to two MPH on top end. The down side of the use of these plates is the increase in sheave temperature due to the reduction of air cooling. Installation ◆ ◆ WARNING Never substitute lock washer and/or screw with “jobber” ones. Always use Bombardier genuine parts for this particular case. Torque screw to 105 N•m (77 Ibf•ft). Install drive belt and pulley guard. Raise and block rear of vehicle and support it with a mechanical stand. ◆ WARNING Ensure that the track is free of particles which could be thrown out while is rotating. Keep hands, tools, feet and clothing clear of track. Ensure nobody is standing near the vehicle. Accelerate the vehicle at intermediate speed and apply brake. Repeat five times. Reduce the screw torque to 85 N•m (63 Ibf•ft) then, retorque to 95 N•m (70 Ibf•ft). ◆ WARNING After 10 hours of operation the transmission system of the vehicle must be inspected to ensure the retaining screw is properly torqued. DRIVE BELTS WARNING Do not apply anti-seize compound or any lubricant on crankshaft and drive pulley tapers. ◆ Install lock washer and screw. WARNING Never use any type of impact wrench at drive pulley removal and installation. Drive Pulley Ass’y The installation procedure must be strictly adhered to as follows: Lock crankshaft in position as explained in removal procedure. Install drive pulley on crankshaft extension. The drive belt is the critical link in transmitting power from one “clutch” to the other. The changes in belt technology and materials have allowed us to take for granted the kind of reliability and efficiency that not many years ago we all only dreamed about. One of the more important changes in drive belts has been the introduction of Kevlar® Fiber B to replace fiberglass or polyester cord in the tensile layer of modern drive belts. This material is much stronger, more flexible, and allows a better adhesive bond with the various rubber compounds used to build a drive belt. Another important change in drive belts is the increase in width. The extra width allows us to add more Kevlar cords in the tensile layer for strength with today’s high output sleds. 05-27 SECTION 05 - TRANSMISSION SYSTEM Use only the specific Bombardier drive belt listed for your application. The drive belt is a calibrated part of the transmission system. Different belts with different compounds or angles will change how your transmission shifts. Drive belts can vary +/− 6 mm (1/4 in) length from belt to belt. Because of this manufacturing tolerance, we recommend measuring your drive belts and marking their length on the outer cover. Try to use only belts that are the same length while racing to keep your clutch set up as consistent as possible. Always break in a new belt by running it easy for 10-15 miles. Vary the vehicle speed and throttle setting without going over 2/3 throttle. It is also a good idea to mark the direction of rotation on the belt. Once the belt has been used, always run it in the same direction. Be careful not to bend sharply or coil up these new hard compound drive belts since they are much more prone to cracking in cold weather than earlier belts. Proper deflection, setup, alignment, and break-in will help insure maximum performance and longevity from the drive belt. Proper Alignment of the TRA Clutch on a FORMULA Model 1 7 8 2 3 4 9 5 6 A16D0RS 1. 2. 3. 4. 5. 6. Sleeve (Note: no clearance to this side of driven pulley) 2 shims (504-1082-00) Use straight bar (.375 in × 19 in) DSA: 0-1 mm (0-.040 in) Shim as required to achieve clearance PRS = 268.3 (10-9/16 in) DSA = 257.5 (10-9/64 in) 05-28 7. Y = X + 1.5 mm (.060 in) 8. X = PRS: 36.0 mm (1.460 in) X = DSA: 35.0 mm (1.380 in) 9. Z = PRS: 27.0 mm (1.060 in) Z = DSA: 16.5 mm (.650 in) SECTION 05 - TRANSMISSION SYSTEM 1 2 3 2 1 A00D06A 1. Force 2. Read deflection here 3. Reference ruler Proper belt deflection and alignment are extremely important. Included is a page on proper alignment procedures and deflection measurement methods for your use. Do not forget about the torque limiter rod on Formula models. This bolt is located between the jackshaft and the engine on the left side. It should be lightly snugged after the proper alignment and center to center distances have been set. NOTE: Do not overtighten, it will misalign pulleys. Increase deflection Decrease deflection A00C45A 3 TYPICAL 1. Jam nut 2. Adjuster 3. Allen screw with jam nut The driven pulley has one, two or three (depending upon the year) set screws on the fixed half that are used for setting belt deflection. These 3 mm Allen screws can be moved in or out to open or close the sheaves to lower or raise the drive belt in the driven pulley to achieve the correct deflection. It is best to accurately align the pulleys and then shim the driven clutch tight. Some feel it is better to let it “float” and align itself. But this doesn’t happen in a dynamic situation when there is load on the belt. If you have a lot of float in the driven and you back off the throttle and the pulley misaligns, when power is applied again, the pulley will stay misaligned because of the force on the countershaft. Shimming the driven pulley tightly to the jackshaft bearing also helps to positively position the jackshaft and its left side bearing. 05-29 SECTION 05 - TRANSMISSION SYSTEM CHAINCASE GEARING Contrary to popular belief, small gear changes do not directly affect top speed as long as the clutches are functioning properly. Gearing one or two teeth taller on the top will not generally make the vehicle any faster on top end unless the clutches are fully shifted out and the engine is starting to overrev. With the TRA clutch, we have about 20 percent more shift ratio available compared to previous designs. Because of this, we have been able to lower the gearing in our chaincase considerably. For example: ’85 Plus square shaft = 26/38 gearing; ’86 Plus with TRA = 20/38. Yet, we still have the same overall top gear ratio because of the 0.8:1 top ratio of the TRA clutch. This gives us better belt life by allowing our clutches to “slip” for a shorter period of time at engagement. It also provides more torque to the drive axle for acceleration. Most snowmobiles are geared on the “high” side from the factory. They are usually geared for 8 -16 km (5-10 MPH) more than they would reach in average conditions. Because of this, the belt does not seem to go all the way to the top of the drive clutch. This is a normal situation. Snowmobiles run under widely varying conditions. If all snowmobiles were geared to attain a full shift under average conditions and then the vehicle were run on a perfectly smooth frozen surface, it would easily shift out to its geared top speed. Since the drag is so low under these conditions, the engine would begin to over-rev, eventually lose power, possibly damage the engine, and you will not achieve top speed. There are other factors involved here also. As clutches shift through their range, the efficiency with which they transmit power decreases as the clutch ratio exceeds about 1.5: 1. Efficiency also drops as belt speed (RPM) increases. For optimum chaincase performance ensure that you use the synthetic chain case oil. 05-30 The following chart illustrates the effects of increased R.P.M. on delivered horsepower. As motor R.P.M. is raised to attain higher maximum horsepower, efficiency of both the drive and driven clutch drop considerably. This loss will often exceed the horsepower gained from the installation of afterimages exhausts or engine modifications. The only way extra horsepower can increase your snowmobile performance is if it reaches the track. CRANKSHAFT ENGINE CLUTCH R.P.M. EFFICIENCY H.P. (DYNO H.P.) H.P. TO TRACK (USEABLE H.P.) 115 7800 84.8% 97.5 115 8000 83.9% 96.5 115 8200 83.1% 95.6 115 8400 82.3% 94.6 115 8600 81.4% 93.6 115 8800 80.6% 92.7 115 9000 79.8% 91.8 115 9200 79.0% 90.0 115 9400 78.1% 89.8 115 9600 77.3% 88.9 115 9800 76.4% 87.9 115 10000 75.6% 86.9 Because newer clutch designs shift beyond a 1: 1 ratio, belt speed increases dramatically and the diameter that the belt follows around the driven pulley decreases considerably. This wastes energy and efficiency as the belt is being bent around a smaller diameter and centrifugal force is trying to pull the belt into a circular path instead of following the pulleys. This is why for years manufacturers kept their clutch ratios around 1: 1 to keep belt speeds down. Now with the advent of larger displacement, high torque, lower RPM engines, we can use “overdrive” transmissions and still keep our belt speeds within reason. SECTION 05 - TRANSMISSION SYSTEM As we mentioned, as belt speeds go up, efficiency drops. This is one reason many drag racers and radar runners gear extremely high sometimes even approaching 1: 1 in the chaincase. They have found through diligent testing that they can achieve a higher top speed without shifting their clutches all the way out because of a decrease in belt speed which means an increase in transmission efficiency. That is their bottom line. For oval racing, the small benefit you may achieve in top end speed would probably be lost by the loss of acceleration on the start and out of the corners on a tight oval circuit. This holds true for cross-country and snow crossers also. Top speed is not as important as quick acceleration out of the corners and ditches. You can easily check your gearing selection by marking your drive clutch with a black marker with straight lines from bottom to top on the belt surfaces of the clutch. Go out and ride your sled under your normal conditions and stop to see how far the belt has rubbed the marker off the clutch surfaces. If it has shifted the belt all the way to the top, you may be able to pull one or two more teeth on the top sprocket. Experiment! top speed in MPH = If it is down about 1/2 in or more from the top, you could consider trying a one tooth smaller top gear depending upon your type of racing. The best combination of gearing for speed and acceleration you can achieve is far more important than shifting the belt “all the way to the top” of the clutches. The following formula can be used to calculate the theoretical top speed of your Ski-Doo. The formula assumes the transmission is shifted out to its top gear ratio. Make sure you use the correct track pitch and transmission ratio for your machine. Square shaft clutch top ratio = 1 TRA clutch top ratio = .83 Pitch of internal drive track = 2.52 in Pitch of external drive track = 1.966 in Number of teeth on external drive sprocket = 11 Number of teeth on internal drive sprocket = 9 engine RPM teeth, top sprocket (pitch of track × No. of teeth on drive sprocket) 60 -------------------------------- × ------------------------------------------------------------- × ---------------------------------------------------------------------------------------------------------------------------- × -----------clutch ratio teeth, bottom sprocket 12 5280 Example : 1995 Formula Z – gearing 25/44 peak power at 7800 RPM 7800 25 ( 2.52 × 9 ) 60 --------------- × ------- × ------------------------- × ------------ = 115 MPH .83 44 12 5280 For quick reference, use the gear ratio charts provided. A little known fact that can seriously impair a racer’s performance is the misconception that the factory stated peak horsepower RPM or the peak power point you find on a dyno is the correct figure to “clutch” your race sled to. Generally, this is not the case. The figures that are printed by the factory are determined on a dynamometer in clinical test conditions. There are many dynamic considerations that affect this figure in the field. Drastic temperature changes under the hood, pressure changes both under the hood and near the air box inlet, exhaust system temperature changes, and even rotating parts such as clutches, jackshafts, and brake discs causing air turbulence under the hood all affect where the engine peak power is when the engine is doing its work under the hood. Because of these uncontrollable circumstances, it is always best to try varying your clutch setup 200-300 RPM above and below the dyno specification. Most field testing has proven that 200-300 RPM below the dyno figure gives the most consistent overall performance. Remember this when it is time to go out “fine tuning” your clutch setup and your gearing. 05-31 SECTION 05 - TRANSMISSION SYSTEM Sprocket/Chain Chart 05-32 1995 S/L SPROCKETS S/L SPROCKETS 1997 S/L SPROCKETS FORMULA S 21 × 44 MACH 1 26 × 44 FORMULA S 21 × 44 FORMULA STX 25 × 44 SUMMIT 500 22 × 44 FORMULA SL 22 × 44 FORMULA Z 25 × 44 FORMULA SLS 25 × 44 FORMULA 500 22 × 44 FORMULA SS 26 X 44 FORMULA Z 25 × 44 FORMULA 583 25 × 44 FORMULA SL 21 × 44 FORMULA SS 26 × 44 MX Z 440 F 22 × 44 SUMMIT 583 23 x 44 MX Z 440 23 × 44 MX Z 440 23 × 44 SUMMIT 670 25 × 44 SUMMIT 583 22 × 44 MX Z 583 25 × 44 MX 23 × 44 MX Z 583 25 × 44 MX Z 670 26 × 44 MX Z 23 × 44 FORMULA III 25 × 44 FORMULA III 25 × 44 MACH 1 26 × 44 FORMULA III LT 23 × 44 MACH 1 26 × 44 MACH Z 26 × 44 SUMMIT 670 23 × 44 MACH Z 26 × 44 MACH Z 26 × 44 SUMMIT 500 22 × 44 MACH Z LT 25 × 44 SUMMIT 583 22 × 44 SUMMIT 670 23 x 44 1996 SECTION 05 - TRANSMISSION SYSTEM Sprocket/Chain Chart (cont’d) CHAINS RATIOS AND CHAIN LENGTHS LINKS NARROW WIDE 21 22 23 24 25 26 68 412 1060 00 — 38 1.81 68 1.73 70 1.65 70 1.58 70 1.52 70 1.46 70 70 412 1059 00 412 1068 00 1.90 70 1.82 70 1.74 70 1.67 72 1.60 72 1.54 72 72 412 1055 00 412 1067 00 40 74 412 1058 00 412 1069 00 44 2.10 72 2.00 72 1.91 72 1.83 74 1.76 74 1.69 74 NARROW SPROCKETS STEEL POWDER 504 0747 00 504 0560 00 504 0784 00 TEETH WIDE SPROCKETS STEEL POWDER 22 504 0835 00 504 0911 00 504 0878 00 23 504 0854 00 504 0910 00 504 0786 00 504 0561 00 24 504 1397 00 504 0909 00 504 0841 00 504 0852 00 25 — 504 0843 00 — 504 0559 00 26 — 504 0853 00 — 504 0562 00 40 — 504 0890 00 — 504 0573 00 44 — 504 0855 00 504 0765 00 504 0882 00 44R — 504 0844 00 504 0718 00 — 17 — — — 504 0701 00 18 — — — 414 6805 00 19 — — 504 0748 00 — 20 — — 504 0840 00 — 21 — — All chain and sprockets silent type, 3/8″ pitch. Upper sprockets are 1″ shaft, 15 splines. Lower sprockets are 1-1/8″ shaft, 17 splines. NOTE: Specialized race vehicles (F1, etc.) use a 1″ - 15 splines upper sprocket, but these are a different spline design and are not interchangeable. 05-33 SECTION 05 - TRANSMISSION SYSTEM FORMULA (INTERNAL DRIVE SPROCKET) SPROCKET COMBINAISON/GEAR RATIO/CHAIN LENGHT MAXIMUM TOP SPEED (MPH) 17/38 17/40 17/44 18/38 18/40 18/44 19/38 19/40 19/44 20/38 20/40 20/44 21/38 21/40 21/44 2.23 2.35 2.58 2.11 2.22 2.44 2.00 2.10 2.31 1.90 2.00 2.20 1.80 1.90 2.09 72 70 68 72 70 68 72 68 68 70 68 68 70 68 66 6500 62.5 59.3 53.9 66.1 62.8 57.1 69.8 66.3 60.3 73.5 69.8 63.5 77.1 73.3 66.6 6600 63.4 60.2 54.8 67.1 63.8 58.0 70.9 67.3 61.2 74.6 70.9 64.4 78.3 74.4 67.7 6700 64.4 61.2 55.6 68.2 64.8 58.9 71.9 68.4 62.1 75.7 71.9 65.4 79.5 75.5 68.7 6800 65.3 62.1 56.4 69.2 65.7 59.7 73.0 69.4 63.1 76.9 73.0 66.4 80.7 76.7 69.7 6900 66.3 63.0 57.3 70.2 66.7 60.6 74.1 70.4 64.0 78.0 74.1 67.4 81.9 77.8 70.7 7000 67.3 63.9 58.1 71.2 67.7 61.5 75.2 71.4 64.9 79.1 75.2 68.3 83.1 78.9 71.8 7100 68.2 64.8 58.9 72.2 68.6 62.4 76.2 72.4 65.8 80.3 76.2 69.3 84.3 80.1 72.8 7200 69.2 65.7 59.7 73.2 69.6 63.3 77.3 73.5 66.8 81.4 77.3 70.3 85.5 81.2 73.8 7300 70.1 66.6 60.6 74.3 70.6 64.1 78.4 74.5 67.7 82.5 78.4 71.3 86.6 82.3 74.8 7400 71.1 67.5 61.4 75.3 71.5 65.0 79.5 75.5 68.6 83.6 79.5 72.2 87.8 83.4 75.9 7500 72.1 68.5 62.2 76.3 72.5 65.9 80.5 76.5 69.6 84.8 80.5 73.2 89.0 84.6 76.9 7600 73.0 69.4 63.1 77.3 73.5 66.8 81.6 77.5 70.5 85.9 81.6 74.2 90.2 85.7 77.9 7700 74.0 70.3 63.9 78.3 74.4 67.7 82.7 78.6 71.4 87.0 82.7 75.2 91.4 86.8 78.9 7800 74.9 71.2 64.7 79.4 75.4 68.5 83.8 79.6 72.3 88.2 83.8 76.1 92.6 87.9 80.0 7900 75.9 72.1 65.6 80.4 76.4 69.4 84.8 80.6 73.3 89.3 84.8 77.1 93.8 89.1 81.0 8000 76.9 73.0 66.4 81.4 77.3 70.3 85.9 81.6 74.2 90.4 85.9 78.1 95.0 90.2 82.0 8100 77.8 73.9 67.2 82.4 78.3 71.2 87.0 82.6 75.1 91.6 87.0 79.1 96.1 91.3 83.0 8200 78.8 74.8 68.0 83.4 79.3 72.0 88.1 83.7 76.0 92.7 88.1 80.1 97.3 92.5 84.1 8300 79.7 75.8 68.9 84.4 80.2 72.9 89.1 84.7 77.0 93.8 89.1 81.0 98.5 93.6 85.1 8400 80.7 76.7 69.7 85.5 81.2 73.8 90.2 85.7 77.9 95.0 90.2 82.0 99.7 94.7 86.1 8500 81.7 77.6 70.5 86.5 82.2 74.7 91.3 86.7 78.8 96.1 91.3 83.0 100.9 95.8 87.1 8600 82.6 78.5 71.4 87.5 83.1 75.6 92.4 87.7 79.8 97.2 92.4 84.0 102.1 97.0 88.2 8700 83.6 79.4 72.2 88.5 84.1 76.4 93.4 88.8 80.7 98.3 93.4 84.9 103.3 98.1 89.2 8800 84.6 80.3 73.0 89.5 85.1 77.3 94.5 89.8 81.6 99.5 94.5 85.9 104.4 99.2 90.2 8900 85.5 81.2 73.9 90.5 86.0 78.2 95.6 90.8 82.5 100.6 95.6 86.9 105.6 100.4 91.2 9000 86.5 82.2 74.7 91.6 87.0 79.1 96.6 91.8 93.5 101.7 96.6 87.9 106.8 101.5 92.3 9100 87.4 83.1 75.5 92.5 87.9 80.0 97.7 92.8 84.4 102.9 97.7 88.8 108.0 102.6 93.3 9200 88.4 84.0 76.3 93.6 88.9 80.8 98.8 93.9 85.3 104.0 98.8 89.8 109.2 103.7 94.3 9300 89.4 84.9 77.2 94.6 89.9 81.7 99.9 94.9 86.3 105.1 99.9 90.8 110.4 104.9 95.3 9400 90.3 85.8 78.0 95.6 90.8 82.6 100.9 95.9 87.2 106.3 100.9 91.8 111.6 106.0 96.4 9500 91.3 86.7 78.8 96.6 91.8 83.5 102.0 96.9 88.1 107.4 102.0 92.7 112.8 107.1 97.4 9600 92.2 87.6 79.7 97.7 92.8 84.3 103.1 97.9 89.0 108.5 103.1 93.7 113.9 108.2 98.4 9700 93.2 88.5 80.5 98.7 93.7 85.2 104.2 99.0 90.0 109.6 104.2 94.7 115.1 109.4 99.4 9800 94.2 89.5 81.5 99.7 94.7 86.1 105.2 100.0 90.9 110.8 105.2 95.7 116.3 110.5 100.5 9900 95.1 90.4 82.2 100.7 95.7 87.0 106.2 101.0 91.8 111.9 106.3 96.7 117.5 111.6 101.5 10000 96.1 91.3 83.0 101.7 96.6 87.9 107.2 102.0 92.7 113.0 107.4 97.6 118.7 112.8 102.5 NOTE: CLUTCH RATIO IS 1 TO 1 05-37 SECTION 05 - TRANSMISSION SYSTEM FORMULA (INTERNAL DRIVE SPROCKET) SPROCKET COMBINAISON/GEAR RATIO/CHAIN LENGHT MAXIMUM TOP SPEED (MPH) 22/38 22/40 22/44 23/38 23/40 23/44 24/38 24/40 24/44 25/38 25/40 25/44 26/38 26/40 26/44 1.72 1.81 2.00 1.65 1.74 1.91 1.58 1.66 1.83 1.52 1.60 1.76 1.46 1.54 1.69 74 72 70 74 72 70 74 70 70 72 70 70 72 70 70 6500 80.8 76.8 69.8 84.5 80.3 73.0 88.2 83.8 76.1 91.8 87.3 79.3 95.5 90.7 82.5 6600 82.1 78.0 70.9 85.8 81.5 74.1 89.5 85.1 77.3 93.3 88.6 80.5 97.0 92.1 83.8 6700 83.3 79.1 71.9 87.1 82.7 75.2 90.9 86.3 78.5 94.7 89.9 81.8 98.5 93.5 85.0 6800 84.6 80.3 73.0 88.4 84.0 76.3 92.2 87.6 79.7 96.1 91.3 83.0 99.9 94.9 86.3 6900 85.8 81.5 74.1 89.7 85.2 77.5 93.6 88.9 80.8 97.5 92.6 84.2 101.4 96.3 87.6 7000 87.0 82.7 75.2 91.0 86.4 78.6 95.0 90.2 82.0 98.9 94.0 85.4 102.9 97.7 88.8 7100 88.3 83.9 76.2 92.3 87.7 79.7 96.3 91.5 83.2 100.3 95.3 86.6 104.3 99.1 90.1 7200 89.5 85.1 77.3 93.6 88.9 80.8 97.7 92.8 84.3 101.7 96.6 87.9 105.8 100.5 91.4 7300 90.8 86.2 78.4 94.9 90.2 82.0 99.0 94.1 85.5 103.1 98.0 89.1 107.3 101.9 92.6 7400 92.0 87.4 79.5 96.2 91.4 83.1 100.4 95.4 86.7 104.6 99.3 90.3 108.7 103.3 93.9 7500 93.3 88.6 80.5 97.5 92.6 84.2 101.7 96.6 87.9 106.0 100.7 91.5 110.2 104.7 95.2 7600 94.5 89.8 81.6 98.8 93.9 85.3 103.1 97.9 89.0 107.4 102.0 92.7 111.7 106.1 96.5 7700 95.7 91.0 82.7 100.1 95.1 86.4 104.4 99.2 90.2 108.8 103.4 94.0 113.2 107.5 97.7 7800 97.0 92.1 83.8 101.4 96.3 87.6 105.8 100.5 91.4 110.2 104.7 95.2 114.6 108.9 99.0 7900 98.2 93.3 84.8 102.7 97.6 88.7 107.2 101.8 92.5 111.6 106.0 96.4 116.1 110.3 100.3 8000 99.5 94.5 85.9 104.0 98.8 89.8 108.5 103.1 93.7 113.0 107.4 97.6 117.6 111.7 101.5 8100 100.7 95.7 87.0 105.3 100.0 90.9 109.9 104.4 94.9 114.5 108.7 98.8 119.0 113.1 102.8 8200 102.0 96.9 88.1 106.6 101.3 92.1 111.2 105.7 96.1 115.9 110.1 100.1 120.5 114.5 104.1 8300 103.2 98.0 89.1 107.9 102.5 93.2 112.6 107.0 97.2 117.3 111.4 101.3 122.0 115.9 105.3 8400 104.4 99.2 90.2 109.2 103.7 94.3 113.9 108.2 98.4 118.7 112.8 102.5 123.4 117.3 106.6 8500 105.7 100.4 91.3 110.5 105.0 95.4 115.3 109.5 99.6 120.1 114.1 103.7 124.9 118.7 107.9 8600 106.9 101.6 92.4 111.8 106.2 96.6 116.7 110.8 100.7 121.5 115.4 104.9 126.4 120.1 109.1 8700 108.2 102.8 93.4 113.1 107.4 97.7 118.0 112.1 101.9 122.9 116.8 106.2 127.8 121.5 110.4 8800 109.4 104.0 94.5 114.4 108.7 98.8 119.4 113.4 103.1 124.3 118.1 107.4 129.3 122.9 111.7 8900 110.7 105.1 95.6 115.7 109.9 99.9 120.7 114.7 104.3 125.8 119.5 108.6 130.8 124.2 113.0 9000 111.9 106.3 96.6 117.0 111.1 101.0 122.1 116.0 105.4 127.2 120.8 109.8 132.3 125.6 114.2 9100 113.2 105.7 97.7 118.3 112.4 102.2 123.4 117.3 106.6 128.6 122.2 111.0 133.7 127.0 115.5 9200 114.4 108.7 98.8 119.6 113.6 103.3 124.8 118.6 107.8 130.0 123.5 112.3 135.2 128.4 116.8 9300 115.6 109.9 99.9 120.9 114.8 104.4 126.2 119.8 108.9 131.4 124.8 113.5 136.7 129.8 118.0 9400 116.9 111.0 100.9 122.2 116.1 105.5 127.5 121.1 110.1 132.8 126.2 114.7 138.1 131.2 119.3 9500 118.1 112.2 102.0 123.5 117.3 106.7 128.9 122.4 111.3 134.2 127.5 115.9 139.6 132.6 120.6 9600 119.4 113.4 103.1 124.8 118.6 107.8 130.2 123.7 112.5 135.6 128.9 117.1 141.1 134.0 121.8 9700 120.6 114.6 104.2 126.1 119.8 108.9 131.6 125.0 113.6 137.1 130.2 118.4 142.5 135.4 123.1 9800 121.9 115.8 105.2 127.4 121.0 110.0 132.9 126.3 114.8 138.5 131.5 119.6 144.0 136.8 124.4 9900 123.1 116.9 106.3 128.7 122.3 111.1 134.3 127.6 116.0 139.9 132.9 120.8 145.5 138.2 125.6 10000 124.3 118.1 107.4 130.0 123.5 112.3 135.6 128.9 117.1 141.3 134.2 122.0 146.9 139.6 126.9 NOTE: CLUTCH RATIO IS 1 TO 1 05-38 SECTION 05 - TRANSMISSION SYSTEM FORMULA (INTERNAL DRIVE SPROCKET) SPROCKET COMBINAISON/GEAR RATIO/CHAIN LENGHT MAXIMUM TOP SPEED (MPH) 17/38 17/40 17/44 18/38 18/40 18/44 19/38 19/40 19/44 20/38 20/40 20/44 21/38 21/40 2.23 2.35 2.58 2.11 2.22 2.44 2.00 2.10 2.31 1.90 2.00 2.20 1.80 1.90 70 68 72 70 68 72 68 68 70 68 68 70 68 66 6500 75.2 71.5 65.0 79.7 75.7 68.8 84.1 79.9 72.6 88.5 84.1 76.5 93.0 88.3 80.3 6600 76.4 72.6 66.0 80.9 76.9 69.9 85.4 81.1 73.7 89.9 85.4 77.6 94.4 89.7 81.5 6700 77.6 73.7 67.0 82.1 78.0 70.9 86.7 82.4 74.9 91.2 86.7 78.8 95.8 91.0 82.7 6800 78.7 74.8 68.0 83.3 79.2 72.0 88.0 83.6 76.0 92.6 88.0 80.0 97.2 92.4 84.0 6900 79.9 75.9 69.0 84.6 80.3 73.0 89.3 84.8 77.1 94.0 89.3 81.2 98.7 93.7 85.2 7000 81.0 77.0 70.0 85.8 81.5 74.1 90.6 86.0 78.2 95.3 90.6 82.3 100.1 95.1 86.5 7100 82.2 78.1 71.0 87.0 82.7 75.2 91.9 87.3 79.3 96.7 91.9 83.5 101.5 96.5 87.7 7200 83.3 79.2 72.0 88.3 83.8 76.2 93.2 88.5 80.5 98.1 93.2 84.7 103.0 97.8 88.9 7300 84.5 80.3 73.0 89.5 85.0 77.3 94.4 89.7 81.6 99.4 94.4 85.9 104.4 99.2 90.2 7400 85.7 81.4 74.0 90.7 86.2 78.3 95.7 91.0 82.7 100.8 95.7 87.0 105.8 100.5 91.4 7500 86.8 82.5 75.0 91.9 87.3 79.4 97.0 92.2 83.8 102.1 97.0 88.2 107.3 101.9 92.6 7600 88.0 83.6 76.0 93.2 88.5 80.5 90.3 93.4 84.9 103.5 98.3 89.4 108.7 103.2 93.9 7700 89.1 84.7 77.0 94.4 89.7 81.5 99.6 94.6 86.0 104.9 99.6 90.6 110.1 104.6 95.1 7800 90.3 85.8 78.0 95.6 90.8 82.6 100.9 95.9 87.2 106.2 100.9 91.7 111.5 106.0 96.3 7900 91.5 86.9 79.0 96.8 92.0 83.6 102.2 97.1 88.3 107.6 102.2 92.9 113.0 107.3 97.6 8000 92.6 88.0 80.0 98.1 93.2 84.7 103.5 98.3 89.4 109.0 103.5 94.1 114.4 108.7 98.8 8100 93.8 89.1 81.0 99.3 94.3 85.7 104.8 99.6 90.5 110.3 104.8 95.3 115.8 110.0 100.0 8200 94.9 90.2 82.0 100.5 95.5 86.8 106.1 100.8 91.6 111.7 106.1 96.4 117.3 111.4 101.3 8300 96.1 91.3 83.0 101.7 96.6 87.9 107.4 102.0 92.7 113.0 107.4 97.6 118.7 112.8 102.5 8400 97.2 92.4 84.0 103.0 97.8 88.9 108.7 103.2 93.9 114.4 108.7 98.8 120.1 114.1 103.7 8500 98.4 93.5 85.0 104.2 99.0 90.0 110.0 104.5 95.0 115.8 110.0 100.0 121.6 115.5 105.0 8600 99.6 94.6 86.0 105.4 100.1 91.0 111.3 105.7 96.1 117.1 111.3 101.2 123.0 116.8 106.2 8700 100.7 95.7 87.0 106.6 101.3 92.1 112.6 106.9 97.2 118.5 112.6 102.3 124.4 118.2 107.4 8800 101.9 96.8 88.0 107.9 102.5 93.2 113.9 108.2 98.3 119.8 113.9 103.5 125.8 119.5 108.7 8900 103.0 97.9 89.0 109.1 103.6 94.2 115.1 109.4 99.4 121.2 115.1 104.7 127.3 120.9 109.9 9000 104.2 99.0 90.0 110.3 104.8 95.3 116.4 110.6 100.6 122.6 116.4 105.9 128.7 122.3 111.2 9100 105.3 100.1 91.0 111.5 106.0 96.3 117.7 111.9 101.7 123.9 117.7 107.0 130.1 123.6 112.4 9200 106.5 101.2 92.0 112.8 107.1 97.4 119.0 113.1 102.8 125.3 119.0 108.2 131.6 125.0 113.6 9300 107.7 102.3 93.0 114.0 108.3 98.4 120.3 114.3 103.9 126.7 120.3 109.4 133.0 126.3 114.9 9400 108.8 103.4 94.0 115.2 109.5 99.5 121.6 115.5 105.0 128.0 121.6 110.6 134.4 127.7 116.1 9500 110.0 104.5 95.0 116.4 110.6 100.6 122.9 116.8 106.2 129.4 122.9 111.7 135.9 129.1 117.3 9600 111.1 105.6 96.0 117.7 111.8 101.6 124.2 118.0 107.3 130.7 124.2 112.9 137.3 130.4 118.6 9700 112.3 106.7 97.0 118.9 112.9 102.7 125.5 119.2 108.4 132.1 125.5 114.1 138.7 131.7 119.8 9800 113.4 107.8 98.0 120.1 114.1 103.7 126.8 120.5 109.5 133.5 126.8 115.3 140.1 133.1 121.0 9900 114.6 108.9 99.0 121.3 115.3 104.8 128.1 121.7 110.6 134.8 128.1 116.4 141.6 134.5 122.3 21/44 2.09 72 10000 115.8 110.0 100.0 122.6 116.4 105.9 129.4 122.9 111.7 136.2 129.4 117.6 143.0 135.9 123.5 NOTE: CLUTCH RATIO IS 0.83, INCLUDE FULL OVERDRIVE OF T.R.A. 05-39 SECTION 05 - TRANSMISSION SYSTEM FORMULA (INTERNAL DRIVE SPROCKET) SPROCKET COMBINAISON/GEAR RATIO/CHAIN LENGHT MAXIMUM TOP SPEED (MPH) 22/38 22/40 22/44 23/38 23/40 23/44 24/38 24/40 24/44 25/38 25/40 25/44 26/38 26/40 26/44 1.72 1.81 2.00 1.65 1.74 1.91 1.58 1.66 1.83 1.52 1.60 1.76 1.46 1.54 1.69 74 72 70 74 72 70 74 70 70 72 70 70 72 70 70 6500 97.4 92.5 84.1 101.8 96.7 87.9 106.2 100.9 91.7 110.7 105.1 95.6 115.1 109.3 99.4 6600 98.9 93.9 85.4 103.4 98.2 89.3 107.9 102.5 93.2 112.4 106.7 97.0 116.9 111.0 100.9 6700 100.4 95.4 86.7 104.9 99.7 6800 101.9 96.8 88.0 106.5 101.2 90.6 109.5 104.0 94.6 114.1 108.4 98.5 118.6 112.7 102.4 92.0 111.1 105.6 96.0 115.8 110.0 100.0 120.4 114.4 104.0 6900 103.4 98.2 89.3 108.1 102.7 93.3 112.8 107.1 97.4 117.5 111.6 101.4 122.2 116.1 105.5 7000 104.9 99.6 90.6 109.6 104.2 94.7 114.4 108.7 98.8 109.2 113.2 102.9 123.9 117.7 107.0 7100 106.4 101.0 91.9 111.2 105.6 96.0 116.0 110.2 100.2 120.9 114.8 104.4 125.7 119.4 108.6 7200 107.9 102.5 93.2 112.4 107.1 97.4 117.7 111.8 101.6 122.6 116.4 105.9 127.5 121.1 110.1 7300 109.4 103.9 94.4 114.3 108.6 98.7 119.3 113.3 103.0 124.3 118.1 107.3 129.2 122.8 111.6 7400 110.9 105.3 95.7 115.9 110.1 100.1 120.9 114.9 104.4 126.0 119.7 108.8 131.0 124.5 113.1 7500 112.4 106.7 97.0 117.5 111.6 101.4 122.6 116.4 105.9 127.7 121.3 110.3 132.8 121.1 114.7 7600 113.9 108.2 98.3 119.0 113.1 102.8 124.2 118.0 107.3 129.4 122.9 111.7 134.6 127.8 116.2 7700 115.4 109.6 99.6 120.6 114.6 104.2 125.8 119.5 108.7 131.1 124.5 113.2 136.3 129.5 117.7 7800 116.9 111.0 100.9 122.2 116.1 105.5 127.5 121.1 110.1 132.8 126.1 114.7 138.1 131.2 119.3 7900 118.3 112.4 102.2 123.7 117.5 106.9 129.1 122.7 111.5 134.5 127.8 116.1 139.9 132.9 120.8 8000 119.8 113.9 103.5 125.3 119.0 108.2 130.7 124.2 112.9 136.2 129.4 117.6 141.6 134.6 122.3 8100 121.3 115.3 104.8 126.9 120.5 109.6 132.4 125.8 114.3 137.9 131.0 119.1 143.4 136.2 123.9 8200 122.8 116.7 106.1 128.4 122.0 110.9 134.0 127.3 115.7 139.6 132.6 120.6 145.2 137.9 125.4 8300 124.3 118.1 107.4 130.0 123.5 112.3 135.6 128.9 117.1 141.3 134.2 122.0 146.9 139.6 126.9 8400 125.8 119.5 108.7 131.6 125.0 113.6 137.3 130.4 118.6 143.0 135.9 123.5 148.7 141.3 128.4 8500 127.3 121.0 110.0 131.1 126.5 115.0 138.9 132.0 120.0 144.7 137.5 125.0 150.5 143.0 130.0 8600 128.8 122.4 111.3 134.7 128.0 116.3 140.5 133.5 121.4 146.4 139.1 126.4 152.3 144.6 131.5 8700 130.3 123.8 112.6 136.3 129.4 118.7 142.2 135.1 122.8 148.1 140.7 127.9 154.0 146.3 133.0 8800 131.8 125.2 113.9 137.8 130.9 119.0 143.8 136.6 124.2 149.8 142.3 129.4 155.8 148.0 134.6 8900 133.3 126.7 115.1 139.4 132.4 120.4 145.5 138.2 125.6 151.5 143.9 130.9 157.6 149.7 136.1 9000 134.8 128.1 116.4 141.0 133.9 121.7 147.1 139.7 127.0 153.2 145.6 132.3 159.3 151.4 137.6 9100 136.3 129.5 117.7 142.5 135.4 123.1 148.7 141.3 128.4 154.9 147.2 133.8 161.1 153.1 139.1 9200 137.8 130.9 119.0 144.1 136.9 124.4 150.4 142.8 129.9 156.6 148.8 135.3 162.9 154.7 140.7 9300 139.3 132.4 120.3 145.7 138.4 125.8 152.0 144.4 131.3 158.3 150.4 136.7 164.7 156.4 142.2 9400 140.8 133.8 121.6 147.2 139.9 127.1 153.6 145.9 132.7 160.0 152.0 138.2 166.4 158.1 143.7 9500 142.3 135.2 122.9 148.8 141.3 128.5 155.3 147.5 134.1 161.7 153.6 139.7 168.2 159.8 145.3 9600 143.2 136.6 124.2 150.4 142.8 129.9 156.9 149.0 135.5 163.4 155.3 141.1 170.0 161.5 146.8 9700 145.3 138.0 125.5 151.9 144.3 131.2 158.5 150.6 136.9 165.1 156.9 142.6 171.7 163.1 148.3 9800 146.8 139.5 126.8 153.5 145.8 132.6 160.2 152.2 138.3 166.8 158.5 144.1 173.5 164.8 149.8 9900 148.3 140.9 128.1 155.1 147.3 133.9 161.8 153.7 139.7 168.5 160.1 145.6 175.3 166.5 161.4 10000 149.8 142.3 129.4 156.6 148.8 135.3 163.4 155.3 141.1 170.2 161.7 147.0 177.0 168.2 152.9 NOTE: CLUTCH RATIO IS 0.83, INCLUDE FULL OVERDRIVE OF T.R.A. 05-40 SECTION 05 - TRANSMISSION SYSTEM TRANSMISSION CALIBRATION PROCEDURE 1. A new vehicle should be broken-in before fine tuning the transmission. 200-300 miles will allow things like bearings and the track to loosenup. This will allow the sled to roll much freer which may slightly change the clutch calibration. 2. Set up the chassis configuration (lowering, weight transfer, traction). 3. Adjust the carburetor calibration to match the condition of the day. 4. Pick the chain case ratio. 5. Define the driven pulley calibration. Stock is a good starting point. Drag racers may consider trying a larger cam angle. Use multi-angle cams only for fine tuning after working with the drive clutch. 6. Choose the drive belt (compound, length, width). 7. Define the TRA calibration • Start with the stock ramp in position #3 • For most forms of racing, a higher engagement RPM can be utilized. The better the traction, the higher the engagement that can be used. Most stock rules limit engagement to 5000 RPM. That’s 5000 RPM on the technical inspector’s tachometer and it may not agree with your dash tachometer. If in doubt, get the tech. man to verify your engagement. The easiest way to raise engagement is to use a spring with a higher start load and a similar finish load. Remember, the stiffer spring at start will also affect the shift curve at 0 to 1/2 ratio. • If the stiffer spring slowed down the shift at low ratios, try more roller pin weight. The pin weight will not change engagement much but will shift faster. Utilize the threaded roller pins to achieve pin weights in between the hollow steel and solid steel pin. • Fine tune the shift curve by trying different adjuster positions. Use the lowest adjuster number that still allows you to maintain RPM. • Pin weight and ramp angle are interrelated, but can be varied to achieve certain results. A 16.5 gram pin and the adjuster set in #5 may produce the same full throttle RPM as a 14.5 gram pin with the adjuster set in #3, but the lighter pin will be revier at part throttle setting at low ratios. This may work better for snow cross or woods racing whereas the heavier pin may be better in a drag race. Some ramp profiles will achieve better top speed with the adjusters set in lower numbers (1-4). If you are in position 5 or 6, try a slightly lighter pin weight (1.5 to 2 grams) and lower the adjuster position. NOTE: Never use adjuster position #6 with the FZ ramp. The tip of the ramp may touch the lever arm. • If your shift curve is perfect but the engagement is too low, a flat or notch can be ground in the ramp right where the roller sits at neutral position. This is a touchy procedure and should only be attempted as a last resort. Be prepared to scrap some ramps during the learning procedure. 8. The best way to test clutching is with a set of timing lights or side by side comparison with a similar vehicle. Leave one machine as a base line reference while tuning the test vehicle. Don’t change things on both vehicles at the same time or you won’t know if you are gaining or losing. Also, only change one parameter at time on your test vehicle so you know exactly what results from the change. 9. For drag racers, try running the engine down to several hundred RPM below the stated power peak. When the exhaust is cold, the peak power RPM drops. How much lower depends on the engine type, exhaust type, jetting and underhood temperature. Summer and fall grass draggers should especially try lower RPM. 10. This is where the winners become winners. Test, test, test and then go test some more. 11. KEEP DETAILED NOTES OF ALL YOUR TESTINGS!!! No matter how good you think your memory is, after you test your hundredth combination, things can get overwhelming. 05-41 SECTION 05 - TRANSMISSION SYSTEM Transmission Tuning Test Sheet DATE: _________________________ VEHICLE: __________________________ SHEET NO.: _____________ TENT SITE:_____________________ TEMPERATURE: ____________________ SURFACE COND. _________ Test 1 Cam Angle Spring Color Code Spring Preload, lb Spring Position ex. (A-4) Chaincase Gearing Lever Arm and Pin Type Weight Each Assembly Ramp Identification No. of Set Screws Added (if used) Spring Color Code/ Tension TRA Adjuster Position Belt Part Number Width Length Engagement RPM Shift RPM Top Speed Time for Run/ Measured Distance Variation Min./Max. Special Notes 05-42 Test 2 Test 3 Test 4 Test 5 SECTION 05 - TRANSMISSION SYSTEM Racers Log Vehicle: Date: Sheet Number: Location: Surface Conditions: Temperature: Barometric Pressure: Humidity: Carburetor Size: Fuel: C.R.A.D.: P.T.O. MAG. Carburetion notes: Main Jet Needle Jet Jet Needle E-Clip Position Slide Cutaway Pilot Jet Drive Pulley Clutching notes: Lever Arm/Pin Type Pin Weight Ramp Identification T.R.A. Adjuster Position Spring Identification Spring Pressure @ Engagement Spring Pressure @ Full Shift Engagement RPM Shift RPM Drive Belt Identification Driven Pulley Cam Identification Spring Identification Spring Preload and Location Chaincase Gearing L.H. R.H. Chassis notes: Inches of Carbide/ski Camber Front Spring Ident. Ride Height Center Spring Ident. Limiter Adjustment Rear Spring Ident. Ride Height Stud Quantity and Type 05-43 Section 06 - TECHNICAL PUBLICATIONS AND RACING PARTS TABLE OF CONTENTS HIGH PERFORMANCE PARTS........................................................... 06-2 USEFUL PUBLICATIONS ................................................................... 06-3 TECHNICAL DATA.............................................................................. 06-5 06-1 SECTION 06 - TECHNICAL PUBLICATIONS AND RACING PARTS HIGH PERFORMANCE PARTS DESCRIPTION Magnesium clutch lever Driven pulley windage plate Screw for windage plate Extension bushing (Formula 1) (For double driven pulley large bushings) High revolution tachometer Tachometer holder (Formula 1) Low friction bearing (replace P/N 405 4045 00) Master cylinder Brake pad insulator Kelsey-Hayes Brake pad Kelsey-Hayes Support for stud on track (2” angle plate) High grip spark plug cap Throttle handle (44 mm-metal-twin track) Housing Magneto assembly (12 V, 160 W) (race) CDI box Carburetor intake bell 44 mm carburetor MAG (Mach 1-X 1991) 44 mm carb PTO (Mach 1-X 1991) Handle bar (Twin track) Formula 1 ski (aluminum) Small fuel tank Mechanical temperature gauge Fiberglass gas or lube tank 15” x 121” High profile track Stabilizing bar assembly 3/4” Skid-Plate 1996 S-2000 – 1996 Skid-Plate 1996 S-2000 – 1996 Skid-Plate 1996 S-2000 – 1996 Clear fuel tank 1995 MXZ Clear fuel tank 1996 MXZ SC10 front arm quick adj ass’y UHMW ski skin – MXZ 94/95/96 Asphalt track 40 durometer Asphalt track 60 durometer Racing brake disc 5/8’’ sway bar 1996 MX Z 3/4’’ sway bar 1996 MX Z 1/2’’ lug drag track * Available through Camoplast distributors 06-2 P/N 420 4484 52 (3) 504 1367 00 (OUTER) 504 1370 00 (INNER) 732 6010 67 (12) 486 0197 00 486 0371 00 (4 PULSES) 486 0521 00 (6 PULSES) 486 0030 00 486 0472 00 486 0452 00 486 0424 00 486 0238 00 486 0493 00 278 0002 37 486 0264 00 or 414 4871 00 plastic 486 0265 00 or 414 4411 00 plastic 486 0143 00 486 0144 00 486 0157 00 4031123 00 403 1122 00 486 0242 00 486 0278 00 486 0494 00 486 0373 00 486 0495 00 570 2054 00 580 6045 00 (kit) 861 7497 00 Black 861 7498 00 Yellow 861 7534 00 Red 486 0670 00 572 0777 01 861 7547 00 486 0673 00 *Camoplast 679-9802 *Camoplast 679-9805 486 0734 00 506 1327 00 506 1328 00 *Camoplast 679-9811 SECTION 06 - TECHNICAL PUBLICATIONS AND RACING PARTS USEFUL PUBLICATIONS DESCRIPTION P/N Shop Manuals for 1995 484 0618 00 Shop Manuals x 3 for 1996 Vol. 1 484 0628 00 Élan, Tundra II LT, Touring E/E LT/LE/SLE Formula S/SL Skandic 380/500 Vol. 2 484 0628 01 Grand Touring 500/580/SE, Formula SLS/STX/STX LT(2) Summit 500, Mach 1 Vol. 3 484 0628 02 MX Z 440/583, Formula Z/SS/III/ II LT Summit 583/670 Mach Z/Z LT Skandic WT Vol. 1 484 0647 00 Tundra II LT, Touring E/E LT/LE/SLE Formula S/SL Skandic 380/500 Vol. 2 484 0647 01 MX 440F/440/583/670 Formula 500/500 Deluxe/583/Z Summit 500/583/670 Grand Touring 500/583 Skandic WT/SWT/WT LC Vol. 3 484 0647 02 Formula III/ III LT Mach 1 Z/Z LT Shop Manuals x 3 for 1997 Racer Handbook for 1995 484 0620 00 Racer Handbook for 1996 484 0623 00 Specification Booklet 90/96 480 1400 00 Specification Booklet 90/97 480 1420 00 06-3 SECTION 06 - TECHNICAL PUBLICATIONS AND RACING PARTS 1 6 3 12 2 11 7 5 4 13 10 8 9 A03F1WS COMPLETE ASSEMBLY FOR 1996 MX Z — FORMULA Z — FORMULA SS 1. Belt 25 (2) 7.Elastic nut 2. Adjuster (1) 8.Pin 3. Limiter (1) 9.Washer 4. Nut (1) 10. Pin 5. Washer (1) 11. Hexagonal bolt M8 x 30 6. Handle (1) 12. Washer 13. Elastic nut M8 06-4 (1) (1) (1) (1) (4) (6) (1) SECTION 06 - TECHNICAL PUBLICATIONS AND RACING PARTS TECHNICAL DATA Supplement for 1997 Model Formula MX Z 440 Fan AAAA AA AAA AAA AAAA AAAA A AA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAA AAAAAA AAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA A AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAA AAAA AAA AAAA AAAA AAA AAAA AAAA AAAA AAAA AA AAA AA AAAA AAAAAAAA AAAAAAA AAAAAA AAAAAA AAAAAAAA AAAA AAAAAAA AAAAAAAA AAA AAAAAAAA AAA AAAAAAAA AAAAAAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA A AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAA AAAA AA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA A AAAAAAAAAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAA AAAAAA AAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA A AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAA AA AAA AAAA AAAA A AA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAA AA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA A AAAA AAAAAA AAAA AAA AAAA AAA AAAA AAAA AAAA AAAA AAAA AAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAA AAAAAA AAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAA AAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAA AAAA A AAA A AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA A AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA A A AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA A AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA A AAAAAAAAAAAAAAAAAAAAAAAA A AAAAAAAAAAAAAAAAAAAAAA AAAA AA AAA AAAA AAAA A AA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAA AAAAAA AAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA A AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA A AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAAAAAAAAAAAAAAAAAAAAAAAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAA AAAAAAAAAAAAAAAAAAAAAAA AAAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAA AAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAA AAAA AAAA AAAA AAAA AAAA AA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAAA AAAAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAA AA AAA AAAA AAAA AAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAA AAAAAAAA AAAAAAA AAAAAA AAAAAA AAAAAAAA AAAA AAAAAAA AAAAAAAA AAA AAAAAAAA AAA A AAA AAAA AAAA AAAA AAAA AAAA AA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAAAAAAAAAAAAAAAAAAAAA AAAAAAA AAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAA AAAAAAAA AAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAA AAAA AAAAAAAA AAAA AAAAAAAA AA AAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAA AAA AAAAAAAA AAAA AAAA AAAA AAAA AAAA AAAAAAA AAAA AAAA AAAA AAAA AAAA AAA AAAA AAAA AAAA AAAA AAAA AAAA A AA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA A AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAA A AA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA A AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA A A A AAAA AAAA AAAA AAAAAAAAAAAAAAAAAAAAAAAAAAA AAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAA A AAAAAAAAAAAAAAAAAAAAAAAA AAAA AAAA A AAAAAAAAAAAAAAAAAAAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAAAAAAAAAAAAAAAAAAAAAAAAA AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAAAAAAAAAAAAAAAAAAAAAAAAA AAAA AAAAAAAAAAAAAAAAAAA AAAAAAAA AAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAA AAAA AAAAAAAA AAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAA AAAA AAAA AAAA AAAA AAAA AAAAAAAAAAAAAAAAAAAAAAA AAAAAAAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAA AAAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAA AAAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA A AAAA AAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAA AAAA AAAA AAA AAAA AAAAAAAAAAAAAAAAAAAAAAAAAAA AAA AAAAAAAAAAAA AAAAA AAAAAAAAAAAA A AAAAAAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAA AAAA AAAA A AA AAAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA A AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAA AAAA AAAA A AAAA AA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAA AAAA AAAAAAAA AAAAAA AAAAA A AAAA AAAA AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA A AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA A AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAA AAAA AAAA AAAA A AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAA AAAAA A AAAA A AAAA AAA AAA AAA AAAA A AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA A AAAA AAAA A AAAA AAAA A AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAAAAAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AA AAA AAAAAAAA AAAAAAA AAAAAA AAAAAA AAAAAAAAAAAA AAAA AAAAAAA AAAAAAAAAAAA AAA AAAAAAAA AAA AAAA AAAA AAAA AAAA AAAA AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAAAAAA AAAAAA AAAAAA AAAAAAAA AAAA A AAA AAAAAAA AAAAAAAA AAA AAAAAAAA AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA A AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA A AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA A AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA A AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA A A AAAA AAAA AAAAAAAAA A AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAA AAA AAAA AAAA AAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA A AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAA AAAA AAAA AAAA AAAA AAAA A A AAAAA A AAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAA AAAA AAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA A AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAA AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAA A AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA A AAAA AAAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAA A AAAA AAAA AAAAAAAA AAAAAA AAAA AAAA A AAAA AAAA AAAA A AAAA AAAA AAAA AAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAA A AAAAAAAAAAAAAAAAAAAAAAAA A AAAAAAAAAAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAAA A A AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAA AAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA A AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA A AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAA AAAA AAAA A A AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA A AAAAAAAAAAAAAAAAAAAAAAAA A AAAAAAAAAAAAAAAAAAAA AAAAA AAAAAAAA AAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAAAAAAAAAAAAAAAAA AAA AAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAAAAAAAAAA AAAAAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAA AAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAA AAAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAAAAAAAAAAAAAAAAAAAAA AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAA AAAA AAAAAAAAAAAAAAAAAAAAAAAAAAA AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAA A AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAA AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAA AAAAAA AAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAA AAAA AA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA A AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA A AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAA AAAAAAAAAAAAAAAAAAAAAAAAAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAA AAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAAAAAAAAAAAAAAAAAAAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAAAAAAAAAAAAAAAAAAAAAAAAA RACING TYPE Maximum horsepower Rotary valve ROTARY VALVE MODEL: 1997 FORMULA MX Z 440 Fan - GRASS DRAGS 500' 660' 7000 7000 RPM * Part number Timing opening closing VM 34 Carburetor type C A R B U R E T O R Main jet Needle Needle clip position Slide cut-away Pilot Jet Needle jet Air screw adjustment Needle valve Idle speed Gaz grade PTO 150 Stock 4 Stock Stock Stock 1 1/4 Stock ± 1/8 turn R A T I O Drive pulley Driven pulley PTO 155 Stock 4 Stock Stock Stock 1 1/4 Stock MAG 140 Stock 4 Stock Stock Stock 1 1/4 Stock RPM Drive ratio Chain D R I V E VM 34 MAG 135 Stock 4 Stock Stock Stock 1 1/4 Stock Type of drive pulley Ramp identification Calibration screw position Spring color Clutch engagement RPM Pin Lever Spring Color Preload Cam Drive belt Calibration done at temperature of Angle Part number kg (lb) Super unleaded 18-44 70 links Super unleaded 19-44 72 links TRA TRA CF1 Pos. 3 GR/BL 200-290 4750 Hollow Std. alu. Orange CF1 Pos. 3 GR/BL 200-290 4750 Hollow Std. alu. Orange 16.5 lbs 54-40 degrees 415-0606 30 degrees C 86 degrees F 17.5 lbs 54-40 degrees 415-0606 30 degrees C 86 degrees F ∗ The maximum horsepower RPM is applicable on the vehicle. It may be different under certain circumstances and BOMBARDIER INC. reserves the right to modify it without obligation. 06-5 SECTION 06 - TECHNICAL PUBLICATIONS AND RACING PARTS Supplement for Model Mach 1 700 1997 AAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAA AAA AAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAA AAAA AAAA AAAA AAAAAAAAA AAAA AAAA AAAA AAAA AAAAAAAAAAAA AAA AAAAAAA AAAAAAAAAAAA AAAAAAAAAAA AAAAAAAAAAAA AAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA A AAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAA A AAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAA AAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAA AAAA AAAA AAAA AAAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA A AAA 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AAAAAAAA A AAA AAAA AAAAAAA AAAAAAAAAAAA AAA AAAAAAAA AAA AAAA AAAA AAAA AAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAAA A AAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAA AAAAAAA AAA AAAAAAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAA AAA AAAA AAAA AAAA AAA AAAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAAAAAA AAAA AAAAAAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAA AAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAA AAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAAAAAAA AAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAA AAAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAAA AAAAAAA AAA AAAA AAAA AAAA AAAA AAAA AAAA AAAA AAA AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA MODEL: MACH 1 700 1997 - GRASS DRAGS - RACING TYPE Maximum horsepower C A R B U R E T O R 1 RPM 8500 VM-38 Carburetor type Main jet Needle Needle clip position Slide cut-away Pilot Jet Needle jet Air screw adjustment Needle valve PTO 240 Stock 5 Stock Stock Stock 1 1/4 turn Stock ± 1/8 turn Drive ratio Chain D R I V E R A T I O Drive pulley Driven pulley Type of drive pulley Ramp identification Calibration screw position Spring Clutch engagement RPM Pin Lever Spring Color Preload Cam Drive belt Calibration done at temperature of Angle Part number CENTRE 240 Stock 5 Stock Stock Stock 1 1/4 turn Stock unleaded 21-44 links 72 TRA 286 4 230-380 4500 solid New 97 alum. Beige kg (lb) 16 lbs (A-6) Angle 52° 415 0603 00 30° C 1 The maximum horsepower RPM is applicable on the vehicle. It may be different under certain circumstances and BOMBARDIER INC. reserves the right to modify it without obligation. 06-6 MAG 240 Stock 5 Stock Stock Stock 1 1/4 turn Stock Section 07 - COMPETITION PREPARATION TABLE OF CONTENTS HILL CLIMBING .................................................................................. 07-2 DRAG RACING (ICE AND GRASS) ................................................... 07-2 SPEED RUNS ..................................................................................... 07-4 OVAL RACING .................................................................................... 07-4 CROSS-COUNTRY/SNOW-CROSS RACING .................................... 07-5 ENDURO RACING.............................................................................. 07-15 NUTRITION ........................................................................................ 07-16 PHYSICAL TRAINING ........................................................................ 07-16 ASPHALT DRAG RACING CLASS†................................................... 07-17 07-1 SECTION 07 - COMPETITION PREPARATION These are general guide lines for preparing a stock DSA chassis for various forms of competition. Refer to the appropriate section of the book for more detailed information. HILL CLIMBING Front Suspension • Use soft springs. You want the skis to compress very easily and not transmit any upward force into the chassis. • Use minimal rebound dampening in the shock absorbers and on HPG T/A shocks, the gas pressure can be reduced to 200psi. Center • Use medium spring pressure. You need some track pressure for traction but the front arm must be able to compress easily to absorb bumps. • The limiter strap should be fairly short to keep front end lift to a minimum. Two to three inches of lift is plenty. A balance must be maintained between having enough traction and keeping the front end down for steering. Rear Suspension • Spring pressure should be kept firm in order to reduce weight transfer and help keep the front end down on the ground. • When rules allow, use rebuildable shocks. This will allow you to calibrate compression and rebound dampening. This is necessary when changing spring rates. Track • Use the highest profile track available. • On sleds with less than 80 horsepower use a 121 inch track. A deep profile long track might actually give you too much traction and the lower HP won’t be able to spin the track in certain conditions. • Bigger HP sleds should use the 136 inch “paddle track”. This track has 1.5 inch tall paddles molded into the track. This is standard on the Summit. • 861 7475 00 Long track kit for DSA chassis with C-7 suspension (includes all parts and a 15 × 136 × 1.5 inch paddle track) 07-2 • 570 2086 00 15 × 136 × 1.5 Paddle track • 570 2089 00 15 × 121 × 1.5 Paddle track • 861 7598 00 15 x 136 x 2 Paddle track (Kit includes drive axle ass’y) • 570 2102 00 15 x 136 x 2 Paddle track • 860 3045 00 Ski stance widening kit ’96 Summit Transmission • Use a one tooth smaller than stock top sprocket. • Good backshifting is important. Use a few pounds more than normal preload on the driven pulley. • Adjust the TRA to maintain optimum RPM. Driving Style • Contrary to popular belief, constant full throttle is not always the fastest way to the top. Use your thumb to adjust for the conditions. Sometimes you need to back out of it to keep the track from spinning excessively. You need to keep your momentum up but you must keep the sled on the ground so your track is hooked up and the skis can steer you around any obstacles. For more Hillclimb information contact Mark Thompson by fax at (801) 753-3034. DRAG RACING (ICE AND GRASS) Special Rules • Snow flap must be retained by chains or 1/8 inch diameter cable. • Double limiter straps are required by many organizations. Front Suspension • Lower the ride height as far as possible but maintain the legal travel requirement of two inches. Shorter springs are available. • 486 0663 00 DSA front spring 125 Ibs/in 8 inch free length. • Trim the rubber blocks under the ski legs to reduce and adjust the amount of heel pressure on the ski. • Use stock steel runners on the grass and stock trail carbide runners on the ice. SECTION 07 - COMPETITION PREPARATION Center • Use fairly stiff springs and preload. • Shorter limiter straps will be required (414 9553 00). On grass, more weight transfer can be used to keep the weight off the skis. On ice, run the limiter very short to keep ski lift to a maximum of six inches. Rear Suspension • Lower the ride height to the two inch minimum. • Grass: Soften preload to help weight transfer and keep the skis from dragging. • Ice: Use a lot of preload to help keep the front end down for better top speed at the end of the chute. • Add two pairs of additional idler wheels and replace the 135 mm diameter wheels with 141 mm diameter wheels. • Shave the slider shoes down to a 3mm (1/8 inch) thickness. Traction • Most rules limit maximum stud height to 3/4 inch over the tallest part of the track. Taller tunnel protectors will be required. • Generally, fewer studs are required on grass than on ice. Also, less studs are needed on good, thick sod or hard clay. More studs will be needed on loose grass, dirt and sand. • Grass: Four steel picks per bar (4 × 48 pitches on 121 inch track=192 studs). Large horsepower machines may need more studs. Exchange some picks for grass hooks on looser track surfaces. Try some of the “chisel” style studs. They have a wider profile but are still sharp on the ends. • Ice: Stud quantity is directly related to horsepower on the ice. Up to about 80 HP, 4 to 5 ice picks per pitch should be used for a total of 200250 studs. 80 to 105 HP should need 6 to 7 picks per pitch for a total of 300-350 studs. Over 110 HP will require 7 to 8 picks per pitch and possibly hooker plates welded to the track guides. NOTE: The installation of hooker plates will require modification to the tunnel protection system and should be approached with caution. • Two inch, two hole angled aluminum backer plates should be used when many studs are required. They should form the basis of your stud pattern with single, square, flat or angled backer plates used in between. • Studs should be placed so the pattern does not repeat itself for 4 to 6 pitches. Transmission • Gear for about 10% over the actual speed you will run in the race. On grass, your upper sprocket should be about two teeth smaller than on the ice. • Always stay with the same belt type and size, belt deflection, and center to center distance. Have several belts of the same size broken in and ready to race. Don’t test with one belt and then “throw on a new one” for race day. • Use a ramp and spring combination to achieve a 5000 RPM engagement. It is best to stay around 4800-4900 unless you know how your tachometer compares to the tech. inspectors tach. • Keep the clutches clean! The pulley faces and belt should be wiped down with acetone before every run. Excessive pulley heat indicates belt slippage and you may need to recalibrate your clutch to “squeeze” the belt harder. • Generally, you will find your quickest elapsed times by setting the clutches to run the engine 200 to 300 RPM below the normal power peak. TEST! • Tune your clutches so that you run best for the final which means everything will be heat soaked. If your sled requires different set ups between early runs when everything is cold and later runs, know what to change and when to change it. Test under a variety of conditions so you are prepared for any track and race conditions. 07-3 SECTION 07 - COMPETITION PREPARATION Cooling • Install a pair of hydraulic quick couplers in the coolant hoses at a convenient location on the sled. Make a cooling “cart” using a cooler filled with ice and several winds of copper tubing inside (or another type of heat exchanger) connected to an electric pump and another set of quick couplers. Connect your sled to this mobile refrigerator between runs to circulate coolant through the system and cool the engine down. Cool the engine to the same temperature every time so your runs are consistent. Fore more drag racing information contact Bill Rader by fax at (715) 847-6869, phone (715) 8476884. SPEED RUNS Generally, a speed run sled will be set up very similar to an ice drag sled with the following differences. • Some organizations do not allow lowering for stock class sleds. Check your rules. Shorter springs may be an option to try. • Because holeshots are not important, engagement speed does not have to be set at 5000 RPM. Top speed at the end of the course is the only concern. • Chaincase gearing can be set for high theoretical top speeds. Use the largest top and smallest bottom sprocket available. This will keep the belt low in the drive pulley which lowers the belt and countershaft speed which makes the transmission more efficient. • As few studs as possible should be used. It takes energy to push a stud into the ice and pull it back out again. Since holeshots are not important, use only enough studs to maintain control at top speed. • Use standard trail carbide runners with the sharp edge worn down a bit. This way you will have steering control without sacrificing speed. • Run with a very short limiter strap and soft center spring. This will reduce the track approach angle which helps top speed. For more speed run information contact Bill Rader by fax at (715) 847-6869, phone (715) 847-6884. 07-4 OVAL RACING Special Rules • Rear of tunnel must be enclosed per specifications in the l.S.R rulebook. • Snowflap must be retained by chains or 1/8 inch diameter cable. • Tail light AND brake light element must be on at all times! Add a jumper wire inside the taillight assembly. • Any glass lenses must be taped over with clear tape. Front Suspension • Lower the ride height to the two inch minimum travel requirement. Shorter springs are available. 415 0206 00 DSA front 8 inch free 125 Ibs/in spring length 415 0207 00 DSA front 8 inch free 150 Ibs/in spring length • Camber: Left = 0 degrees Right = Negative 2 to 4 degrees • Verify ski toe out at the carbide edge. • Spot weld the upper deck to the lower portion of the steel skis. One inch every one inch is sufficient. • MX-Z swing arms should be used or others should be reinforced by the radius rod mounts and a piece of angle welded lengthwise on the underside. • Another trick is to fill the swing arms with spray foam insulation. When the foam hardens it helps the swing arms resist bending without adding much weight. • Steering ball joints should have as many jam nuts added as will fit between the tie rod and the ball joint. This helps prevent bending of the threaded portion of the ball joint. Center • Use spring P/N 415 0208 00 (70 Ibs/inch, 6 inch free length) and soft preload. • Use SC-10 front arm quick adjust ass’y (P/N 861 7547 00). SECTION 07 - COMPETITION PREPARATION Rear Suspension • Lower the ride height to the two inch minimum travel requirement. • Install a 4th idler wheel on the rear axle. • Stiffer springs and firm preload may be required to reduce weight transfer and help keep the skis on the ice. If the handling is generally good but the inside ski is lifting, increase the right rear spring preload. • Remove non guide clips and install FIII style taller track guides (486 0616 00) on the right side of the track. Traction • Most rules limit maximum stud height to 3/8 inch over the tallest part of the track.Track cutting is illegal. A camoplast oval track is available P/N 679 9812, it has 1/2 ’’ lug height and tall guide clips for oval racing. • Use a thin profile, sharp tipped stud for hard ice conditions. If the track conditions get sloppy, exchange some picks for a chisel or wedge type stud. • Seven picks per bar for a total of 336 studs will be required for all sleds up to about 100 HP. Bigger sleds may require more picks and/or hooker plates. • Use 2 inch, 2 hole angled aluminum backer plates for the majority of your pattern, especially on the outside belts. The right hand belt will need a 2 inch plate on every pitch. Fill in the pattern with 1 inch square backer plates. The pattern should not repeat itself for at least 5 pitches. • Use a good quality square bar carbide runner with 10 inches of carbide for starters. As you gain experience, try 14 inches of carbide for more front end bite. • Studs and carbides need to be SHARP! The carbide must shave your fingernail when scraped across and studs must prick your finger. Controls • You will probably be more comfortable in the corners if you make a curved extension for the left side of the handlebars. Many drivers make a new set of bars from the same size tubing and custom bend it to fit their preference. (Check your rule book for requirements on handlebars). • You may also want to fabricate a stirrup for your right foot. Transmission • Use a spring and ramp combination in the drive clutch to get a 5000 RPM engagement (verify your tachometer with your tech. inspectors tach). • You need aggressive shifting to get a good holeshot but you also need good backshifting. Here again, testing is the key to success. • Use the lowest TRA setting that still allows you to maintain correct RPM when exiting the corners. • Gear for the speed you will go on the course. • Break in several belts of the same type and size and set up your pulleys to work with these belts. • Maintain your clutches on a weekly basis. A clean, free moving driven pulley is important to good backshifting. Clean the pulley faces with acetone on a regular basis. For more Oval Racing information contact Bill Rader by fax at (715) 847-6869, phone (715) 8476884. Physical Conditioning • While a well set up sled will be easier to drive than a poor one, it still takes good arm strength to turn a stocker with aggressive carbide. Train your upper body for strength and endurance. A good overall conditioning program that also works your legs and respiratory system is a smart idea. While it may not seem like 3 lap heats are very long, 10 lap finals on a short track with tight corners can really wear you down. CROSS-COUNTRY/SNOWCROSS RACING Your team should be organized well in advance and hold regular meetings to cover key information. It is very important that all team members be familiar with each others duties and be prepared to assist one another as required. Remember situations develop with little or no notice and a well organized team can turn negatives into positives and increase the team’s chance of winning! 07-5 SECTION 07 - COMPETITION PREPARATION Recommended Team Structure IT IS RECOMMENDED THAT THE MINIMUM TEAM STRUCTURE BE AS FOLLOWS; 1. RACE DRIVER 2. CHIEF MECHANIC 3. ASSISTANT MECHANIC 4. TEAM MANAGER Duties of the Mechanic and Team Manager THE MECHANIC(S) 1. PRE RACE PREPARATION — To ensure that they are familiar with all aspects of the Ski-Doo snowmobile and capable of doing the worst case scenarios, which are track changes and motor repairs.These and other repairs such as those to suspensions must be practiced enough times to ensure perfection. Remember power tools are seldom accessible when working at the start line therefore get used to hand tools and operating in the cold. 2. ON RACE DAY — Each morning it is recommended that the mechanic(s) warm up, refuel and move the sled to the start line as directed by the race officials and as early as possible to get a good spot. The mechanics should take a warm up stand and cover with them to the start line. Take a spark plug wrench and spare plugs so the driver’s spares don’t have to be used. 3. AT THE FINISH LINE — Intercept the driver and ask what has to be done to the machine to get ready for the next heat or day and start planning the work session. You may have to really question your driver closely for feedback on the sled’s requirements as he may be too tired to recall or too busy “bench racing” with the other drivers. Remember you may be working outside in the open and must be prepared to operate in rain or snow. 4. DAILY WORK PERIOD — Use the maintenance checklist as a guide line and add on must-doo items resulting from day’s ride. Post this list on the tool box and check off items as they are completed so that one mechanic doesn’t repeat the other’s work in error. 07-6 THE FIRST ITEM CHECKED SHOULD BE THE TRACK, AS DAMAGE TO IT OR SUSPENSION PARTS MAY NOT HAVE BEEN NOTED BY THE DRIVER. THE TRACK MUST BE ROTATED FOR ONE COMPLETE REVOLUTION TO PROPERLY CHECK. BOTH MECHANICS SHOULD OBSERVE AT THE SAME TIME.THIS IS THE IDEAL OPPORTUNITY TO INSPECT THE FRONT END, INCLUDING SKIS AND THEIR CARBIDES. Make sure that you have a parts runner(s) at the fence closest to your area and use them to bring the parts from your race trailer. I-500 type events have regulations to control parts delivery and usage so make sure you check with race officials before doing something which could penalize your driver. 5. POST RACE PERIOD — Make sure you have all your own tools back and replace or re-order parts used and be ready for the next day. Go over your work with the other mechanic and driver to compare notes and things to watch for during the next day’s ride. Get ready for the crew/driver meetings and maybe fit in some dinner. DUTIES OF THE TEAM MANAGER 1. PRE RACE PREPARATION — The team manager has an important job to do and must pull everyone and everything together in an organized fashion. Time spent in preparation is seldom wasted. He/she must assemble all the documentation and paperwork for the whole team and maintain a master file. All snowmobile registration, insurance, hotel arrangements, entry information, etc., and back up copies must be available quickly. It is a good idea to confirm your hotel reservations one week before and ask for a fax map if you are not sure of the location. File everything in your driver’s race binder for easy access. SECTION 07 - COMPETITION PREPARATION 2. DAILY START LINE — Get up first and make sure all mechanics are up and getting ready to leave. Let your driver sleep in as long as possible but make sure your vehicle (the second one) starts before the mechanics leave for the impound area. Ensure all rooms are checked out of and paid for. Phone ahead to confirm the next hotel’s reservations. Get your driver up on time and get him to the start line at least 15 minutes before his flight leaves. Make sure that you have an overcoat for your driver to wear at the start line to keep warm until he leaves. Wait until your driver(s) leave the start and then make your way to the finish line and work area for that night. 3. DAILY FINISH LINE — Get on the road as soon as possible leaving the mechanic(s) and the registered support vehicle to follow along the official route and the various checkpoints. Make sure you have your drivers warm up coat and gear bag with his post race clothing. Check in to the next hotel and get all the room keys before going to the finish line. Get any parts or support organized that couldn’t be done by the mechanics and try to intercept your driver as soon as he gets in. Ask him for sled feedback as soon as possible so that the work plan can be initiated even before the mechanics arrive. Remember on multi day events the sled may be impounded at this point and therefore may not be inspected prior to work period. 4. WORK PERIOD — You may not be able to get inside the work area but should position yourself along the fence closest to your mechanic’s area. Be ready to run for parts and assist as required. Keep track of the parts used, borrowed or given away to your driver and other teams. Make sure the warm up stand and cover are available for overnight storage. 5. POST WORK PERIOD — Help sort out the parts and get ready for the next day’s routine. Look for a convenient place to eat and make sure everyone is on time for the crew/driver meetings. The team manager must attend the crew meeting with the mechanics while the driver attends his separate meeting. Make sure all keys are handed out prior to the meetings as the drivers normally meet longer and it would be nice to get the support crew back to the hotel first. Make sure wake up calls are in and backup alarms on. Make a list of room numbers for quick use. RACE CIRCUIT RULES Remember it is the driver and team’s responsibility to have the sled race-ready in accordance with the rules of the circuit you race in. All races approved for Ski Doo’s Winners Circle contingency awards are governed by the general rules laid out in the ISR annual handbook. It is common practise for the various race associations across North America to modify the ISR rules for local use. This does result in conflicting standards and therefore every driver must carefully check the rules. Contact the following circuits for detailed race rules for Cross-Country and Sno-Cross competition; ISR International Racing Association 414-335-2401 ISOC International Series Of 218-722-9500 Champions MRP Motorsports Racing Plus 612-287-9774 Fax 287 8414 HRA Heartland Racing Association 218-547-1714 RMXCRC Rocky Mountain Cross 406-838-2247 Country RMR Rock Maple Racing 802-368-2747 CCMQ Circuit de Courses de Motoneiges du Québec Inc. 514-794-2298 CSRA Canadian Sno-X Racing 905-476-7182 Association Fax 476-7157 CAN-AM Cross-Country Racing Circuit 204-772-5300 PARTS SUPPORT The factory may have an inventory of parts available to support various races but you should not count on it for total support. A well organized racer must be self-contained and should not count on anyone but himself for parts support! 07-7 SECTION 07 - COMPETITION PREPARATION CROSS BORDER INFORMATION 1. IF YOU ARE A CANADIAN OR US CITIZEN — You will need valid ID at both borders. This would include a birth certificate or a drivers license or a passport for all team members. The team manager should double check all members for ID before leaving the home town. 2. OTHER COUNTRIES — You will need a valid passport for all team members from countries other than the US or Canada. 3. BORDER CONFIRMATION — It is better to be safe than sorry, so if you have any doubt contact a border official directly and do it well before race time. 4. SNOWMOBILES AND SUPPORT VEHICLES — Ensure that all support vehicles and snowmobiles have valid ownerships, registrations and insurance for the state or province of origin. Do not forget about your trailer! 5. PARTS AND EQUIPMENT — As a general rule the border officials will let race teams pass with little difficulty but large inventories of parts that appear to have a retail use may be subject to a temporary bond. 6. HEALTH INSURANCE — Check your personal health insurance plan to see what coverage is in effect while in another country. You may want to supplement your existing policy with temporary Blue Cross or equivalent for the driver and all team members. Front Suspension • Adjust the spring preload to get about 1.5 inches of sag from full extension to normal ride height with the driver on board. • For more front end bite, use the 5/8 inch diameter sway bar. • Steering ball joints should have as many jam nuts added as will fit between the tie rod and the ball joint. This helps prevent bending of the threaded portion of the ball joint. Swing Arm Reinforcement When high speed lake racing using full race carbides you may want to add additional strength to the production swing arms. Strap the swing arms as per attached sketch. Note 4130 chrome moly is used in the 1994/96 MX Z swing arm. For extra strength you may want to weld a solid washer over each of the radius rod attachment holes located on the front swing arm and strap the swing arm to the ski spindle tube. 1 3 Team Press Coverage and Sponsor Recognition You should make sure that all current and future potential sponsors are looked after in a professional manner. Here are a few tips ; 1. PRE RACE COVERAGE — press articles and newsletters 2. SLED AND TEAM IDENTIFICATION — jackets, hats, trailer graphics 3. RACE REPORT – phone back home daily to a central contact 4. POST RACE TEAM PHOTO AND REPORT — take a camera 5. THANK YOU LETTERS AND PRESENTATIONS — remember your crew 07-8 2 A01F24A 1. Reinforce weld on swing arm to spindle tube to radius rod bracket 2. Strap here 3. Add 1/8” thick washers over holes Front End Alignment-Steel Ski The OEM steel skis are all tapered from front to back and will therefore give you an incorrect measurement when checking alignment using the outside edges as reference points. Measure your skis to determine the variance and compensate accordingly. Of course any carbide runner must be checked from the underside position across the sharpened edges for true alignment first. SECTION 07 - COMPETITION PREPARATION Traction • Most rules limit maximum stud height to 3/8 inch over the tallest part of the track. Always verify your stud heights! • Use a thick profile, carbide tipped stud for most conditions. 3 picks per bar with stock 8 inch carbide runners work well for terrain races while 4 picks per bar with square bar 10 inch carbide runners work well on ice races. Sharper, thinner studs can be used on lake events. Transmission • Trail clutching with good backshifting will work for most terrain type races, while many lake events put a premium on top speed. • Snow cross events will require an excellent holeshot and also good back shifting while top speed is not important. Lower engagement may be used if traction is less than desirable. • Maintain your clutches on a weekly basis. A clean, free moving driven pulley is important to good backshifting. Clean the pulley faces with acetone on a regular basis. Miscellaneous • HPG T/A shocks should only be serviced by an authorized dealer using approved tools. However some drivers have removed and retightened the acorn nut,covering the schraeder valve itself, with too much torque. When the acorn nut is later removed it may break the seal of the valve to shock body and cause the accidental loss of the nitrogen charge. As a precaution recharge the shock if in doubt. • If the acorn nut is removed inspect the position of the internal O-ring-style seal to ensure correct seating. If it sits in there off-center it may prematurely release the nitrogen charge when the acorn nut is replaced. High pressure gas can be dangerous — consult the HPG manual prior to attempting any service work! • Ensure that your tether cord is a full 5 feet at extension (as per ISR rules) to avoid accidental shutdown in minor get offs. Use a second tether cord attached to the first and adjusted for proper length using tie raps or equivalent. This method also provides you with a handy spare. 07-9 SECTION 07 - COMPETITION PREPARATION T E A M ®® 1996 Ski-Doo MX Z Racing Tip Sheet Ski-Doo Racing, P.O. Box 8035, Wausau, WI 54402-8035, Phone: 715-847-6849 Number: 96-01 - November 15, 1995 Number of pages: 03 ; WARNING This information relates to the preparation and use of snowmobiles in competitive events. Bombardier, Inc. and Bombardier Corporation disclaims liability for all damages and/or injuries resulting from the improper use of the contents. We strongly recommend that these modifications be carried out and/or verified by a highly skilled professional racing mechanic. It is understood that racing or modifications of any Bombardier made snowmobile voids the vehicle warranty and that such modifications may render use of the vehicle illegal in other than sanctioned racing events under existing federal, provincial and state regulations. CROSS COUNTRY/SNOWCROSS — MX Z 440 1996 Clutch Ramp Spring Pin Lever Clicker Cam Spring Gearing Front Shock Valving Rebound: CF1 230/380 (Pink/White) Steel threaded pin and 2 set screws Stock standard aluminum lever Position: 4 46/42 Beige at 18 pounds 22/44 Compression P/N 415 0212 00 3 x 30 x 0.152 2 x 12 x 0.152 7 x 30 x 0.152 1 x 18 x 0.152 1 x 15 x 0.152 We recommend that you replace the stock 100 pound spring with one of the following: 125 pound 1/2 in pre-load P/N 414 8690 00 135 pound 1/2 in pre-load P/N 414 7713 00 150 pound 1/2 in pre-load P/N 414 7882 00 The 150 pound spring will only be needed if you are experiencing repeated bottoming of the front suspension. Recommended shock gas pressure: 300 PSI. 07-10 1 x 12 x 0.203 15 x 26 x 0.203 2 slit piston P/N 415 0238 00 P/N 414 9914 00 SECTION 07 - COMPETITION PREPARATION Center Shock Rebound: 1 x 12 x 0.203 Compression 4 x 30 x 0.203 1 x 18 x 0.203 1 x 16 x 0.203 4 x 26 x 0.254 5 x 30 x 0.254 3 x 26 x 0.203 2 x 16 x 0.254 4 slit piston 1 x 16 x 0.203 We used a 125 pound spring (414 8091 00) with zero (0) preload. Refer to the 1996 or 1997 Ski-Doo Racing Handbook for floating piston depth. Recommended shock gas pressure: 370 PSI. Rear Shock Rebound: 1 x 15 x 0.203 14 x 26 x 0.152 2 slit position Compression 4 x 30 x 0.203 1 x 15 x 0.152 4 x 30 x 0.203 3 x 15 x 0.203 Recommended shock gas pressure: 370 PSI. 1. Install the adjustable limiter strap kit — P/N 861 7547 00. 2. Adjust front limiter strap to 5 inches of distance between front arm and bump stop. 3. Install skid plate: P/N 861 7498 00 Yellow P/N 861 7497 00 Black P/N 861 7534 00 Red 4. The MX Z comes stock with the following rear suspension torsion springs: Left: 414 9436 00(White) Right: 414 9435 00 (White) For a heavier rider you may want to install the following: Left: 415 0106 00 (Red) Right: 415 0105 00 (Red) For a very heavy driver over 200 pounds: Left: 414 9443 00 (Green) Right: 414 9442 00 (Green) LOWERED ICE SET-UP — MX Z 440 1996 Clutch Ramp Spring Pin Lever Clicker Cam Spring Gearing CF1 185/410 (Black) Hollow pin Stock standard aluminum lever Position: 4 50° Beige at 18 pounds 23/40 — Long straight away 23/44 — Short to medium straight away 22/44 — Snow and short straight away P/N 415 0238 00 P/N 415 0195 00 P/N 504 4961 00 07-11 SECTION 07 - COMPETITION PREPARATION Front Ski Shock 100 pound stock spring with 3/4 in pre-load 1-1/2 in spacer installed in the shock Stock valving Stock sway bar 0° to 2° negative camber Carbide: 50/50 or 40/60 Center Shock Stock 100 pound spring -or-125 pound 8 in free length with no pre-load (P/N 415 0206 00) Stock valving Adjust limiter to 1 in to 1-1/2 in from front arm to bump stops Rear Shock Stock valving Install 2-3/8 in (60 mm) spacer Stock rear springs ACM relaxed Suggested Spare Parts You should have a self-contained parts supply. The factory parts truck won’t always be there to back you up. TEAM SPARE PARTS: – parts book – piston assembly and circlips – rotary valve disc – tuned pipe – radiator cap – gas cap – drive belts – carb. inlet needle and seat – drive and driven clutch springs – drive and driven slider buttons – TRA adjuster screws and nuts – drive clutch retainer bolt – brake fluid – steering tie rods and ball joints – ski shock assembly – skis and carbide runners – ski bolt and nut – track guides – speedometer cable – idler/rear axle wheels with bearings – track adjuster bolts 07-12 – – – – – – – – – – – – – – – – – – – – – – – – – – light bulbs high windshield and O-rings tether cord and switch injection oil studs handle bars and grips shop manual/specification booklet engine gaskets, seals and o-rings rewind assembly and components exhaust springs spark plugs spark plug caps and wires primer line fuel line and filters primer main jets chaincase chain and sprockets TRA clutch puller and forks TRA clutch rollers driven pulley circlip and keys brake lever radius rods and rod ends brake pads steering arms padding and tape for ski loops front swing arms throttle cable throttle lever and housing SECTION 07 - COMPETITION PREPARATION – – – – – rear axle spacers, washers, bolts rubber suspension bump stops tail light assembly hood latch rubbers synthetic chaincase oil SUGGESTED SPARE PARTS ON BOARD SLED Enough tools to perform all maintenance period requirements in the event that your crew is delayed enroute to the impound. – spark plugs – drive belts – rear idler wheel and bolt – long rubber bungees – small hatchet and hammer – shop rags – tie rod ends – small flashlight – small container of injection oil – throttle cable and lever – windshield O-rings – safety wire, tie wraps and duct tape – de-icer – pry bar – emergency starter rope – bolt and nut assortment – small tape measure – camping knife 07-13 SECTION 07 - COMPETITION PREPARATION Maintenance Check List Driver: __________________________________________ Mechanic(s): ______________________________________ Problems observed/reported: (Double check with driver) __________________________________________________ ____________________________________________________________________________________________________ ____________________________________________________________________________________________________ Parts needed for work period/pit area: (Fuel and lubes)____________________________________________________ ____________________________________________________________________________________________________ ____________________________________________________________________________________________________ Tools/Equipment needed for work period/pit area: – – – – – – – – – – – – – – – – – – – – – – – – – cover and jackstand pieces of carpet to lay on 3 flashlights one magnet pop riveter WD40 shop rags contact gloves tie wraps brake fluid antifreeze big hammer and pry bar clip board, checklist and markers other: toboggan/cart for tools and parts 1 tool set per mechanic clutch tools including alignment bar hand drill and bits devcon contact cleaner or acetone silicone seal duct and electrical tape injection and chaincase oil deicer tape measures 07-14 – grease gun – safety wire Things to “DOO” During Work Period or Between Heats: – – – – – – – – – – – – – – – – – – – – – – – carefully remove ice and snow from front and rear suspension inspect suspension components check/replace studs check camber check tightness of all suspension bolts check all idler wheels for missing rubber and condition of bearings Iube steering and front suspension ball joints check chain tension and oil level check clutch alignment and clean pulley faces check carb. and air box tightness coolant hose condition/routing check electrical connections other work: inspect track for damage and missing guide clips check skis and carbides check ski toe out check drive axle seal SECTION 07 - COMPETITION PREPARATION – grease all zerk fittings – check track tension and alignment – check brake fluid and operation – inspect drive belt – check exhaust system and springs – check throttle and oil cable and – check light bulbs Replace any tools or parts used from race vehicle supply. Shut off fuel before impound. FAX HOTLINE SERVICE To keep you up to date with the latest XC and Sno Cross tips, a fax hotline service is available to all licensed Ski-Doo racers. To initiate service have your dealer contact on his letterhead. We encourage 2 way feedback and would like to hear about any problems and possible solutions you may have which will improve the performance of the MX Z. Contact Bill Rader at fax (715) 847-6869, phone (715) 847-6884. ENDURO RACING Enduro racing is a race of distance found primarily in Michigan but occasionaly elsewhere in the U.S. Racers compete on ice ovals, three eighths to one mile in length, and travel 150 to 500 miles non stop. The races take approximately two to eight hours depending on the course and conditions. Driving is usually shared by two or more drivers but change is not mandatory and some racers prefer to run the distance unassisted, fuel and maintenance stops give the racers short breaks or time to switch drivers but many times the engines are never stopped during the entire event so the action never stops. Like auto racing, caution flags often come out to slow the pace while mishaps are tended to or for track grooming. As many as 35 sleds may be on the track at one time which keeps the action fast and furious. The racing machines resemble F-III type sleds and Michigans M.I.R.A. uses many ISR F-III rules. However many cross country techniques and strategies are also used because of the length and rugged nature of the races. To prepare a machine for this type of racing one would combine a cross country sled with a Formula III sled. The engines may be up to 600cc in size and are usually modified to various degrees. Some racers prefer highly modified engines for maximum HP, others prefer milder engines for reliability. Either way, the engines are many times lowered in the chassis for a low center of gravity. The suspensions are usually lowered or shock travel limited to further lower the machines much like oval racers. However during long rough races like the 500 in Sault Ste-Marie, full travel is sometimes best. As with cross country racing the high stress parts of the machines must be reinforced. The ice ovals exert tremendous forces on front end components, especially when the maximum of 13 gallons of fuel is on board and the track gets rough. To determine the starting grid for an endurance race ; qualification, heat racing or timed qualifications usually run the day or days before the race. A racer should have his engine and sled in a qualification mode to ensure a spot on the starting grid. At Michigan’s “500”, as many as 70 teams may try to qualify for the 35 positions available. Competition is fierce for these 35 spots and requires a much different strategy than race day. The machine should be low, light, and sharp with high HP engine components. Many racers use “qualifying” cylinders, pipes, carburetors and clutching, then switch to a milder state of tune for the long race. This requires that mechanics and tuners be able to tune two completely different racers and can be very stressful. Many teams will qualify with chassis very low. For better cornering in smooth ice then switch to more travel to soak up the big bumps on race day. This requires knowledge of the sleds handling characteristics in both modes. Testing is the key here; many hours of testing. During the race, drivers must pit to take on fuel, change carbides, switch drivers and perform any other maintenance required. This requires a very organized pit crew. A crew chief will constantly analyze the race progress and conditions and make necessary decisions on when to make repairs or adjustments. Constant communication with the driver by hand signals or radio keeps everyone informed as to the situation of the race. The pit crew must be very knowledgeable of the machine and must practice the adjustments or repairs which will be encountered during the race. 07-15 SECTION 07 - COMPETITION PREPARATION Personal training and conditioning is also a must for the serious enduro racer. A fatigued driver has no business on an ice oval with 30 fellow drivers in pursuit. Everyones safety is at stake and should be taken seriously. Enduro racing is a team effort and very rewarding. Drivers get a lot of track time for their dollar and a well prepared team can be quite successful. NUTRITION It is recommended that you consult a physician before designing your own nutrition and fitness program. No single food can make you healthy, fit, nor race ready! Eating the right combination of these 25 foods will improve your health and athletic performance; 1. Bananas the perfect “portable snack”, rich source of potassium good source of fiber, helps prevent muscle cramps. 2. Lean beef great source of iron, zinc and high quality protein, choose only lean cuts. 3. Black beans excellent source of soluble fibers, folic acid, will help lower cholesterol levels. 4. Broccoli one of the best! Vitamins C & D, folic acid, calcium. 5. Brown rice complex carbohydrates, twice the fiber of white rice, zinc, magnesium, protein, vitamin B6, selenium. 6. Carrot juice the most concentrated source of beta-carotene, may boost your ability to fight bacterial and viral infections. 7. White chicken use low fat varieties, note that thigh with skin can contain as much fat as beef! Provides B6 Vit. 8. Corn source of fiber and carbos, use fresh corn or frozen/can. 9. Dried fruit with water removed they become terrific source of concentrated energy, iron, apricots, figs, raisins. 10. Fat-free yogurt calcium, riboflavin, convenient (use non-sugar) 11. Fig bars strong carbo “punch”. convenient, fiber, low in fat. 12. Grapes boron, good for bones. 13. Low or fat-free cheeses calcium, sodium. 07-16 14. Kiwi strange little fruit from New Zealand, vitamin C, fiber. 15. Oatmeal soluble fiber. 16. Lentils proteins, complex carbos, iron for low/ non meat eaters. 17. Orange juice liquid “punch”. Vit C, potassium, folic acid. 18. Papaya potassium, vitamin C, beta-carotene. 19. Potatoes one of the most underrated foods! Complex carbos, twice as much potassium as a banana, Vit C, iron; baked are best. Avoid the drive thru species! 20. Pasta the runner’s staple. Complex carbos, thiamin, riboflavin, niacin. athletes need to get 60-65 % of their daily calories from carbos, pasta is a convenient source. 21. Salmon rich in omega-3 fatty acids (good for the heart) eat fish twice per week. Fish oils help combat arthritis. 22. Skim milk low-fat source of calcium, vitamin D, good for bones. 23. Strawberries fiber, vitamin C, ellagic acid. 24. Whole grains cereals complex carbos, fiber. 25. Water the mineral content of water varies greatly whether it is bottled or from the tap drinks lots, 8 plus glasses per day. PHYSICAL TRAINING Start tomorrow and change the way you “DOO” business! Get into a daily routine that includes balanced nutrition, rest, exercise, riding and vehicle service. You can not change a week before the race and undo bad habits that may have taken many years to perfect! Personal discipline and sacrifice is required before achieving success on the track. You owe it to yourself and your sponsors to deliver the best return on time and money invested in your effort. SECTION 07 - COMPETITION PREPARATION ASPHALT DRAG RACING CLASS† I. Official Classes There will be two Asphalt Drag Racing Divisions 1. Stock (800 cc maximum) 2. Modified (1000 cc maximum) II. General Competition and Safety Rules a. Participants will wear a one (1) piece leather suit (two piece suits must be securely fastened together at the waist). b. Gloves with kevlar lining or equipped with slide buttons are mandatory. c. Dual limiter straps are required on all chassis. d. Rod ends (Heim Joints) must be installed with flat washers to prevent bearing pull out. III. Asphalt Drag Racing Class Rules THE INTENT OF THESE CLASSES IS TO ESTABLISH RACES THAT ALL CAN COMPLETE IN, AT THEIR LEVEL OF PERSONAL AND EQUIPMENT ABILITY. THE CLASS STRUCTURE IS ORGANIZED IN SUCH A WAY AS TO ENABLE AS MANY MANUFACTURED SNOWMOBILES AS POSSIBLE A PLACE TO SUCCESSFULLY COMPETE. THESE GUIDELINES ARE DEFINITIONS AND ALLOWABLE MODIFICATIONS OR ALTERATIONS. IF A DEFINITION, MODIFICATION OR ALTERATION IS NOT CITED THAN IT IS TO BE CONSTRUED THAT NO MODIFICATION, ALTERATION OR CHANGE CAN BE MADE TO THE COMPONENT UNLESS IT IS SPECIFICALLY APPROVED BY THE ISR RULES COMMITEE. 1. Stock Class Rules a. Stock Snowmobiles General Requirements 1. If it isn’t stated in the book that it can be done, consider that it cannot be done. 2. All snowmobiles must comply with the RULES AND REGULATIONS as specified in section III. 3. The snowmobile must have original OEM (or factory designated replacement) engine, hood, track, ski, frame, cowl, gas tank, carburetion, air box, suspension and variable speed converter supplied by the manufacturer for that particular model. a.Factory options are not allowed. 4. Stock alterations legal in Oval Sprint racing for safety reasons are allowed. b. Engine 1. No component of the engine may be altered, changed or enlarged from the engine manufacturers original stock specifications, any additional components may not be added to the engine. 2. Maximum cylinder overbore for wear cannot exceed,020 in (1/2 mm). 3. Replacement pistons must be stock OEM for the model. 4. Blue printing of engines in not allowed. No removal of material what-so-ever will be allowed. This is to include polishing, port matching, deburring, glass or sand blasting surfaces or material removal for the purpose of engine balancing or other reasons. 5. There will be no more than one cylinder base gasket to a cylinder. No changed in engine dimensions can be made by gasket adjustments. 6. A maximum of one venturi per cylinder will be allowed in Stock Classes. Any exception must be approved in writing by the ISR. 07-17 SECTION 07 - COMPETITION PREPARATION 7. Engine must retain original cooling concept. (Liquid, fan or free air cooling must be maintained, but cooling circuits cannot be modified or removed, except for quick disconnects). 8. Oil injection pump must remain in place and remain functional. Lines may be removed and plugged. Pre-mix gasoline may be used. c. Windshield 1. Windshield and windshield molding may be removed. d. Front Suspension and Rear Suspension Springs 1. Any properly filed OEM spring allowed (+ or -) .5 in (12.5 mm) overall length. 2. Limiter strap allowed to limit upper travel, but must maintain two (2) in of travel. e. Track 1. Camoplast challenger tracks P/N 9802-40 durameter - 9805-60 durameter) or the original OEM track for the year and model will remain as manufactured. Applicable sprockets/drivers to accommodate track change will be allowed. 2. No trimming or shaving of the track, grouser bars, rubber studs/snow lugs will be allowed. 3. Minimum grouser bar height from the flat of the track will be .500 in. 4. The track may be reversed. 5. No cleats or traction devices allowed (studs, paddles, etc.). f. Track Suspension 1. The complete suspension must be used as furnished and filed by the manufacturer. There will be no suspension options permitted in the Stock Classes. a.At the discretion of the region, wheels may be added or removed on all suspensions. b.No device may be added to the track suspension that stops the suspension from going through its normal action (full travel). g. Skis 1. Steel skis only. a.If a plastic ski is to be replaced, it must be replaced by a designated steel replacement ski. This ski must be an OEM stock production ski. b.Minimum ski width is 4.5 in. This minimum width must be maintained for 3/4’s of the total ski length. c.No dimension modifications may be made to the designated replacement ski. d.Lower ski surface must remain OEM. 1.Wheel wells may be cut in stock ski to accommodate wheels (see appendix). 2.Rod Ends (Heim Joints) must be installed with flat washers to prevent bearing pull out. (See Appendix). h. Clutch, Weights, Springs 1. Any combination of OEM factory springs, weights, etc. may be used. Clutch engagement speed shall not exceed 5000 RPM when machine movement is initiated for V-belt torque converter drive systems. 2. In the primary clutch, metal may be rempved but not added to OEM ramps or flyweights. 3. Secondary clutch cams may be cut to any angle. 07-18 SECTION 07 - COMPETITION PREPARATION i. Exhaust 1. The OEM exhaust system for the model must be furnished complete on the machine. The exhaust system must be fully contained within the confines of the cowl or the chassis and direct exhaust emission for, the enclosed area. The exhaust emissions pipe must not protrude more than three (3) in beyond the chassis or hood configuration. Muffler components and/or silencing material must be intact at all times. j. Spark Plug? Drive Belts 1. Spark plug and drive belts do not necessarily have to be OEM equipment in Stock classes. k. Drive Chains/Sprockets 1. Drive chain sprockets may be changed provided that they are options filed by the manufacturer. l. Carburetors/Fuel Pumps 1. No additional fuel pumps may be added to stock carbs. m. Handle Bar Steering Column 1. Handle bar extensions will be legal. All ends must be plugged. n. Vents 1. Protective taping or screening will be restricted to the external openings only. 2. No additional venting allowed. o. Tachometers, Speedometers, Heat Gauges 1. Stock snowmobiles will be allowed to add or remove tachometers, speedometers, or heat gauges, openings must be closed. 2. Modified Class (1000 maximum) a. Maximum overbore is defined as two (2) percent over the cc displacement for the class. Modified 1000 maximum overbore is defined as five (5) percent over the cc displacement. b. Competition is open to any snowmobile, either production or one-of-a-kind experimental. (Which could include rear-engine type snowmobiles). c. Minimum wet weight (without gas) is 250 pounds. d. All sleds competing in Open-Mod class must comply with SECTION III SNOWMOBILE RULES AND REGULATIONS. e. The Race Director shall have the authority to determine structural integrity. f. All Open Modified machines will have a sheet of metal the same thickness as the tunnel material. The sheet of metal shall be the same width as the tunnel and shall extend from the rear of the tunnel to the horizontal centerline of the drive axle. Tunnels 1/8 in (.125) thick or thicker will meet the above rule and will not have to add the second sheet to the tunnel. The 1/8 in (.125) tunnel must extend to the horizontal centerline of the drive axle. g. The engine is an engine manufactured for snowmobile use (this does not include outboard, motorcycle, aircraft or automotive engines). The Race Rules Committee will approve the validity of all engines. h. Fuel injection allowed. i. Exhaust not enclosed within the confines of the cowl must point rearward, downward and extend rearward beyond front cross member/spindle center line. 07-19 SECTION 07 - COMPETITION PREPARATION j. Modified clutch cover guards must have 360 degree elliptical covering in the direction of clutch/belt travel. Clutch cover guards must be .090 in 6061 T6 aluminum or equivalent, and be covered with 6 in belting. If the clutch cover guard is fastened to the existing belly pan, the area below the clutches (from front of guard to rear of guard and width of guard) must be covered with .090 in (6061 T6 aluminum or equivalent). 1.Clutch cover guards .125 in (6061 T6 aluminum or equivalent) thick is exempt from the belting cover, belting is highly recommended. 2.Clutch cover guards and related belting must be securely fastened. † 1996 ISR SNOWMOBILE RACING YEARBOOK 07-20 SECTION 07 - COMPETITION PREPARATION Some Ideas 1. Consume a high carbohydrate diet (see nutrition tips). These foods will nourish your muscles with muscle sugars (glycogens) the better your muscles are “fueled” the less fatigued you will be during and after training and on race day. The less time you have for training the more important it is to eat properly and lets face it, we all have jobs that get in the way of your sport so plan accordingly. 2. Right after training or a race, start consuming carbos such as fig bars, fruit etc., to start replacing depleted stores. 3. Drink lots of fluids to maintain hydration and make sure you “warm down” after training to bring your heart rate down slowly and to gently work out the by-products of exercise. 4. A small cup of caffeine coffee might be consumed just prior to race. It may enhance your performance by making you more alert. This should be experimented first in training to ensure there are only positive effects. 5. For XC and SNO-CROSS racing, endurance type training activities that enhance your stamina and breathing control are best. Running for periods exceeding 30 minutes is the best way to improve stamina. The more and faster you run the better your breathing control will become. These abilities will pay off in short burst, SNO CROSS events and long distance events like the I-500. When you lose breathing control and start hyper-ventilating you quickly lose concentration and then 2 things generally happen; you slow down and get passed or you suddenly become part of the landscape adjacent to the trail! 6. A good daily routine should involve a cheap and highly portable format that relies on no equipment and can be done just about anywhere therefore making it “excuse proof”. Try this one; a. 8 chinups — full arm extention. b. 25 push-ups — chest [not belly] touching the floor. c. 32 sit-ups — knees bent, hands locked behind head. As you start training, quality is more important than quantity therefore do 1 good chin-up at a time if that is all you are capable of completing. The next day try 2 and so on until you are up to 8. The secret to improving is not quantity of exercise but frequency and quality; in other words you will see more progress by doing 1 good chin-up 8 times daily than doing 8 poor ones once a day. You must place pace yourself or you are inviting muscle damage that will prevent you from riding. 7. As mentioned previously, running is one of the best ways to improve stamina and cardiovascular efficiency. Try running a 4 mile distance in 32 minutes. Concentrate on finishing the distance first before looking at the watch. The real mental test and training opportunity will come around the 2 mile mark when your brain is trying to tell you to quit. You must fight these thoughts and concentrate on positive things like how you are going to spend Ski-Doo’s contingency money! 8. It is very important that you become very familiar with all of your personal riding gear and how it works for you. All combinations of clothing must be tested well before race day and in all weather conditions so that you know how they will affect your riding style. There should be no surprises on the start line such as goggles fogging because you taped up a different way than normal. You have to develop and follow standard operating procedures that work for you; the biggest mistake made by new drivers is to overdress. At the start line you should only be able to maintain warmth by wearing an overcoat which is handed over to your mechanic as you start. 9. It also important to know your sled and it’s systems very intimately. Even if you have the best mechanics for your wrench sessions, the driver is ultimately responsible for any failures. The driver must be able to conduct all trail side repairs to get across the finish line. The driver and team must train together regularly to get to know the sled intimately. Do not test any setup during competition, this is the quickest way out of the winner’s circle. Test one change at the time and verify against an untouched reference sled. Keep detailed notes on all tests or you are doomed to repeat past mistakes and waste valuable time. “You must first finish before you can finish in first place”. 07-21 SERVICE TOOLS 0 This is a list of tools to properly service Ski-Doo snowmobiles. The list includes both the mandatory tools and the optional tools that are ordered separately. The list of Service Products, both mandatory and optional, are not part of any kit and must all be ordered separately. If you need to replace or add to your tool inventory these items can be ordered through the regular parts channel. NOTE: The numbers outlined in black (example: 1 ) are reference numbers to tools from other divisions (Sea-Doo Watercraft and/or Sea-Doo Jet Boats). Matching reference numbers indicate the same tool is being used even if the part numbers are different. PAGE 1 OF 25 ENGINE — MANDATORY SERVICE TOOLS Degree wheel (P/N 414 3529 00) 1 Magneto puller ring (P/N 420 8760 80) 4 Rotary valve shaft pusher (P/N 420 8766 12) 8 A00C0F4 APPLICATION Rotary valve engines with a 10 mm impeller shaft. A00C1R4 APPLICATION All engines except 247. Magneto puller (P/N 529 0225 00) A00B334 APPLICATION All rotary valve engines. Hose pincher (2) (P/N 529 0099 00) Rotary valve seal pusher (valve side) (P/N 420 8766 07) 9 5 2 A00C0Y4 APPLICATION Rotary valve engines. A00C1A4 APPLICATION All engines except 247. Aligning pin (4) (P/N 529 0189 00) 6 Rotary valve shaft seal pusher (inner, water pump side) (P/N 420 8765 12) 10 A01B2I4 APPLICATION All vehicles. Fan holder P/N 420 8763 57) A00A1D4 3 APPLICATION 467 and 582 engines. Pusher (washer behind the impeller) (P/N 529 0207 00) A00C3H4 A00C0Q4 APPLICATION 377, 443 and 503 engines. Page 2 of 25 APPLICATION Rotary valve engines. 7 A00C374 APPLICATION Rotary valve engines, 1991 and newer with a 10 mm impeller shaft. ENGINE (continued) — MANDATORY SERVICE TOOLS 11 Rotary valve shaft seal pusher (outer, water pump side) (P/N 420 8770 50) Choke plunger tool (P/N 529 0321 00) 19 NEW Rotary valve circlip tool A) (P/N 529 0291 00) 18 B) (P/N 529 0208 00) 15 A00C3I4 APPLICATION A00C0X4 A01C5D4 APPLICATION Rotary valve engines. A) 454 and 670 engines. APPLICATION All models equipped with chokes. 12 Bearing pusher (rotary valve) (P/N 420 8765 00) 16 Piston pin puller (P/N 529 0290 00) B) All rotary valve engines except the 454 and 670. 242 Fluke multimeter (P/N 529 0220 00) 1 NEW 2 4 A00B2J4 APPLICATION Rotary valve engines. 3 14 Engine leak tester kit (P/N 861 7491 00) 5 A01B4H4 APPLICATION All engines. 6 1 Rubber pad (P/N 529 0234 00) 17 F01B1O4 2 3 APPLICATION All models. 4 A01B2D4 APPLICATION All engines. 782 Choke nut tool A01B4C4 (P/N 529 0322 00) APPLICATION All cageless bearing engines (277 and 503). NEW A01B554 APPLICATION All vehicles equipped with a choke. Page 3 of 25 ENGINE (continued) — RECOMMENDED SERVICE TOOLS The following tools are highly recommended to optimize your basic tool kit and reduce repair time. 200 1-2) Crankshaft bearing puller with screw (P/N 420 8762 98) Use with crankshaft bearing pullers A (P/N 420 8762 98) or B (P/N 420 8776 35). (P/N 420 9407 55) 258 2) Screw M8 x 40 (4) (P/N 420 8406 81) A puller MAG side, B puller MAG and PTO side. 559 3) Screw M8 x 70 (4) A puller only, PTO side. (P/N 420 8412 01) 560 4) Crankshaft protector 247 engine. (P/N 420 9768 90) 260 8 5) Crankshaft protector PTO (P/N 420 8765 52) A or B puller; all engines except 247. 259 9 6) Crankshaft protector MAG (P/N 420 8765 57) A or B puller; all engines except 247. 554 7) Distance ring PTO (P/N 420 8765 69) A puller; 377, 443, 503, 582 and 583 engines. 557 APPLICATION 247, 277, 377, 443, 503, 582 and 583 engines. 8) Puller ring (P/N 420 9774 90) Use with half rings (P/N 420 9774 75 or 420 2760 25). 555 556 250 9) Half ring (2) (P/N 420 9774 75) A or B puller; for 72 mm O.D. bearings. 10) Half ring (P/N 420 2760 25) A or B puller; for 62 mm O.D. bearings. 558 11) Puller ring For half rings (P/N 420 9774 79). (P/N 420 9774 94) 251 12) Half ring (P/N 420 9774 79) B puller only; 80 mm O.D. bearings. 252 1) Bolt (M16 x 1.5 x 150) For either A or B pullers. 2 A 1 2 5,6,7 3 4 10,11 A00C3L4 1-2) Crankshaft bearing puller with screw (P/N 420 8776 35) B 2 4 1 4 2 6 5,7 9,12 10,11,13 A01B544 APPLICATION 247, 277, 377, 443, 454, 494, 503, 582, 583, 599, 670, 699, 779 and 809 engines. Page 4 of 25 ENGINE (continued) — RECOMMENDED SERVICE TOOLS Piston circlip installer Ring compressor A) (P/N 529 0169 00) 202 B) (P/N 290 8770 16) 548 A01B1P4 APPLICATION A) All engines except 670. B) 670 engines. Piston pin/connecting rod bearing centering tool (P/N 529 0091 00) A) (P/N 420 8760 90) (62 mm) 204 B) (P/N 420 8769 74) (69.5 mm) 205 C) (P/N 420 8769 70) (72 mm) 206 D) (P/N 420 8769 72) (76 mm) 207 E) (P/N 420 8769 75) (67.5 mm) 208 F) (P/N 529 0308 00) (78 mm) 262 Seal protector sleeve (P/N 420 2769 00) (MAG) 211 A00C0D4 APPLICATION 247 engine. Polyamid ring pusher (P/N 420 2769 30) 213 203 NOTE: New diameter is 9.65 mm (0.380’’). A00C0Z4 A01B1T4 APPLICATION 247 engine. APPLICATION A) 377 engines. B) 467 engines. Crankshaft feeler gauge (P/N 420 8766 20) C) 503, 253 and 536 engines. A01B1R4 APPLICATION All engines. 216 D) 582, 583 and 643 engines. E) 447 engines. F) 670 engines. Magneto coil centering ring (P/N 420 8769 22) 209 A00C114 APPLICATION 377, 443, 447 and 503 engines. A01B1V4 APPLICATION All engines with Nippondenso CDI (160 W). Page 5 of 25 ENGINE (continued) — RECOMMENDED SERVICE TOOLS Crankshaft distance gauge (5.7 mm) (P/N 420 8768 22) 217 Mikuni carburetor tool kit (P/N 404 1120 00) 222 RAVE movement indicator (P/N 861 7258 00) 223 A18B014 226 A00B2F4 A00C294 APPLICATION All models. APPLICATION 377, 443 and 447 engines. Crankshaft distance gauge (12.7 mm) (P/N 420 8768 24) 218 Circuit tester (continuity light) (P/N 414 0122 00) APPLICATION All RAVE equipped engines. Air pressure gauge, 0-200 inch of water (P/N 529 0104 00) 227 A00C214 APPLICATION All vehicles. A00C3A4 APPLICATION 503 engine. Stroboscopic timing light (P/N 529 0319 00) 225 NEW Cylinder aligning tool A) (P/N 420 8769 02) (on exhaust side) 220 B) (P/N 420 8761 71) (on intake side) 221 A18B034 APPLICATION For pressure testing gauge. A00B084 A00B4F4 APPLICATION APPLICATION All engines. A) 467, 536, 537, 582, 583, 643 and 670 engines. Dial indicator (TDC gauge) (P/N 414 1047 00) B) 377, 443, 447 and 503 engines. A00B4E4 APPLICATION All engines. Page 6 of 25 230 ENGINE (continued) — RECOMMENDED SERVICE TOOLS Seal protector sleeve A) (P/N 420 8769 80) (for 10 mm shaft) 231 B) (P/N 420 8764 90) (for 12 mm shaft) 232 235 Injection pump gear holder (P/N 420 2779 05) MAG seal pusher (P/N 420 2778 75) 243 A00C0V4 APPLICATION 277 engine. A00C0D4 A00C164 APPLICATION 467, 582, 583 and 670 engines. APPLICATION 467, 494, 536, 537, 582, 583, 643, 670 and 779 engines. Magneto puller (P/N 420 9762 35) 233 PTO seal pusher (P/N 420 8766 60) 244 236 Bombardier magneto tester (P/N 419 0033 00) A00C0V4 APPLICATION 277 engine. IGNITION TESTER A00C1A4 40 50 APPLICATION 247 engine. Injection pump gear holder (P/N 420 8766 95) Reset 70 20 245 80 Indicator 10 234 Base puller plate kit (P/N 529 0249 00) 60 30 90 0 100 Low High A00C1K4 APPLICATION All engines. A05C0M4 Digital/induction type tachometer (P/N 529 0145 00) 237 APPLICATION 277 engine. A00B314 APPLICATION 253, 377, 447 and 503 engines. F01B1G4 APPLICATION All engines. Page 7 of 25 ENGINE (continued) — RECOMMENDED SERVICE TOOLS Insertion jig (magneto side seal) (P/N 420 8765 16) 247 Handle for insertion jig (P/N 420 8776 50) 249 Rotary valve seal and shaft pusher (P/N 420 8766 05) 229 A00C0Y4 APPLICATION Rotary valve engines 1990 models and older. Seal pusher (rotary valve) (P/N 420 8765 10) A00C3T4 APPLICATION 779 engine. Insertion jig (magneto seal) (P/N 420 8765 14) 240 A00C3V4 248 APPLICATION 454, 670 and 779 engines. Exhaust spring installer/ remover (P/N 529 0281 00) 253 A00C374 APPLICATION All rotary valve shaft seals with a 12 mm I.D. Rotary valve shaft pusher (P/N 420 8766 10) A00C3S4 A00C3U4 APPLICATION 454 and 670 engines. APPLICATION All models. A00C0F4 Bearing simulator (P/N 420 8761 55) A00C1H4 APPLICATION 253, 305, 343, 402 and 440 engines. Page 8 of 25 239 219 APPLICATION All rotary valve engines with 12 mm shaft. ENGINE (continued) — RECOMMENDED SERVICE TOOLS Self fuel control injection (S.F.C.I.) system test kit (P/N 861 7391 00) 1 1.5 PRESSURE 2 GE 2.5 0.5 0 241 2 kgf/cm 3 A28E034 APPLICATION 1993 Formula Plus EFI. Large hose pincher (P/N 529 0325 00 773 (TYPICAL) NEW F01B234 APPLICATION All vehicles. Page 9 of 25 TRANSMISSION — MANDATORY SERVICE TOOLS Clutch holder (P/N 529 0064 00) 51 Forks (3) (P/N 529 0055 00) 57 62 Spring scale hook (long) (P/N 529 0152 00) A01B154 APPLICATION All TRA drive pulleys. Clutch holder (P/N 529 0276 00) 79 APPLICATION All vehicles equipped with a TRA drive pulley. Drive belt installer (P/N 529 0172 00) A02B034 APPLICATION Bombardier Lite drive pulley. Drive pulley puller (P/N 529 0314 00) 58 A00B4A4 APPLICATION F-Series and S-Series (1995 and newer). APPLICATION All vehicles except Élan and Tundra II. 75 A06B014 APPLICATION TRA drive pulley for the 454, 494, 599, 670, 699, 779 and 809 engines. Transmission alignment bar A) (P/N 529 0267 00) 78 B) (P/N 529 0269 00) 60 C) (P/N 529 0300 00) 80 D) (P/N 529 0268 00) 73 55 A) F-Series and S-Series. B) Tundra II. D) Safari L. APPLICATION TRA drive pulley (except 599, 670, 699, 779 and 809 engines). 63 2 A01B4D4 C) S-Series with Bombardier Lite. A18B044 Drive belt tension adjuster tool (P/N 529 0087 00) 1 APPLICATION Page 10 of 25 84 Spring scale hook (long) (P/N 529 0309 00) A00A1A4 APPLICATION Bombardier Lite drive pulley, except Élan. TRA drive pulley puller (P/N 529 0079 00) (25 mm) APPLICATION 1994 models and older except Alpine II. 53 A18B044 TRA drive pulley puller (P/N 529 0224 00) A01B514 A16B014 A15B044 APPLICATION All vehicles except Élan, Tundra II and Skandic WT. Parts included: 1) Hex wrench (P/N 420 8767 30 2) Socket wrench (P/N 529 0150 00) TRANSMISSION (continued) — MANDATORY SERVICE TOOLS Spring compressor/ TRA clutch flare tool (P/N 529 0186 00) Parts included in the kit: 64 1) Spring compressor (P/N 529 0151 00) Tension tester (P/N 414 3482 00) 74 81 Spring cover tool (P/N 529 0273 00) A00C074 APPLICATION All models. Countershaft bearing installer (P/N 529 0302 00) 83 A01B4M4 APPLICATION Bombardier Lite drive pulley. 76 Transmission adjuster (P/N 529 0285 00) A00A194 APPLICATION S-Series and F-Series. A01B334 A00D0X4 APPLICATION (1) S and F-Series and Alpine II driven pulley type. All TRA pulley. Burnishing bar (P/N 529 0264 02) Countershaft bearing remover (P/N 529 0301 00) 82 APPLICATION F-Series equipped with “twist shifter” reverse transmission. 77 A00B464 APPLICATION Safari L and Skandic. A00A274 APPLICATION S-Series and F-Series. Page 11 of 25 TRANSMISSION (continued) — RECOMMENDED SERVICE TOOLS The following tools are highly recommended to optimize your basic tool kit and reduce repair time. Alignment tool (P/N 420 4760 10) 306 Countershaft bearing remover (P/N 529 0187 00) 502 Spring scale hook (short) (P/N 529 0065 00) 323 A00C1D4 APPLICATION Skandic WT and Alpine II gearbox. Countershaft bearing installer (P/N 529 0188 00) A01B174 APPLICATION Alpine II 1994 and older. 501 Alignment bar A00A164 APPLICATION PRS chassis. Drive pulley puller (P/N 529 0231 00) A) (P/N 529 0256 00) 324 B) (P/N 529 0282 00) 320 C) (P/N 529 0283 00) 321 D) (P/N 529 0310 00) 318 A01B4D4 A00A194 E) (P/N 529 0083 00) APPLICATION PRS chassis. A03B034 Cam pusher (P/N 529 0129 00) 309 APPLICATION A) PRS chassis. B) Alpine II. A00C3J4 C) Élan. APPLICATION Élan. A18B064 Transmission ball mounting pin (P/N 420 4760 20) APPLICATION Tundra II LT. A00C1C4 APPLICATION Alpine II 3-speed gearbox. Page 12 of 25 D) Skandic WT 1996. E) Scout. 305 300 TRANSMISSION (continued) — RECOMMENDED SERVICE TOOLS 3-speed transmission bearing extractor 1) Screw M8 x 25 (2) (P/N 222 0825 65) 301 TRA clutch spring cover remover cap (P/N 529 0103 00) 312 319 Drive pulley puller (P/N 529 0021 00) (standard threads) 2) Plate 3) Half ring (2) (P/N 420 8763 30) 304 4) Ring (P/N 420 9774 80) 303 A00C084 APPLICATION Square shaft, standard (SAE) threads. A16B054 1 Spacer (P/N 529 0054 00) 2 311 TRA drive pulley puller (27 mm) (P/N 529 0101 00) 322 3 A18B044 4 A16B044 A00C1B4 APPLICATION Alpine II 3-speed transmission. Driven pulley support extractor (P/N 529 0135 00) APPLICATION TRA drive pulley (27 mm) shaft except 454, 670 and 779 engines. 310 APPLICATION For use with drive pulley puller (P/N 529 0079 00) to remove spring cover. Refer to 1991 Shop manual. Drive pulley retainer (P/N 529 0017 00) 313 Drive pulley puller (P/N 860 4142 00) (square shaft metric) Consist of: 529 0030 00 400 529 0028 00 A00C224 A00C095 APPLICATION Round shaft drive pulley. A25B0F4 Transmission shifter template (P/N 529 0198 00) APPLICATION Square shaft, metric threads drive pulley. 314 APPLICATION Safari (except Cheyenne), Stratos/E, Citation E/LS/LSE, Escapade, Skandic 503, SS-25 and Formula SP/SS (no vehicles equipped with reverse). A15H3J4 APPLICATION 1991 to 1994 PRS chassis. Page 13 of 25 TRANSMISSION (continued) — RECOMMENDED SERVICE TOOLS 340 Drive axle sprocket adjuster (P/N 861 7257 00) 5 2 3 1 4 6 A01B2O4 APPLICATION All vehicles except Élan. Parts included in the kit: 1) Block with threads (P/N 529 0107 00) 2) Block without threads (P/N 529 0108 00) 3) Plate (P/N 529 0106 00) 4) Bolt M10 (2) (P/N 222 0075 65) 5) Allen screw M8 (2) (P/N 222 9830 65) 6) Screw M8 (2) (P/N 222 0825 65) NOTE: When the tool is to be use between tunnel and sprocket use screw M8. Transmission adjuster (P/N 529 0303 00) 504 A03D1T4 APPLICATION Vehicles equipped with “push-pull shifter” reverse transmission. Page 14 of 25 SUSPENSION — MANDATORY SERVICE TOOLS Shock spring removal kit (P/N 529 0271 00) Replacement clevis pin: (P/N 414 5284 00) 65 A01B4O4 APPLICATION All suspensions with coil spring. Page 15 of 25 SUSPENSION (continued) — RECOMMENDED SERVICE TOOLS A) Track cleat remover (P/N 529 0082 00) Pins (P/N 529 0082 04) 345 346 NOTE: Pins can be rotated 180° depending on whether the tool is used by a left-hander or right-hander. Camber angle tool (P/N 529 0216 00) 343 NOTE: Angle finder with a magnetic base must be used. Suggestion: K-D tool no. 2968 Track cleat installer A) (P/N 529 0085 00) Narrow 347 B) (P/N 529 0288 00) Narrow 255 C) (P/N 529 0077 00) Wide 344 A01B1J4 B) TRA track cleat remover (P/N 529 0287 00) 254 A06B024 APPLICATION All DSA front suspensions. Track tension gauge (P/N 529 0215 00) A01B1M4 APPLICATION 342 A) 1993 and older. B) 1994 and newer. C) 1992 and older with wide cleat opening. Dome guide (P/N 529 0265 00 A01F224 APPLICATION A) 1993 and older. B) 1994 and newer except Élan and Tundra II. A06F1B4 A00B3X4 APPLICATION All models except Élan. Page 16 of 25 APPLICATION MX Z T/A shocks. 349 SUSPENSION (continued) — RECOMMENDED SERVICE TOOLS Piston guide (P/N 529 0266 00) 500 326 Spring installer (bar) (P/N 529 0050 00) 331 Bushing installer/ remover (P/N 529 0119 00) 2 3 A06F1C4 A00C1I4 APPLICATION MX Z T/A shocks. APPLICATION Tundra II LT, Scout and all SC-10 suspensions. Suspension spring installer (hook) (P/N 529 0066 00) 1 5 6 325 330 Spring cam adjuster key (P/N 861 7317 00) 4 A25B054 1 APPLICATION A-arm suspension. Parts included in the kit: 3 2 A25B0D4 APPLICATION Safari A-arm suspension spring. Drill bit (P/N 529 0318 00) NEW 508 2) Outer sleeve (P/N 529 0125 00) 3) Inner sleeve (P/N 529 0126 00) Replacement parts: 4) Hexagonal screw (2) (P/N 222 0830 65) 1) Adjustment key (P/N 529 0138 00) 5) Flat washer (2) (P/N 224 0812 01) 2) Handle (P/N 529 0140 00) 6) Lower retainer (P/N 529 0121 00) A19B034 APPLICATION Cheyenne. 1) Buffer (P/N 529 0118 00) 3) Key extension (P/N 529 0139 00) A01B564 APPLICATION All 3/16 inch rivets. Page 17 of 25 SUSPENSION (continued) — RECOMMENDED SERVICE TOOLS Drive axle holder (P/N 529 0072 00) 333 Suspension adjustment wrench (P/N 529 0122 00) 336 Adjustment wrench (P/N 861 7439 00) Consists of: 529 0240 00 A01B1E4 APPLICATION All models. Kayaba shock adjustment tool (P/N 529 0190 00) A25A014 334 APPLICATION Rear suspension. Suspension adjustment wrench (P/N 529 0098 00) 529 0255 00 337 A00B4B4 APPLICATION T/A shock. A24A014 APPLICATION Models equipped with a mono-shock suspension. A00A1K4 APPLICATION C-7 suspension. Hexagonal wrench (P/N 529 0147 00) 335 Suspension adjustment wrench (P/N 529 0171 00) A15B094 A19B024 APPLICATION Safari and Skandic prior to 1995. Page 18 of 25 APPLICATION 1992 and old Formula C-7. 338 506 VEHICLES — RECOMMENDED SERVICE TOOLS 503 Protective mat (P/N 529 0306 00) A01B45W APPLICATION All vehicles. Dolly (P/N 529 0299 00) 348 Snowmobile jack (P/N 529 0200 00) A00B4CJ A01A1JJ APPLICATION All models. APPLICATION All models. 341 PAGE 19 OF 25 SERVICE PRODUCTS 0 NOTE: The numbers outlined in black (example: 1 ) are reference to tool numbers from other divisions (Sea-Doo Watercraft and/or Sea-Doo Jet Boats). Matching reference numbers indicate the same tool is being used, even if the part numbers are different. MANDATORY SERVICE PRODUCTS Loctite® is a trademarks of Loctite Corporation. Dow Corning® is a trademarks of Dow Corning Corporation. 151 Retaining compound (P/N 413 7031 00) Loctite® RC/609: Retaining compound (10 mL) (green) Medium-strength threadlocker (P/N 413 7030 00) Loctite® 242: Threadlocker (10 mL) (blue, medium strength) 154 Gasket/paint remover (P/N 413 7085 00) Loctite® 79040 Chisel 510 g (18 oz) 156 LOCTITE® RC/609 A00B3L4 A00B2S4 APPLICATION Used for retaining bushings, bearings in slightly worn housing or on shaft. A00B324 152 Paste gasket (P/N 413 7027 00) Loctite® 515: Gasket eliminator (50 mL) High strength threadlocker (P/N 413 7074 00) Loctite® 271: Threadlocker (10 mL) (red, high strength) APPLICATION Flywheel nut, crankcase studs, etc. 155 APPLICATION Clean mating surfaces of cylinders and crankcase. Remove carbon in combustion chambers. Cleaning solvent (P/N 413 7082 00) Loctite® 755-59 340 g (12 oz) A00B2T4 APPLICATION Crankcase halves, transmission and gearbox mating surfaces. A00B3M4 LOCTITE® 271 Adhesive Sealant A00B2U4 APPLICATION Fasteners and studs up to 1” diameter. Page 20 of 25 APPLICATION Clean carburetor parts and degrease all oily surfaces. 157 MANDATORY SERVICE PRODUCTS (continued) Loctite® primer (P/N 413 7081 00) Loctite® 764-56 Primer N 170 g (6 oz) 158 A00B3N4 APPLICATION To prepare mating surfaces before applying paste gasket, retaining compound or threadlockers. Silicone compound (P/N 420 8970 61) Dow Corning® MS4 159 A00B3R4 APPLICATION Lubricate pawl and pawl lock of rewind starter. Page 21 of 25 RECOMMENDED SERVICE PRODUCTS Silicone dielectric grease (3 oz) (P/N 413 7017 00) DOW CORNING ® 350 Chaincase oil (16 x 250 mL) (P/N 413 8019 00) 353 355 Blizzard oil (12 x 500 mL) (P/N 413 8031 00) 4 d ical poun Electr ting Com Insula A00B1X4 APPLICATION On all electric connections. High tension coil and spark plug connections. Connector housings, etc. Grease LMZ no. 1 (400 g) (P/N 413 7075 00) 351 GRAISSE LMZ No.1 A00B2R4 A00B2Q4 APPLICATION Chaincase lubricant on Élan and Tundra II. APPLICATION All models. Synthetic chaincase oil (12 x 355 mL) (P/N 413 8033 00) A00B1Y4 354 APPLICATION Mainly used between regulators or rectifiers and upper column to transfer the heat build-up and to assure a good ground. Clutch lube 60 mL (4 oz) (P/N 413 8007 00) Injection oil (P/N 413 8029 00) (12 x 1 liter) (P/N 413 8030 00) (3 x 4 liter) 352 F01B2H4 APPLICATION All engines. Page 22 of 25 ® ® SYNTHETIC CHAINCASE OIL APPLICATION Roller round shaft drive pulleys. 357 ® HUILE SYNTHÉTIQUE POUR CARTER A00B1Z4 356 A01B4Q4 APPLICATION Chaincase lubricant on all models except Élan and Tundra II. RECOMMENDED SERVICE PRODUCTS (continued) Bombardier-Rotax Formula XP-S synthetic injection oil 969 (P/N 413 7110 00) (3 x 4 liter) 970 (P/N 413 7107 00) (205 liters) High temperature threadlocker (P/N 420 8997 88) Loctite 648 (green) (5 g) 359 Bearing grease (400 g) (P/N 413 7061 00) 363 A00B2L4 ® APPLICATION For idler bearings, ski legs, leaf spring cushion pads, seal interior lips, rear hub bearings, bogie wheels, countershaft bearings, etc. ® BOMBARDIER ® Two-stroke FORMULA XP-S 4 U.S. quart SYNTHETIQUE Injection Oil Two-Stroke Oil F01B354 A00B3D4 APPLICATION All engines. APPLICATION For RAVE valve rod distance nut on 583, 670, 779 and 809 engines. Bombardier-Rotax Formula XP-S synthetic injection oil (P/N 413 7105 00) (12 x 1 liter) Anti-seize lubricant (P/N 413 7010 00) Loctite anti-seize lubricant 454 g (16 oz) Storage oil (350 g spray can) (12 x 350 g) (P/N 496 0141 00) 364 362 BOMBARDIER ® FORMULA XP-S Synthetic Two-Stroke Oil A00B384 1 liter (1.05 U.S. qt) F01B174 APPLICATION All models. F01B2G4 APPLICATION Unpainted surfaces of drive pulley countershaft. APPLICATION All models. Pipe sealant (P/N 413 7023 00) Loctite 592 (50 mL) 358 A00B2W4 APPLICATION Engine plugs and senders. Page 23 of 25 RECOMMENDED SERVICE PRODUCTS (continued) Degreaser (P/N 413 7084 00) Permatex® 48 TA 433 g (15 oz) 365 Stripped threads repair kit (P/N 413 7086 00) Loctite 81668 Form-A-thread 81668 368 Paint for frame touch-up (P/N 413 4010 00) Black semi-gloss (spray can) 370 A00A1J4 A00B3K4 APPLICATION Engine, chaincase, pulleys and any greasy surfaces. Gel instant adhesive (P/N 413 7083 00) Loctite 454-40 20 g (.70 oz) 366 APPLICATION Repair damaged threads of grade 5 (SAE) or 8.8 (metric) maximum. Do not use in applications where temperatures will exceed 149°C (300°F) or on critical assemblies. HYLOMAR sealant (100 g) (P/N 413 7071 00) 369 A00B3H4 APPLICATION All models with a black frame. General purpose instant adhesive Loctite 495 (3 g) (P/N 413 7032 00) 373 A00B2V4 A00B3F4 A00B3O4 APPLICATION Isolating foam and rubber strip. Tough adhesive (P/N 413 4083 00) Loctite Black Max 38004 3 mL (.10 oz) A00B3P4 APPLICATION Shifter boot or grip. Page 24 of 25 367 APPLICATION To form an oil resistant seal (ex: transmission). APPLICATION Rubber to metal bonding and most hard plastic. Sealant (P/N 413 7103 00) Loctite 179 (80 mL) APPLICATION All models. 374 RECOMMENDED SERVICE PRODUCTS (continued) 375 Fuel stabilizer (12 x 8 oz) (P/N 413 4086 00) 378 Bombardier Lube (12 x 14 oz) (P/N 293 6000 16) LUBE NEW Pen t Exceetrating lubrican r llent for salt wate and high humidity environments L t Ex ubrifiant pénétran n li cellent en milieu sa ou humide Pr odui e Marincts Ma ts u rins d Pro ® ® FUEL STABILIZER A01B4P4 A00B3V4 APPLICATION Steering ball joints on all models. APPLICATION All models. Molykote 111 (P/N 413 7070 00) DOW CORNING ® 376 Super Lube (grease) (P/N 293 5500 14) 379 111 R PERMATEX INDUSTRIAL A00B3W4 Super Lube R APPLICATION Rotary valve shaft seals. Shock oil (32 oz) (P/N 413 7094 00) M Syn ulti-Purpose the tic Lubrica nt Wi th Teflon R Ne tW t. 14.5 Oz. (41 1g ) 377 A00B474 APPLICATION Tie rod bushings. A06F0P4 APPLICATION MX Z T/A shocks. Page 25 of 25 ">

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Key features
- Chassis preparation
- Engine preparation
- Transmission system
- Competition preparation
- Technical publications and racing parts
- Tools
Frequently asked questions
This manual is about preparing and using Ski-Doo snowmobiles in competitive events.
The manual covers topics such as chassis preparation, engine preparation, transmission system, tools, competition preparation and technical publications and racing parts.
Making modifications to your Ski-Doo snowmobile may void the vehicle warranty and may render use of the vehicle illegal in other than sanctioned racing events.