Сервис мануал снегоход поларис

• #1

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• #2

• 84,5 KB
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• #3

mservis написал(а):

ftp://chadt.us
username: snowmobile@chadt.us
password: manual
заходить через оперу или тотал командер, эксплоер не пойдет.

Кстати, там и на ямахи, кошки и скидушки есть много.

• #4

• 22,9 MB
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• 22,9 MB
  Просмотры: 2.956

• 22,9 MB
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• 8 MB
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• 

  210,7 KB
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• #5

Может кому пригодится выкладываю сервис мануал IQ 2007-2008

• 13,3 MB
  Просмотры: 3.888

• #6

некоторая информация по двигателям MPE 750 FS/FST

• 1.010,8 KB
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• 1,6 MB
  Просмотры: 875

• #7

polaris transport 550 юзерский

• 2,5 MB
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• #8

POLARIS SWITCHBACK 2012 модельный. Инструкция пользователя

• 3,4 MB
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ГАД

Активный участник

• #9

2010-2012 PRO-RIDE RUSH/Switchback/RMK Service Manual

• 18 MB
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• #10

может кому пригодится

• 4,5 MB
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• #11

Service manual 2007-2008.

• 13,3 MB
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• #12

Polaris 2006-2007 FS/FST service manual
Имеется полное описание 4-х тактного двигателя 750куб. см, в том числе с турбиной.

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• #13

WarMan написал(а):

Где взять мануал на polaris EDGE touring 550 выпуск 2004г заранее благодарен

Тут с 2007 г. Может он не сильно отличается?

• 7,3 MB
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• #14

Доброго времени суток. Не могу найти литературу на Polaris switchback 800. 2004 юбилейный. Ткните, может плохо ищу.

• #15

Есть у кого мануал на IQ 750 2008г

• #17

У кого есть нормальная книжка на поларис вт лх 500 с моментами затяжек гаек, болтов, размерами итд, поделитесь

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2007 TWO STROKE SNOWMOBILE

SERVICE MANUAL

FOREWORD

This service manual is designed primarily for use by certified Polaris Master Service Dealer technicians in a properly equipped shop and should be kept available for reference. All references to left and right side of the vehicle are from the operator’s perspective when seated in a normal riding position.

Some procedures outlined in this manual require a sound knowledge of mechanical theory, tool use, and shop procedures in order to perform the work safely and correctly. Technicians should read the text and be familiar with service procedures before starting the work. Certain procedures require the use of special tools. Use only the proper tools as specified.

Comments or suggestions about this manual may mailed to: Service Publications Dept. @ Polaris Sales Inc. 2100 Hwy

55 Medina Minnesota 55340.

You may also fill out a Comments and suggestion electronic form that can be located at

www.polarisdealers.com

in the

News, Forms & Links

area click on

Service & Warranty

link and the feedback link is at the bottom of the page named

Polaris Manual Correction Feedback

link.

2007 Two Stroke Snowmobile Service Manual PN 9920463

© Copyright 2006 Polaris Sales Inc. All information contained within this publication is based on the latest product information at the time of publication. Due to constant improvements in the design and quality of production components, some minor discrepancies may result between the actual vehicle and the information presented in this publication. Depictions and/or procedures in this publication are intended for reference use only. No liability can be accepted for omissions or inaccuracies. Any reprinting or reuse of the depictions and/or procedures contained within, whether whole or in part, is expressly prohibited. Printed in U.S.A.

UNDERSTANDING MANUAL SAFETY LABELS AND DIRECTIONS

Throughout this manual, important information is brought to your attention by the following symbols:

WARNING

SAFETY ALERT WARNING indicates a potential hazard that may result in severe injury or death to the operator, bystander or person(s) inspecting or servicing the vehicle.

CAUTION

SAFETY ALERT CAUTION indicates a potential hazard that may result in minor personal injury or damage to the vehicle.

CAUTION

CAUTION indicates special precautions that must be taken to avoid vehicle damage or property damage.

NOTE:

NOTE provides key information by clarifying instructions.

IMPORTANT:

IMPORTANT provides key reminders during disassembly, assembly and inspection of components.

=

In. / mm.

MEASUREMENT provides a key for a determined measurement specification.

=

T

TORQUE provides a key for a required torque value.

TRADEMARKS

POLARIS ACKNOWLEDGES THE FOLLOWING PRODUCTS MENTIONED IN THIS MANUAL:

Loctite, Registered Trademark of the Loctite Corporation

Nyogel, Trademark of Wm. F. Nye Co.

Fluke, Registered Trademark of John Fluke Mfg. Co.

Mity-Vac, Registered Trademark of Neward Enterprises, Inc.

Torx, Registered Trademark of Textron

M-10, Registerd Trademark of FAST, Inc

Some Polaris factory publications can be downloaded from www.polarisindustires.com, purchased from www.purepolaris.com or by contacting the nearest Polaris dealer.

SPECIFICATIONS

GENERAL

MAINTENANCE

FUEL DELIVERY

ENGINE

CLUTCHING

FINAL DRIVE

FRONT SUSPENSION

8

REAR SUSPENSION

9

CHASSIS/HOOD

ELECTRICAL

10

11

12

3

4

5

6

7

1

2

MODEL SPECIFICATIONS

CHAPTER 1

1

MODEL SPECIFICATIONS

340 LX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2

340 TOURING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4

WIDETRAK LX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6

500 XC SP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8

SUPER SPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.10

550 LX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.12

TRAIL RMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.14

TRAIL TOURING DELUXE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.16

600 HO IQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.18

600 HO IQ CLEANFIRE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.20

600 HO IQ LX CLEANFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.22

600 HO SWITCHBACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.24

600 HO SWITCHBACK CLEANFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.26

600 HO RMK 144/155 (F/O) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.28

600 HO IQ TOURING CLEANFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.30

DRAGON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.32

DRAGON RMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.34

1.1

MODEL SPECIFICATIONS

340 LX

MODEL S07ND3AS

Body

Body Style EDGE

Engine

Engine type

Engine displacement

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston ring end gap

(in/mm)

Operating RPM±200

Idle RPM±200

Clutch engagement RPM ±200

Fuji

339cc

2.45/62.3

2.19/55.6

.003-.005/.080-.130

.008-.014/.20-.41

7000

1600

4100

Fuel Delivery

Type

Main Jet

Pilot Jet

Jet Needle/Clip position

Needle Jet

Throttle gap under cutaway (in/mm)

Throttle slide cutaway

Valve seat

Starter jet

Pilot air jet

Fuel screw setting

Air screw setting

Recommended fuel octane (R+M/2)

VM30SS

170

35

5DP13/3

O-6 (169)

.240/6.1

2.5AL

1.5Viton

1.5

2.5

N/A

1.5

87 NonOxy Minimum

Altitude meters (feet)

Jetting

Ambient Temperature

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800

(4000-6000)

1800-2400

(6000-8000)

2400-3000

(8000-10000)

3000-3700

(10000-12000)

185

#4

175

#3

165

#3

155

#3

145

#3

135

#3

170

#3

160

#3

155

#3

140

#3

130

#2

120

#2

180

#3

170

#3

160

#3

150

#3

140

#3

130

#2

165

#3

155

#3

145#

3

135

#2

125

#2

115

#1

170

#3

160

#3

150

#3

135

#3

130

#2

115

#2

160

#3

150

#3

140

#2

130

#2

120

#1

110

#1

150

#3

140

#2

130

#2

120

#1

110

#1

100

#1

155

#3

140

#2

130

#2

120

#1

110

#1

100

#1

Clutching

Altitude meters

(feet)

0-900

(0-3000)

900-1800

(3000-6000)

Drive Clutch (P-85)

Shift

Weight

Clutch

Spring

10

10-M

Blue

110/290

(Black-

2287)

110/290

(Black-

2287)

Driven Clutch (TEAM)

Clutch

Spring

Driven

Helix

Gearing

Red/

Black

Red/

Black

S36 LW

ER

S36 LW

ER

1800-2700 (6000-

9000)

2700-3700 (9000-

12000)

10MW

10MR

110/290

(Black-

2287)

110/290

(Black-

2287)

Red/

Black

Red/

Black

S36 LW

ER

S36 LW

ER

Drive clutch bolt torque 50 ft-lbs (69 N-m)

16:41-72

16:41-72

16:41-72

16:41-72

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

Chaincase

3211078

1.438/3.65

28°

46.625/118.4

11.5/29.2

Center distance (in/cm)

Reverse type

7.92/20.1

PERC

1.2

Fluids and Capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

11.8/44.7

3.25/3.1

N/A

9/266.2

DOT4

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

Manufacture

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

15/38

121/307

.66/1.7

Camoplast

.375-.5/1-1.3

Front Suspension

Suspension type

IFS shocks

IFS Spring PN

IFS Spring Pre-Load (in/mm)

IFS spring rate (lb/in — kg/mm)

IFS Spring free length (in/cm)

Front vertical travel (in/cm)

Ski center distance (in/cm)

Camber (in/mm)

Toe (in/mm)

Edge LX

Arvin/7041932

7041551

.625/15.9

100/1.79

10.75/27.3

10/25.4

42.5/108

.59±.31/15.0±7.9

.12-.25/3.0-6.35

Rear Suspension

Suspension type

Front track shock (FTS)

FTS Spring PN

FTS Spring Free Length (in/cm)

FTS Spring Rate (lb/in — kg/mm)

FTS pre-load

Rear track shock

Rear travel (in/cm)

Edge 121

Arvin/7041939

7041253

7.5/19

200-240/3.6-4.3

Fixed

Arvin MPV/7043239

13.9/35.3

Torsion Spring

Torsion spring PNs (LH/RH)

Torsion spring diameter (in/mm)

Torsion spring tail angle

7041629/7041630

.359/9.12

77°

MODEL SPECIFICATIONS

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

Est dry weight (lb/kg)

Ignition timing

Spark plug gap (in/mm)

Spark plug

Voltage regulator/output

CDI marking

Flywheel Markings

Electrical

Features

Electric Fuel Gauge

Electric Start

Low Oil Light

Parking Brake

Speedometer

Tachometer

48/122

113/287

46/117

457/207.7

26.5°@3000RPM

.0275/.70

NGK BR8ES

240watt

CU7245

FP9313

Accessory

Standard

Standard

Standard

Standard 5 inch

Accessory

1

1.3

MODEL SPECIFICATIONS

340 TOURING

MODEL S07NT3A(E,S)

Body

EDGE Body Style

Engine

Engine type

Engine displacement

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston ring end gap

(in/mm)

Operating RPM±200

Idle RPM±200

Clutch engagement RPM ±200

Fuji

339cc

2.45/62.3

2.19/55.6

.003-.005/.080-.130

.008-.014/.20-.41

7000

1600

3700

Fuel Delivery

Type

Main Jet

Pilot Jet

Jet Needle/Clip position

Needle Jet

Throttle gap under cutaway (in/mm)

Throttle slide cutaway

Valve seat

Starter jet

Pilot air jet

Fuel screw setting

Air screw setting

Recommended fuel octane (R+M/2)

VM30SS

170

35

5DP13/3

O-6(169)

.240/6.1

2.5AL

1.5 Viton

1.5

2.5

N/A

1.5

87 non Oxy/Minimum

Altitude meters (feet)

Jetting

Ambient Temperature

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800 (4000-

6000)

1800-2400 (6000-

8000)

2400-3000

(8000-10000)

3000-3700

(10000-12000)

185

#4

175

#3

165

#3

155

#3

145

#3

135

#3

180

#3

170

#3

160

#3

150

#3

140

#3

130

#2

170

#3

160

#3

155

#3

140

#3

130

#2

120

#2

165

#3

155

#3

145

#3

135

#2

125

#2

115

#1

170

#3

160

#3

150

#3

135

#3

130

#2

115

#2

160

#3

150

#3

140

#2

130

#2

120

#1

110

#1

150

#3

140

#2

130

#2

120

#1

110

#1

100

#1

155

#3

140

#2

130

#2

120

#1

110

#1

100

#1

Clutching

Altitude meters

(feet)

0-900

(0-3000)

900-1800

(3000-6000)

Drive Clutch (P-85)

Shift

Weight

Clutch

Spring

10

10-M

Blue

(110/290)

Black-

2287

(110-290)

Black-

2287

Driven Clutch (TEAM)

Clutch

Spring

Driven

Helix

Gearing

Blue/

Black

Blue/

Black

54/38-25

LW ER

54/38-25

LW ER

1800-2700 (6000-

9000)

2700-3700 (9000-

12000)

10 MW

10 MR

(110-290)

Black-

2287

(110-290)

Black-

2287

Blue/

Black

Blue/

Black

54/38-25

LW ER

54/38-25

LW ER

Drive clutch bolt torque 50 ft-lbs(69 N-m)

17:41-72

17:41-72

17:41-72

17:41-72

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

Chaincase

3211078

1.438/3.65

28

°

46.625/118.4

11.5/29.2

Center distance (in/cm)

Reverse type

7.92/20.1

PERC

1.4

Fluids and Capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

12.25/46.4

3.25/3.1

N/A

9/266.2

DOT 4

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

Manufacture

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

15/38

136/345

1/2.5

Soucy

1.125 — 1.375 / 2.9 — 3.5

Front Suspension

Suspension type

IFS shocks

IFS Spring PN

IFS Spring Pre-Load (in/mm)

IFS spring rate (lb/in — kg/mm)

IFS Spring free length (in/cm)

Front vertical travel (in/cm)

Ski center distance (in/cm)

Camber (in/mm)

Toe (in/mm)

Edge LX

Arvin/7041932

7041551

.625/15.9

100/1.79

10.75/27.3

10/25.4

42.5/108

.59±.31/15.0±7.9

.12-.25/3.0-6.35

Rear Suspension

Suspension type

Front track shock (FTS)

FTS spring rate (lb/in — kg/mm)

FTS spring installed length (in/cm)

Rear track shock

Rear travel (in/cm)

Edge 136

Arvin/7041939

200-240/3.6-4.3

Fixed

Arvin/7042138

13.9/35.3

Torsion Spring

Torsion spring PNs

(LH/RH)

Torsion spring diameter (in/mm)

Torsion spring tail angle

7041940/7041941

.405/10.3

77°

MODEL SPECIFICATIONS

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

Est dry weight lb/kg

Ignition timing

Spark plug gap (in/mm)

Spark plug

Voltage regulator/output

CDI marking

Flywheel Marking

Electrical

Features

47.25/120

128/325.1

49.5/125.7

517/234.7

26.5°@3000RPM

.028/.70

NGK BR8ES

240watt

CU7245

FP9319

Electric Fuel Gauge

Electric Start

Low Oil Light

Parking Brake

Speedometer

Tachometer

Accessory

Standard

Standard

Standard

Standard 5 inch

Accessory

1

1.5

MODEL SPECIFICATIONS

WIDETRAK LX

MODEL S07SU4BS

Body

Body Style

Engine

Engine type

Engine displacement

Engine model number

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston ring end gap (in/mm)

Operating RPM±200

Idle RPM±200

Clutch engagement RPM ±200

GENII

Fuji

488cc

EC50PL237

2.83/72

2.36/60

.0035-.0049/.090-.125

.0070-.016/.20-.47

7000

1600

3800

Fuel Delivery

Type

Main Jet

Pilot Jet

Jet Needle/Clip position

Needle Jet

Throttle gap under cutaway (in/mm)

Throttle slide cutaway

Valve seat

Starter jet

Pilot air jet

Fuel screw setting

Air screw setting

Recommended fuel octane (R+M/2)

VM34SS

195

35

6EJ26/2

P-6 (166)

.240/6.1

3

1.5 Viton

1.5

N/A

N/A

.5

87 NonOxy/Minimum

Altitude meters (feet)

Jetting

Ambient Temperature

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800

(4000-6000)

1800-2400

(6000-8000)

210

#2

195

#2

185

#2

170

#2

200

#2

185

#2

175

#2

165

#2

195

#2

180

#2

170

#2

155

#2

190

#2

175

#2

165

#2

155

#1

185

#2

170

#2

160

#1

150

#1

175

#2

165

#2

155

#1

140

#1

170

#2

155

#1

145

#1

135

#1

2400-3000

(8000-10000)

3000-3700

(10000-12000)

160

#2

150

#2

155

#2

140

#1

145

#1

135

#1

145

#1

130

#1

140

#1

125

#1

130

#1

120

#1

120

#1

110

#1

120

#1

110

#1

When using non oxygenated fuel with an octane number greater than 93, decrease the main jet number in the above chart by 5

170

#1

155

#1

145

#1

135

#1

Clutching

Altitude meters

(feet)

Drive Clutch (P-85)

Shift

Weight

Clutch

Spring

Driven Clutch (P-85)

Clutch

Spring

Driven

Helix

Gearing

0-900

(0-3000)

900-1800

(3000-6000)

1800-2700

(6000-9000)

2700-3700

(9000-12000)

10

10

10-M

Blue

10 MW

Brown

Red/

White

Red/

White

Red/

White

Silver

Silver

Silver

Silver

36D #2

36D #2

36D #2

36D #2

Drive clutch bolt torque 50 ft-lbs (69 N-m)

19:41-66

19:41-66

19:41-66

19:41-66

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

3211070

1.375/3.49

28°

47.25/120

12/30.5

Chaincase

Center distance (in/cm)

Reverse type

N/A

Hi/Low/Reverse

1.6

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Gearcase (oz/ml)

Brake fluid type

Fluids and Capacities

11/41.6

2/1.9

3.4/3.2

20/591.5

DOT4

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

Manufacture

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

20/51

156/396

1/2.5

Camoplast

.75-1.0/1.9-2.5

Front Suspension

Suspension type

IFS shocks

IFS spring rate (lb/in — kg/mm)

Spring installed length (in/cm)

Front vertical travel (in/cm)

Ski center distance (in/cm)

Camber (in/mm)

Toe (in/mm)

WideTrak GenII

Arvin/7041535

105/1.9

Fixed

7.25/18.4

38/96.5

.82±.72/20.8±18.3

0-.12/0-3

Rear Suspension

Suspension type

Front track shock (FTS)

FTS spring rate

lbs-in/kg-mm

FTS spring installed length (in/cm)

Rear track shock

Rear travel (in/cm)

WideTrak

Arvin 7041742

181/3.2

Fixed

Arvin/7042309

9/22.9

Torsion Spring

Torsion spring PNs

(LH/RH)

Torsion spring diameter (in/mm)

Torsion spring tail angle

7041239/7041240

.468/11.9

74

°

MODEL SPECIFICATIONS

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

Est dry weight lb/kg

Ignition timing

Spark plug gap (in/mm)

Spark plug

Voltage regulator/output

CDI marking

Flywheel Marking

Electrical

Features

Electric Fuel Gauge

Electric Start

Low Oil Light

Parking Brake

Speedometer

Tachometer

43.5/110

128/325

51/130

643/291.9

28°@3000

.028/.71

Champion RN3C

200watt

IU2212

FP5536

N/A

Standard

Standard

N/A

Standard 5 inch

Accessory

1

1.7

MODEL SPECIFICATIONS

500 XC SP

MODEL S07NP5CS(E)

Body

EDGE Body Style

Engine

Engine type

Engine displacement

Engine model number

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston ring end gap

(in/mm)

Operating RPM±200

Idle RPM

Clutch engagement RPM +/- 200

Exhaust valve spring

Liberty

500

S3033-5044-PF5F

2.78/70.5

2.52/64

.0045-.0059/.11-.15

.014-.020/.40-.61

8500

1500

4200

Pink/Yellow

Fuel Delivery

Type

Main Jet

Pilot Jet

Jet Needle/Clip position

Needle Jet

Throttle gap under cutaway (in/mm)

Throttle slide cutaway

Valve seat

Starter jet

Pilot air jet

Fuel screw setting

Air screw setting

Recommended fuel octane (R+M/2)

TM38

410

45

6BGY41/4

P-8

.079/2

2

1.5

145

N/A

3

1.25

87 Min NonOxy

Altitude meters (feet)

Jetting

Ambient Temperature

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800 (4000-

6000)

1800-2400 (6000-

8000)

440

#3

420

#3

390

#2

370

#2

430

#3

400

#2

380

#2

350

#2

410

#2

390

#2

360

#2

340

#2

400

#2

370

#2

350

#2

320

#2

390

#2

360

#2

340

#2

310

#1

380

#2

250

#2

330

#1

300

#1

360

#2

330

#1

310

#1

290

#1

2400-3000

(8000-10000)

340

#2

330

#2

310

#1

300

#1

290

#1

280

#1

260

#1

250

#1

3000-3700

(10000-12000)

320

#1

300

#1

290

#1

270

#1

260

#1

250

#1

240

#1

230

#1

When using non oxygenated fuel with an octane number greater than 93, decrease the main jet number in the above chart by 20.

350

#1

320

#1

300

#1

270

#1

Clutching

Altitude meters

(feet)

0-900

(0-3000)

900-1800

(3000-6000)

1800-2700 (6000-

9000)

2700-3700 (9000-

12000)

Drive Clutch (P-85)

Shift

Weight

Clutch

Spring

10-56

10-54

Black/

Green

Black/

Green

10

10M Blue

Black/

Green

Black/

Green

Driven Clutch (TEAM)

Clutch

Spring

Driven

Helix

Gearing

Red/

Black

Red/

Black

56/42-36

LW ER

56/42-36

LW ER

22:40-74

22:40-74

Red/

Black

Red/

Black

56/42-36

LW ER

56/42-36

LW ER

21:40-74

21:40-74

Drive clutch bolt torque 50 ft-lbs (69 N-m)

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

3211080

1.438/3.65

28°

46.625/118.4

11.5/29.2

Chaincase

Center distance (in/cm)

Reverse type

7.92/20.1

PERC

1.8

Fluids and Capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

11.8/44.7

3.25/3.1

5.6/5.3

9/266.2

DOT4

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm) [Euro]

Manufacture

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

15/38

121/307

.91/2.3 [1.25/31.75]

Camoplast

.375-.5/1-1.3

Front Suspension

Suspension type

IFS shocks

IFS spring rate (lb/in — kg/mm)

IFS Spring installed length (in/cm)

Front vertical travel (in/cm)

Ski center distance (in/cm)

Camber (in/mm)

Toe (in/mm)

Edge

Arvin/7043082

68-160/1.22-2.9

10.5/26.7

10.3/26.2

42.5/108

.59±.31/15.0±7.9

.12-.25/3.0-6.35

Rear Suspension

Suspension type

Front track shock

FTS Spring rate (lb/in — kg/mm)

FTS Spring installed length

Rear track shock

Rear travel (in/cm)

Edge 121

Arvin/7041975

160 Var/2.86 Var

7.46/18.9

Arvin MPV/7043239

13.9/35.3

Torsion Spring

Torsion spring PNs

(LH/RH)

Torsion spring diameter (in/mm)

Torsion spring tail angle

7041942/7041943

.375/9.5

77°

MODEL SPECIFICATIONS

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

Est dry weight lb/kg

Ignition timing

Spark plug gap (in/mm)

Spark plug

Voltage regulator/output

CDI marking

Flywheel Marking

Electrical

25°@2500RPM

.027/.70

Champion RN57YCC

280watt

4010829

4010677

Features

48/122

113/287

46/117

481/218.4

Electric Fuel Gauge

Electric Start

Low Oil Light

Parking Brake

Speedometer

Tachometer

Accessory

Accessory

Standard

Standard

Standard 5 inch

Standard 5 inch

1

1.9

MODEL SPECIFICATIONS

Body Style

SUPER SPORT

MODEL S07NP5B(E,S)

Body

EDGE

Engine

Engine type

Engine Model

Engine Displacement

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston ring end gap

(in/mm)

Operating RPM±200

Idle RPM±200

Clutch engagement RPM ±200

Exhaust valve spring

Fuji

EC550PM100

544cc

2.87/73

2.56/65

.0039-.0053/.10-.135

.016-.022/.40-.55

7000

1600

3800

N/A

Fuel Delivery

Type

Main Jet

Pilot Jet

Jet Needle/Clip position

Needle Jet

Throttle gap under cutaway (in/mm)

Throttle slide cutaway

Valve seat

Starter jet

Pilot air jet

Fuel screw setting

Air screw setting

Recommended fuel octane (R+M/2)

VM34

250

35

6DEH11/3

Q-0 (480)

.256/6.5

3

1.5 Viton

1.5

2.5

N/A

1.0

87 NonOxy/Min.

Altitude meters (feet)

Jetting

Ambient Temperature

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800

(4000-6000)

1800-2400

(6000-8000)

2400-3000

(8000-10000)

3000-3700

(10000-12000)

260

#4

250

#4

240

#3

220

#3

210

#3

200

#2

270

#4

260

#4

250

#4

230

#3

220

#3

210

#3

250

#4

240

#3

240

#3

230

#3

220

#3

230

#3

220

#3

210

#2

210

#2

190

#2

200

#2

190

#1

230

#3

220

#3

210

#2

210

#2

190

#1

180

#1

220

#3

210

#2

220

#2

210

#2

200

#1

210

#2

200

#1

190

#1

190

#1

180

#1

180

#1

170

#1

200

#1

200

#1

190

#1

180

#1

170

#1

160

#1

Clutching

Altitude meters

(feet)

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800

(4000-6000)

1800-2400

(6000-8000)

2400-3000

8000-10000)

3000-3600

(10000-12000)

Drive Clutch (P-85)

Shift

Weight

Clutch

Spring

10-62

10-60

Dark Blue/

White

Dark Blue/

White

10-60

10-58

10-56

10-56

Dark Blue/

White

Dark Blue/

White

Dark Blue/

White

Dark Blue/

White

Driven Clutch (TEAM)

Clutch

Spring

Driven

Helix

Gearing

Red/Blue

Red/Blue

(56/42-.36)

LW ER

(56/42-.36)

LW ER

19:39- 72

19:39- 72

Red/Blue

Red/Blue

Red/Blue

Red/Blue

(56/42-.36)

LW ER

(56/42-.36)

LW ER

(56/42-.36)

LW ER

(56/42-.36)

LW ER

19:39- 72

18:39- 72

18:39- 72

18:39- 72

Drive clutch bolt torque 50 ft-lbs (69 N-m)

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

Chaincase

Center distance (in/cm)

Reverse type

3211078

1.438/3.65

28°

46.625/118.4

11.5/29.2

7.92/18.52

PERC

1.10

Fluids and Capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

11.8/44.7

3.25/3.1

N/A

9/266.2

DOT4

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

Manufacturer

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

15/38

121/307

.82/2.1

Camoplast

.375-.5/1-1.3

Front Suspension

Suspension type

IFS shocks

IFS spring rate (lb/in — kg/mm)

Spring preload (in/cm)

Front vertical travel (in/cm)

Ski center distance (in/cm)

Camber (in/mm)

Toe (in/mm)

Edge

Arvin/7041932

100/1.79

.625/15.875

10/25.4

42.5/108

.59±.31/15.0±7.9

.12-.25/3.0-6.35

Rear Suspension

Suspension type

Front track shock (FTS)

FTS spring rate (lb/in — kg/mm)

FTS spring installed length (in/cm)

Rear track shock

Rear travel (in/cm)

Edge 121

Arvin/7041939*

200-240 / 3.6 — 4.4Var

Fixed

Arvin MPV/7043239

13.9/35.3

* notes that shock is serviceable

Torsion Spring

Torsion spring PNs

(LH/RH)

Torsion spring diameter (in/mm)

Torsion spring tail angle

7041942/7041943

.375/9.5

77°

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

48/122

113/287

45/114

MODEL SPECIFICATIONS

Dimensions

Est dry weight lb/kg

Ignition timing

Spark plug gap (in/mm)

Spark plug

Voltage regulator/output

CDI marking

Flywheel Marking

Electrical

Features

Electric Fuel Gauge

Electric Start

Low Oil Light

Parking Brake

Speedometer

Tachometer

460/208.7

27°@3000

.028/.70

NGK BR9ES

280watt

EC55PM 100/110

FP6318

Accessory

Accessory

Standard

Standard

Standard 5 inch

Accessory

1

1.11

MODEL SPECIFICATIONS

550 LX

MODEL S07ND5BS

Body

Body Style EDGE

Engine

Engine type

Engine Model

Engine Displacement

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston ring end gap

(in/mm)

Operating RPM±200

Idle RPM±200

Clutch engagement RPM ±200

Exhaust valve spring

Fuji

EC550PM110

544cc

2.87/73

2.56/65

.0039-.0053/.10-.135

.016-.022/.40-.61

7000

1600

3800

N/A

Fuel Delivery

Type

Main Jet

Pilot Jet

Jet Needle/Clip position

Needle Jet

Throttle gap under cutaway (in/mm)

Throttle slide cutaway

Valve seat

Starter jet

Pilot air jet

Fuel screw setting

Air screw setting

Recommended fuel octane (R+M/2)

VM34

250

35

6BGY41/4

Q-0 (480)

.256/6.5

3

1.5 Viton

1.5

2.5

N/A

1.0

87 NonOxy/Min.

Altitude meters (feet)

Jetting

Ambient Temperature

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800

(4000-6000)

1800-2400

(6000-8000)

2400-3000

(8000-10000)

3000-3700

(10000-12000)

260

#4

250

#4

240

#3

220

#3

210

#3

200

#2

270

#4

260

#4

250

#4

230

#3

220

#3

210

#3

250

#4

240

#3

240

#3

230

#3

220

#3

230

#3

220

#3

210

#2

210

#2

190

#2

200

#2

190

#1

230

#3

220

#3

210

#2

210

#2

190

#1

180

#1

220

#3

210

#2

220

#2

210

#2

200

#1

210

#2

200

#1

190

#1

190

#1

180

#1

180

#1

170

#1

200

#1

200

#1

190

#1

180

#1

170

#1

160

#1

Clutching

Altitude meters

(feet)

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800

(4000-6000)

1800-2400

(6000-8000)

2400-3000

8000-10000)

3000-3600

(10000-12000)

Drive Clutch (P-85)

Shift

Weight

Clutch

Spring

10-62

10-60

Dark Blue/

White

Dark Blue/

White

10-60

10-58

10-56

10-56

Dark Blue/

White

Dark Blue/

White

Dark Blue/

White

Dark Blue/

White

Driven Clutch (TEAM)

Clutch

Spring

Driven

Helix

Gearing

Red/Blue

Red/Blue

(56/42-.36)

LW ER

(56/42-.36)

LW ER

19:39- 72

19:39- 72

Red/Blue

Red/Blue

Red/Blue

Red/Blue

(56/42-.36)

LW ER

(56/42-.36)

LW ER

(56/42-.36)

LW ER

(56/42-.36)

LW ER

19:39- 72

18:39- 72

18:39- 72

18:39- 72

Drive clutch bolt torque 50 ft-lbs (69 N-m)

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

Chaincase

Center distance (in/cm)

Reverse type

3211078

1.438/3.65

28°

46.625/118.4

11.5/29.2

7.92/18.52

PERC

1.12

Fluids and Capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

11.8/44.7

3.25/3.1

N/A

9/266.2

DOT4

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

Manufacturer

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

15/38

121/307

.82/2.1

Camoplast

.375-.5/1-1.3

Front Suspension

Suspension type

IFS shocks

IFS spring rate (lb/in — kg/mm)

Spring preload (in/cm)

Front vertical travel (in/cm)

Ski center distance (in/cm)

Camber (in/mm)

Toe (in/mm)

Edge

Arvin/7041932

100/1.79

.625/15.875

10/25.4

42.5/108

.59±.31/15.0±7.9

.12-.25/3.0-6.35

Rear Suspension

Suspension type

Front track shock (FTS)

FTS spring rate (lb/in — kg/mm)

FTS spring installed length (in/cm)

Rear track shock

Rear travel (in/cm)

Edge 121

Arvin/7041939*

200-240 / 3.6 — 4.4Var

Fixed

Arvin MPV/7043239

13.9/35.3

* notes that shock is serviceable

Torsion Spring

Torsion spring PNs

(LH/RH)

Torsion spring diameter (in/mm)

Torsion spring tail angle

7041629/7041630

.375/9.5

77°

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

48/122

113/287

45/114

MODEL SPECIFICATIONS

Dimensions

Est dry weight lb/kg 460/208.7

1

Electrical

Ignition timing

Spark plug gap (in/mm)

Spark plug

Voltage regulator/output

CDI marking

Flywheel Marking

27°@3000

.028/.70

NGK BR9ES

280watt

EC55PM 100/110

FP6318

Features

Electric Fuel Gauge

Electric Start

Low Oil Light

Parking Brake

Speedometer

Tachometer

Accessory

Standard

Standard

Standard

Standard 5 inch

Accessory

1.13

MODEL SPECIFICATIONS

TRAIL RMK

MODEL S07NJ5B(E,S)

Body

EDGE Body Style

Engine

Engine type

Engine Model

Engine displacement

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston ring end gap (in/mm)

Operating RPM±200

Idle RPM

Clutch engagement RPM ±200

Fuji

EC550PM110

544cc

2.87/73

2.56/65

.0039-.005/.10-.135

.016-.022/.4-.61

7000

1600

3800

Fuel Delivery

Type

Main Jet

Pilot Jet

Jet Needle/Clip position

Needle Jet

Throttle gap under cutaway (in/mm)

Throttle slide cutaway

Valve seat

Starter jet

Pilot air jet

Fuel screw setting

Air screw setting

Recommended fuel octane (R+M/2)

VM34

210

35

6BGY41/4

Q-0 (480)

.264/6.71

3

1.5 Viton

1.5

2.5

N/A

.75

87 NonOxy/Min.

Altitude meters (feet)

Jetting

Ambient Temperature

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800

(4000-6000)

1800-2400

(6000-8000)

2400-3000

(8000-10000)

3000-3700

(10000-12000)

260

#4

250

#4

240

#3

220

#3

210

#3

200

#2

270

#4

260

#4

250

#4

230

#3

220

#3

210

#3

250

#4

240

#3

240

#3

230

#3

220

#3

230

#3

220

#3

210

#2

210

#2

190

#2

200

#2

190

#1

230

#3

220

#3

210

#2

210

#2

190

#1

180

#1

220

#3

210

#2

220

#3

210

#2

200

#1

210

#2

200

#1

190

#1

190

#1

180

#1

180

#1

170

#1

200

#1

200

#1

190

#1

180

#1

170

#1

160

#1

Clutching

Altitude meters

(feet)

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800

(4000-6000)

1800-2400

(6000-8000)

2400-3000

8000-10000)

3000-3600

(10000-12000)

Drive Clutch (P-85)

Shift

Weight

Clutch

Spring

10-64

10-62

Dark Blue/

White

Dark Blue/

White

10-60

10-60

10-58

10-56

Dark Blue/

White

Dark Blue/

White

Dark Blue/

White

Dark Blue/

White

Driven Clutch (TEAM)

Clutch

Spring

Driven

Helix

Gearing

Red/Blue

Red/Blue

(56/42-.36)

LW ER

(56/42-.36)

LW ER

19:43- 74

19:43- 74

Red/Blue

Red/Blue

Red/Blue

Red/Blue

(56/42-.36)

LW ER

(56/42-.36)

LW ER

(56/42-.36)

LW ER

(56/42-.36)

LW ER

19:43- 74

19:43- 74

19:43- 74

19:43- 74

Drive clutch bolt torque 50 ft-lbs (69 N-m)

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

3211078

1.438/3.65

28°

46.625/118.4

11.5/29.2

1.14

Chaincase

Center distance (in/cm)

Reverse type

7.92/20.1

PERC

Fluids and Capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

11.8/44.7

3.25/3.1

Air

9/266.2

DOT 4

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

Manufacturer

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

15/38

136/345

1.25/3.2

Camoplast

.375-.50/1-1.3

Front Suspension

Suspension type

IFS shocks

IFS spring rate (lb/in — kg/mm)

Spring installed length (in/cm)

Front vertical travel (in/cm)

Ski center distance (in/cm)

Camber (in/mm)

Toe (in/mm)

Edge RMK

Arvin/7042107

80/1.4

9.75/24.8

7.6/19.3

41/104

.735±.31/18.7±7.9

0-.12

Rear Suspension

Suspension type

Front track shock

FTS spring rate (lb/in — kg/mm)

FTS spring installed length (in/cm)

Rear track shock

Rear travel (in/cm)

Edge RMK 136

Arvin/7042085

170/3.0

Fixed

7042058

13.8/35.1

MODEL SPECIFICATIONS

Torsion Spring

Torsion spring PNs

(LH/RH)

Torsion spring diameter (in/mm)

Torsion spring tail angle

7041627/7041628

.347/8.8

77°

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

Est dry weight lb/kg

45.5/115.6

124/315

48/123

475/215.7

Electrical

Ignition timing

Spark plug gap (in/mm)

Spark plug

Voltage regulator/output

CDI marking

Flywheel marking

27°@3000 RPM

14°@6500RPM

.028/.70

NGK BR9ES

280 watts

EC55PM100/110

FP6318

Features

Electric Fuel Gauge

Electric Start

Low Oil Light

Parking Brake

Speedometer

Tachometer

Accessory

Standard

Standard

Standard

Standard 5 inch

Accessory

1

1.15

MODEL SPECIFICATIONS

TRAIL TOURING DELUXE

MODEL S07NT5B(E,S)(A)

Body

Body Style EDGE

Engine

Engine type

Engine Model

Engine displacement

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston ring end gap

(in/mm)

Operating RPM±200

Idle RPM

Clutch engagement RPM ±200

Fuji

EC550PM100

544cc

2.87/73

2.56/65

.0039-.005/.10-.135

.016-.022/.4-.61

7000

1600

3800

Fuel Delivery

Type

Main Jet

Pilot Jet

Jet Needle/Clip position

Needle Jet

Throttle gap under cutaway (in/mm)

Throttle slide cutaway

Valve seat

Starter jet

Pilot air jet

Fuel screw setting

Air screw setting

Recommended fuel octane (R+M/2)

VM34

250

35

6BGY41/4

Q-0 (480)

.256/6.5

3

1.5 Viton

1.5

2.5

N/A

1.0

87 NonOxy/Min.

Altitude meters (feet)

Jetting

Ambient Temperature

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800

(4000-6000)

1800-2400

(6000-8000)

2400-3000

(8000-10000)

3000-3700

(10000-12000)

260

#4

250

#4

240

#3

220

#3

210

#3

200

#2

270

#4

260

#4

250

#4

230

#3

220

#3

210

#3

250

#4

240

#3

240

#3

230

#3

220

#3

230

#3

220

#3

210

#2

210

#2

190

#2

200

#2

190

#1

230

#3

220

#3

210

#2

210

#2

190

#1

180

#1

220

#3

210

#2

220

#3

210

#2

200

#1

210

#2

200

#1

190

#1

190

#1

180

#1

180

#1

170

#1

200

#1

200

#1

190

#1

180

#1

170

#1

160

#1

Clutching

Altitude meters

(feet)

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800

(4000-6000)

1800-2400

(6000-8000)

2400-3000

8000-10000)

3000-3600

(10000-12000)

Drive Clutch (P-85)

Shift

Weight

Clutch

Spring

10-62

10-60

Dark Blue/

White

Dark Blue/

White

10-60

10-58

10-56

10-56

Dark Blue/

White

Dark Blue/

White

Dark Blue/

White

Dark Blue/

White

Driven Clutch (TEAM)

Clutch

Spring

Driven

Helix

Gearing

Red/Blue

Red/Blue

(56/42-.36)

LW ER

21:41-74

(56/42-.36)

LW ER

21:41-74

Red/Blue

Red/Blue

Red/Blue

Red/Blue

(56/42-.36)

LW ER

21:41-74

(56/42-.36)

LW ER

20:41-74

(56/42-.36)

LW ER

20:41-74

(56/42-.36)

LW ER

20:41-74

Drive clutch bolt torque 50 ft-lbs (69 N-m)

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

Chaincase

Center distance (in/cm)

Reverse type

3211078

1.438/3.65

28°

46.625/118.4

11.5/29.2

7.92/20.1

PERC

1.16

Fluids and Capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

12.25/46.4

3.25/3.1

N/A

9/266.2

DOT4

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

Manufacturer

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

15/38

136/345

1/2.5

Soucy

1.125 — 1.375 / 2.9 — 3.5

Front Suspension

Suspension type

IFS shocks

IFS spring rate (lb/in — kg/mm)

IFS Spring Pre-Load (in/cm)

Front vertical travel (in/cm)

Ski center distance (in/cm)

Camber (in/mm)

Toe (in/mm)

Edge

Arvin/7041918

90-180/1.6-3.2

1/2.54

10/25.4

42.5/108

.59±.31/15.0±7.9

.12-.25/3.0-6.35

Rear Suspension

Suspension type

Front track shock (FTS)

FTS spring rate

FTS spring installed length

Rear track shock (RTS)

Rear travel (in/cm)

Edge 136

Arvin/7041939

200-240 / 3.6 — 4.4Var

Fixed

Arvin/7042138

13.9/33.5

MODEL SPECIFICATIONS

Torsion Spring

Torsion spring PNs

(LH/RH)

Torsion spring diameter (in/mm)

Torsion spring tail angle

7042240/7042241

.405/10.3

77°

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

Est dry weight lb/kg

48/122

128/325

49.5/126

570/258.8

Electrical

Ignition timing

Spark plug gap (in/mm)

Spark plug

Voltage regulator/output

CDI marking

Flywheel Marking

27°@3000

14°@6500

.028/.70

NGK BR9ES

280watt

EC55PM 100/110

FP6318

Features

Electric Fuel Gauge

Electric Start

Low Oil Light

Parking Brake

Speedometer

Tachometer

Accessory

Standard

Standard

Standard

Standard 5 inch

Accessory

1

1.17

MODEL SPECIFICATIONS

600 HO IQ

MODEL S07PP6FS(A,B)

Body

Body Style IQ

Engine

Engine type

Engine Model

Engine displacement

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston ring end gap

(in/mm)

Operating RPM±200

Idle RPM

Clutch engagement RPM ±200

Exhaust valve spring

Liberty

S3273-6044-PF6F

599

3.04/77.25

2.52/64

.0045-.0059/.115-.149

.014-.020/.0356-.508

8100

1500

3800

Pink

Fuel Delivery

Type

Main Jet

Pilot Jet

Jet Needle/Clip position

Needle Jet

Throttle gap under cutaway (in/mm)

Throttle slide cutaway

Valve seat

Starter jet

Pilot air jet

Fuel screw setting

Air screw setting

Recommended fuel octane (R+M/2)

TM38

420

50

9DGN6-57/2

P-8

0.08/2.1

1.5 Notch

1.5

145

.6

1.25

N/A

91 Min. NonOxy

Altitude meters (feet)

Jetting

Ambient Temperature

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800 (4000-

6000)

1800-2400 (6000-

8000)

440

#3

410

#3

370

#3

340

#3

430

#3

400

#3

360

#2

320

#2

420

#2

390

#2

350

#2

310

#2

400

#2

370

#2

340

#2

300

#2

390

#2

360

#2

330

#2

280

#2

380

#2

350

#2

320

#1

280

#1

370

#2

340

#1

310

#1

270

#1

2400-3000

(8000-10000)

3000-3700

(10000-12000)

310

#2

290

#2

300

#2

280

#2

290

#2

270

#1

280

#1

250

#1

270

#1

240

#1

260

#1

230

#1

250

#1

220

#1

When using non oxygenated fuel with a research octane

Number (RON) greater than 93, decrease the main jet number in the above chart by 10 and raise the E-clip one position. If the above chart recommends clip #1, install washer on top when using the above fuel.

240

#1

210

#1

360

#1

330

#1

300

#1

260

#1

Clutching

Drive Clutch (P-85)

Altitude meters

(feet)

Shift Weight

Clutch

Spring

0-600

(0-2000)

600-1200

(2000-4000)

10-62

10-60

Black/Green

Black/Green

Driven Clutch (TEAM)

Clutch

Spring

Red/Black

Red/Black

Driven Helix

(64/42-.36)

LW ER

(56/42-.36)

LW ER

Gearing

23:39-76

22:39-76

1200-1800

(4000-6000)

1800-2400

(6000-8000)

2400-3000

8000-10000)

3000-3600

(10000-12000)

10-58

10-56

10-54

10 AL

Black/Green

Black/Green

Black/Green

Black/Green

Red/Black

Red/Black

Red/Black

Red/Black

(56/42-.36)

LW ER

(56/42-.36)

LW ER

(56/42-.36)

LW ER

(56/42-.36)

LW ER

22:40-76

22:40-76

20:41-76

20:41-76

Drive clutch bolt torque 50 ft-lbs

(69 N-m)

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

3211080

1.438/3.65

28°

46.625/118.4

11.5/29.2

1.18

Chaincase

Center distance (in/cm)

Reverse type

8.373/21.3

PERC

Fluids and Capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

10.8/40.9

3.4/3.2

6.3/6.0

11/325.3

DOT4

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

Manufacturer

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

15/38

121/307

1/2.5(std)

1.25/3.175(opt)

Camoplast

.875-1.125/2.2-2.9

Front Suspension

Suspension type

IFS shocks

IFS spring rate (lb/in — kg/mm)

IFS Spring installed length (in/cm)

Front vertical travel (in/cm)

IQ

Arvin/7043245*(Std.)

Fox/7043268* LH,

7043269 *RH (Opt)

100/1.79 (Std & Opt)

10.55/26.8 (Std & Opt)

10.25.4

Ski center distance (in/cm)

Camber (in/mm)

Toe (in/mm)

42.5/108

2.25±.31/5.7±.79

* notes that shock is serviceable

0-.12/0-3.0

MODEL SPECIFICATIONS

Rear Suspension

Suspension type

Front track shock (FTS)

IQ 121

Arvin/7043244* (Std)

Fox/7043267* (Opt)

FTS spring rate (lb/in — kg/mm)

FTS installed length (in/mm)

130-270/2.3-4.8

(Std & Opt)

7.97/20.2 (Std & Opt)

Rear track shock (RTS)

Fox/7043177*(Std)

Fox/7043266*(Opt)

Rear Suspension Travel (in/cm)

* notes that shock is serviceable

13.9/35.3

Torsion Spring

Torsion spring PN (LH/RH)

Torsion spring diameter (in/mm)

Torsion spring tail angle

7043070/7043071

.374/9.5

80°

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

Est dry weight lb/kg

47.25/120

115/292

48/122

497/255.6

Electrical

Ignition timing

Spark plug gap (in/mm)

Spark plug

Voltage regulator/output

CDI marking

Flywheel marking

26°@3500RPM

(TPS Unplugged)

.027/.70

Champion RN57YCC

280watt

4011033

4010677

Features

Electric Fuel Gauge

Electric Start

Low Oil Light

Parking Brake

Speedometer

Tachometer

N/A

Optional

Standard

Standard

Standard

Standard

1

1.19

MODEL SPECIFICATIONS

Body Style

600 HO IQ CLEANFIRE

MODEL S07PP6HS(A,B)

Body

IQ

Engine

Engine type

Engine Model

Engine displacement

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston ring end gap (in/mm)

Operating RPM±200

Idle RPM

Clutch engagement RPM ±200

Exhaust valve spring

Liberty

S3206-6044-PF6H

599

3.04/77.25

2.52/64

.0045-.0059/.115-.149

.014-.020/.0356-.508

8250

1700

3800

Purple

Fuel Delivery

Type

Throttle Body Manufacturer

Throttle Body Bore Size (in/mm)

Fuel Injection Type

Regulator Pressure (psi/Bar)

TPS Voltage at Idle

Throttle Gap @ Idle

Recommended fuel octane (R+M/2)

Injected

Mikuni

1.81/46

Kokusan

58/4

.95 ±.01v

0

91 Min. NonOxy

Clutching

Drive Clutch (P-85)

Altitude meters

(feet)

Shift Weight

Clutch

Spring

0-600

(0-2000)

600-1200

(2000-4000)

10-62

10-60

Black/Green

Black/Green

Driven Clutch (TEAM)

Clutch

Spring

Red/Black

Red/Black

Driven Helix

(64/42-.36)

LW ER

(56/42-.36)

LW ER

Gearing

23:39-76

22:39-76

1200-1800

(4000-6000)

1800-2400

(6000-8000)

2400-3000

8000-10000)

3000-3600

(10000-12000)

10-58

10-56

10-54

10 AL

Black/Green

Black/Green

Black/Green

Black/Green

Red/Black

Red/Black

Red/Black

Red/Black

(56/42-.36)

LW ER

(56/42-.36)

LW ER

(56/42-.36)

LW ER

(56/42-.36)

LW ER

22:40-76

22:40-76

20:41-76

20:41-76

Drive clutch bolt torque 80 ft-lbs

(108Nm)

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

3211080

1.438/3.65

28°

46.625/118.4

11.5/29.2

Chaincase

Center distance (in/cm)

Reverse type

8.373/21.3

PERC

Fluids and Capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

11.7/44.3

3.4/3.2

6.3/6

11/325.3

DOT4

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

Manufacturer

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

15/38

121/307

1/2.5(std)

1.25/3.175(opt)

Camoplast

.875-1.125/2.2-2.9

1.20

Front Suspension

Suspension type

IFS shocks

IQ

Arvin/7043245*(Std.)

Fox/7043268* LH,

7043269* RH (Opt)

IFS spring rate (lb/in — kg/mm)

IFS Spring installed length (in/cm)

100/1.79 (Std & Opt)

10.55/26.8 (Std & Opt)

Front vertical travel (in/cm)

Ski center distance (in/cm)

Camber (in/mm)

Toe (in/mm)

* notes that shock is serviceable

10.25.4

42.5/108

2.25±.31/5.7±.79

0-.12/0-3.0

Rear Suspension

Suspension type

Front track shock (FTS)

FTS spring rate (lb/in — kg/mm)

IQ 121

Arvin/7043244* (Std)

Fox/7043267* (Opt)

130-270/2.3-4.8

(Std & Opt)

FTS installed length (in/mm)

Rear track shock (RTS)

Rear Suspension Travel (in/cm)

7.97/20.2 (Std & Opt)

Fox/7043177*(Std)

Fox/7043266*(Opt)

13.9/35.3

* notes that shock is serviceable

MODEL SPECIFICATIONS

Torsion Spring

Torsion spring PN (LH/RH)

Torsion spring diameter (in/mm)

Torsion spring tail angle

7043070/7043071

.374/9.5

80°

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

Est dry weight lb/kg

47.25/120

115/292

48/122

497/255.6

Electrical

Ignition timing

Spark plug gap (in/mm)

Spark plug

Voltage regulator/output

18° @ 1700 RPM (±200

RPM) & 120° F (±10° F)

49 ° C (±12° C) water temp

.027/.70

Champion RN57YCC

400watt

Features

Electric Fuel Gauge

Electric Start

Low Oil Light

Parking Brake

Speedometer

Tachometer

Standard

Optional

Standard

Standard

Standard

Standard

1

1.21

MODEL SPECIFICATIONS

600 HO IQ LX CLEANFIRE

MODEL S07PD6HS

Body

Body Style IQ Luxury

Engine

Engine type

Engine displacement

Engine model number

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston to cylinder service limit

(in/mm)

Piston ring end gap

(in/mm)

Operating RPM±200

Idle RPM

Clutch engagement RPM ±200

Exhaust valve spring

Liberty

599

S3206-6044-PF6H

3.04/77.25

2.52/64

.0045-.0059/.115-.149

.0059/.149

.014-.020/.0356-.508

8250

1700

3800

Purple

Fuel Delivery

Type

Throttle Body Manufacturer

Throttle Body Bore Size (in/mm)

Fuel Injection Type

Regulator Pressure (psi/Bar)

TPS Voltage at Idle

Throttle Gap @ Idle

Recommended fuel octane (R+M/2)

Injected

Mikuni

1.81/46

Kokusan

58/4

.95

±

.01v

0

91 Min. NonOxy

Clutching

Drive Clutch (P-85)

Altitude meters

(feet)

Shift Weight

Clutch

Spring

0-600

(0-2000)

600-1200

(2000-4000)

10-62

10-60

Black/Green

Black/Green

Driven Clutch (TEAM)

Clutch

Spring

Red/Black

Red/Black

Driven Helix

(64/42-.36)

LW ER

(56/42-.36)

LW ER

Gearing

22:39-76

22:39-76

1200-1800

(4000-6000)

1800-2400

(6000-8000)

2400-3000

8000-10000)

3000-3600

(10000-12000)

10-58

10-56

10-54

10 AL

Black/Green

Black/Green

Black/Green

Black/Green

Red/Black

Red/Black

Red/Black

Red/Black

(56/42-.36)

LW ER

(56/42-.36)

LW ER

(56/42-.36)

LW ER

(56/42-.36)

LW ER

22:40-76

22:40-76

20:41-76

20:41-76

Drive clutch bolt torque 80 ft-lbs

(108Nm)

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

3211080

1.438/3.65

28°

46.625/118.4

11.5/29.2

Chaincase

Center distance (in/cm)

Reverse type

Fluids and Capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

11.7/44.3

3.4/3.2

7/6.6

9/266.2

DOT4

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

Manufacturer

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

7.92/20.1

PERC

15/38

128/325

1/2.5

Camoplast

.875-1.13/2.2-2.9

1.22

Front Suspension

Suspension type

IFS shocks

IFS spring rate (lb/in — kg/mm)

IFS Spring installed length (in/cm)

Front vertical travel (in/cm)

Ski center distance (in/cm)

Camber (in/mm)

Toe (in/mm)

* notes that shock is serviceable

IQ

Arvin /7043054

120/2.1

9.95/25.3

10/25.4

41.16″

104.5

2.25″ ±.31″

5.7

±

.79

0-.12″

0-3

Rear Suspension

Suspension type

Front track shock (FTS)

M-10 128

Arvin /7043243

FTS spring rate (lb/in — kg/mm)

FTS spring installed length (in/cm)

Rear track shock (RTS)

Rear travel (in/cm)

* notes that shock is serviceable

160/2.86

8/20.3

Fox /7043216*

13/33

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

Est dry weight lb/kg

47.25/120

116/295

51/130

505/229.3

Electrical

Ignition timing

Spark plug gap (in/mm)

Spark plug

Voltage regulator/output

Base ECU

18° @ 1700 RPM (±200

RPM) & 120° F (±10° F)

49 ° C (±12° C) water temp

.027/.70

Champion RN57YCC

400watt

4011518

MODEL SPECIFICATIONS

1

1.23

MODEL SPECIFICATIONS

600 HO SWITCHBACK

MODEL S07PS6FS(A)

Engine

Engine type

Engine displacement

Engine model number

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston ring end gap

(in/mm)

Operating RPM±200

Idle RPM±200

Clutch engagement RPM ±200

Exhaust valve spring

Liberty

599cc

S3273-6044-PF6F

3.04/77.25

2.52/64

.0045-.0059/.114-.150

.014-.020/.36-.51

8100

1500

3800

Pink

Fuel Delivery

Type

Main Jet

Pilot Jet

Jet Needle/Clip position

Needle Jet

Throttle gap under cutaway (in/mm)

Throttle slide cutaway

Valve seat

Starter jet

Pilot air jet

Fuel screw setting

Air screw setting

Recommended fuel octane (R+M/2)

TM38

420

50

9DGN6-57/2

P-8

0.08/2.1

1.5 Notch

1.5

145

.6

1.25

N/A

91

Altitude meters (feet)

Jetting

Ambient Temperature

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800 (4000-

6000)

1800-2400 (6000-

8000)

440

#3

410

#3

370

#3

340

#3

430

#3

400

#3

360

#2

320

#2

420

#2

390

#2

350

#2

310

#2

400

#2

370

#2

340

#2

300

#2

390

#2

360

#2

330

#2

280

#1

380

#2

350

#2

320

#1

280

#1

370

#2

340

#1

310

#1

270

#1

2400-3000

(8000-10000)

3000-3700

(10000-12000)

310

#2

290

#2

300

#2

280

#2

290

#2

270

#1

280

#1

250

#1

270

#1

240

#1

260

#1

230

#1

250

#1

220

#1

240

#1

210

#1

When using non oxygenated fuel with an octane number greater than 93, decrease the main jet number in the above chart by 10 and raise the E-clip one position. If already in position #1 install washer on top when using the above fuel.

360

#1

330

#1

300

#1

260

#1

Clutching

Altitude meters

(feet)

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800 (4000-

6000)

1800-2400 (6000-

8000)

2400-3000

(8000-10000)

3000-3700

(10000-12000)

Drive Clutch (P-85)

Shift

Weight

Clutch

Spring

10-62

10-60

Black/

Green

Black/

Green

10-58

10-56

10-54

10AL

Black/

Green

Black/

Green

Black/

Green

Black/

Green

Red/

Black

Red/

Black

Red/

Black

Red/

Black

Driven Clutch (TEAM)

Clutch

Spring

Driven

Helix

Gearing

Red/

Black

Red/

Black

64/42-36

ER

56/42-36

ER

22:39-76

22:39-76

56/42-36

ER

56/42-36

ER

56/42-36

ER

56/42-36

ER

22:39-76

20:41-76

20:41-76

20:41-76

Drive clutch bolt torque 50 ft-lbs (69 N-m)

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

3211080

1.438/3.65

28°

46.625/118.4

11.5/29.2

1.24

Chaincase

Center distance (in/cm)

Reverse type

8.373/21.27

PERC

Fluids and Capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

10.8/40.9

3.4/3.2

6…3/6

11/325.3

DOT 4

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

Manufacturer

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

15/38

144/366

1.25/3.2 (Std)

1.50/3.8(Opt)

Camoplast

.375-.50/1-1.3

Front Suspension

Suspension type

IFS shocks

IQ 42.5

Fox/7043141* (Std)

Fox/

7043268*,7043269*

(Option)

IFS spring rate (lb/in — kg/mm)

Spring installed length (in/cm)

Front vertical travel (in/cm)

Ski center distance (in/cm)

Camber (in/cm)

Toe (in/mm)

100/1.79 (Std & Opt)

10.55/26.8 (Std & Opt)

* notes that shock is serviceable

10/25.4

42.5/108

2.25±.31/5.7±.79

0-.12/0-3.0

Rear Suspension

Suspension type

Front track shock (FTS)

IQ Switchback

Fox/7043142*

FTS spring rate

lbs-in/kg-mm

FTS spring installed length (in/cm)

Rear track shock

Rear travel (in/cm)

* notes that shock is serviceable

170/3.0

7.25/18.4

Fox/7043246*

13.9/35.3

MODEL SPECIFICATIONS

Torsion Spring

Torsion spring PNs

(LH/RH)

Torsion spring diameter (in/mm)

Torsion spring tail angle

7041629/7041630

.359/9.12

77°

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

Est dry weight lb/kg

47.25/120

126/320

48/122

483/219

Electrical

Ignition timing

Spark plug gap (in/mm)

Spark plug

Voltage regulator/output

CDI marking

Flywheel marking

26°@3500 w/TPS unplugged

.027/.70

Champion RN57YCC

280w

4011033

4010677

1

1.25

MODEL SPECIFICATIONS

600 HO SWITCHBACK CLEANFIRE

MODEL S07PS6HS(A,B)

Engine

Engine type

Engine displacement

Engine model number

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston ring end gap

(in/mm)

Operating RPM±200

Idle RPM±200

Clutch engagement RPM ±200

Exhaust valve spring

Liberty

599cc

S3206-6044-PF6H

3.04/77.25

2.52/64

.0045-.0059/.115-.149

.014-.020/.36-.51

8250

1700

3800

Purple

Fuel Delivery

Type

Throttle Body Manufacturer

Throttle Body Bore Size (in/mm)

Fuel Injection Type

Regulator Pressure (psi/Bar)

TPS Voltage at Idle

Throttle Gap @ Idle

Recommended fuel octane (R+M/2)

Injected

Mikuni

1.81/46

Kokusan

58/4

.95

±

.01v

0

91 Min. NonOxy

Clutching

Altitude meters

(feet)

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800 (4000-

6000)

1800-2400 (6000-

8000)

2400-3000

(8000-10000)

3000-3700

(10000-12000)

Drive Clutch (P-85)

Shift

Weight

Clutch

Spring

10-62

10-60

Black/

Green

Black/

Green

10-58

10-56

10-54

10AL

Black/

Green

Black/

Green

Black/

Green

Black/

Green

Red/

Black

Red/

Black

Red/

Black

Red/

Black

Driven Clutch (TEAM)

Clutch

Spring

Driven

Helix

Gearing

Red/

Black

Red/

Black

64/42-36

ER

56/42-36

ER

22:39-76

22:39-76

56/42-36

ER

56/42-36

ER

56/42-36

ER

56/42-36

ER

22:40-76

20:41-76

20:41-76

20:41-76

Drive clutch bolt torque 80 ft-lbs (108Nm)

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

Chaincase

Center distance (in/cm)

Reverse type

3211080

1.438/3.65

28°

46.625/118.4

11.5/29.2

Fluids and capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

11.7/44.3

3.4/3.2

6.3/6

11/325.3

DOT 4

Track

8.373/21.27

PERC

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

15/38

144/366

1.25/3.2 (Std)

1.50/3.8 (Option)

Camoplast Manufacturer

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

.375-.50/1-1.3

1.26

Front Suspension

Suspension type

IFS shocks

IQ 42.5

Fox/7043141* (Std)

Fox/7043268*,

7043269*(Option)

IFS spring rate

lbs-in/kg-mm

Spring installed length (in/cm)

100/1.79 (Std & Opt)

Front vertical travel (in/cm)

Ski center distance (in/cm)

Camber (in/cm)

Toe (in/mm)

10.55/26.8 (Std & Opt)

10/25.4

42.5/108

* notes that shock is serviceable

2.25±.31/5.7±.79

0-.12/0-3.0

Rear Suspension

Suspension type

Front track shock (FTS)

FTS spring rate (lb/in — kg/mm)

FTS spring installed length (in/cm)

Rear track shock

Rear travel (in/cm)

* notes that shock is serviceable

IQ Switchback

Fox/7043142*

170/3.0

7.25/18.4

Fox/7043246*

13.9/35.3

Torsion Spring

Torsion spring PNs

(LH/RH)

Torsion spring diameter (in/mm)

Torsion spring tail angle

7041629/7041630

.359/9.12

77°

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

Est dry weight lb/kg

46.5/118

128/325

46.5/118

489/222

Electrical

Ignition timing

Spark plug gap (in/mm)

Spark plug

Voltage regulator/output

18° @ 1700 RPM (±200

RPM) & 120° F (±10° F)

49 ° C (±12° C) water temp

.027/.70

Champion RN57YCC

[email protected]

MODEL SPECIFICATIONS

Features

Electric Fuel Gauge

Electric Start

Low Oil Light

Parking Brake

Speedometer

Tachometer

Standard

Optional

Standard

Standard

Standard

Standard

1

1.27

MODEL SPECIFICATIONS

600 HO RMK 144/155 (F/O)

MODEL S07(P,M)(M,K)6FS(A)

Body

Body Style IQ

Engine

Engine type

Engine displacement

Engine model number

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston ring end gap

(in/mm)

Operating RPM±200

Idle RPM

Clutch engagement RPM±200

Exhaust valve spring

Fuel Delivery

Type

Main Jet

Pilot Jet

Jet Needle/Clip position

Needle Jet

Throttle gap under cutaway (in/mm)

Throttle slide cutaway

Valve seat

Starter jet

Pilot air jet

Fuel screw setting

Air screw setting

Recommended fuel octane (R+M/2)

Liberty

599cc

S3274-6044-PF6F

3.04/77.25

2.52/64

.0045-.0059/.114-.150

.014-.020/.36-.51

8100

1500

3800

Pink

TM38

280

50

9DGN6-57/1

P-8

0.13/3.2

2.5

1.5

145

.6

1

N/A

91

Altitude meters (feet)

Jetting

Ambient Temperature

0-600

(0-2000)

600-1200 (2000-

4000)

1200-1800 (4000-

6000)

1800-2400 (6000-

8000)

440

#3

410

#3

370

#3

340

#3

430

#3

400

#3

360

#2

320

#2

420

#2

390

#2

350

#2

310

#2

400

#2

370

#2

340

#2

300

#2

390

#2

360

#2

330

#2

280

#1

380

#2

350

#2

320

#1

280

#1

370

#2

340

#1

310

#1

270

#1

2400-3000

(8000-10000)

3000-3700

(10000-12000)

310

#2

290

#2

300

#2

280

#2

290

#2

270

#1

280

#1

250

#1

270

#1

240

**

260

#1

230

**

250

#1

220

**

240

#1

210

**

** Denotes clip in position #1 with the washer on top.

When using non oxygenated fuel with an octane number greater than 93, decrease the main jet number in the above chart by 10 and raise the E-clip one position to **. If already in position ** no adjustment is needed.

360

#1

330

#1

300

#1

260

#1

Clutching

Altitude meters

(feet)

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800

(4000-6000)

1800-2400

(6000-8000)

2400-3000

(8000-10000)

3000-3700

(10000-12000)

Drive Clutch (P-85)

Shift

Weight

Clutch

Spring

10-62

10-60

Black/

Green

Black/

Green

10-58

10-56

10-54

10AL

Black/

Green

Black/

Green

Black/

Green

Black/

Green

Red/

Black

Red/

Black

Red/

Black

Red/

Black

Driven Clutch (TEAM)

Clutch

Spring

Driven

Helix

Gearing

Red/

Black

Red/

Black

56/42-36

56/42-36

19:41-76

19:41-76

56/42-36

56/42-36

56/42-36

56/42-36

19:41-76

19:41-76

19:41-76

19:41-76

Drive clutch bolt torque 50 ft-lbs

(69 N-m)

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

3211115

1.460/3.7

26°

46.77/118.8

11.5/29.2

1.28

Chaincase

Center distance (in/cm)

Reverse type

8.373/21.27

PERC

Fluids and Capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

12.1/45.8

3/2.8

6.3/6

11/325.3

DOT 4

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

Manufacturer

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

15/38

144/366

151/384

144=2/5

151=2.4/6.1

Camoplast

.375-.50/1-1.3

Front Suspension

Suspension type

IFS shocks (Std)

IQ RMK

Arvin/7043222

IFS spring rate (lb/in — kg/mm)

IFS shocks (Premium)

IFS nitrogen charge

100/1.8

WE Air/7043233*

215 psi/14.8 bar

nitrogen

10.35/26.3

IFS spring installed length (in/cm)

Front vertical travel (in/cm)

Ski center distance (in/cm)

Camber (in/cm)

Toe (in/mm)

* notes that shock is serviceable

9/22.9

38.67/98.2

2.17±.31/5.5±.79

0-.12/0-3.0

Suspension type

Rear Suspension

IQ RMK 144/155

Arvin/7043048 (Std)

Std. Front track shock (FTS)

FTS spring rate (lb/in — kg/mm)

Prem. Front track shock (FTS)

FTS nitrogen charge

190/3.4 (Std)

WE Air/7043234*

(Premium)

215 psi / 14.8 bar nitrogen (Premium)

MODEL SPECIFICATIONS

Rear Suspension

FTS spring installed length (in/cm)

Rear track shock

Rear track shock Premium

Rear travel (in/cm)

7.4/18.8 (Std)

No Spring (Premium)

Arvin/7043047

WE/7043235*

144=14.5/36.8

155=15.5/39.4

* notes that shock is serviceable

Torsion Spring

Torsion spring PNs

(LH/RH)

Torsion spring diameter (in/mm)

Torsion spring tail angle

7041629/7041630

.359/9.12

77°

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

Est dry weight lb/kg

46.5/118

144=125/318

155=130.5/331

46.5/118

144=472/214.3

155=478/217

Electrical

Ignition timing

Spark plug gap (in/mm)

Spark plug

Voltage regulator/output

CDI marking

Flywheel marking

26°@3500 w/TPS unplugged

.027/.70

Champion RN57YCC

280w

4011033

4010677

Features

Electric Fuel Gauge

Electric Start

Low Oil Light

Parking Brake

Speedometer

Tachometer

N/A

(144) Accessory

(155) Optional

Standard

Standard

Standard

Standard

1

1.29

MODEL SPECIFICATIONS

600 HO IQ TOURING CLEANFIRE

MODEL S07PT6HS

Body

Body Style IQ Touring

Engine

Engine type

Engine displacement

Engine model number

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston ring end gap

(in/mm)

Operating RPM±200

Idle RPM

Clutch engagement RPM ±200

Exhaust valve spring

Liberty

599

S3206-6044-PF6H

3.04/77.25

2.52/64

.0045-.0059/.115-.149

.014-.020/.356-.508

8250

1700

3800

Purple

Fuel Delivery

Type

Throttle Body Manufacturer

Throttle Body Bore Size (in/mm)

Fuel Injection Type

Regulator Pressure (psi/Bar)

TPS Voltage at Idle

Throttle Gap @ Idle

Recommended fuel octane (R+M/2)

Injected

Mikuni

1.81/46

Kokusan

58/4

.95 ±.01v

0

91 Min. NonOxy

Clutching

Altitude meters

(feet)

0-900

(0-3000)

900-1500

(3000-5000)

1500-2100

(5000-7000)

2100-2700

(7000-9000)

Drive Clutch (P-85)

Shift

Weight

Clutch

Spring

10-62

10-60

Black/

Green

Black/

Green

10-58

10-56

Black/

Green

Black/

Green

Driven Clutch (TEAM)

Clutch

Spring

Driven

Helix

Gearing

Red/

Black

Red/

Black

64/42-36

LW ER

56/42-36

LW ER

22:43-78

22:43-78

Red/

Black

Red/

Black

56/42-36

LW ER

56/42-36

LW ER

22:43-78

21:44-78

2700-3350

(9000-11000)

3350-4000

(11000-13000)

10-54

10AL

Black/

Green

Black/

Green

Red/

Black

Red/

Black

56/42-36

LW ER

56/42-36

LW ER

Drive clutch bolt torque 80 ft-lbs (108Nm)

21:44-78

21:44-78

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

Chaincase

Center distance (in/cm)

Reverse type

3211080

1.438/3.65

28°

46.625/118.4

11.5/29.2

Fluids and Capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

11.7/44.3

3.4/3.2

7/6.6

9/266.2

DOT 4

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

Manufacturer

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

7.92/20.1

PERC

15/38

136/345

1/2.5

Camoplast

.75-1.0/1.9-2.5

1.30

Front Suspension

Suspension type

IFS shocks

IFS spring rate

(lb/in — kg/mm)

Spring installed length (in/cm)

Front vertical travel (in/cm)

IQ

Arvin/7043054

122-2.1

Ski center distance (in/cm)

Camber (in/mm)

Toe (in/mm)

9.95/25.3

10/25.4

41.16

«

104.5

2.25

» ± .31

«

5.7 ±.79

0-.12

«

0-3

* notes that shock is serviceable

Rear Suspension

Suspension type

Front track shock (FTS)

FTS spring rate lbs-in/kg-mm

M-10 136

Arvin /7043207

220/3.9

FTS spring installed length (in/cm)

Rear track shock

Rear travel (in/cm)

* notes that shock is serviceable

8.5/21.6

Fox /7043216*

14/35.6

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

Est dry weight lb/kg

48/121.9

129/327.7

53/134.6

574/260.6

Electrical

Ignition timing

Spark plug gap (in/mm)

Spark plug

Voltage regulator/output

Base ECU

18° @ 1700 RPM (±200

RPM) & 120° F (±10° F)

49 ° C (±12° C) water temp

.027/.70

Champion RN57YCC

280watt

4011518

MODEL SPECIFICATIONS

1

1.31

MODEL SPECIFICATIONS

DRAGON

MODEL NUMBER: S07PC7J(E,S)

Engine

Engine type

Engine displacement

Engine model number

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance (in/mm)

Piston ring end gap (in/mm)

Operating RPM ±200

Idle RPM

Clutch engagement RPM ±200

Exhaust valve spring

Liberty

700cc

S3305-7044-PF7J

3.19/81

2.68/68

.0045-.0059/.115-.149

.014-.020/.356-.508

8250

1700

3800

Purple

Fuel Delivery

Type

Throttle Body Manufacturer

Throttle Body Bore Size (in/mm)

Fuel Injection Type

Regulator Pressure (psi/Bar)

TPS Voltage at Idle

Throttle Gap @ Idle

Recommended fuel octane (R+M/2)

Injected

Mikuni

1.81/46

Kokusan

58/4

.95 ±.01v

0

91 Min. NonOxy

Clutching

ALTITUDE meters

(feet)

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800

(4000-6000)

1800-2400

(6000-8000)

2400-3000

(8000-10000)

3000-3600

(10000-12000)

DRIVE CLUTCH (P-85)

Shift

Weight

Clutch

Spring

10-64

10-62

Dark Blue /

White

Dark Blue /

White

10-62

10-60

10-58

10-56

Black /

Green

Black /

Green

Black /

Green

Black /

Green

DRIVEN CLUTCH (TEAM)

Clutch

Spring

Driven

Helix

Gearing

Red/Black

Red/Black

66/44-46

LW ER

66/44-46

LW ER

23:39-76

23:39-76

Red/Black

Red/Black

Red/Black

Red/Black

64/42-36

LW ER

64/42-36

LW ER

56/42-36

LW ER

56/42-36

LW ER

23:39-76

22:39-76

20:41-76

20:41-76

Drive clutch bolt torque 80 ft-lb (108Nm)

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

3211115

1.460/3.7

26°

46.77/118.8

11.5/29.2

Chaincase

Center distance (in/cm)

Reverse type

8.373/21.27

PERC

Fluids and Capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

10.8/40.9

3.4/3.2

N/A

11/325.3

DOT 4

1.32

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

Manufacturer

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

15/38

121/307

1.25/3.2

Camoplast

.875-1.125/2.2-.9

Front Suspension

Suspension type

IFS shocks

IFS spring rate lbs-in/kg-mm

Spring installed length (in/cm)

Front vertical travel (in/cm)

Ski center distance (in/cm)

Camber (in/cm)

Toe (in/mm)

* notes that shock is serviceable

IQ 121 Dragon

Walker/7043206*

100/1.79

11.17/28.4

10.55/26.8

42.5/108

2.25±.31/5.7±.79

0-.12/0-3.0

Rear Suspension

Suspension type

Front track shock (FTS)

FTS spring rate (lbs/in-kg/mm)

IQ 121

Walker/7043204*

130-270/2.3-4.8

FTS spring installed length (in/cm)

Rear track shock

Rear vertical travel (in/cm)

* notes that shock is serviceable

7.97/20.2

Walker/7043205*

13.9/35.3

Torsion Spring

Torsion spring PNs

(LH/RH)

Torsion spring diameter (in/mm)

Torsion spring tail angle

7043070/7043071

.347

80°

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

Est dry weight lb/kg

47.25/120

115/292

47/119

476/216.4

MODEL SPECIFICATIONS

Stator output

Spark plug gap (in/mm)

Spark plug

Base ECU

Electrical

Ignition timing BTDC @ RPM

400w

18° @ 1700 RPM (

±

200

RPM) & 120° F (

±

10

° F

)

49 ° C (

±

12

° C

) water temp

.027/.70

Champion RN57YCC

4011518

Features

Electric Fuel Gauge

Electric Start

Low Oil Light

Parking Brake

Speedometer

Tachometer

N/A

Accessory

Standard

Standard

Standard

Standard

1

1.33

MODEL SPECIFICATIONS

DRAGON RMK

MODEL NUMBER: S07PL7JS

Engine

Engine type

Engine displacement

Bore (in/mm)

Stroke (in/mm)

Piston to cylinder clearance

(in/mm)

Piston ring end gap

(in/mm)

Operating RPM ±200

Idle RPM ±200

Clutch engagement RPM ±200

Exhaust valve spring

Liberty

700cc

3.19/81

2.68/68

.0045-.0059/.115-.149

.014-.020/.35-.50

8250

1700

3800

Purple

Fuel Delivery

Type

Throttle Body Manufacturer

Throttle Body Bore Size (in/mm)

Fuel Injection Type

Regulator Pressure (psi/Bar)

TPS Voltage at Idle

Throttle Gap @ Idle

Recommended fuel octane (R+M/2)

Injected

Mikuni

1.81/46

Kokusan

58/4

.95 ±.01v

0

91 Min. NonOxy

Clutching

ALTITUDE meters

(feet)

0-600

(0-2000)

600-1200

(2000-4000)

1200-1800

(4000-6000)

1800-2400

(6000-8000)

2400-3000

(8000-10000)

3000-3600

(10000-12000)

DRIVE CLUTCH (P-85)

Shift

Weight

Clutch

Spring

10-66

10-64

10-62

10-60

10-58

10-56

Black/

Green

Black/

Green

Black/

Green

Black/

Green

Black/

Green

Black/

Green

DRIVEN CLUTCH (TEAM)

Clutch

Spring

Driven

Helix

Gearing

Black

Black

56/42-36

LW ER

56/42-36

LW ER

20:41-76

20:41-76

Black

Black

Black

Black

56/42-36

LW ER

56/42-36

LW ER

56/42-36

LW ER

56/42-36

LW ER

20:41-76

20:41-76

20:41-76

20:41-76

Drive clutch bolt torque 80 ft-lbs (108Nm)

Belt part number

Belt width (in/cm)

Belt side angle

Outside diameter (in/cm)

Clutch center distance (in/cm)

Belt

3211115

1.460/3.7

26°

46.77/118.8

11.5/29.2

Chaincase

Center distance (in/cm)

Reverse type

8.373/21.27

PERC

Fluids and Capacities

Fuel (gal/l)

Oil (qts/l)

Coolant (qts/l)

Chaincase (oz/ml)

Brake fluid type

12.1/45.8

3/2.8

6.7/6.3

11/325.3

DOT 4

1.34

Track

Width (in/cm)

Length (in/cm)

Lug height (in/cm)

Manufacturer

Track tension sag (in/cm) with 10 lbs/

4.54kg placed 16 in/40.6cm ahead of rear idler shaft

15/38

155/393.7

2.4/6.1

Camoplast

.375-.50/1-1.3

Front Suspension

Suspension type

IFS shocks

IFS nitrogen charge

IQ RMK

Walker/7043233*

215 psi/14.8 bar

nitrogen

Spring installed length (in/cm)

Front vertical travel (in/cm)

Ski center distance (in/cm)

Camber (in/cm)

Toe (in/mm)

* notes that shock is serviceable

N/A

9/22.9

38.67/98.2

2.17±.31/5.5±.79

0-.12/0-3.0

Rear Suspension

Suspension type

Front track shock

IFS nitrogen charge

IQ RMK 155

Walker/7043234*

215 psi/14.8 bar

nitrogen

FTS spring installed length (in/cm)

Rear track shock (RTS)

Rear travel (in/cm)

* notes that shock is serviceable

N/A

Walker/7043235*

15.5/39.4

MODEL SPECIFICATIONS

Torsion Spring

Torsion spring PNs

(LH/RH)

Torsion spring diameter (in/mm)

Torsion spring tail angle

7041629/7041630

.359/9.12

77°

Dimensions

Width (in/cm)

Length (in/cm)

Height (in/cm)

Est dry weight lb/kg

46.5/118

130.5/331

49/124

484/219.7

Stator output

Ignition timing

Spark plug gap (in/mm)

Spark plug

Electrical

[email protected]

18° @ 1700 RPM (±200

RPM) & 120° F (±10° F)

49 ° C (±12° C) water temp

.027/.70

Champion RN57YCC

Features

Electric Fuel Gauge

Electric Start

Low Oil Light

Parking Brake

Speedometer

Tachometer

N/A

Accessory

Standard

Standard

Standard

Standard

1

1.35

MODEL SPECIFICATIONS

NOTES

1.36

GENERAL

CHAPTER 2

GENERAL

2

HOW TO USE THIS MANUAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2

GEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2

JETTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2

CLUTCH SPRINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2

SUSPENSION SPRING PRE-LOAD/INSTALLED LENGTH . . . . . . . . . . . . . . . . . . . . . . 2.3

SNOWMOBILE NUMBER DESIGNATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4

MODEL NUMBER DESIGNATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4

VEHICLE IDENTIFICATION NUMBER (VIN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5

TUNNEL DECAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5

VIN NUMBER DESIGNATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5

PUBLICATION PART NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5

MISC. PUBLICATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5

2007 SERVICE PUBLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6

GENERAL REFERENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7

STANDARD BOLT TORQUE SPECIFICATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7

2 STROKE GASOLINE / OIL PRE MIX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7

GASOLINE VOLATILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7

SAE TAP DRILL SIZES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8

METRIC TAP DRILL SIZES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8

DECIMAL EQUIVALENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8

MEASUREMENT CONVERSION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9

PISTON WASH / SPARK PLUG READING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9

GLOSSARY OF TERMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10

SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11

SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11

2.1

GENERAL

HOW TO USE THIS MANUAL

Gearing

Gearing that is called out in the clutching table is stated as TOP GEAR (total number of teeth): BOTTOM GEAR (total number of teeth) — CHAIN PITCH (total number of links)

Example 22:39-76

• Top Gear = 22 tooth

• Bottom Gear = 39 tooth

• Drive Chain = 76 pitch (links)

Production setting is designated in the shaded areas

Jetting

Jetting chart is called out in the Jetting table and is stated as MAIN JET on top and the e-clip position on the bottom.

Example:

Example

260

#3

260 = Main Jet

#3 = The E-clip setting from the top down

Production setting is designated in the shaded areas. If the jetting is staggered, the main jets will be listed as PTO/MAG.

Specifications may change after the production of this manual. Any changes will be communicated by Team Tips.

Clutch Springs

Springs are designated by color. For example part number 7041781 is a Dark Blue/White spring. The color means that the main color of the spring is Dark Blue and it will have a White stripe down the center of the spring. This color designation represents the compression weight of the spring. The spring force is 120-310.

Any new springs that are released will now be all Black in color and will have the last four digits of the part number with the spring force printed on the main body of the spring. Example: Part Number 7042287 would have “2287 110/290” printed in white ink on the spring.

2.2

GENERAL

Suspension Spring Pre-Load/Installed Length

When installing springs on shocks the specifications will call out “Installed Length” or “Pre-Load”.

Installed Length is the length of the spring from end to end when it is ready to be installed on the snowmobile. You should adjust the spring preload ring until you reach your specified spring installed length.

Pre-Load is the amount of space that you have from the bottom of the spring preload adjuster to the top of the spring retainer.

Preload

2

Installed Length

2.3

GENERAL

SNOWMOBILE NUMBER DESIGNATIONS

Model Number Designation

S07PP6FSA (600 HO IQ STOCK A)

I

DENTIFIER

1st digit

S

S=Snow

M

ODEL

Y

EAR

M

ODEL

L

INE

M

ODEL

T

YPE

E

NGINE

M

ODIFIER

VIN

I

DENTIFIER

2/3rd digit

06

4th digit

P

5th digit

S

6th digit*

8

7th digit*

D

8th digit

S

07=2007

06=2006

05=2005

04=2004

M=Race IQ

N=Edge

P= IQ

S=GenII

W=Mini Indy

C=Dragon 121

D=Classic

F=Classic LTD

J=136 RMK

K=144 RMK

L=155 Assult

M=155 RMK

N=166 RMK

P=Performance

S=Switchback

T=Touring

U=Utility

Y=Touring

Limited

1A=121 F/C OHV 4 Cycle Fuji

3A=340 F/C Piston Port

4B=488 L/C Piston Port

4C=440 EV L/C Piston Port

5B=544 F/C Cylinder Reed

5C=500 EV L/C Case Reed 2 Cyl Liberty

6F=600 EV L/C Case Reed HP 2 Cyl Liberty

6H=600 EV L/C Case Reed SDI 2 Cyl Liberty

7E=750 2 Cyl FS Webber

7F=750 Turbo2 Cyl FS Webber

7H=755 EV SDI Case Reed Liberty

7J=700 EV L/C Case Reed SDI 2 Cyl Liberty

8D=866 EV SDI Case Reed Liberty

E=Europe

Unit

M=Military

R=Rolling

Chassis

S=Standard

Production

Unit

V=

Validation

*=digits that would transfer to 17 digit VIN and are used in digits 4-8 respectively

**=9th digit will be used on color/featured versions of models (not including the base)

First 3 digits and 9th digit are sued in model number only. They are not used with the 17 digit VIN.

O

PTION

I

DENTIFIER

9th digit**

A

Option

Identifier

2.4

GENERAL

VEHICLE IDENTIFICATION NUMBER (VIN)

Tunnel Decal

The Tunnel Decal has the Model Number (1), V.I.N. Number (2), and the Manufactured Date (3).These numbers should be referred to in any correspondence regarding warranty, service or replacement parts.The machine model and V.I.N. number identification decal is located on the right front side of the tunnel. The V.I.N (2) number is permanently stamped into the tunnel. The model number is embossed on the decal.

1

2

3

2

VIN Number Designation

Vehicle Descriptors

World Mfg. ID

Vehicle Identifiers

Individual Serial No.

1

S

2

N

3

1

4

S

5

B

6

5

7

B

PUBLICATION PART NUMBERS

8

S

Misc. Publications

9

0

Y

EAR

P

UBLICATION

2007

2007

2007 Specification/Quick Reference Manual

2007 Wiring Diagram Packet (all models)

2006-2007 2006-2007 FS/FST Pages

2006-2007 2006-2007 FS/FST Binder

ALL

ALL

2006

2006

ALL

ALL

Track Diagnosis Poster

Belt Failure Poster

2006 Specification/Quick Reference Manual

2006 Wiring Diagram packet (all models)

Monotube Shock Rebuilding Video

Remote Reservoir Shock Rebuilding

10

2

11

2

12

0

13

0

14

0

15

0

16

0

17

0

P

ART

N

UMBER

9920653

9920688

9920472

9921004

9918459

9920936

9920147

9920672

9917736

9917737

2.5

GENERAL

2007 Service Publications

2007 MODEL

440 IQ

340 Edge LX

550 Edge LX

MODEL

NUMBER

S07MX4CS

S07ND3AS

S07ND5BS

Trail RMK S07NJ5B(E,S)

SuperSport S07NP5BS

500 XCSP

Indy 340 Touring

S07NP5C(E,S)

S07NT3A(E,S)

Trail Touring Deluxe

Dragon

600 CFI IQ LX

FST IQ LX

600 RMK 144

Dragon RMK

600 RMK 155

600 HO IQ

600 CFI IQ

FST IQ

600 HO IQ Switchback F/O

600 SDI IQ Switchback F/O

FST IQ Switchback

600 CFI IQ Touring

FS IQ Touring

FST IQ Touring

FST IQ Cruiser

Widetrak LX

120

S07NT5B(E,S)(A)

S07PC7J(E,S)

S07PD6HS

S07PD7FS

S07PK6FS

S07PL7JS

S07PM6FS(A)

S07PP6FS(A,B)

S07PP6HS(A,B)

S07PP7F(E,S)

S07PS6FS(A)

S07PS6HS(A)

S07PS7F(E,S)

S07PT6H(E,S)

S07PT7E(E,S)

S07PT7F(E,S)

S07PY7F(E,S)

S07SU4B(E,S)

S07WB1AS

OWNER’S

MANUAL

9920433

9920438

9920439

9920450

9920440

9920441

9920453

9920456

9920460

9920465

9920473

9920477

N/A

9920483

9920460

9920487

9920488

9920597

9920495

9920498

9920501

9920504

9920507

9920507

9920510 no suppl.

OWNER’S

MANUAL

9920432

9920437

9920437

9920449

9920437

9920437

9920449

9920449

9920648

9920464

9920468

9920476

9920911

9920476

9920459

9920464

9920468

9920459

9920464

9920468

9920464

9920468

9920468

9920468

9920449

9920513

PARTS

BOOK

9920434

9920442

9920445

9920451

9920445

9920447

9920454

9920457

9920461

9920466

9920474

9920478

9920912

9920478

9920461

9920466

9920474

9920598

9920496

9920499

9920502

9920505

9920508

9920508

9920511

9920515

ASSEMBLY

INSTRUCTIONS

9919882

9916508

9916508

9919882

9916508

9916508

9916508

9916508

9919882

9916508

9916508

9919882

9920606

9919882

9919882

9919882

9919882

9916508

9916508

9916508

9916508

9916508

9916508

9916508

9916508

9916891

SERVICE

MANUAL

9920436

9920444

9920444

9920444

9920444

9920444

9920444

9920444

9920463

9920463

9920472

9920463

9920463

9920463

9920463

9920463

9920472

9920463

9920463

9920463

9920463

9920472

9920472

9920472

9920444

9920517

2.6

GENERAL REFERENCE

Standard Bolt Torque Specification

Grade 2

Grade 5

Grade 8

1/4

1/4

5/16

5/16

3/8

3/8

7/16

7/16

1/2

1/2

24

16

24

14

20

28

18

20

13

20

5 (7)

6 (8)

11 (15)

12 (16)

20 (27)

23 (32)

30 (40)

35 (48)

50 (69)

55 (76)

FT

—

LB

X 1.356 = N-

M

N-

M

X.7376 =

FT

—

LB

8 (11)

10 (14)

17 (23)

19 (26)

30 (40)

35 (48)

50 (69)

55 (76)

75 (104)

90 (124)

2 Stroke Gasoline / Oil Pre Mix

12 (16)

14 (19)

25 (35)

29 (40)

45 (62)

50 (69)

70 (97)

80 (110)

110 (152)

120 (166)

GALLONS OF

FUEL

1

2

3

4

5

6

OZ OF OIL

NEEDED TO

ACHIEVE A

20:1

RATIO

6

13

19

26

32

38

OZ OF OIL

NEEDED TO

ACHIEVE A

32:1

RATIO

4

8

12

16

20

24

To figure out the correct fuel to oil ratio per gallon, you will need to use different formulas for the ratio that you are looking for.

Example of a fuel/oil ratio of 20:1 is figured out by taking the gallons of the fuel mixing container (1 gallon) and converting it to ounces (128 oz.) divided by the ratio that you are looking for

(20), this will give you the amount of oil that you need (6.4 oz.) to add to the fuel in the mixing container.

GENERAL

1 gallon has 128oz. / 20 = 6.4 oz. of oil needed to mix to each

1 gallon of gasoline. For a 5 gallon mixture, you would need add

32 oz. of oil to the gasoline.

Gasoline Volatility

M

AXIMUM

R

EID

V

APOR

A

MBIENT

A

IR

T

EMP

R

ANGE

CLASS

A

B

C

PRESSURE

7.0 psi (0.5 bar)

9.0 psi (0.6 bar)

10.5psi (0.7 bar)

LOW

60°F

(16°C)

50°F

(10°C)

40°F

(4°C)

HIGH

110°F+

(43°C+)

110°F

(43°C)

97°F (36°C)

D

E

12.0psi (0.8 bar)

13.5psi (0.9 bar)

30°F

(-1°C)

20°F

(-7°C)

85°F (29°C)

69°F (21°C)

Add 2.45°F for each 1000 ft (305m) above sea level

One of the misunderstood properties of gasoline is its volatility, or ability to vaporize at different ambient temperatures and altitudes during the year.

When gasoline is blended, it is given a Reid Vapor Pressure

(RVP) number which reflects its ability to vaporize or mix with air at a given temperature range. Gasoline vapor pressure is measured by putting a sample of fuel inside a closed container and applying a specified amount of heat to the container for a certain amount of time. RVP will vary from about 7.0 PSI during the summer to approximately 13.5 PSI during the colder months. Service stations selling a large volume of fuel will normally have the correct blend to work well at all times throughout the year in their local area.

When the weather is very cold, gasoline must be able to vaporize very quickly in order for an engine to start and warm up properly. If summer blend fuel is being used in the winter, little or no vaporization will occur. Droplets will form causing flooding and very hard starting.

If winter blend fuel is being used during the summer months, it may cause vapor lock (boiling fuel) inside the fuel lines, fuel pump, or carburetor. This will cause warm engine drive ability problems and hard starting when warm.

2

2.7

GENERAL

Tap Size

3x.50

3x.60

4x.70

4x.75

5x.80

5x.90

6×1.00

7×1.00

8×1.00

8×1.25

9×1.00

9×1.25

10×1.25

10×1.50

11×1.50

12×1.50

12×1.75

SAE Tap Drill Sizes

#8-36

#10-24

#10-32

#12-24

#12-28

1/4-20

1/4-28

5/16-18

5/16-24

3/8-16

3/8-24

7/16-14

7/16-20

#4-40

#4-48

#5-40

#5-44

#6-32

#6-40

#8-32

Thread Size/ Drill Size

#0-80 3/64

#1-64

#1-72

53

53

#2-56

#2-64

#3-48

#3-56

51

50

5/64

45

43

42

38

37

36

33

29

3

F

I

O

29

24

21

17

4.6mm

7

Q

U

25/64

Metric Tap Drill Sizes

Thread Size / Drill Size

1/2-13 27/64

1/2-20

9/16-12

29/64

31/64

9/16-18

5/8-11

5/8-18

3/4-10

33/64

17/32

37/64

21/32

3/4-16

7/8-9

7/8-14

1-8

1-12

1 1/8-7

1 1/8-12

11/16

49/64

13/16

7/8

59/64

63/64

1 3/64

1 1/4-7

1 1/4-12

1 1/2-6

1 1/2-12

1 3/4-5

1 3/4-12

2-4 1/2

2-12

2 1/4-4 1/2

2 1/2-4

2 3/4-4

3-4

1 7/64

1 11/64

1 11/32

1 27/64

1 9/16

1 43/64

1 25/32

1 59/64

2 1/32

2 1/4

2 1/2

2 3/4

Drill Size

J

17/64

5/16

5/16

11/32

R

3/8

13/32

13/32

#39

3/32

#30

1/8

#19

#20

#9

16/64

0.196

0.234

0.277

0.265

0.3125

0.3125

0.3437

0.339

Decimal

Equivalent

0.0995

0.0937

0.1285

0.125

0.166

0.161

0.375

0.406

0.406

13/64

15/64

9/32

17/64

5/16

5/16

11/32

11/32

Nearest

Fraction

3/32

3/32

1/8

1/8

11/64

5/32

3/8

13/32

13/32

Decimal Equivalents

1/64 . . . . . . . . . . . . . . . . .

1/32 . . . . . . . . . . . . .

3/64 . . . . . . . . . . . . . . . . .

1/16 . . . . . . . . . . . . .

5/64 . . . . . . . . . . . . . . . . .

3/32 . . . . . . . . . . . . .

7/64 . . . . . . . . . . . . . . . . .

1/8 . . . . . . . .1250

9/64 . . . . . . . . . . . . . . . . .

5/32 . . . . . . . . . . . . .

11/64 . . . . . . . . . . . . . . . . .

3/16 . . . . . . . . . . . . .

13/64 . . . . . . . . . . . . . . . . .

7/32 . . . . . . . . . . . . .

15/64 . . . . . . . . . . . . . . . . .

1/4 . . . . . . . .25

17/64 . . . . . . . . . . . . . . . . .

9/32 . . . . . . . . . . . . .

19/64 . . . . . . . . . . . . . . . . .

5/16 . . . . . . . . . . . . .

21/64 . . . . . . . . . . . . . . . . .

11/32 . . . . . . . . . . . .

23/64 . . . . . . . . . . . . . . . . .

3/8 . . . . . . . .375

25/64 . . . . . . . . . . . . . . . . .

13/32 . . . . . . . . . . . .

27/64 . . . . . . . . . . . . . . . . .

7/16 . . . . . . . . . . . . .

29/64 . . . . . . . . . . . . . . . . .

15/32 . . . . . . . . . . . .

31/64 . . . . . . . . . . . . . . . . .

33/64 . . . . . . . . . . . . . . . . .

17/32 . . . . . . . . . . . .

35/64 . . . . . . . . . . . . . . . . .

9/16 . . . . . . . . . . . . .

37/64 . . . . . . . . . . . . . . . . .

19/32 . . . . . . . . . . . .

39/64 . . . . . . . . . . . . . . . . .

41/64 . . . . . . . . . . . . . . . . .

21/32 . . . . . . . . . . . .

43/64 . . . . . . . . . . . . . . . . .

11/16 . . . . . . . . . . . .

45/64 . . . . . . . . . . . . . . . . .

23/32 . . . . . . . . . . . .

47/64 . . . . . . . . . . . . . . . . .

3/4 . . . . . . . .75

49/64 . . . . . . . . . . . . . . . . .

25/32 . . . . . . . . . . . .

51/64 . . . . . . . . . . . . . . . . .

13/16 . . . . . . . . . . . .

53/64 . . . . . . . . . . . . . . . . .

27/32 . . . . . . . . . . . .

55/64 . . . . . . . . . . . . . . . . .

7/8 . . . . . . . .875

57/64 . . . . . . . . . . . . . . . . .

29/32 . . . . . . . . . . . .

59/64 . . . . . . . . . . . . . . . . .

15/16 . . . . . . . . . . . .

61/64 . . . . . . . . . . . . . . . . .

31/32 . . . . . . . . . . . .

63/64 . . . . . . . . . . . . . . . . .

1 . . . . . . . . . 1.0

.0156

.0312. . . 1 mm= .0394″

.0469

.0625

.0781. . . 2 mm = .0787″

.0938

.1094. . . 3 mm =.1181″

.1406

.1563. . . 4 mm = .1575″

.1719

.1875. . . 5mm= .1969″

.2031

.2188

.2344. . . 6 mm = .2362″

.2656. . . 7 mm = .2756″

.2813

.2969

.3125. . . 8mm= .3150″

.3281

.3438. . . 9 mm = .3543″

.3594

.3906. . . 10 mm = .3937″

.4063

.4219. . . 11 mm =.4331″

.4375

.4531

.4688. . . 12 mm = .4724″

.4844

. . . . . . . 13mm = .5118″

.5156

.5313

.5469. . . 14 mm = .5512″

.5625

.5781. . . 15 mm = .5906″

.5938

.6094

. . . . . . . 16mm=. 6299″

.6406

.6563. . . 17 mm =.6693″

.6719

.6875

.7031. . . 18 mm = .7087″

.7188

.7344. . . 19 mm = .7480″

.7656

.7813. . . 20 mm = .7874″

.7969

.8125. . . 21 mm =.8268″

.8281

.8438

.8594. . . 22 mm = .8661″

.8906. . . 23 mm = .9055″

.9063

.9219

.9375. . . 24 mm = .9449″

.9531

.9688. . . 25 mm = .9843″

.9844

2.8

Measurement Conversion Chart

U

NIT OF

M

EASURE

M

ULTIPLIED BY

ft-lb in-lb ft-lb in-lb

N-m kg-m kg-m kg-m in mm in mile km

Ounces (oz) grams (g) cc’s lbs kg x 25.4

x.03937

x 2.54

x 1.6

x.6214

x 28.35

x.035

x.03381

x.454

x 2.2046

x 12 x.0833

x 1.356

x.0115

x.7376

x 7.233

x 86.796

x 10

Cubic Inches

Cubic Centimeters

Imperial pints liters (l)

Imperial quarts liters (l)

Imperial quarts

US quarts

US quarts liters

US gallon liter

Pounds force per square inch (psi)

Kilo pascals (kPa) x 6.895

x.145

x 16.387

x.061

x.568

x 1.76

x 1.137

x.88

x 1.201

x.833

x.946

x 1.057

x 3.785

x.264

C

ONVERTS TO

= in-lb

= ft-lb

= N-m

= kg-m

= ft-lb

= ft-lb

= in-lb

= N-m

= mm

= in

= cm

= km

= mile

= grams (g)

= Ounces (oz)

= Fluid Ounces (oz)

= kg

= lbs

= Cubic

Centermeters

= Cubic Inches

= liters (l)

= Imperial pints

= liters (l)

= Imperial quarts

= US quarts

= Imperial quarts

= liters

= US quarts

= liter

= US gallon

= Kilo pascals (kPa)

= Pounds force per square inch (psi)

GENERAL

Piston Wash / Spark Plug Reading

Changing temperature, barometer, altitude, and fuel supply are just a few of the factors that can affect the day to day performance of your engine. That is why using Exhaust Gas

Temperatures (EGT) are important for maintaining optimum performance. There are two methods for helping you determine what the EGTs are for your machine. Piston wash and the coloring of your spark plug.The piston wash is by far the most valuable tool in concluding EGTs, with the spark plug color running a distant second. Use the illustrations below to help you establish the EGTs for your machine.

Once the proper jetting is established, you can reference the

EGT gauge for your baseline numbers. Then, if there is a rise or fall of 25 degrees, you must jet accordingly to return your EGTs to the baseline numbers.

2

2.9

GENERAL

Glossary Of Terms

ABDC

: After bottom dead center.

ACV

: Alternating current voltage.

Alternator

: Electrical generator producing voltage alternating current.

ATDC

: After top dead center.

BBDC

: Before bottom dead center.

BDC

: Bottom dead center.

BTDC

: Before top dead center.

CC

: Cubic centimeters.

Center Distance:

Distance between center of crankshaft and center of driven clutch shaft.

Chain Pitch

: Distance between chain link pins (No. 35 =

3/8″ or 1 cm). Polaris measures chain length in number of pitches.

CI

: Cubic inches.

Clutch Buttons

: Plastic bushings which aid rotation of the movable sheave in the drive and driven clutch.

Clutch Offset

: Drive and driven clutches are offset so that drive belt will stay nearly straight as it moves along the clutch face.

Clutch Weights

: Three levers in the drive clutch which relative to their weight, profile and engine RPM cause the drive clutch to close and grip the drive belt.

Crankshaft Run-Out

: Run-out or “bend” of crankshaft measured with a dial indicator while crankshaft is supported between centers on V blocks or resting in crankcase. Measure at various points especially at PTO.

CVT:

Continuously Variable Transmission (Drive Clutch

System)

DCV:

Direct current voltage.

Dial Bore Gauge:

A cylinder measuring instrument which uses a dial indicator. Good for showing taper and out-ofround in the cylinder bore.

Electrical Open:

Open circuit. An electrical circuit which isn’t complete.

Electrical Short:

Short circuit. An electrical circuit which is completed before the current reaches the intended load.

(i.e. a bare wire touching the chassis).

End Seals

: Rubber seals at each end of the crankshaft.

Engagement RPM

: Engine RPM at which the drive clutch engages to make contact with the drive belt.

ft

.: Foot or feet.

ft-lb

: (foot pounds) A force of one pound at the end of a lever one foot in length, applied in a rotational direction.

g

: Gram. Unit of weight in the metric system.

gal.

: Gallon.

ID

: Inside diameter.

in.

: Inch/inches.

in-lb

: (inch pounds) A force of one pound at the end of a lever one foot in length, applied in a rotational direction. 12 in. lbs. = 1 ft. lb.

kg/cm

2

: Kilograms per square centimeter.

kg-m

: Kilogram meters.

Kilogram/meter

: A force of one kilogram at the end of a lever one meter in length, applied in a rotational direction.

l or ltr

: Liter.

lbs/in

2

: Pounds per square inch.

Left or Right Side

: Always referred to based on normal operating position of the driver.

m

: Meter/meters.

Mag

: Magneto.

Magnetic Induction

: As a conductor (coil) is moved through a magnetic field, a voltage will be generated in the windings. Mechanical energy is converted to electrical energy in the stator.

mi

.: Mile/miles.

mm

: Millimeter. Unit of length in the metric system. 1 mm

= approximately .040″.

N-m

: Newton meters.

OD

: Outside diameter.

Ohm

: The unit of electrical resistance opposing current flow.

oz

.: Ounce/ounces.

Piston Clearance

: Total distance between piston and cylinder wall.

psi

.: Pounds per square inch.

PTO

: Power take off.

qt

.: Quart/quarts.

Regulator

: Voltage regulator. Regulates battery charging system output at approx. 14.5 DCV as engine RPM increases.

Reservoir Tank

: The fill tank in the liquid cooling system.

Resistance

: In the mechanical sense, friction or load. In the electrical sense, ohms, resulting in energy conversion to heat.

RPM

: Revolutions per minute.

Seized Piston

: Galling of the sides of a piston. Usually there is a transfer of aluminum from the piston onto the cylinder wall.

Possible causes

: 1) improper lubrication; 2) excessive temperatures; 3) insufficient piston clearance; 4) stuck piston rings.

Stator Plate

: The plate mounted under the flywheel supporting the battery charging coils.

TDC

: Top dead center. Piston’s most outward travel from crankshaft.

Volt

: The unit of measure for electrical pressure of electromotive force. Measured by a voltmeter in parallel with the circuit.

Watt:

Unit of electrical power. Watts = amperes x volts.

WOT

: Wide open throttle.

2.10

SPECIAL TOOLS

Special Tools

GENERAL

2

2.11

GENERAL

2.12

GENERAL

2

2.13

GENERAL

2.14

MAINTENANCE

CHAPTER 3

MAINTENANCE

MAINTENANCE PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3

POLARIS RECOMMENDED PROGRAM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3

INSPECTONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5

CYLINDER HEAD INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5

CYLINDER MEASUREMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5

CYLINDER HONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5

HONING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6

HONING TO OVER SIZE (340/500 FUJI ENGINES ONLY) . . . . . . . . . . . . . . . . . . . . . . 3.6

CLEANING THE CYLINDER AFTER HONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6

PISTON INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6

PISTON RING INSTALLED GAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7

COOLANT LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7

RECOMMENDED COOLANT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7

COOLING SYSTEM BLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7

BEARING FIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.8

MAIN BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.8

CONNECTING ROD (BIG END) BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.8

WRIST PIN BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9

CRANKSHAFT INDEXING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9

CHECKING CRANKSHAFT INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9

CRANKSHAFT TRUEING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.11

CRANKSHAFT RUNOUT INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12

OIL PUMP BLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12

OIL / FUEL FILTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12

BRAKE LEVER TRAVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13

BRAKE FLUID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13

EXHAUST SYSTEM REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13

MANIFOLD INSTALLATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13

BELT DEFLECTION INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.14

MEASURING BELT DEFLECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.14

LUBRICATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.15

REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.15

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16

STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16

JACKSHAFT BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16

DRIVESHAFT BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16

THROTTLE CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16

CHOKE AND CHOKE CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16

CHAINCASE OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.17

ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.17

CHOKE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.17

THROTTLE LEVER FREE PLAY — NON CFI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.18

THROTTLE LEVER FREE-PLAY — CFI MODELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.18

OIL PUMP ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.19

TRACK ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.20

TRACK TENSION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.21

REAR ENGINE TORQUE STOP ADJUSTMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.21

ENGINE ISOLATOR LIMITER SETTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.22

CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.22

AIR FILTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.22

WATER SEDIMENT TRAP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.22

NOSEPAN CARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.22

STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.22

3

3.1

MAINTENANCE

CHASSIS AND HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.22

CLUTCH AND DRIVE SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.23

CONTROLS AND LINKAGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.23

ELECTRICAL CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.23

CARBURETOR/THROTTLE BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.23

FUEL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.23

CORROSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.23

SHOCKS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.23

BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.23

REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.24

HEADLIGHT BULB REPLACEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.24

EDGE HEADLIGHT BULB REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.24

IQ HEADLIGHT BULB REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.24

IQ SNOW BEAM BULB REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.24

COOLANT DRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.25

3.2

MAINTENANCE

MAINTENANCE PROGRAM

Polaris Recommended Program

To ensure many trouble-free miles of snowmobiling enjoyment, follow recommended regular maintenance and service checks outlined in this manual. The recommended maintenance schedule on your snowmobile calls for service and maintenance inspections at 150 miles (240 km), 1000 miles (1600 km), and 2000 miles (3200 km). These inspections should be performed by a qualified service technician. For continued optimum performance and component life, continue maintenance checks at 1000 mile (1600 km) intervals. All necessary replacement parts and labor incurred, with the exception of authorized warranty repairs, become the responsibility of the registered owner. If, during the course of the warranty period, part failures occur as a result of owner neglect in performing recommended regular maintenance, the cost of repairs are the responsibility of the owner.

Personal safety is critical when attempting to service or adjust your snowmobile. If you’re not familiar with safe service or adjustment procedures and the use of tools, or if you don’t feel comfortable performing these tasks yourself, contact an authorized Polaris dealer for service.

3

The following chart is a guide based on average riding conditions. You may need to increase frequency based on riding conditions.

When inspection reveals the need for replacement parts, always use genuine Polaris parts, available from your Polaris dealer.

F

REQUENCY

M

ILES

(

KM

)

I

TEM

P

RE

—

R

IDE

150

(240)

500

(240)

CLUTCH

1000

(1600)

2000

(3200)

S

P

RE

—

EASON

Clutch

Alignment

Offset (without belt)

Drive Belt

Condition

Clutches

(disassemble)

Belt Tension

Clutch Sheaves

I

I

I

C

I

I

C

I

I

C

I

Engine Mounts

Heat Exchangers

Recoil Rope

Engine Torque

Stop

Cylinder Head

Bolts

Cylinder Base

Nuts

Ignition Timing

BTDC

VES System

Coolant Level

Coolant Hose

Coolant

Circulation

Coolant Leaks

Spark Plug

Condition

Exhaust Pipe

I

I

I I

I

ENGINE/COOLING

I

I

I

I

I

I

I

I

I

I

I

I

I

I

C

I

I

I

I

I

I

I

I

I

C

I

I

I

I

I

I

I

I

I

I

I

I

I

I

C

R

I

I

I

R

I

I

I

I

I

I

I

I

I

I

I

I I

I:

I

NSPECT

(

CLEAN

,

ADJUST

,

TIGHTEN

,

LUBRICATE

,

REPLACE IF

NECESSARY

)

C:

C

LEAN

R:

R

EPLACE

L:

L

UBRICATE

3.3

MAINTENANCE

F

REQUENCY

M

ILES

(

KM

)

I

TEM

P

RE

—

R

IDE

150

(240)

500

(240)

1000

(1600)

2000

(3200)

S

P

RE

—

EASON

Exhaust

Retaining

Springs

I I I I

Hose Routing

Hose Condition

Fluid Leaks

Brake Pads

Brake Disc

Parking Brakes

Brake System

Brake Fluid

I

BRAKES

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

R

Pilot Air Screws

Carburetor

(synchronize)

Idle RPM

Throttle Lever

Oil Pump Lever

(synchronize)

Throttle Cable

Choke Cable

Choke

Vent Lines

Throttle Position

Sensor

Fuel Lines

Fuel Filter (Carb)

Fuel Filter (CFI)

Oil Filter

Oil Lines

Air Box

Drain and Water

Traps

FUEL MANAGEMENT

I I

I

I

I

I

I

I

I

L

L

I

I

I

I

I

I

I

I

I

I

I

I

I

I

R

R

L

L

I

I

I

I

I

R

R

I

R

I

I

L

L

I

I

I

I

I

I

I

I

I

I

I

I

ELECTRICAL

Auxiliary Shut-

Off Switch

Throttle Safety

Switch

Ignition Switch

Taillight

Brakelight

Headlight

Tether Switch and Strap

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

CHASSIS

Ski Toe

Alignment

I I I

I:

I

NSPECT

(

CLEAN

,

ADJUST

,

TIGHTEN

,

LUBRICATE

,

REPLACE IF

NECESSARY

)

C:

C

LEAN

R:

R

EPLACE

L:

L

UBRICATE

I

I

I

I

I

I

I

3.4

F

REQUENCY

M

ILES

(

KM

)

I

TEM

P

RE

—

R

IDE

150

(240)

500

(240)

1000

(1600)

2000

(3200)

S

P

RE

—

EASON

Suspension

Mounting Bolts

Steering

Fasteners

Rear Suspension

Fasteners

Suspension

Shock Oil

Cooling Fins and

Shroud

Drive Shaft

Bearing

Jackshaft

Bearings

Skags (Wear

Bars)

Ski Saddle/

Spindle Bolts

Drive Chain

Tension

Hood Straps

Seat Latches

Rear Wheel Idler

Bolts

Idler Bolt Jam

Nut

Rear Suspension

Pivot Shafts

Handle Bar U-

Joint

Camber

Alignment

Handlebar

Centering

Track Alignment

Track Tension

Rail Slide

Condition

Chaincase Oil

Injection Oil

Level

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

L

L

I

I

I

I

I

I

L

L

I

I

I

I

I

I

I

I

I

L

L

I

I

I

I

I

I

L

L

I

I

I

I

I

I

I

I

I

L

L

I

I

I

I

I

I

I

I

I

R

I

C

I

I

I

I

I

I

I

I

I

I

I

L

L

I

I

I

I

I

I:

I

NSPECT

(

CLEAN

,

ADJUST

,

TIGHTEN

,

LUBRICATE

,

REPLACE IF

NECESSARY

)

C:

C

LEAN

R:

R

EPLACE

L:

L

UBRICATE

INSPECTONS

Cylinder Head Inspection

MAINTENANCE

Cylinder Measurement Worksheet

Taper limit = Ty — By and Tx — Bx

Cylinder taper limit is .002″(.051mm) Max

Cylinder out of round limit is

.002″(.051mm)

3

Inspect each piston dome area of the cylinder head for warping by placing a straight edge across the dome area.

With a feeler gauge measure any gap under the straight edge.

Replace cylinder head if measurement exceeds the service limit of .003″ (.08mm).

.003″(.08mm).

Cylinder Measurement

Inspect each cylinder for wear, scratches, or damage. If no damage is evident, measure the cylinder for taper and out of round with a telescoping gauge or a dial bore gauge. Measure the bore .50″ from the top of the cylinder; in line with the piston pin and 90° to the pin to determine if the bore is out of round. Repeat the measurements at the middle of the cylinder and the bottom of the cylinder to determine taper or out of round at the bottom.

Use the chart below and record all measurements.

Cylinder Measurement Worksheet

TOP

Tx Ty

Cylinder Honing

The cylinder bore must be de-glazed whenever new piston rings are installed. A light honing with fine stones removes only a very small amount of material. A proper crosshatch pattern is important to provide a surface that will hold oil, and allow the rings to seat properly. If the crosshatch is too steep, oil retention will be reduced. A crosshatch angle which is too shallow will cause ring vibration, poor sealing, and overheating of the rings due to blow-by and reduced contact with the cylinder wall.

Service life of the pistons and rings will be greatly reduced.

NOTE: A Nikasil cylinder can be lightly honed with a soft stone hone but an not be oversized.

Mx

MIDDLE

My

Bx

BOTTOM

By

Out of round = Tx — Ty and By — Bx

EXAMPLE OF A CROSS HATCH PATTERN

3.5

MAINTENANCE

Honing Procedure

1.

Wash the cylinder with cleaning solvent.

2.

Clamp the cylinder in a soft jawed vise by the cylinder studs.

3.

Place hone in cylinder and tighten stone adjusting knob until stone contacts the cylinder walls (DO NOT

OVERTIGHTEN). Cylinders may be wet or dry honed depending on the hone manufacturer’s recommendations.

Wet honing removes more material faster and leaves a more distinct pattern in the bore. Using a .50″ (13 mm) drill motor rotating at a speed of 300-500 RPM, run the hone in and out of the cylinder rapidly until cutting tension decreases. Remember to keep the hone drive shaft centered to prevent edge loading and always bring the stone approximately 2″ (1.3 cm) beyond the bore at the end of each stroke.

4.

Release the hone at regular intervals to inspect bore size and finish.

Honing To Over Size (340/500 Fuji Engines

Only)

If cylinder wear or damage is excessive, it will be necessary to oversize the cylinder using a new oversize piston and rings. This may be accomplished by either boring the cylinder and then finish honing to the final bore size, or by rough honing followed by finish honing.

For oversize honing always wet hone using honing oil and a coarse roughing stone. Measure the new piston at room temperature (see piston measurement) and rough hone to the size of the piston or slightly larger. Always leave .002″ — .003″

(.05 — .07 mm) for finish honing. Complete the sizing with fine grit stones to provide the proper cross-hatch finish and required piston clearance.

Inspect cylinder for taper and out-of-round. Taper or out-ofround on the finished bore should not exceed .0004″ (.002mm).

NOTE: Portable rigid hones are not recommended for over sizing cylinders, cylinder boring, and finish honing. The use of an arbor type honing machine is recommended. Always check piston to cylinder clearance and piston ring installed gap after boring/ honing is complete.

Cleaning The Cylinder After Honing

It is very important that the cylinder be thoroughly cleaned after honing to remove all grit material. Wash the cylinder in a solvent, then in hot soapy water. Pay close attention to areas where the cylinder sleeve meets the aluminum casting (transfer port area). Use electrical contact cleaner if necessary to clean these areas. Rinse thoroughly, dry with compressed air, and oil the bore immediately with Polaris Premium 2 Cycle Lubricant.

NOTE: Always check piston to cylinder clearance and piston ring installed gap after honing or boring is complete.

Piston Inspection

Check piston for scoring or cracks in piston crown or pin area.

Excessive carbon buildup below the ring lands is an indication of piston, ring or cylinder wear. For Liberty™ engines, measure piston outside diameter at a point .375″ (10mm) up from the bottom of the skirt at a 90° angle to the direction of the piston pin. For Fuji engines, measure piston outside diameter at a point that is .50″ (12.7mm) up form the bottom of the skirt at a 90° angle to the direction of the piston pin.

NOTE: The piston is measured at this point to provide an accurate piston to cylinder measurements.

Subtract this measurement from the minimum cylinder measurement (90° to the pin) recorded previously when you recorded the cylinder measurements. If clearance exceeds the service limit, the cylinder should be re-bored and new pistons and rings installed. Refer to piston to cylinder clearance limits in the General Information section listed per model.

3.6

Piston Ring Installed Gap

MAINTENANCE

Recommended Coolant

Polaris snowmobiles use a premium 60/40 pre-mix antifreeze.

This premium antifreeze is mixed with deionized water for better protection for aluminum cooling. This pre-mix is good for temperatures down to -62°F (-52°C). Replace coolant every 2 years or if contaminated.

Position the ring .50″ (1.3 cm) from the top of the cylinder using the piston to push it squarely into place. Measure installed gap with a feeler gauge at both the top and bottom of the cylinder.

NOTE: A difference in end gap indicates cylinder taper. The cylinder should be measured for excessive taper and out of round. Replace rings if the installed end gap exceeds the service limit.

Always check piston ring installed gap after reboring a cylinder or when installing new rings.

Cooling System Bleeding

1.

Allow the cooling system to cool completely.

2.

Check the coolant reservoir and make sure it is at the FULL

COLD mark.

3.

Place the snowmobile in its normal riding position and apply the parking brake and run the engine at the specified idle RPM until the thermostat opens up.

4.

Elevate the front of the machine slightly.

5.

Open the bleed screw (A) at the top of the water outlet manifold.Only open slightly, do not remove the screw.

3

A

Piston rings are installed with marking or beveled side up see diagram above.

Coolant Level

Coolant level in the coolant bottle must be maintained to prevent overheating and serious engine damage. Check the coolant with the engine temperature cold. The coolant level should be at the

FULL COLD level mark. If it is not add coolant to the FULL

COLD mark on the bottle. If you have coolant over the FULL

COLD level you may have air in the system and need to “bleed” the air out of the system.

500 Fuji

A

500/600/700 Liberty

6.

Cycle the RPM from idle to 3000-4000 so that the coolant can move around the system and push out the air from the system.

7.

Tighten the bleed screw when coolant starts to come out of the screw area.

8.

Turn off the machine and release the parking brake.

9.

Allow the system to cool completely and recheck the coolant level.

NOTE: It is important that the thermostat stays open

@ 120° F (50° C).When the thermostat opens it will draw in cold coolant from the heat exchangers and the cold coolant may close the thermostat again.

3.7

MAINTENANCE

Make sure the thermostat opens and stays open!

Cycle the RPM from idle to enough RPM (3500) to get coolant to flow but not enough RPM to engage the clutch. This allows air to bleed from the rear crossover tube. It is important to get enough coolant flow to purge the air from the front close-off cooler and observe this air reaching the bottle.

or tight. Normal hand installation will be an indication of the recommended interference fit. If the bearing falls out of the case when the case is inverted, or if the crankcase bearing surface is severely galled or damaged, the case should be replaced.

NOTE: Crankcase bearing interference fit is .001-

.002

«

(.026-.051mm).

snowmobile slightly on its right side and cycle the

RPM from idle to enough RPM (4000) to get coolant to flow but not enough RPM to engage the clutch.

Then tilt the machine slightly on its left side so that the coolant bottle is the highest point in the cooling system and cycle the RPM from idle to enough RPM

(4000) to get coolant to flow but not enough RPM to engage the clutch.

Bearing Fit

WARNING

When performing the following checks and adjustments, stay clear of all moving parts to avoid serious personal injury. Never remove the pressure cap when the engine is warm or hot. If the pressure cap is to be removed, the engine must be cool.

Severe personal injury could result from stream or hot liquid.

=

In. / mm.

Bearing Interference Fit: .001-.002″ (.026-.051mm)

Main Bearing

Clean crankshaft thoroughly and oil main and connecting rod bearings with Polaris engine oil. Carefully check each main bearing on the shaft.

Due to extremely close tolerances, the bearings must be inspected visually, and by feel. Look for signs of discoloration, scoring or galling. Turn the outer race of each bearing. The bearings should turn smoothly and quietly. The inner race of each bearing should fit tightly on the crankshaft. The outer race should be firm with minimal side to side movement and no detectable up and down movement. Replace any loose or rough bearings.

Connecting Rod (Big End) Bearing

Any time crankshaft bearing failure occurs and the case is to be reused, Polaris recommends checking the bearing fit into the case halves using the following procedure.

With case halves cleaned, press a replacement bearing into each of the main bearing journals to determine a basic amount of press fit.

Do a comparison check of all journals by manually forcing the bearing into the bearing seats noting if any are noticeably loose

Specialized equipment and a sound knowledge of crankshaft repair and straightening is required to perform crankshaft work safely and correctly. Crankshaft repair should be performed by trained Polaris service technicians in a properly equipped shop.

3.8

Measure connecting rod big end side clearance with a feeler gauge. 500/600/700 Liberty™ engines should have a clearance of .011 — .030

«

(.28 -.75mm) and be equal on all rods within .002

«

(.05mm).

=

In. / mm.

500/600/700 Liberty Engine Connecting Rod (Big

End) Side Clearance: .011-.030″ (.28-.75mm)

Rotate the connecting rod on the crankshaft and feel for any rough spots. Check radial end play in rod by supporting rod against one thrust washer and alternately applying up and down pressure. Replace bearing, pin, and thrust washers if side clearance is excessive or if there is any up and down movement detectable in the big end bearing.

Wrist Pin Bearing

1.

Clean the end of the connecting rod and inspect inner bore with a magnifying glass. Look for any surface irregularities including pitting, wear, or dents.

NEEDLE BEARING

2.

Run you fingernail around the inside of the rod and check for rough spots, galling, or wear.

3.

Oil and install needle bearing and pin in connecting rod.

4.

Rotate pin slowly and check for rough spots or any resistance to movement.

5.

Slide pin back and forth through bearing while rotating and check for rough spots.

MAINTENANCE

6.

With pin and bearing centered in rod, twist ends back and forth in all directions to check for excessive axial play.

7.

Pull up and down evenly on both ends of pin to check for radial play.

8.

Replace pin and bearing if there is any resistance to rotation or excessive axial or radial movement. If play or roughness is evident with a new pin and bearing, replace the connecting rod.

Crankshaft Indexing

3

CAUTION

Disconnect the battery ground cable and ALL spark plug high tension leads. Ground high tension leads to the engine. Disconnect lanyard (if equipped) and/or press the engine stop switch before proceeding with the following procedure.

Polaris uses crankshafts that are pressed together. The connecting rod journal center lines are indexed 180° apart from each other.

It is sometimes necessary to check multi-cylinder crankshafts to verify that one cylinder has not been forced out of position relative to the other cylinder. Some causes for a “out of index” crankshaft include but are not limited to the following:

• Hydrolock from water or fuel

• Impact to drive clutch from object or accident

• Abrupt piston or other mechanical failure

• Engine lock-up due to drive belt failure

Checking Crankshaft Index

1.

Remove the drive belt. See “Drive Belt Removal” on page 6.10.

2.

Remove the drive clutch. See “Drive Clutch Removal” on page 6.15.

3.

Securely fasten a large degree wheel on the flywheel or

PTO end of the crankshaft. Make sure that it is mounted concentrically with the crankshaft center line.

4.

With a section of wire (wire coat hanger), anchor it to a convenient spot. Bend one end at the outer perimeter of the degree wheel as shown below.

5.

Install a dial indicator into the magneto end cylinder spark plug hole. The ignition timing is referenced by the magneto end.

6.

Locate TDC as accurately as possible by finding the center of the point where there is no piston movement note the

“Zero” the dial indicator at this point.

3.9

MAINTENANCE

7.

Continue to rotate the crankshaft in the normal direction of rotation until the dial indicator reads .100

«

(2.54mm) after top dead center (ATDC).

8.

Bend the pointer or move the degree wheel until the pointer aligns with a 180° mark on the degree wheel.

9.

With the pointer aligned, make sure the degree wheel and pointer are secured and will not move out of position. Re-check accuracy of this location a few times. The pointer should align with the 180° mark when the dial indicator reads .100

”

(2.54mm)

ATDC.

NOTE: Do not move the crankshaft, degree wheel or pointer after the initial setting on the MAG end cylinder simply read the wheel and dial indicator.

10. Remove the dial indicator and install in PTO cylinder. Repeat finding TDC. Note the degree wheel indication when the dial indicator reads .100″ ATDC. It should be 180° (+/-2°) from the MAG cylinder mark.

Symptoms of an out of index crankshaft can include but are not limited to the following:

• Difficulty calibrating carburetor (repetitive plug fouling on one cylinder with no other cause)

• Unexplained piston failure on one cylinder (i.e. severe detonation, broken ring lands, piston holing)

• Excessive vibration of engine, back firing, etc.

• Rough idle, poor top speed.

3.10

MAINTENANCE

Crankshaft Trueing

Lubricate the bearings and clamp the crankshaft securely in the holding fixture.If trueing the crankshaft requires striking with a hammer, always be sure to re-check previously straightened areas to verify trueing. Refer to the illustrations below. Use Crankshaft alignment kit PN 2870569.

NOTE: The Rod Pin position in relation to the dial indicator tells you what action is required to straighten the shaft.

Truing Examples

3

To correct a situation like this. Strike the shaft at point A with a brass hammer.

To correct a situation like the one shown in this. Squeeze the crankshaft at point A. You will use the tool from the alignment kit PN 2870569.

If the crank rod pin location is 180° from the dial indicator (opposite of above), it will be necessary to spread the crankshaft at the A position as shown in illustration 3. When rebuilding and straightening a crankshaft, straightness is of utmost importance. Runout must be as close to zero as possible.

3.11

MAINTENANCE

Crankshaft Runout Inspection

Crankshaft runout can be checked with the engine in the machine. Using a dial indicator with the crankshaft holding fixture (PN 2870569) will yield the most accurate results.

When checking the crankshaft runout on the

MAG

side. Place the dial indicator end at 1/2

”

(12.7mm) from the bearing flat (A).

MAG END

Oil Pump Bleeding

A

A

1/2”(12.7

When checking the crankshaft runout from the

PTO

side. Place the dial indicator end where the taper starts after the bearing flat

(B).

1.

To aid in bleeding the air out of the oil lines, fill oil reservoir with the appropriate Polaris injector oil. This will add pressure to the oil lines.

2.

Loosen the bleed screw (A). After approximately 30 seconds oil should flow from beneath the screw head. This will indicate the pump is free of the air.

3.

Tighten bleed screw (A) securely.

NOTE: Any time that the engine is disassembled or repaired, it is important that the oil supply from the oil pump be checked and full of oil.

IMPORTANT: The oil pump must always be bled following any service to the oil injection system or engine.

Oil / Fuel Filter

B

NOTE: Acceptable crankshaft runout (in a crank fixture) is 0 — .0015″ (0 — .04mm) on Liberty™ engines. 0 — .0025″ (0 — .07mm) on Fuji engines.

CAUTION

The in tank fuel filter and fuel lines should be inspected regularly. Special attention should be given to the fuel line condition after periods of Summer storage. Normal deterioration from weather and fuel can occur during this storage period. Do not damage fuel lines when removing them. If a fuel line has been damaged or kinked it must be replaced.

NOTE: The direction of the arrow indicates the direction of the flow through the filter. After changing the oil filter, the oil injection system must

be bled of all trapped air. see “Oil Pump Bleeding” on page 3.12.

3.12

MAINTENANCE

Most models use an oil and fuel filters which are of a special design and must not be substituted. These filters should be changed and the oil and fuel lines should be inspected annually or every 1000 miles (1600 km).

These filters may have an arrow on the filter or line. This arrow is the direction of flow. Install accordingly.

EDGE

models utilize a special oil filter that is built into the oil sending unit located in the bottom of the oil tank. It should be replaced every two years or 2400 miles (3862 km).

CFI

models fuel filter should be replaced every 1000 miles

(1600km).

Brake Lever Travel

NOTE: A low brake fluid level can be indicated through the sight glass on the cover. If the fluid is low this sight glass will glow a brighter. color.

LOW

FULL

Exhaust System Removal/Installation

(Gold colored springs)

1

5

3

4

1/2” (1.27cm)

3

8

The brake lever travel should have a clearance no less than 1/2

”

(1.27cm) from the handlebar grip. Inspection should be made with the lever firmly depressed. If the lever has less than this

amount you may need to bleed the brake system. See “Brake

Fluid Replacement & Bleeding” on page 7.20.

Brake Fluid

WARNING

Do not over fill the master cylinder. Fluid expansion could cause brakes to lock, resulting in serious injury or death. Once a bottle of brake fluid is opened, use what is necessary and discard the rest. Do not store or use a partial bottle of brake fluid. Brake fluid is hygroscopic, meaning it rapidly absorbs moisture from the air. This causes the boiling temperature of the brake fluid to drop, leading to early brake fade and the possibility of serious injury

Inspect the reservoir to be sure it contains the correct amount of fluid. Use only Polaris DOT 4 high temperature brake fluid.

Change fluid every 2 years or whenever the fluid is dark or contamination is suspected.

See “Brake Fluid Replacement & Bleeding” on page 7.20.

2

6

(Stainless steel springs)

7

1.

Remove the exhaust springs (1,2) with Exhaust Spring

Tool PN PU-45485.

2.

Disconnect exhaust temperature sensor (3) if so equipped.

3.

Remove the exhaust pipe (4).

4.

Remove resonator fasteners if equipped.

5.

Remove the resonator (5).

6.

Replace in reverse order.

NOTE: The light gray springs (2) are made stainless steel and should be used at the head pipe.

Manifold Installation

1.

Install new exhaust manifold gaskets (8).

2.

Place the exhaust manifold (7) on to the engine and torque the mounting bolts (6) to 18 ft-lb (24 N-m).

=

T

Manifold Fasteners: 18 ft-lb (24 N-m)

3.13

MAINTENANCE

Belt Deflection Inspection

Belt deflection is critical for optimum belt performance and belt life. It should be checked at 500 miles (800km) and then in 1000 mile (1600km) increments after that.

Too much belt deflection is when the belt is too long or the center distance is too short. The initial starting ratio will be too high, resulting in performance loss. This is due to the belt rising too high in the drive clutch sheaves upon engagement (A).

Not enough belt deflection (B) is when the belt is too short or the center distance is too long. The initial starting ratio will be too low. In addition, the machine may creep when the engine idles, causing damage to the internal face of the drive belt.

Measuring Belt Deflection

1.

Measure the belt deflection with both clutches at rest and in their full neutral position.

2.

Place a straight edge across the tow clutches, on top the belt.

3.

Apply downward pressure to the belt and measure the distance at point (D).

4.

The measurement should be 1 1/4″ (3.2cm).

=

In. / mm.

Belt Deflection: 1.25″ (3.2cm)

5.

If the measurement is not correct adjust driven clutch. See

“Adjusting Belt Deflection” on page 6.11.

3.14

MAINTENANCE

LUBRICATION

Lack of lubrication will adversely affect your ride and the life of the sleds components. Lubricate with Polaris Premium All Season

Grease at 500 miles (800km) initially, every 1000 miles (1600km) after that, and before off-season storage each year. A grease gun kit, complete with grease and adaptors, is available to lubricate all fittings.

Rear Suspension

• The following diagrams are examples of lubrication points found on some rear suspensions.

3

IQ

EDGE

M-10

3.15

MAINTENANCE

Front Suspension

• If grease zerks are present grease the left and right spindles. Raise the front end of the machine to permit better grease penetration into the spindle area.

Driveshaft Bearing

Inject grease into the fitting on the speedometer sensor housing until grease purges from the seal on the inside of the tunnel. This should take approximately two pumps. Do not use more than four pumps.

Steering

• Lubricate the steering post U-Joint and lower pivot with

Polaris engine fogging oil.

• Grease the center steering arms.

Throttle Cable

Lubricate the throttle cable lightly with fresh oil. With the engine off, turn the handlebars to the left and lubricate well as shown.

Jackshaft Bearing

Loosen the driven clutch retaining bolt and pull the clutch toward you to expose the bearing and grease fitting. Inject grease into the grease fitting in the flangette until grease purges from the inside or outside of the bearing seal (may take only two pumps). Push the clutch back onto the shaft and replace the clutch retaining bolt. Torque the retaining bolt to 18 ft-lbs (24.4

N-m).

Choke And Choke Cable

Lubricate the choke slide and cables lightly with oil or grease.

Before turning the engine off, operate the choke intermittently to draw moisture out of the choke plunger area and reduce the possibility of the choke becoming frozen.

3.16

MAINTENANCE

Chaincase Oil

Check the chaincase oil level at the interval outlined in this maintenance section. Change the chaincase oil after the first 500 miles (800 km), then every 1000 miles (1600 km) or seasonally.

Maintain the oil level between the “safe” marks on the dipstick whenever checking or changing oil.

1.

Position the vehicle on a level surface

2.

Remove the dipstick or fill plug and view the oil level on the dipstick.

3.

Add the recommended oil as needed. Do not overfill.

4.

Level indication:

ADJUSTMENTS

Choke Adjustment

1.

Flip the choke toggle to the “OFF” position.

2.

Loosen locknuts (1) on the carburetor.

2

3

1

A

• Units equipped with a sight glass need should be filled to the 1/2 way mark (A)

• Units equipped with a dip stick only need to be filled to the safe marks located on the dip stick.

5.

Clean the magnetic plug on the dipstick or fill plug.

6.

Reinstall the dipstick or fill plug.

7.

Remove the dip stick and check the fluid level on the dipstick. Make sure it is within the “safe” level.

3.

Turn sleeve adjusting nut (2) counter-clockwise until the choke toggle shows no free play when pulled, then rotate it clockwise until there is between 1/8 — 1/4in (3.2-.6.4mm) free play (3).

NOTE: Verify the cable does not lift the plungers when checking the free play.

1/8 — 1/4in. (3.2-6.4mm)

3

4.

Tighten adjustment locknut (2).

5.

On VM carburetors, repeat steps 2 and 3 for on the other carburetor.

3.17

MAINTENANCE

Throttle Lever Free Play — Non CFI

C

A

gap=.010-.030

”

.25-.80mm

B

F

D

E

THROTTLE FREE PLAY

5.

Verify the oil pump index marks are within specification.

6.

Check the idle RPM and verify it is within the specified range.

NOTE: If the idle speed screw is adjusted inward and the cable sleeve is not adjusted to take up the throttle lever clearance, the engine may misfire or kill upon initial throttle opening.

Throttle Lever Free-Play — CFI Models

CAUTION

When adjusting throttle lever free-play, always verify the engine RPM does not rise with bars in the full low and full up-right Rider Select positions (if applicable) and while turning the handlebars to the full left and full right positions.

=

In. / mm.

=

In. / mm.

Throttle Lever Free Play: 0.010″-0.030″ (.25-.8mm)

CAUTION

When adjusting throttle lever free-play, always verify the engine RPM does not rise with bars in the full low and full up-right Rider Select positions (if applicable) and while turning the handlebars to the full left and full right positions.

Throttle lever free play must always be at a specified clearance

(A) 0.010

”

-0.030

”

(0.25-0.80 mm) between the throttle lever

(B) and the throttle block (C). This clearance is controlled by the throttle cable (D).

If adjustment is needed follow these steps:

Throttle Lever Free Play: 0.010″-0.030″ (.25-.8mm)

The inline adjuster should only be used to set free play and to remove cable slack that occurs if the cable has stretched over time.

ADJUSTER

LOCK NUT

CAUTION

After any idle speed adjustments are made, the throttle lever clearance and the oil pump adjustment must be checked and adjusted.

1.

Check the idle RPM and verify it is within the specified range.

2.

Shut off engine.

3.

Locate the throttle cable that is attached to the carburetors and adjust the throttle free play by adjusting the barrel nut

(E) and lock nuts (F).

4.

Once you achieve the proper free play of 0.010

”

-0.030

”

(.25-.80mm), tighten the lock nuts.

3.18

NOTE: Never use the in-line adjuster to adjust engine idle speed and never adjust the cable so that the throttle plate cam on the throttle body no longer rests against the idle air gap screw.

Turning the in-line adjuster inwards (clockwise) will increase throttle lever free-play.

Turning the in-line adjuster outwards (counter-clockwise) will decrease throttle lever free-play.

MAINTENANCE

After setting the throttle lever free play, always verify the oil pump adjustment is set correctly.

Oil Pump Adjustment

NOTE: Use a mirror to accurately view the alignment marks.

1.

On some engines the oil pump is located under the intake boots and you may have to remove the air box and may need to unplug the CDI box and coils.

2.

Verify carburetor/throttle body synchronization.

3.

Loosen the carburetor boot adapters and carefully move them so that you can see and adjust the oil pump cable.

5.

If they are not aligned, make the necessary adjustments by adjusting the oil pump cable. In small increments, loosen the lock nut that is closest to the oil pump (A). and move the mark that is on the oil pump arm by tightening or loosening the adjustment nut (B) as needed to get the line to the desired position.

600 IQ HO

A

B

3

C

4.

Verify that the oil pump alignment marks are aligned at the point where the throttle slides begin to rise from their fullyclosed positions.

6.

Lock the lock nut (A).

7.

Verify that the oil pump marks line up (C) as outlined in step 4.

8.

Re-install carburetors, air box and plug in the CDI and coils if they were taken off in step 1.

9.

Check idle to specification and adjust if needed.

3.19

MAINTENANCE

Track Alignment

A

B

C

D

E

F

NOTE: Track alignment affects track tension.

Misalignment of the track will cause excessive wear to the track, rail slides, and rail.

NOTE: Excessive rail slide wear occurs due to

running in inadequate snow conditions.

Periodically check that the track is centered and running evenly on the slide rails. Misalignment will cause excessive wear to the track and slide rails.

1.

Safely lift and support the rear of the snowmobile off the ground.

2.

Rotate the track by hand to check for any possible damage.

3.

Inspect the track rods (A) carefully and examine the track along the entire length of each rod, bending the track edge and inspecting it for breakage. If any rod damage is found, the track should be replaced.

4.

Warm up the track by starting the engine and apply a small amount of throttle so the track runs slowly at least five complete revolutions.

5.

Stop the engine and turn the ignition off.

6.

Inspect track alignment by carefully looking through the track window (B) to make sure the rails (C) are evenly spaced on each side.

7.

If the track runs to the left, loosen the left locknut and tighten the left adjusting bolt (D). If the track runs to the right, loosen the right locknut and tighten the right adjusting bolt. It may be necessary to check this with the engine rotating the track. Be sure to SHUT THE MACHINE OFF before making any further adjustments.

8.

Loosen up the rear idler shaft (F).

9.

After any adjustments are complete, be sure to torque the locknuts (E) to 35 ft-lb (48 N-m).

=

T

Adjuster Lock Nuts: 35 ft-lb (48 N-m)

10. Torque both idler shaft bolts (F) to 35 ft-lb (48 N-m).

=

T

Idler Shaft Bolt: 35 ft-lb (48 N-m)

WARNING

Broken track rods can cause a rotating track to come off the machine. Never operate or rotate a damaged track under power with a broken rod. Serious injury or death may occur.

WARNING

When performing the following checks and adjustments, stay clear of all moving parts to avoid personal injury. Never make any adjustments with the engine running, as serious personal injury can result.

3.20

MAINTENANCE

Track Tension

Misalignment will cause excessive wear to the track and slide rails. Excessive slide wear will appear on units with the track tension set too tight (or below measurement specification).

A

C

B

F

E

D o

TRACK

16”(41cm)

Track tension is critical for maintaining correct suspension operation. If the track tension is too loose it may cause the track to slip or “ratchet” on the drive shaft drivers and cause the track and rear suspension durability problems. If the track is too tight it will wear down the rail slides, reduce top speeds, cause rear suspension vibration and cause track and rear suspension durability problems.

1.

Lift the rear of the machine and place a jack stand or secure the rear of the machine so that the track is off of the ground.

2.

Start the engine and slowly let the engine turn the track over. This will warm up the track for a correct measurement.

3.

Shut off the engine.

4.

Place a 10 lb. (4.54kg) weight at point (A). Point (A) is 16

”

(41cm) ahead of the rear idler shaft (E).

5.

Measure the distance (D) between the rail slider and the track. This measurement should fall with in the measurement range for the appropriate vehicle, see chart o this page.

6.

If adjustment is needed, loosen up the lock nuts (B) on each side.

7.

Loosen up the idler shaft bolts (F).

8.

Turn each adjuster bolt (C) toward the idler wheel

(clockwise) if you need less of a measurement. Turn the adjuster bolt (C) toward the front of the sled

(counterclockwise) if you need a greater measurement.

9.

When you achieve the correct tension listed below, torque the lock nuts (B) and idler shaft bolts on each side to 35 ftlb (48 N-m).

B

SUSPENSION

IQ 121, IQ Touring, IQ LX

RMK, Switchback, 340 LX,

500 XCSP, 550 LX,

SuperSport, Trail RMK

Wide Track LX

340 Touring, Trail Touring

Rear Engine Torque Stop Adjustment

TORQUE STOP

After aligning clutches, adjust the rear torque stop (A) by loosening the lock nut and rotating the stop so that the clearance is 0.010

”

— 0.030

”

(0.25 — 0.75mm) from the whole surface of the torque stop.

If replacing a new torque stop, adjust the torque stop so that the tip (B) is touching the engine case.

=

T

MEASUREMENT

7/8″ — 1 1/8″

(2.2-2.9cm)

3/8″ — 1/2″

(1-1.3cm)

3/4″ «- 1»

(1.9-2.5cm)

1 1/8″ — 1 3/8″

(2.9-3.5cm)

A

Torque Stop Jam Nut: 15-17 ft-lb. (21-24 N-m)

3

3.21

MAINTENANCE

Engine Isolator Limiter Setting

Adjust the front engine isolator limiter so that the stop (D) is bottomed out on the brace (E).

Hold the engine isolator limiter (D) and torque the jam nut (F) to specification.

NOTE: Do not adjust this engine isolator limiter as a torque stop or damage may occur. The approximate distance from the face of the isolator to the face of the engine strap is 0.107″ (2.72mm).

F

E

Water Sediment Trap

WARNING

When draining the traps, fuel spillage will occur. Be sure to work in a well ventilated area away from anything which may cause the fuel to ignite such as an open flame, heaters, trouble lights or cigarettes.

Most Polaris snowmobiles incorporate a patented carburetor bowl water / sediment traps located at the bottom of each carburetor. The trap consists of a hose with a plug which should be inspected for contamination every 1000 miles (1600 km).

A

B

D

Isolator Limiter touching base

=

T

Jam Nut: 15-17 ft-lb. (21-24 N-m)

CLEANING

Air Filter

A

AIR FILTER CLEANING

A

A

The intake foam filter (A) limits snow ingestion into the intake system. When operating in loose powder, check the top of the foam filter periodically to remove any accumulation of snow.

NOTE: Do not operate a machine with the intake filters removed. This may cause carburetor icing resulting poor fuel economy or engine damage.

1.

Turn the fuel tank supply valve to the “OFF” position.

2.

Position a container or shop towels under the work area to help catch some of the contaminated gasoline.

3.

Slide the clamp (A) away from the drain plug (B) and remove it from the sediment tube and drain the contaminated material from the bowl. Repeat for each carburetor.

4.

Wipe off the residue from the plug and reinstall the clamps.

Nosepan Care

If your nosepan becomes dirty with soot, you can use Polaris

Carbon Clean (PN 2872890) to remove the soot.

STORAGE

Chassis And Hood

Proper storage starts by cleaning, washing and waxing the hood, chassis, upholstery and plastic parts. Clean and touch up with paint any rusted or bare metal surfaces. Ensure that all corrosive salt and acids are removed from surfaces before beginning preservation with waxes and rust inhibitors (grease, oil, or paint).

If the machine is equipped with a battery, disconnect the battery cables and clean the cables and battery posts. Fill battery to proper level with distilled water and charge to full capacity.

Remove and store the battery in a cool dry place.

3.22

MAINTENANCE

The machine should be stored in a dry garage or shed out of the sunlight and covered with a fabric snowmobile cover. Do not use plastic to cover the machine; moisture will be trapped inside causing rust and corrosion problems.

Clutch And Drive System

Remove drive belt and store in a cool dry location. Lubricate sheave faces and ramps of drive and driven clutches with light oil or rust inhibitor. All lubrication applied as a rust preventative measure must be cleaned off before installing belt for service and operating machine.

Controls And Linkage

All bushings, spindle shafts and tie rod ends should be coated with a light coat of oil or grease. Throttle controls and cables should be lubricated. Force a small amount of lubricant down cables.

Electrical Connections

Separate electrical connector blocks and clean corrosive buildup from connectors. Lubricate or pack connector blocks with

Nyogel™ grease and reconnect. Replace worn or frayed electrical wire and connectors.

Carburetor/Throttle Body

Fog engine with Polaris Fogging Oil (aerosol type) according to directions on can.

Fuel System

Treat the fuel system with Polaris Carbon Clean. If Polaris

Carbon Clean is not used, fuel tank, fuel lines, and carburetor should be completely drained of gasoline.

Corrosion

To prevent corrosion, always grease jackshaft and drive shaft

(clutch side) bearings with Polaris Premium all season grease.

Loosen driven clutch retaining bolt and pull clutch outward to expose bearing. Use a point type grease gun fitting to inject grease through hole in flangette into bearing until grease purges out inside or outside bearing seal. Push clutch back on shaft and replace clutch retaining bolt. Inject grease into fitting on speedometer drive adaptor until grease purges out inside or outside the bearing seal. Lubricate both front ski pivots at bushings and spindles.

Shocks

Use T-9 Metal Protectant (or equivalent) on shock absorber shafts to help prevent corrosion.

Battery

Disconnect and remove the battery. Clean the terminals and cables. Apply dielectric grease to the terminals. Store in a cool dry place for storage.

3

3.23

MAINTENANCE

REPLACEMENT

Headlight Bulb Replacement

NOTE: Do not touch the bulb with your fingers. The grease from body oil will cause a hot spot on the bulb and cause bulb failure. If you do touch the bulb clean the bulb with isopropyl alcohol.

4.

Lift spring carefully around the wire harness and flip it to the outside of the housing.

5.

Grasp the bulb (4) by the metal base and carefully separate the bulb from the harness.

6.

Instal new bulb by the base and reverse the process for installation.

5

Edge Headlight Bulb Replacement

6

7

SLIDE

PUSH

1.

Push in on the “PUSH” section of the plenum.

2.

Slide the access panel down to gain access to the bulb.

3.

Squeeze and move the bulb clip up.

4.

Replace the bulb, clip and access panel.

1

2

4

3

IQ Snow Beam Bulb Replacement

1.

Twist the light base (5) counterclockwise and pull it out from the housing.

2.

Remove the rubber boot (6).

3.

Remove the bulb (7) by pulling it straight out from the housing.

4.

Replace bulb with new and reverse the process for installation.

IQ Headlight Bulb Replacement

1.

Unplug the headlight harness (1) form the bulb.

2.

Remove the rubber boot (2) from the housing.

3.

Pinch the ends of the spring (3) together and lift it until it releases from the spring retainer.

3.24

Coolant Draining

WARNING

Wait until the engine is cool before removing the pressure cap. Removing the cap while engine is hot and the coolant is under pressure may cause serious scalding.

One method of draining coolant from an engine is to use low air pressure to aid the extraction of coolant.

1.

Remove pressure cap.

2.

Siphon as much coolant as you can from the coolant bottle and coolant lines.

3.

Remove the top hose from the thermostat and insert it into an empty container.

4.

Apply 3-5 psi of air pressure to the thermostat cover until no more coolant can come out of the thermostat hose that you inserted into the container.

NOTE: This will only get the majority of the coolant out. Some may remain in the system.

MAINTENANCE

3

3.25

MAINTENANCE

NOTES

3.26

FUEL DELIVERY

CHAPTER 4

FUEL DELIVERY

WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3

SERVICE PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3

FUEL DELIVERY SYSTEM (CARBURETED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4

CARBURETED SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4

FUEL PUMP (CARBURETED UNITS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4

FUEL PUMP OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4

MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5

MIKUNI JET NEEDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5

OVERVIEW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5

MIKUNI TM 38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6

CARBURETOR OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6

MIKUNI CARBURETOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.7

FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.7

FLOAT SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.8

FUEL METERING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.8

FUEL DELIVERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.8

PILOT JET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.8

FUEL SCREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.9

MAIN JET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.9

JETTING GUIDELINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.9

PISTON VALVE OR THROTTLE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.9

JET NEEDLE / NEEDLE JET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10

JET NEEDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10

NEEDLE JET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10

THROTTLE OPENING VS. FUEL FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.11

MIKUNI TM38 FLAT SLIDE SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.12

DISASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.12

ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.14

CARBURETOR SYNCRONIZATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.14

THROTTLE VALVE SYNCHRONIZATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.14

CARBURETOR COMPONENT PART NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.15

MIKUNI PILOT JETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.15

MIKUNI MAIN JETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.15

MIKUNI JET NEEDLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.15

MIKUNI STARTER JETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.16

MIKUNI (SHORT) PILOT AIR JETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.16

MIKUNI (LONG) PILOT AIR JETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.16

MIKUNI PISTON VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.16

MIKUNI (NOTCHED) PISTON VALVES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.16

CLEANFIRE INJECTION (CFI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.17

INJECTOR REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.17

600/700 CFI INJECTOR REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.17

600/700 CFI FUEL RAIL/INJECTOR(S) REMOVAL/INSTALLATION . . . . . . . . . . . . . . 4.17

CLEANFIRE SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.19

FUEL PUMP (700) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.19

FUEL LEVEL INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.19

2007 FUEL SUPPLY / RETURN FITTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.20

FUEL RAIL BLEEDING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.20

600 CFI FUEL TANK / FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.21

600 CFI PUMP / SENDER SPECIFICATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.21

4

4.1

FUEL DELIVERY

600 CFI FUEL PUMP REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.21

FUEL TANK PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.22

THROTTLE BODY REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.22

FUEL FILTER REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.23

FUEL FILTER INSTALLATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.23

4.2

FUEL DELIVERY

WARNINGS

When servicing the carburetor or fuel system, it is important to heed the following warnings.

WARNING

Always stop the engine and refuel outdoors or in a well ventilated area

WARNING

Do not smoke or allow open flames or sparks in or near the area where refueling is performed or where gasoline is stored or used.

WARNING

Do not overfill the tank. Do not fill the tank neck.

WARNING

If you get gasoline in your eyes or if you swallow gasoline, see your doctor immediately.

WARNING

If you spill gasoline on your skin or clothing, immediately wash it off with soap and water and change clothing.

WARNING

Never start the engine or let it run in an enclosed area.

Gasoline powered engine exhaust fumes are poisonous and can cause loss of consciousness and death in a short time.

GENERAL INFORMATION

Service Precautions

In order to perform service work efficiently and to prevent costly errors, the technician should read the text in this manual, thoroughly familiarizing him/herself with procedures before beginning. Photographs and illustrations have been included with the text as an aid. Notes, cautions and warnings have also been included for clarification of text and safety concerns.

However, a knowledge of mechanical theory, tool use and shop procedures is necessary to perform the service work safely and satisfactorily. Use only genuine Polaris service parts.

Cleanliness of parts and tools as well as the work area is of primary importance. Dirt and foreign matter will act as an abrasive and cause damage to precision parts. Clean the snowmobile before beginning service. Clean new parts before installing.

Watch for sharp edges which can cause personal injury, particularly in the area of the tunnel. Protect hands with gloves when working with sharp components.

If difficulty is encountered in removing or installing a component, look to see if a cause for the difficulty can be found.

If it is necessary to tap the part into place, use a soft face hammer and tap lightly.

Some of the fasteners in the snowmobile were installed with locking agents. Use of impact drivers or wrenches will help avoid damage to fasteners.

Always follow torque specifications as outlined throughout this manual. Incorrect torquing may lead to serious machine damage or, as in the case of steering components, can result in injury or death for the rider(s).

If a torquing sequence is indicated for nuts, bolts or screws, start all fasteners in their holes and hand tighten. Then, following the method and sequence indicated in this manual. Tighten evenly to the specified torque value. When removing nuts, bolts or screws from a part with several fasteners, loosen them all about

1/4 turn before removing them.

If the condition of any gasket or O-Ring is in question, replace it with a new one. Be sure the mating surfaces around the gasket are clean and smooth in order to avoid leaks.

Some procedures will require removal of retaining rings or clips. Because removal weakens and deforms these parts, they should always be replaced with new parts. When installing new retaining rings and clips use care not to expand or compress them beyond what is required for installation.

Because removal damages seals, replace any oil or grease seals removed with new parts.

Polaris recommends the use of Polaris lubricants and greases, which have been specially formulated for the top performance and best protection of our machines. In some applications, such

4

4.3

FUEL DELIVERY

as the engine, warranty coverage may become void if other brands are substituted.

Grease should be cleaned from parts and fresh grease applied before reassembly of components. Deteriorating grease loses lubricity and may contain abrasive foreign matter.

Whenever removing or reinstalling batteries, care should be taken to avoid the possibility of explosion resulting in serious burns. Always disconnect the negative (black) cable first and reconnect it last. Battery electrolyte contains sulfuric acid and is poisonous! Serious burns can result from contact with the skin, eyes or clothing.

ANTIDOTE

: External — Flush with water. Internal — Drink large quantities or water or milk. Follow with milk of magnesia, beaten egg, or vegetable oil. Call physician immediately. Eyes — Flush with water for 15 minutes and get prompt medical attention.

FUEL DELIVERY SYSTEM

(CARBURETED)

Carbureted System Overview

The carbureted fuel system contains many components which directly affect fuel mixture and performance. When performing diagnosis or carburetor maintenance, the entire fuel delivery system should be inspected.

Fuel filters should be replaced at least once per season. More often if contamination is suspected.

Fuel lines should be replaced every other season. More often if they become brittle or swollen. Fittings should be inspected for cracks or leaks. Do not use pliers or other tools that may damage fuel lines when installing or removing fuel lines.

Test run and check the fuel system for leaks any time parts are replaced. Verify that all lines are routed correctly and away from any moving parts.

NOTE: Some models use fuel filters that are located inside the fuel tank. To inspect/replace filter, remove fuel cap and use a long clean wire, bend one end into a hook shape. Pull the fuel line that is in the tank up through the filler hole. Inspect filter on end of fuel pick up line. Replace if worn or clogged.

Red fuel line is the exterior line for outside the tank. The violet line is the interior line for inside the fuel tank. They cannot be interchanged! The violet line used inside the tank will fade and turn clear after a relatively short time. This does not affect the function or durability of the line.

When replacing fuel line, be sure to use the correct color line for inside or outside the fuel tank. Also, be very careful not to bend fuel line to a point of kinking it. If it becomes kinked, it must be replaced. Always inspect fuel lines when replacing, or if carbs, carburetor racks, or fuel pumps are removed from chassis.

FUEL PUMP (CARBURETED UNITS)

Fuel Pump Overview

The differences are in the size and location of the pumps. Pumps may be mounted to the engine, air/oil box or to the chassis.

In the two cycle engine, the pressure in the crankcase changes with the up and down stroke of the piston. The amplitudes of pressure vary according to the RPM and degree of throttle opening. Whether idling or at full throttle, the pressure built up in the crankcase has enough amplitude to operate the pump.

When the piston is on the upstroke, crankcase pressure in that cylinder becomes less positive. The diaphragm in the fuel pump moves toward the engine, causing a negative pressure or suction in the pump chamber. This causes the inlet valve from the fuel supply to open and permits fuel to enter the chamber. This same suction causes the outlet valve (to the carburetor) to close so that fuel cannot return to the carburetor. (340/550 style shown)

When the piston begins its downward stroke, the pressure from the crankcase becomes positive, causing the fuel pump diaphragm to move in the opposite direction and reversing the pressure in the fuel pump chamber. This causes the inlet valve in the pump to close and the outlet valve to open, filling the float bowl in the carburetor. When the float level in the carburetor reaches its standard level, the needle valve will close, preventing more fuel from entering the carburetor, even though the fuel pump continues to try to provide the carburetor with fuel.

4.4

FUEL DELIVERY

9DH01-57 Maintenance

The impulse operated diaphragm fuel pump does not require any specific scheduled maintenance. However, the following procedures should be observed:

• Operation

The pump may be checked for operation by removing the fuel supply line from the carburetor and placing it into a container.

With the engine idling at approximately 2000 RPM, a steady flow of fuel should be visible.

• Cleaning

The pump and impulse line must be disassembled and cleaned of foreign material in the event of piston or other internal engine part failures which produce fragments.

• Inspection

Disconnect impulse line from pump. Connect a Mity Vac to impulse fitting (or line) and apply 4-6 PSI pressure. Diaphragm should hold pressure indefinitely.

The diaphragms and check valves must be carefully examined for cracks, holes, or other damage. If in doubt as to the condition of any internal parts, replace all diaphragms, check valves, and gaskets.

MIKUNI JET NEEDLE

Overview

This needle (example) is a 9DH01-57. The first number is the approximate overall length in 10mm increments of the jet needle. The 9 indicates the needle is approximately 90mm but less that 100mm in length.

The letters on the jet needle indicate the angle of both tapers. The first letter designates the taper angle of the top section (closest to the grooves) and the second letter designates the angle of the bottom taper. The taper angles are graduated in 15′ (15 minute) increments. The jet needle marked 9DH01-57 would have a top taper of 1

_

0′ and a bottom taper of 2

_

0′.

The number following the letters on the jet needle is the serial number and it varies with individual jet needles.

The last number, 57 indicates that the outside diameter is

2.57mm. The smaller the O.D., the richer the mixture.

DESIGNATOR

9

D

H

01

-57

DESCRIPTION

Overall length in 10mm increments

Taper of the

top

section of the needle taper of the

bottom

section of the needle

Serial number

Outside diameter (O.D.) of the straight portion

4

4.5

FUEL DELIVERY

MIKUNI TM 38

Carburetor Overview

The advantages of the TM flatslide system include improved throttle response and a significant reduction in throttle effort due to rack style carbs and the use of cable cam. The following are the main components of TM carburetors and the functions of each components.

Pilot Air Jet

(A): The pilot air jet controls the amount of air entering the engine in the idle circuit. The pilot air jet size is imprinted on it. Bigger pilot air jets allow more air to enter, leaning the idle mixture. If engine loads up at idle, first try turning fuel screw in. If not correct, try larger pilot air jet.

Starter Jet

(B): The starter jet’s function is to meter fuel entering the engine when choked. Larger numbered starter jets pass more fuel, therefore more fuel will enter the system when jetting to a larger size. Like the pilot air jet, the jet size is imprinted.

Jet Needle

(C): The jet needle performs the same functions as on Mikuni VM carburetors. However, the needles in the TM-38 carburetors are longer and are not interchangeable with VM needles. To raise or lower the needle, remove the top cap (D) and loosen the 2.5mm Allen screw holding the needle in place.

Reach inside with a long nose pliers and pull the needle out. The

C-clip can then be adjusted for the desired effect.

Needle Jet

(D): The needle jet is press fit into carbs and is not replaceable.

Piston Valve or Throttle Valve

): The throttle valve controls the rate of engine air intake by moving up and down inside the main bore. At small throttle openings, air flow control is performed chiefly by the cutaway. By controlling air flow the negative pressure over the needle valve is regulated, in turn varying the fuel flow

Main Jet and Pilot Jet

(F): The main jets (hex) and pilot jets

(air bleed type) are identical in style and function as the Mikuni

VM carbs. There is a washer on a main jet that is staked and should not come out. The part numbers for main jets and pilot jets are the same as Mikuni VM round slide carburetors.

Fuel Screw

(G): The fuel screw controls the low speed air/fuel mixture at idle. Turning the fuel screw out makes the mixture richer and can be adjusted up to three turns out.

4.6

FUEL DELIVERY

Float/Needle & Seat Assembly

(H): The float/needle & seat are sold as an assembly and cannot be replaced as individual components. The float level is pre-set in the molding and cannot be adjusted.

MIKUNI CARBURETOR

WARNING

DO NOT pressurize the fuel system by forcing compressed air through the fuel tank. Forcing air through the needle and seat will cause damage and the float/needle & seat assembly will have to be replaced.

Carburetor Synchronization

: Remove the top caps on all carburetors. In the body of the carburetors, there is a Phillips head set screw (I) that connects the slide lever to the throttle lever shaft. The carburetor with the fixed set screw is the base carburetor (middle carburetor on triples, PTO carburetor on twins) and the remaining carbs are synchronized to it.

Carburetor synchronization is measured at wide open throttle.

Open the throttle to wide open. The bottom of the slide should be flush with the top of the throttle bore. If it is not flush, locate the wide open throttle stop screw (J) and turn it until the base carburetor is set flush. Loosen the Phillips head set screw in the remaining carburetor(s). Turn the adjusting nut (K) that surrounds the set screw until the throttle slide is set the same as the base carburetor. Tighten all set screws and replace the top caps making sure gaskets are properly positioned.

Function

The function of a carburetor is to produce a combustible air/fuel mixture by breaking fuel into tiny particles in the form of vapor, to mix the fuel with air in a proper ratio, and to deliver the mixture to the engine. A proper ratio means an ideal air/fuel mixture which can burn without leaving an excess of fuel or air.

Whether the proper mixture ratio is maintained or not is the key to efficient engine operation.

The engine of a vehicle is operated under a wide range of conditions, from idling with the throttle valve remaining almost closed, to full load or 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, or pilot system, and a main fuel system are provided in

Mikuni type carburetors. The Mikuni carburetor has varying operations depending upon varying driving conditions. It is constructed of a float system, pilot system, main system, and starter system or initial starting device.

4

4.7

FUEL DELIVERY

Float System

The float system is designed to maintain a constant height of gasoline during operation. When the fuel flowing from the fuel pump into the float chamber through the needle valve reaches the constant fuel level, the floats rise. When the buoyancy of the float and the fuel pressure of the fuel pump balance, the needle valve sticks fast to the needle seat, preventing further delivery of gasoline, thereby holding the standard level of gasoline.

The fuel level in the bowl assists in controlling the amount of fuel in the fuel mixture. Too high a level allows more fuel than necessary to leave the nozzle, enriching the mixture. Too low a level results in a leaner mixture, since not enough fuel leaves the nozzle. Therefore, the predetermined fuel level should not be changed arbitrarily.

Fuel Metering

FUEL METERING

Mikuni carburetors use a starter enricher system rather than a choke. In this type of carburetor, 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 in 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 through the fuel discharge nozzle in the optimum air/fuel ratio. The starter is opened and closed by means of the starter plunger. The starter type carburetor is constructed to utilize the negative pressure of the inlet pipe, so it is important that the throttle valve is closed when starting the engine

Fuel Delivery

The pilot system’s main function is to meter fuel at idle and low speed driving. Though its main function is to supply fuel at low speed, it does feed fuel continuously throughout the entire operating range.

Fuel for the pilot jet is drawn from the float bowl, mixed with air jet, and delivered to the engine through the pilot outlet.

The mixture is regulated to some degree by adjusting the fuel screw.

The main system is designed to deliver fuel between low speed and high speed operation. This system is made up of the jet needle, needle jet, and main jet. The main system begins to take effect as soon as there is enough air flow into the carburetor venturi to draw fuel up through the main jet and needle jet assembly. This system works in conjunction with the needle jet system.

During low speed driving, there is very little clearance between the jet needle and the needle jet; therefore, very little fuel from the main jet can pass between the jet needle and the needle jet.

As the throttle valve opening is increased, the tapered jet needle is raised farther out of the needle jet, allowing greater fuel flow.

Under full throttle opening, the cross sectioned area of clearance between the jet needle and the needle jet becomes greater than the cross sectioned area of the main jet. Thus the main jet is now controlling the amount of fuel flow.

Pilot Jet

From idling to low speeds, the fuel supply is metered by the pilot jet. There are several air bleed openings in the sides of the pilot jet which reduce the fuel to mist. The number stamped on the jet is an indication of the amount of fuel in cc’s which passes through the jet during a one minute interval under a given set of conditions.

4.8

FUEL DELIVERY

Fuel Screw

The fuel screw controls the fuel mixture from idle to low speeds.

The tapered tip of the fuel screw projects into the passage leading to the by pass out let. By turning the screw in or out, the cross sectional area of the air passage is varied, in turn varying the fuel screw varies the amount of air/fuel.

Main Jet

When the throttle opening becomes greater and the area between the needle jet and jet needle increases, fuel flow is metered by the main jet. The number on the jet indicates the amount of fuel which will pass through it in one minute under controlled conditions. Larger numbers give a greater flow, resulting in a richer mixture. Main jets are screwed directly into the needle jet base.

Jetting Guidelines

Changes in altitude and temperature affect air density, which is essentially the amount of oxygen available for combustion. In low elevations and cold temperatures, the air has more oxygen.

In higher elevations and higher temperatures, the air is less dense.

Verify the production setting for your specific model. All carburetors must be re-calibrated if operated outside the production temperature and/or altitude range. The main jet installed in production is not correct for all altitudes and/or temperatures. Refer to the jetting cart in the Specifications

Chapter of this manual for correct jetting for altitude/ temperature ranges.

NOTE: It is the owner’s responsibility to ensure that the correct jets are installed in the machine for a geographical area. Be very careful when jetting down in warm weather. As the weather turns colder it will be necessary to re-jet upward to prevent engine damage. When selecting the proper main jet always use the lowest elevation and temperature that is likely to be encountered.

CAUTION

A Main Jet that is too small will cause a lean operation condition and may cause serious engine damage. Jet the carburetors carefully for elevation and temperature according to the jetting charts in the, Specifications

Chapter of this manual or the models Owner’s Manual

Supplements.

Piston Valve Or Throttle Valve

intake side

The throttle valve controls the rate of engine air intake by moving up and down inside the main bore. At small throttle openings, air flow control is performed chiefly by the cutaway.

By controlling air flow the negative pressure over the needle valve is regulated, in turn varying the fuel flow.

The throttle valves are numbered 1.0, 1.5, 2.0, etc., according to the size of the cutaway in millimeters. The higher the number, the leaner the gasoline/air mixture.

4

4.9

FUEL DELIVERY

Jet Needle / Needle Jet

The jet needle and needle jet have the most effect between 3/8 and 3/4 throttle opening. Some mixture adjustment can be accomplished by changing the location of the “E” clip on the needle. Moving the clip down raises the needle in the jet passage and enriches the mixture. Moving the clip up lowers the needle in the jet passage and leans the mixture. Letter and number codes are stamped into the needle and the jet indicating sizes and tapers (taper of needles only) of each.

Jet Needle

The jet needle tapers off at one end and the clearance between the jet needle and the needle jet increases as the throttle valve opening gets wider. The air/fuel mixture ratio is controlled by the height of the “E” ring inserted into one of the five slots provided in the head of the jet needle.

Needle Jet

The needle jet works in conjunction with the jet needle.

4.10

Throttle Opening Vs. Fuel Flow

FUEL DELIVERY

VM only

4

4.11

FUEL DELIVERY

MIKUNI TM38 FLAT SLIDE SERVICE

Disassembly

CAUTION

W

EAR EYE PROTECTION WHEN USING COMPRESSED AIR OR

WHEN USING CLEANING SOLVENTS

. R

EVIEW ALL FUEL

SYSTEM WARNINGS LOCATED AT THE BEGINNING OF THIS

CHAPTER BEFORE PROCEEDING

.

1.

Remove the carburetor from the engine before disassembling. Clean the outside of the carburetor thoroughly with solvent. Do not use compressed air to dry at this time. The float chamber could become pressurized resulting in damage to the floats or inlet needle and seat.

2.

Remove all top cap screws (1), top cap (2) and gasket (3).

NOTE: Keep track of the plastic washer (9), and place it so it is on the top of the throttle valve when installing the needle and e-ring back into the carburetor.

4.

Inspect the needle (7), e-clip (8), and plastic washer (9) for wear.

8

9

7

2

1

3

3.

Locate the arm screw (4) and loosen it just enough to move the arm (5) out of the way so that you can remove the needle

(6) e-clip and the plastic washer from the throttle slide.

4

5

5.

Remove the four screws (10) on the funnel face.

6.

Turn throttle shaft so the throttle slide (11) slides open all the way.

7.

With slide fully open, pull funnel (12) out from the bottom first. Inspect the gasket (13).

8.

Check for wear on the faces of the slides.

10

13

11

12

6

4.12

FUEL DELIVERY

9.

Inspect e-rings, plate, spring, and rings (14) connecting the slide to the lever if needed.

13. Inspect the contents for wear and debris.

18

19

14

10. Remove water trap/drain plug (15) and single screw (16) on the bottom of the carburetor.

11. Remove and drain the float bowl (17).

NOTE: Float bowl will not come off unless the water trap/drain plug and screw are removed.

14. Remove and inspect the main jet (20), pilot jet (21), and starter jet (22). Clean them out.

15. Remove the air jet screw if so equipped.

4

22

21

17

20

16

15

12. Remove the two screws (18) holding the float/needle and seat assembly (19) in position and remove this assembly.

16. Clean out all passages in carburetor body with carburetor cleaner. Dry all passages and jets with compressed air.

17. Replace gaskets and any parts that show wear or damage.

18. Repeat steps 1-18 for disassembly for the other carburetor if needed.

4.13

FUEL DELIVERY

Assembly

1.

Install the main jet (20), pilot jet (21), and starter jet (22).

2.

Install float/needle & seat assembly (19).

3.

Place carburetor in an inverted position.

4.

Connect a pressure tester (PN 2870975) to fuel inlet fitting.

Apply 5 psi pressure and observe for one minute. The needle and seat should hold pressure indefinitely. If the pressure drops, carefully inspect the needle and the needle seat. The needle can be replaced (needle comes with float and seat).

CARBURETOR SYNCRONIZATION

Throttle Valve Synchronization

Mikuni TM style carburetors are synchronized at wide open throttle without the engine running. The MAG side carburetor is the adjusting carburetor, the PTO side carburetor has a non adjustable set screw on the throttle shaft. The PTO carburetor is considered the base carburetor. All adjustments are made to the

MAG carburetor

1.

Remove the air box.

2.

Remove the carburetor tops.

3.

Hold the throttle wide open with the bell crank on the carburetor.

4.

The bottom of the throttle valve should be flush with the top of the carburetor intake area.

5.

If they are not flush, hold the PTO carburetor flush with the top of the intake area of the carburetor.

6.

Turn the throttle slide synchronization screw until both of the throttle slides are flush with the top of the intake area of the carburetor.

5.

Carefully inspect float bowl gasket and replace if necessary.

6.

Install float bowl (16) on carburetor with water trap/drain plug (15) and single screw (16) on the bottom of the carburetor.

7.

If throttle slide was removed, install throttle slide (11) so that the wider face is facing the engine side of the carburetor.

8.

Install the funnel gasket (13) and funnel (12) onto the carburetor. You will have to lift the throttle slide up and place the smaller face into the funnel area.

9.

Install funnel screws (10).

10. Install the e-clip (8) in the desired position on the jet needle

(7).

11. Slide the plastic washer (9) on the jet needle so that it is positioned to rest on top of the throttle valve when assembled.

12. Install carburetors on engine.

13. Synchronize the carburetors. See “Throttle Valve

Synchronization” in this chapter.

14. Replace top cap gaskets (3), cover (2) and screws (1).

15. Check throttle lever free play. See “THROTTLE LEVER

FREE PLAY” on page 3.24.

Throttle slide sync screw

7.

Once the PTO carburetor slide is flush, loosen the Phillips head screw, located under the top cover on the MAG carburetor.

4.14

FUEL DELIVERY

8.

While holding the PTO carburetor slide flush to the top of the carburetor, rotate the synchronization nut clockwise to raise the slide and counterclockwise to lower the slide.

Mikuni Main Jets

Lock Screw

Sync Nut

9.

Adjust the synchronization nut until it is even with the PTO slide.

10. Once this is flush, lock the locking screw.

11. Replace the tops of the carburetor.

12. Install carburetor back onto the sled.

13. Install all cables.

14. Install all vent lines, and fuel lines.

15. Check throttle free play.see “THROTTLE LEVER FREE

PLAY” on page 3.24.

CARBURETOR COMPONENT PART

NUMBERS

Mikuni Pilot Jets

PILOT JET NUMBER

45

50

55

60

25

30

35

40

PART NUMBER

3130064

3130065

3130066

3130067

3130068

3130629

3130070

3130071

3130110

3130111

3130112

3130113

3130114

3130115

3130116

3130117

3130102

3130103

3130104

3130105

3130106

3130107

3130108

3130109

155

160

165

170

135

140

145

150

115

120

125

130

95

100

105

110

Mikuni Jet Needles

270

280

290

300

230

240

250

260

195

200

210

220

175

180

185

190

3130126

3130127

3130637

3130129

3130130

3130131

3130132

3130133

3130118

3130119

3130120

3130121

3130122

3130123

3130124

3130125

430

440

450

460

390

400

410

420

350

360

370

380

310

320

330

340

3130134 470 3130147

3130135 490 3130148

3130136 500 3130149

3130137 510 N 3131400

3130138 520 N 3131401

3130139 530 N 3131402

3130290 540 N 3131408

3130140 550 N 3131409

3130480 560 N 3131410

3130141

3130599

3130142

3130143

3130144

3130145

3130146

JET NEEDLE

J8-9FH04-57

J8-9EH01-57

J8-9DH01-54

J8-8BEY01

J8-9DFH06-57

J8-9EFH01-60

J8-9DFH07-60

J8-9DFH10-57

J8-9DGI01-60

J8-9DGJ02-57

J8-9EFY02-61

PART NUMBER

3130794

3130795

3130796

3131250

3131253

3131207

3131268

3131313

3131377

3131378

3131202

4

4.15

FUEL DELIVERY

Mikuni Starter Jets

STARTER JET

130

135

140

145

150

155

160

Mikuni (Short) Pilot Air Jets

PART NUMBER

3130805

3130767

3130768

3130769

3130770

3130771

3130772

1.7

1.8

1.9

2.0

1.3

1.4

1.5

1.6

0.9

1.0

1.1

1.2

0.5

0.6

0.7

0.8

AIR JET PART NUMBER

3130773

3130774

3130775

3130776

3130777

3130778

3130799

3130780

3130781

3130782

3130783

3130784

3130785

3130786

3130787

3130788

Mikuni (Long) Pilot Air Jets

AIR JET

1.7

1.8

1.9

2.0

1.3

1.4

1.5

1.6

0.9

1.0

1.1

1.2

0.5

0.6

0.7

0.8

Mikuni Piston Valves

PISTON VALVE

1.5

2.0

2.5

3.0

3.5

4.0

Mikuni (Notched) Piston Valves

PART NUMBER

3130940

3131252

3130790

3130791

3130792

3130793

PISTON VALVE

1.5

2.0

2.5

3.0

3.5

4.0

PART NUMBER

3131216

3131206

3131217

3131218

3131219

3131220

PART NUMBER

3131260

3131261

3131262

3131263

3131264

3131265

3131266

3131267

3131255

3131249

3131256

3131254

3131203

3131257

3131258

3131259

4.16

FUEL DELIVERY

CLEANFIRE INJECTION (CFI)

Injector Replacement

The Cleanfire system utilizes 3 different color injectors. If you are replacing an injector you must replace it with the same color injector you remove.

The color is indicated in three ways, 1) it will be on the short wire harness that is attached to the injector, 2) the injector will have a colored dot on the shaft of the injector 3)it is indicated on the label of the ECU.

If the color injector is not available you may replace all injectors with a different color and you must program the ECU to run the new installed color.

NOTE: If the injector is on the upper fuel rail, only the air box needs to be removed to gain access to the failed injector.

NOTE: If the injector is on the lower fuel rail, engine

removal is necessary for injector access. See “600 /

700 HO CFI ENGINE” on page 5.29.

600/700 CFI Fuel Rail/Injector(s) Removal/

Installation

NOTE: When installing replacement injector(s) keep the red protective cap on the end of the injector to prevent damage when installed. Follow the steps and remove when instructed to do so.

1.

Depressurize the fuel rail. See “Fuel Rail Bleeding” on page 4.20.

2.

Remove the panduit straps (1-4) as shown.

4

INJECTOR

1202853-053

1202853-027

1202853-015

INJECTOR KITS

2203325-053

2203325-027

2203325-015

COLOR

Yellow

Blue

Red

COLOR

Yellow

Blue

Red

If it is verified that an injector needs to be replaced, you must first find out what injector color is on the unit. You can do this by checking the decal that is located on the top portion of the

ECU or by the color band that is next to the injector on the harness.

1.

Bleed the fuel rail. See “Fuel Rail Bleeding” on page 4.20.

2.

Remove the seat and fuel tank. See “IQ Fuel Tank

Removal” on page 10.6.

3.

If removal of the engine is needed. See “600/700 CFI

Engine Removal” on page 5.29.

4.

Replace the injectors.

5.

Install engine. See “600/700 CFI Engine Installation” on page 5.35.

6.

Re-flash ECU with Digital Wrench.

7.

Test run.

600/700 CFI Injector Replacement

If an injector is suspect to failure please use the following procedure to replace injector(s) on the CFI engine.

Using Digital Wrench, identify which injector needs to be replaced.

3

1

5

6

4

2

3.

Remove the fuel rail by taking out the two hex bolts (5,6) holding it to the engine.

4.17

FUEL DELIVERY

4.

If replacing a lower injector, remove the lower two bolts from the lower part of the fuel rail.

8.

Crimp the ends of the new injector firmly on to the wire harness (10).

7

8

5.

Remove the failed injector(s).

NOTE: Make sure that the green rubber washer (9) comes out with the failed injector(s).

9.

Tape exposed wire and splices (11).

10

9

11

6.

Measure from the end of the injector (as shown below)

3″ (76.2mm) and cut the injector off.

3” (76.2mm)

7.

Strip the harness end injector wire covering .25″ — .375″

(6.35 — 9.525mm).

10. Apply 2-stroke oil to the fuel injector o-rings, seal and mating surfaces (fuel rail & case sides).

11. Insert the fuel rail, with injectors back onto the engine.

12. Apply a light amount of 262 Loctite® to the fuel rail fasteners and torque to specification.

=

T

Fuel Rail Hex Bolt Torque: 9 ft-lb (12N-m)

13. Replace the harness to the original routing and apply panduit straps back to the original locations, making sure they are not applied over any mesh part of the fuel rail.

NOTE: Refer to Step 2 for proper routing and strap location.

14. Install the engine if it was removed. See “600 / 700 HO CFI

ENGINE” on page 5.29.

15. If different color injectors were installed you will need to re-flash the ECU to accept the new colors.

16. Clear all codes with Digital Wrench.

4.18

FUEL DELIVERY

Cleanfire System Overview Fuel Pump (700)

B

A

D

C

700 CFI

The Cleanfire fuel system uses a fuel pump (A) that is located inside the fuel tank, a fuel rail (C) with in-line fuel filter (B), and injectors (D). The fuel pump will create a pressure in the system and deliver the fuel mixture to the injectors. The injectors get a signal from the engine controller unit (ECU) and sprays into the engine.

The only maintenance that is needed with this system is that the fuel filter (B) needs to be changed every 1,000 miles (1600km).

Fittings should be inspected for cracks or leaks. Do not use pliers or other tools that may damage fuel lines when installing or removing fuel rail.

Fuel travels from the fuel pump through the fuel filter and to the injectors. Any fuel that is not delivered through the injectors will travel back to the fuel tank through the return line.

This fuel pump on this system is non-serviceable and can not be replaced. If fuel pump fails, the whole fuel tank assembly must be replaced.

FUEL PUMP: Located inside tank. It provides system with fuel at 58psi (4bar) pressure. If the fuel pressure is suspect to be defective apply 12 VDC to the fuel pump prime (Red (#1) and the Brown (#3) wires) and check for audible fuel pump operation as well as fuel rail pressure. The fuel pump should sound when pumping and the pressure should show 58psi (4 bar) pressure.

PIN

#1

#2

#3

#4

COLOR

Red

Violet/White

Brown

Brown

ITEM

power to the pump fuel level signal ground fuel level ground

Fuel Level Indicator

If the fuel gauge is suspect to failure you can check the continuity from the fuel sender to the gauge. The given resistance below is from the Violet/White (#2) wire to the

Brown (#4) wire located at the front of the fuel pump.

TANK LEVEL

FULL

EMPTY

RESISTANCE (

Ω

)

2 — 4

Ω

85 — 95

Ω

4

4.19

FUEL DELIVERY

2007 Fuel Supply / Return Fittings

NOTE: Align pump flange so that the arrow is between the two alignment lines.

SUPPLY FITTING

RETURN FITTING

Fuel Rail Bleeding

The 2007 600 CFI units will have one of two different styles of

Schrader valves.

A shallow core valve (1) and will use the adapter that comes with the fuel pressure gauge (PN PV-43506-A).

A deep core valve (2) will need the adapter PN PS-48167.

ARROW

ALIGNMENT LINES

=

T

PFA Nut Torque

21 Ft.Lb. (28 Nm)

1

2

The fuel pressure gauge (PN PV-43506-A) is used to check or bleed the pressure in the fuel rail lines. You will need to bleed off the fuel pressure if any service is needed to the fuel system or if engine is to be removed.

1.

Select the appropriate adapter for your valve type.

• Adapter (3) is used on the shallow core valve.

• Adapter (4) is used on the deep core valve.

3

4

2.

Attach the correct gauge to the valve on the fuel pressure tool.

3.

Once the gauge is onto the Schrader valve, the pressure gauge will indicate the pressure in the fuel rail.

4.

To bleed the pressure from the fuel rail, you can turn the bleeder valve on the gauge and bleed the system safely.

5.

At this point the fuel rail is ready for service.

4.20

FUEL DELIVERY

600 CFI Fuel Tank / Fuel Supply

SUPPLY HOSE

RETURN HOSE

FUEL FILTER

(ARROWS POINTS TO THROTTLE BODY)

FUEL RAIL

FOAM PAD

TPS (PTO SIDE)

600 CFI Pump / Sender Specifications

Full

1/2

Empty

Ω

≤

8 ±1

40 +/-3

85 +/- 4

P

INS

1

2

3

4

C

OLOR

Red

WHT/BLU

Black

Pink/Black

F

UNCTION

Pump PWR

Sender

Ground

Sender

600 CFI Fuel Pump Replacement

WARNING

Only the 2007 600 CFI models use the drop-in style fuel pump.

1.

Siphon the fuel out of the fuel tank into a suitable container.

2.

Remove the console and the seat assembly.

3.

Disconnect the positive (+) battery cable from the battery if applicable.

4.

Remove the fasteners securing the fuel tank to the tunnel.

5.

Bleed the pressure from the fuel rail. See “Fuel Rail

Bleeding” on page 4.20.

6.

Lift and move the tank back to gain access to the fuel lines.

7.

Remove the fuel supply and return hoses from the top of the tank.

8.

Disconnect the wiring harness, then remove the tank from the snowmobile. Place tank in a well-ventilated area.

4

4.21

FUEL DELIVERY

9.

Using the PFA spanner wrench (PS-48459-1) and nut socket (PS-48459), carefully remove the PFA nut.

10. Carefully extract the PFA out of the tank making sure the float and fuel hoses do not become kinked or bent.

11. Remove the old gasket and destroy.

WARNING

Never re-use a used PFA gasket.

12. Clean the tank’s gasket mating surface with Isopropyl

Alcohol. Allow the surface to dry completely.

13. Install a new gasket ensuring the inside portion of the gasket hooks onto the bead on the inside diameter of the neck.

14. Remove any containments from the gasket with Isopropyl

Alcohol.

15. Carefully place the PFA back into the tank. Push the float assembly against the hoses to fit it into the hole.

16. Hand tighten the PFA nut keeping the arrow between the

PFA alignment marks.

17. Using the PFA spanner wrench and nut socket (PS48459-

1 and -2), tighten the PFA to specification.

Fuel Tank Pressure Test

1.

Connect a Mity Vac hand pump to the fuel tank vent fitting. Seal the fuel supply and return fittings.

2.

Pressurize the tank to 5 PSI.

WARNING

Do not over-pressurize the fuel tank past 6 PSI.

NOTE: Using a hand pump to pressurize the fuel tank may take a very long time. The installation of an in-line Schrader Valve (PN: 2872602) and the use of a low pressure pump (bicycle tire pump) is recommended.

3.

Once the tank is pressurized, spray the area around the PFA gasket with a mixture of water and mild detergent.

4.

If any bubbles form, re-check the PFA nut torque. If bubble formation continues, the PFA gasket will have to be replaced, or tank replacement is required.

Throttle Body Removal

1.

Remove the air box.

2.

Remove the throttle body air box adapter.

3.

Pinch off the coolant lines with the hose pincher tool PN

PU-45149.

4.

Remove the coolant lines from the throttle body.

5.

Loosen the intake boot clamps and pull the throttle body upward, enough to gain access to the throttle cable and TPS connector.

6.

Loosen the throttle cable lock nut and remove the cable from the throttle body.

7.

Disconnect the TPS from the throttle body.

8.

Remove throttle body.

=

T

PFA Nut Torque = 21 Ft.Lbs. (28 Nm)

18. Fuel tank installation is the reverse of removal. Always test the PFA gasket seal before tank installation by performing a pressure check.

4.22

Fuel Filter Removal

A

B

C

1.

Carefully remove the fuel filter (A) from the bracket (B).

2.

Using the 3/8” fuel line disconnection tool remove the fuel line (C) from the fuel filter.

3.

Using the fuel line disconnection tool remove the filter line from the fuel sender.

4.

Remove the fuel filter.

Fuel Filter Installation

1.

Dip the male end of the fuel filter line in 30w engine oil.

2.

Snap the male end into the fuel line (C).

3.

Connect the fuel filter end onto the fuel sender.

4.

Snap the filter (B) into the fuel filter holder (A).

FUEL DELIVERY

4

4.23

FUEL DELIVERY

NOTES

4.24

ENGINE

CHAPTER 5

ENGINE

GENERAL ENGINE INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2

EXHAUST VALVE EXPLODED VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2

EXHAUST VALVE DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3

EXHAUST VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3

OPTIONAL EXHAUST VALVE SPRINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3

REED VALVE DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3

REED VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4

THERMOSTAT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4

WATER TEMPERATURE SENSOR REPLACEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5

ENGINE MOUNT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5

CYLINDER STUD INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5

500/600/700 WATER/OIL PUMP CROSS SHAFT DISASSEMBLY. . . . . . . . . . . . . . . . . 5.6

500/600/700 WATER/OIL PUMP CROSS SHAFT ASSEMBLY. . . . . . . . . . . . . . . . . . . . 5.6

CYLINDER HEAD / HEAD COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7

CYLINDER HEAD DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7

CYLINDER HEAD ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7

RECOIL/STATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7

RECOIL/STATOR ASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8

COOLING SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9

500/600/700 121/SWITCHBACK/RMK/DRAGON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9

500/600 TOURING / WIDETRAK LX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.10

340/550 FUJI ENGINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.11

340/550 FUJI/500 LIBERTY ENGINE REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . 5.11

340/550 ENGINE DISASSEMBLY (550 SHOWN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.12

ENGINE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.13

500 FUJI ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.16

DISASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.16

ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.17

500/600 HO ENGINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.19

ENGINE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.19

500/600 (CARBURETED) ENGINE DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.22

500/600 (CARBURETED) TORQUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.23

500/600 (CARBURETED) CYLINDER HEAD TORQUE PATTERN . . . . . . . . . . . . . . . 5.23

500/600 (CARBURETED) CYLINDER BASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.24

500/600 (CARBURETED) CRANKCASE TORQUE PATTERN . . . . . . . . . . . . . . . . . . . 5.24

500/600 (CARBURETED) ENGINE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.24

500/600 (CARBURETED) RECOIL/STATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . 5.25

500/600 (CARBURETED) RECOIL/STATOR INSTALLATION . . . . . . . . . . . . . . . . . . . 5.25

500/600 (CARBURETED) ENGINE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.25

TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.28

600 / 700 HO CFI ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.29

600/700 CFI ENGINE REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.29

600/700 CFI ENGINE DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33

ENGINE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.34

600/700 CFI CYLINDER HEAD TORQUE PATTERN . . . . . . . . . . . . . . . . . . . . . . . . . . 5.35

600/700 CFI CYLINDER BASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.35

600/700 CFI CRANKCASE TORQUE PATTERN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.35

600/700 CFI ENGINE INSTALLATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.35

TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.40

SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.41

FASTENER TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.41

5

5.1

ENGINE

GENERAL ENGINE INFORMATION

Exhaust Valve Exploded View

1. Cover Fasteners

2. Cover

3. Spring

4. Cap Nut

5. Bellows

6. Bellows Washer

7. Exhaust Valve Base

8. Base Gasket

9. Guillotine

3

5

16 ft-lb

(22 N-m)

4

2

1

12 ft-lb

(16 N-m)

5.2

8

9

Clean with Primer “N”

Apply LOCTITE

®

2760 to 3 threads

Actuate to ensure free and full motion

7

6

ENGINE

Exhaust Valve Disassembly Optional Exhaust Valve Springs

CAUTION

EV spring under tension. Use care when removing housing from assembly base.

1.

Remove the vent lines from the exhaust valve base(s).

2.

Remove the four cover fasteners (1) securing housing and the valve assembly onto the cylinder.

3.

Remove exhaust valve assembly from cylinder.

4.

Remove the exhaust valve base gasket(s) (8) and discard.

5.

To remove the guillotine (9), secure the guillotine, then apply heat to remove the bellows retaining nut cap nut (4).

6.

Separate the cap nut, bellows (5) and bellows washer (6) from the guillotine.

7.

Remove the guillotine from the base (7).

Exhaust Valve Assembly

1.

Clean the threads of the guillotine with Primer N.

2.

Insert the base (7) into the clean guillotine (9).

3.

Apply Loctite 242 to first 3 threads on the guillotine.

4.

Place the bellows washer (6), bellows (5) and cap nut (4) onto the guillotine.

5.

Torque the cap nut(s) to 16 ft-lb (22 N-m).

SPRING #

7041704-01

7041704-02

7041704-03

7041704-04

7041704-05

7041704-06

Reed Valve Disassembly

1

COLOR

Blue

Orange

Pink

Purple

Yellow

White

3

2

9 ft-lb

(12.2 N-m)

4

5

6

=

T

Guillotine Cap Nut Torque: 16ft.lb. (22 N-m)

6.

Lubricate the guillotine blade and shaft with engine oil.

7.

Actuate the guillotine to ensure full and free motion.

8.

Install the spring, and cover.

9.

Torque the cover/base fasteners to 12 ft-lb (16 N-m).

1

2

4

FREE LENGTH

1.752

1.729

1.734

1.726

1.734

1.537

5

7

600 Carb

6

=

T

Cover/Base Fastener Torque: 12 ft.lb. (16 N-m)

5

7

600 CFI

1.

Loosen up the hose clamps (1)

2.

Remove the carburetor(s) or the throttle body from the intake boots (4).

3.

Remove the intake boot fasteners (2) and hose holders (3)

(if applicable).

4.

Remove the intake assembly (4-7).

5.3

ENGINE

5.

Separate the intake boot(s) (4) from the reed cage (6)

6.

If reed stuffers are used separate the reed stuffer(s) (5) from the reed cage (6) and inspect the reeds (7) before they are removed from the reed cage.

NOTE: Measure the air gap between the fiber reed and the reed block. The air gap should not exceed .015″

(.38mm). If clearance is excessive DO NOT attempt to reverse the reeds to reduce the air gap. Always replace them if damaged or worn. Check each fiber reed for white stress marks or missing material.

The air gap should not exceed .015” (.30mm)

6.

Insert the intake boot fasteners (2) and torque to 9 ft-lb (12

N-m).

=

T

Intake Boot Fasteners: 9 ft-lb (12 N-m)

7.

Install the carburetors or throttle body and torque the hose clamps (1) to 11 in-lb (1 N-m).

=

T

Carburetor/Throttle Body Fasteners: 11 in-lb (1N-m)

Thermostat Replacement

2

1

5

3

9 ft-lb

(12 N-m)

7.

If damaged remove and replace the reeds (7) on the reed cage (6).

Reed Valve Assembly

1.

If reeds (7) were replaced or removed, assemble the reeds to the reed cage (6).

2.

Place the assembled reed cage (6-7) into the engine case.

3.

Insert the reed stuffers (5) into the reed cage.

4.

Place the intake boot(s) (4) onto the installed reed cage.

NOTE: 600/700 CFI engines must have the boots placed onto the case in the correct orientation. The boot has a “P” for PTO side and “M” for MAG.

PTO SIDE

MAG SIDE

4

6

600

1.

Remove the thermostat cover, by removing the cover bolts

(3).

2.

Check the o-ring (6) condition and replace it if it is damaged.

3.

Replace the thermostat (5). Make sure that the spring side is facing downward or toward the engine.

4.

Replace cover (4) onto the thermostat.

5.

Torque the cover fasteners (3) to 9 ft-lb (12 N-m).

=

T

Cover Fasteners: 9 ft-lb (12 N-m)

6.

Make sure that the bleed screw (1) and washer (2) is installed.

5.

If applicable replace the hose guide(s) (3) in the appropriate places.

5.4

Water Temperature Sensor Replacement

2

1

1.

Remove the sensor (1) from the cylinder head.

2.

Replace the washer (2) and torque the sensor to specification.

=

T

Temperature Sensor: 18 ft-lb (24 N-m)

Engine Mount Replacement

1.

Use the correct Engine Mount Socket (PN PS-45384 or

2871989).

2.

Replace the old motor mount if necessary with new and torque new motor mount to specification.

=

T

28 ft.lb (37.9 N-m)

Cylinder Stud Installation

If you are replacing the crankcase on the 500, 600 HO, 600 CFI or 700 CFI Liberty engines, the new cases will come with the cylinder studs not installed, you will need to assemble the cylinder studs to a determined length.

You will need to thread in the Dri-Lok treated portion of the stud into the case to a determined length below. After stud assembly remove the Dri-Lok residue from the case assembly before assembly.

=

In. / mm.

600 CFI

700 CFI

500/600

HO

Long Studs Height (Exhaust side) = 4.13″

(105mm)

Small Stud Height (Intake side) = 2.16″

(55mm)

Long Studs Height (Exhaust side) = 3.66″

(93mm)

Small Stud Height (Intake side) = 2.16″

(55mm)

ENGINE

5

5.5

ENGINE

500/600/700 Water/Oil Pump Cross Shaft

Disassembly

84 in-lb

(10 N-m)

1

2

4

3

5

6

Cover side

Sealant

Case side

7

8

9

10

11

120 in-lb

(14 N-m)

NOTE: Inspect all parts for wear or damage during disassembly. Replace all seals, o-rings, and gaskets with Genuine Pure Polaris parts during assembly.

Refer General chapter for general inspection procedures.

1.

Remove the oil pump (1).

2.

Carefully pull out the brass bushing (2) and o-ring (3).

3.

Remove the water cover fasteners.

4.

Remove the cover and gasket.

5.

Remove the impeller nut (11).

6.

Remove the impeller (10) and flat washer (9).

7.

Remove the mechanical seal (8).

8.

Pry out the seal (7) that is behind the mechanical seal.

9.

Press out the water pump shaft (5) out toward the oil pump side.

10. Remove the thrust washers from the cross shaft (4, 6).

500/600/700 Water/Oil Pump Cross Shaft

Assembly

1.

Install the seal (7) so that the spring side is facing the intake side of the case and press it in so that it is bottomed out in the case.

2.

Install the mechanical seal (8) into the case with the sealant facing the intake side of the engine. Use the Seal

Installation Tool PN 2872010.

5.6

IMPORTANT: It is very critical to use the Installation tool PN 2872010 to set the operating height of the mechanical seal. Failure to do so will cause seal to leak.

3.

Install the thrust washers (4, 6) on to the cross shaft.

4.

Install the O-ring (3) on the cross shaft.

5.

Install the flanged pump bearing (2) onto the cross shaft.

6.

Install oil pump (1) onto the crankcase and torque the bolts to 84 in-lb (31 N-m).

=

T

Oil Pump Fasteners: 84 in-lb (10 N-m)

7.

Place the impeller washer (9), impeller (10) and impeller nut (13) onto the other side of the cross shaft.

8.

Torque the impeller nut (13) to 120 in-lb (14 N-m).

=

T

Impeller Nut: 120 in-lb (14 N-m)

ENGINE

Cylinder Head / Head Components

Bleed Screw

Thermostat

O Ring

Temperature Sensor

O Rings

Spark Plugs

Knock Sensor

Head Cover

7.

If engine coolant spilled into the cylinder(s), wipe each cylinder dry with a clean shop rag or paper towel. If unsure how much coolant spilled into cylinders and crankcase, locate the two crankcase drain screws located on the front, lower crankcase halve. 600/700 CFI drains are located on the bottom of the crankcase and the engine would have to be removed.

8.

Remove each screw to allow the coolant to drain out of the engine.

Cylinder Head Assembly

1.

Cylinder head assembly is the reverse of disassembly with the addition of these notes:

• Always use new o-rings.

• Inspect the cylinder bores, combustion chamber domes, piston faces and head cooling passages for damage or foreign material. Resolve any issues prior to reassembly.

• Follow the cylinder head torque specifications and torque sequence illustrations found at beginning of chapter.

Recoil/Stator Removal

9 ft-lb

(12 N-m)

1

2

9 ft-lb

(12 N-m)

3

4

5

O Rings

Cylinder Head Disassembly

1.

Remove enough engine coolant so that no coolant remains in the cylinder head.

2.

Remove the airbox, electrical, and ignition components from the cylinder head.

3.

Remove the cooling hoses from the thermostat and throttle body circuit fittings.

4.

Evenly loosen the cylinder head screws. Always clean the screw threads as they are removed.

NOTE: The thermostat cover screws only require removal when access to the thermostat is desired.

5.

Lift the head cover and cylinder head assembly up and off of the cylinders.

6.

Discard original o-rings. Never re-use o-rings.

9

5

90 ft-lb

(122 N-m)

6

1.

Remove the recoil cover bolts (1).

2.

Remove the recoil assembly (2).

8

48 in-lb

(5 N-m)

7

12 ft-lb

(16 N-m)

10

5.7

ENGINE

3.

Remove the recoil basket bolts (3).

4.

Remove the recoil basket (4).

5.

Using a strap wrench PN PU-45419 hold the flywheel (6) while taking the flywheel nut (5) off.

6.

Using the Flywheel Puller PN 2871043, thread the puller bolts into the flywheel. Do not install puller bolts more than 5/16″

(7mm) into flywheel threads or stator damage may result.

7.

Tighten the center bolt and remove the flywheel (6).

8.

Note the ignition timing marks that match up with the stator to the crankcase or scribe additional marks for reference for assembly.

9.

Remove the stator bolts (7)

10. Remove the pulse coil fasteners (8).

11. Remove the pulse coils (9) and stator (10). Be careful when removing the wires of the stator.

Recoil/Stator Assembly

NOTE: Inspect all parts for wear or damage during disassembly. Replace all seals, o-rings, and gaskets with

Genuine Pure Polaris parts during assembly. Refer General chapter for general inspection procedures.

1.

Install the stator (10) and the pulse coils (9).

2.

Install the pulse coil fasteners into the case and torque to specification.

=

T

Pulse Coil Fasteners: 48 in-lb (5 N-m)

3.

Install the stator bolts (7) and torque to specification.

=

T

Stator Fasteners: 12 ft-lb (16 N-m)

4.

Install the flywheel (6) so that it matches up with the index of the woodruff key.

5.

Apply Loctite 242 to the threads of the flywheel nut (5) and onto the end of the crankshaft.

6.

Holding the flywheel with the strap wrench, torque the flywheel nut to 90 ft-lb (122 N-m).

=

T

Flywheel Nut: 90 ft-lb (122 N-m)

7.

Install the recoil basket (4) and the recoil basket bolts (3) on the flywheel and torque the bolts to 9 ft-lb (12 N-m).

8.

Install recoil assembly (2) and torque to 9 ft-lb (12N-m).

5.8

ENGINE

COOLING SYSTEMS

500/600/700 121/Switchback/RMK/DRAGON

500 XC SP

5

To center tunnel cooler

600 HO IQ (LX)

600 HO IQ (LX) CFI

600 HO Switchback

600 RMK/DRAGON

5.9

ENGINE

500/600 Touring / WideTrak LX

Touring

5.10

WideTrak

ENGINE

340/550 FUJI ENGINE

340/550 Fuji/500 Liberty Engine Removal/installation

1.

Turn the fuel valve to the “OFF” position.

2.

Remove the exhaust system.

3.

Disconnect the battery ground (-) if applicable.

4.

Disconnect the CDI box.

5.

Remove the spark plug leads form the spark plugs.

6.

Disconnect the stator connection(s).

7.

Remove the air box.

8.

Remove the drive belt. See “Drive Belt Removal” on page 6.10.

9.

Remove the drive and driven clutches. See “Drive Clutch Removal” on page 6.15. See “Driven Clutch Removal” on page 6.21.

10. Remove the recoil handle and secure the rope so that it is on the recoil housing.

11. Loosen the carburetor clamps that are holding the carburetor onto the boots.

12. Separate the carburetors and secure them out of the way for engine removal.

13. Disconnect the oil pump cable from the oil pump.

14. Disconnect the oil supply line at the oil pump, and plug the end with a clean bolt.

15. Remove the fuel pump impulse line from the engine.

16. Remove all the motor mount fasteners.

17. Remove the engine.

18. Install in reverse order.

5

5.11

ENGINE

340/550 Engine Disassembly (550 shown)

NOTE: Inspect all parts for wear or damage during disassembly. Replace all seals, o-rings, and gaskets with

Genuine Pure Polaris parts during assembly.

10

3

11

12

13

5

4

2

14

1

8

7

6

16

16

9

15

17

5.12

ENGINE

1.

Disconnect the coil pack and CDI from the wiring harness.

2.

Loosen the carburetor clamps (1) and remove the carburetors from the mounting boots.

3.

Note where the oil lines are routed and remove the oil lines from the carburetors.

4.

Remove the carburetor mounting boots (2) from the cylinders.

5.

Remove both the cylinder head (3) and the exhaust side fan

(4) shrouds from the engine assembly.

• 340 has a intake side shroud

6.

After removing the fan shrouds, take note of the vibration dampener (5) located between the cylinders intake side

(550 only).

7.

Remove the recoil cover (6).

8.

Remove the recoil cup (7).

9.

Hold the flywheel with the holding wrench PN 8700229 and remove the flywheel nut and washer.

10. Using a flywheel puller (PN 2871043), remove the flywheel (8) from the engine. Do not install the puller bolts in amy more than 5/16

”

of an inch/7.9mm into the flywheel threads or stator damage may result.

11. Remove the flywheel.

12. Remove the blower housing that the stator is mounted too.

NOTE: Make sure to account for the dowels on the blower housing (550 only).

13. Remove the oil pump (9). Note the o-ring and shim placement.

14. Remove the cylinder head bolts (10).

15. Remove the cylinder head (11).

16. Remove the head gasket (12). During the removal process note that the gasket has a EX for exhaust side and UP for the orientation.

17. Remove the cylinder base nuts (13) and carefully remove each cylinder (550 only)

18. Remove the reed valve assembly (14) from the crankcase

(550 only).

19. Remove the wrist pin c-clips

20. Using a piston pin puller (PN 2870386) remove the wrist pins from the pistons.

21. Turn the crankcase over and remove the crankcase bolts

(15).

22. Carefully turn the case back over and separate the case halves.

23. Remove the crankshaft and crankcase seals (16).

24. Remove the oil pump bushing, spacer, and cross shaft (17) and inspect for any wear or damage.

Engine Assembly

1.

Insert the oil pump cross shaft, spacer and bushing.

Gear

Oil Pump Side

Spacer

Bushing

Engine side

Spacers o-ring

2.

Install a new o-ring on the oil pump.

3.

Place the oil pump aside for later installation.

4.

Set the crankshaft into the lower case half.

5.

Grease the oil pump drive gear area.

smoothly and does not bind. Rotate the bearings so that the anti-rotation pins are resting in their appropriate galleries.

5

6.

Apply 3-Bond (PN 2871557) sealer to the top half of the crankcase.

7.

Install new crankcase oil seals with spring and lip facing inward toward the crank bearing.

8.

Match up the top half of the crankcase to the lower case and hold the case halves together and turn it upside down.

5.13

ENGINE

9.

Install the crankcase bolts and torque to (550 = 15-18 ft-lb

(25 N-m) (340 = 8mm -23 to 25 N-m, 10mm — 32-35 N-m) in the pattern shown below.

CRANKCASE TORQUE PATTERN-FUJI

550 only

7

5

13

9

1

3

11

10

14

12

4 2

8

6

17. Torque the cylinder base nuts to:

CYLINDER BASE TORQUE PATTERN-FUJI

1

3

4

2

=

T

550 Crankcase Bolts 15-18 ft.lb. (20-25 N-m)

340 Crankcase Bolts: 8mm=17-18 ft-lb (23-25N-m)

10mm=24-26 ft-lb (18-19 N-m)

10. Turn the crankcase over and lubricate crankshaft main bearings through the access holes.

11. Apply Polaris 2-Stroke engine oil to the wrist pins and the small end bearings and install the pistons with the arrow on the piston crown facing the flywheel (MAG) side. This will orientate the piston so that the piston ring locating pins will be in the intake side of the engine. Install wrist pins onto the crankshaft with the piston installation tool (PN

2830386).

12. Lubricate rings and the pistons with Polaris 2-Stroke oil and install the rings with the letter, mark or beveled side facing upward.

13. Install the c-clips into the piston so that the opening of the

“C” is positioned at the 12:00 or 6:00 position.

14. Install the reed valves in to the intake of the crankcase.

15. Install new base gaskets.

16. Compress the piston rings and install each cylinder onto the crankcase.

=

T

340 = 17-18 ft.lb. (23-25 N-m)

550 = 25-30 ft.lb. (34-40 N-m)

18. Install a new head gasket with the “EX” facing the exhaust side. Also make sure that the “UP” is facing the intake side of the engine. (550 only)

19. Insert the head bolts and torque to:

CYLINDER HEAD TORQUE PATTERN-FUJI

340

550

2

1

4

5

4

3

2

=

T

3

1

6

340 = 18-21 ft.lb. (25-28 N-m)

550 = 17-21 ft.lb. (23-28 N-m)

20. Insert the dowels on the blower housing that match up with the crankcase (550 only).

21. Route the stator wires harness correctly.

22. Install the flywheel, lock washer, woodruff key, and flywheel nut onto the shaft.

5.14

23. Torque the flywheel nut to:

=

T

340 = 61-70 ft.lb. (83-90 N-m)

550 = 58-72 ft.lb. (79-98 N-m)

24. Install the recoil cup onto the flywheel.

25. Install the recoil cover.

26. Insert the vibration dampener in between the cooling fins that are located between the two cylinders on the intake side.

27. Install the fan shrouds.

NOTE: Make sure that the fan deflectors interlock before tightening down.

28. Install the oil pump onto the lower case half.

NOTE: Install all oil pump shims.

29. Apply Blue Loctite 243 to the oil pump mounting screw threads and torque to 48-72 in-lb (5.5-8.3 N-m).

=

T

Oil Pump Mounting Screw Torque: 48-72 in-lb

(5.5-8.3N-m)

30. Route each oil line on the oil pump in the correct positions.

31. Install intake boots (340 only).

32. Install the boot clamps onto the boots.

33. Install the carburetors onto the boots.

34. Tighten the boot clamps.

35. Insert engine into the chassis.

ENGINE

5

5.15

ENGINE

500 FUJI ENGINE

For engine removal See “340/550 Fuji/500 Liberty Engine

Removal/installation” on page 5.11.

Disassembly

NOTE: Inspect all parts for wear or damage during disassembly. Replace all seals, O-rings, and gaskets with Genuine Polaris parts during assembly. Refer to

General Section for Inspection Procedures.

1.

Remove carburetors, recoil housing and exhaust manifold.

2.

Remove water pump, and starter recoil cup with water pump drive pulley and flywheel nut.

6.

Remove oil pump, oil pump feed lines from cylinders.

Clean and inspect all components.

7.

Remove the cylinder head.

8.

Remove head gasket. Note the position of head gasket inlet and outlet hole sizes for reference during reassembly.

Always replace head gasket after disassembly.

3.

Install flywheel puller PN 2871043. Use all flywheel bolt holes. Do no install puller bolts more than 5/16″ (7mm) into flywheel or stator damage may result.

4.

Mark stator plate and crankcase for reference when reassembling the engine.

9.

Remove cylinder.

10. Remove C-clip retainers from pistons.

11. Using piston pin puller, remove piston pin from piston.

12. Remove crankcase bolts.

5.

Using a screwdriver, remove stator screws.

5.16

Assembly

1.

Grease oil pump drive gear area. Seals should be installed with spring and lip facing inward toward crankshaft.

2.

Turn bearing until anti-rotation pins are positioned in the proper location.

3.

Apply 3-Bond sealant to crankcase halves.

5.

Install pistons arrow toward flywheel.

ENGINE

4.

Torque crankcase bolts following sequence outlined in beginning of this chapter. Lubricate crankshaft main bearings through access holes. Torque 8mm Bolts to 17-18 f.-lb (22-23 N-m), and 10mm bolts to 23-25 ft-lb

(32-35 N-m).

6.

Install C-clip using installation tool PN 2870773.

7.

Install new base gasket. Mount gasket with the white sealing material facing up.

8.

Lubricate rings and pistons with two stroke oil. Install rings with letter, mark, or beveled side facing upward.

9.

Lubricate rings and cylinder with Premium 2 Cycle

Lubricant and compress rings with fingers, aligning end gaps with locating pins. Install cylinder with a gentle frontto-back rocking motion, being careful not to damage rings.

10. Install cylinder base nuts in pattern and torque to

27-31 ft-lb (37-43 N-m).

5

7 1

3

5

5 7

9

1

3

11

12

4

2

8

6

CRANKCASE PATTERN

10

4

2 6

CYLINDER BASE

=

T

8mm Bolts to 17-18ft.lb. (23-25 N-m)

10mm Bolts 23-25 ft.lb. (32-35 N-m)

=

T

Cylinder Base Nuts 27-31 ft.lb. (37-43 N-m)

11. Install head gasket. Note proper position of gasket, “UP” facing upward, small intake hole on right (mag) side, large hole on left (PTO) side.

5.17

ENGINE

12. Install cylinder head and torque cylinder head nuts to 18 —

19.5 ft-lb (25-27 N-m) following the torque pattern.

3

11

5

8

13

10

1

2

9

20. Adjust tension on water pump belt by loosening water pump mounting bolts, applying tension, and re-tightening bolts.

21. Install recoil housing and carburetors.

22. Assemble and install oil pump onto engine.

23. Hook up the oil lines.

24. Bleed the oil pump.

25. Connect CDI to stator plug connector.

26. Pre-mix (32:1) the first tank of fuel.

14

7

4

6

12

CYLINDER HEAD TORQUE PATTERN

13. Before installing oil pump drive gear, refer to Oil Pump end play adjustment.

14. Install oil pump drive gear in the sequence shown in diagram below.

Gear

Oil Pump Side

Spacer

Engine side

Bushing

Spacers o-ring

15. Install oil pump.

16. Connect oil feed lines to the cylinders.

17. Align stator as previously marked on stator plate and secure with screws.

18. Install flywheel and torque flywheel nut to 60-65 ft-lb (83-

95 N-m) using the flywheel holding tool PN 8700229.

19. Install water pump and recoil starter cup. make sure that the thicker end of the drive pulley is towards the flywheel.

NOTE: Belt deflection should be 1/8″ — 3/16″ (3-5mm)

5.18

500/600 HO ENGINE

Engine Removal

NOTE: Inspect all parts for wear or damage during disassembly. Replace all seals, o-rings, and gaskets with Genuine Pure Polaris parts during assembly.

1.

Remove the side panels (if applicable).

2.

Disconnect battery ground (-) if applicable.

3.

Turn the fuel valve to the “OFF” position (1).

12. Disconnect the DET sensor connection (4).

4

ENGINE

1

13. Remove the panduit strap and, disconnect the throttle position sensor (TPS) from the carburetor.

14. Disconnect the Regulator Rectifier (5) and the Stator connections (6). These are located behind the brake disc area.

5

4.

Remove the exhaust system.

5.

Disconnect the CDI box and harness from the air box.

6.

Pull up the air box and disconnect the vent lines and coil connections.

7.

Remove the spark plug caps from the spark plugs.

8.

Remove the air box.

9.

Remove the recoil handle and secure the recoil rope (2).

5

6

2

10. Remove the drive belt, driven clutch and drive clutch.

11. Squeeze the vent line clamps and remove the exhaust valve vent lines from the top of the exhaust valve base.

15. Loosen up the boot clamps that hold the carburetor onto the intake.

16. Separate the carburetors from the engine.

17. Disconnect the oil supply lines from the carburetor and secure the carburetor assembly out of the way.

NOTE: Plug the carburetor areas to keep any debris from entering the carburetors.

18. Drain the engine coolant.

NOTE: Disconnect the thermostat hose and place the end into a container and use low air pressure and coolant should come out of the hose.

19. Move the thermostat hose clamp down on the hose far enough to clear the fitting on the head, and remove the hose.

5.19

ENGINE

20. Move the hose clamp (7) and remove and secure it out of the way.

24. Remove the inside motor mount fastener (12), located under the PTO carburetor boot.

12

7

21. Remove the coolant supply hose that is located at the bottom of the coolant bottle and secure it out of the way.

This will come out with the engine.

22. Remove the rear (9) and left (10) motor mount nuts located on the right hand side of the engine.

9

10

25. Remove the rear torque stop plate.

26. Remove the engine isolator limiter assembly fasteners (13) and then remove the torque stop assembly.

RH Rear

RH Front

23. Remove the left hand rear torque stop fasteners (11)

13

27. Remove the LH front motor mount nylock nut (14) and washer.

11

14

28. Remove the LH nose pan plug located on the nose pan next to the shock tower. This will allow access to the front fasteners for the LH chassis brace.

5.20

29. Remove and plug the oil supply line going to the oil pump, and route it through the guide (15).

15

30. Lift the front of the engine up and then tilt the rear so that the engine straps clear the motor mount studs.

31. Carefully place the engine on top of the shock tower brace.

32. Remove the oil cable from the oil pump lever by holding the pump open and rotating the cable and keeper to the slot

(16) in the pump arm.

16

33. Loosen up the lock nuts (17) and remove the cable from the engine.

34. Remove the engine from the chassis.

17

ENGINE

5

5.21

ENGINE

500/600 (Carbureted) Engine Disassembly

12

18 ft-lb

(24 N-m)

13

14

15

32 ft-lb

(43 N-m)

16

1

2

22 ft-lb

(30 N-m)

LOCTITE

®

242

3

70 in-lb

(7.9 N-m)

4

9 ft-lb

(12.2 N-m)

5

6

9

10

11

7

8

14

23

28

29

30

500 Liberty Engine Shown

17

18

19

If NEW

Height Installation see page 5.5

20

21

22

24

25

26

27

31

See Torque sequence on page 5.22

5.22

ENGINE

1.

Remove the spark plugs (1)

2.

Remove reed valve assembly. See “Reed Valve

Disassembly” on page 5.3.

3.

Remove the recoil and stator assembly. See “Recoil/Stator

Removal” on page 5.7.

4.

Remove the head bolts (2).

5.

Remove the head cover (10) and the rubber head seals (11).

6.

Remove the head (13) and cylinder o-rings (14).

7.

Remove the VES assembly. See “Exhaust Valve

Disassembly” on page 5.3.

8.

Remove the cylinder nuts (15) and carefully remove the cylinders (16) with a slight rocking motion.

9.

Remove the c-clips that hold the wrist pin into the piston.

10. Using the piston pin puller PN PU-45255 remove the piston pins, and the piston (17) from the crankshaft rod.

11. Remove the water/oil pump assembly. See “500/600/700

Water/Oil Pump Cross Shaft Disassembly” on page 5.6.

12. If removing the engine mounting straps (these straps are mounted to the engine and bulkhead) label the direction and placement of each engine strap.

13. Remove the cylinder base gaskets (18) and replace them if damaged.

14. Turn over the crankcase and remove the bottom crankcase bolts (31).

15. Turn the crankcase assembly back over and remove the top of the crankcase (20).

16. Remove the crankshaft assembly (22-29), and refer to the

General chapter for general engine component inspections and measurement procedures .

17. If new cases are to be installed make sure that the new

cylinder studs are installed to the correct length. See

“Cylinder Stud Installation” on page 5.5.

500/600 (Carbureted) Torques

When tightening bolts, nuts, or screws, a torque pattern may need to be followed to ensure uniform equal tension is applied to all fasteners. Proper torque application prevents fasteners from loosening or breaking in critical service. It also minimizes wear and eliminates premature or needless repair costs.

Following uniform torque application sequence patterns ensures optimum performance from precision machined, close tolerance assemblies.

The most common units of torque in the English system are ftlb (foot pounds) and in-lb (inch pounds). In the Metric system, torque is commonly expressed in units of N-m (Newton

Meter).

ENGINE 500/600

SPARK PLUG

CYLINDER HEAD

BLEEDER SCREW

THERMOSTAT HOUSING

WATER TEMPERATURE SENSOR

WATER INLET PIPE

DETIONATION SENSOR

CYLINDER BASE NUTS

EXHAUST VALVE COVER BOLTS

EXHAUST VALVE NUT

EXHAUST MANIFOLD BOLTS

CARB ADAPTER BOLTS

OIL PUMP MOUNTING BOLTS

CRANCASE PLUGS

WATER PUMP IMPELLER NUT

18 ft-lb (24 N-m)

22ft-lb (30 N-m)

1

,

3

70 in-lb (8 N-m)

9 ft-lb (12 N-m)

18-40ft-lb

(24-54 N-m) 2

75ft-lb (102 N-m) 2

168 in-lb(19 N-m)

32 ft-lb (43 N-m) 3

12 ft-lb (16 N-m)

144 in-lb (16 N-m)

1

22 ft-lb (30 N-m)

108 in-lb (12 N-m)

7 ft-lb (9 N-m)

10ft-lb (14 N-m) 2

120 in-lb (14 N-m)

WATER PUMP COVER BOLTS

CRANKCASE 6mm

CRANKCASE 8mm

ENGINE STRAP to CHASSIS NUT

ENGINE STRAP to ENGINE BOLT

STATOR BOLTS

TRIGGER COIL BOLTS

FLYWHEEL

RECOIL CUP BOLTS

108 in-lb (12 N-m)

9ft-lb (12 N-m) 1 , 3

22ft-lb (30 N-m) 1 , 3

18ft-lb (24 N-m)

45 ft-lb (61 N-m)

60 in-lb(7 N-m) 1

48 in-lb (5 N-m)

90ft-lb (122 N-m) 1

108 in-lb (12 N-m)

RECOIL COVER COLTS

DRIVE CLUTCH BOLT

108 in-lb (12 N-m)

50 ft-lb(68 N-m)

7/16” ENGINE MOUNT STRAP BOLTS 45 ft-lb (61 N-m)

REAR MOTOR MOUNTS BRACKET 29 ft-lb (39 N-m)

1

=Apply Loctite 242 to threads of bolt.

2 = Apply Pipe sealant to threads.

3

= See torque sequence.

500/600 (Carbureted) Cylinder Head Torque

Pattern

5

9

5

MAG

1

4

8

PTO

12

10

3

2

11

6 7

Head Pattern

22 ft-lb (30 N-m)

5.23

ENGINE

500/600 (Carbureted) Cylinder Base

3

7

500/600 (Carbureted) Crankcase Torque

Pattern

MAG

5

6

1

2

Cylinder Base Pattern

32 ft-lb (43 N-m)

PTO

4

8

15

9

11

5

8

1

4

MAG

PTO

3

2

7

6

Case Pattern

(Bolts 1 — 14) 22ft-lb (30 N-m)

(Bolt 15) 5 ft-lb (7N-m)

12

10

14

13

500/600 (Carbureted) Engine Assembly

1.

Assemble the oil/water pump cross shaft as outlined on

See “500/600/700 Water/Oil Pump Cross Shaft

Assembly” on page 5.6.

2.

Set the crankshaft assembly (22-29) into the lower crankcase (27).

3.

Fill the cross shaft section of the lower crankcase with cross shaft break in lube PN 2872435.

4.

Place the top crankcase (20) on top of the lower crankcase and crankshaft assembly. Make sure that seals are lined up properly to each case section.

5.

Apply Loctite 242 to the threads of the lower crankcase bolts (31).

6.

Assemble the crankcase bolts into the crankcases. Torque

the bolts to 22 ft.lb. (30 N-m). See “500/600 (Carbureted)

Crankcase Torque Pattern” on page 5.24.

7.

Lubricate the small end bearings (21) and the piston pins with Polaris 2 stroke oil and install the piston onto the crankshaft with the piston pin removal/installation tool PN

PN PU-45255.

8.

Install new c-clips in the piston grooves with the gap facing straight up (12:00 position) or straight down (6:00 position). Make sure that the c-clip is fully seated in the piston groove. Use c-clip installation tool PN 2872622A.

9.

Install the piston rings onto the piston with the bevel side up and the gap facing the piston ring locating pin.

10. Install the base gaskets (18) on the upper crankcase.

11. Lubricate the cylinders and pistons with Polaris 2-stroke oil and carefully install the cylinder onto the pistons by squeezing the piston rings onto the locating pins and rocking the cylinder gently from the intake and exhaust sides.

12. Install the cylinder base nuts (15) and torque to 32 ft-lb(43.4

N-m) in the Cylinder Base pattern. See “500/600

(Carbureted) Cylinder Base” on page 5.24.

=

T

Cylinder base Nut Torque 32 ft.lb. (43 N-m)

13. Install cylinder o-rings (14).

14. Install head cover o-rings (11) with the head cover (10) on the head.

15. Apply Loctite 242 on head bolt threads (2) and torque to

22ft-lb (29 N-m).

=

T

Head Bolt Torque 22 ft.lb. (29 N-m)

16. Install VES. See “Exhaust Valve Assembly” on page 5.3.

=

T

Head Bolt Torque 22 ft.lb. (30 N-m)

5.24

500/600 (Carbureted) Recoil/Stator Removal

1

2

3

9 ft-lb

(12 N-m)

ENGINE

(8) and torque to 5 ft-lb (7 N-m).

3.

Install the flywheel (7) so that it matches up with the index of the woodruff key.

4.

Apply Loctite 242 to the threads of the flywheel nut (5) and place the washer (6) and nut onto the end of the crankshaft.

5.

Holding the flywheel with the strap wrench, torque the flywheel nut to 90 ft-lb (122 N-m).

6.

Install the recoil basket (4) and the recoil basket bolts (3) on the flywheel and torque the bolts to 9 ft-lb (12 N-m).

7.

Install recoil assembly (2) and torque the recoil assembly bolts (1) to 9 ft-lb (12 N-m).

500/600 (Carbureted) Engine Installation

1.

Make sure that you have the engine assembled so that it is in the same state as it was when it was removed.

7

8

5 ft-lb

(7 N-m)

4

5

90 ft-lb

(122 N-m)

6

9

5

1.

Remove the recoil cover (2).

2.

Remove the recoil basket bolts (1) and the recoil basket (4).

3.

Using a strap wrench PN PU-45419 hold the flywheel while taking the flywheel nut (5) and washer (6) off.

4.

Using the Flywheel Puller PN 2871043, thread the puller bolts into the flywheel. Do not install puller bolts more than

5/16, (7mm) into flywheel threads or stator damage may result.

5.

Tighten the center bolt and remove the flywheel (7).

6.

Note the ignition timing marks that match up with the stator to the crankcase or scribe additional marks for reference for assembly.

7.

Remove the stator bolts (8), and remove the stator (9). Be careful when removing the wires of the stator.

500/600 (Carbureted) Recoil/Stator

Installation

NOTE: Inspect all parts for wear or damage during disassembly. Replace all seals, o-rings, and gaskets with Genuine Pure Polaris parts during assembly.

Refer General chapter for general inspection procedures.

1.

Install the stator (9) and align the timing marks that was noted earlier.

2.

Apply Loctite 242 to the first few threads of the stator bolts

2.

Place the engine on the shock tower bar and install the oil pump cable.

3.

Adjust the oil cable line so that the line is even (1) with the index mark.

1

5.25

ENGINE

4.

Install the oil supply line through the guide (2) on the MAG intake.

9.

Insert the front engine strap washer and Nyloc nut (7) onto the motor mount stud and torque to 28 ft-lb (38 N-m).

2

7

5.

Place the engine into the bulk head and make sure that it is lined up with the motor mounts.

6.

Insert the LH rear torque stop plate (3) between the motor mount and the bulk head.

7.

Apply blue Loctite to the fastener (4) and torque all the outside fasteners (4,5) to 28 ft-lb(38 N-m).

10. Adjust the front torque stop so that the bumper is bottomed out on the plate, and lock the lock nut.

11. Insert the front isolator limiter assembly (8) and torque the

fasteners (9) to 28 ft-lb (38 N-m). See “Engine Isolator

Limiter Setting” on page 3.22.

8

3

9

4

5

8.

Install the LH rear motor mount fastener (6) and torque to

28 ft-lb (38 N-m).

12. Install the RH rear (10) and RH front (11) motor mount washers and Nyloc nuts onto the motor mount studs.

Torque to 28 ft-lb (38 N-m).

10

11

6

RH Rear

RH Front

=

T

Motor Mount Nut: 28 ft-lb (38 N-m)

5.26

ENGINE

13. Adjust both torque stops so that you have a clearance of

.010

”

-.030

”

(.25-.75mm).

19. Connect the water temp sensor (16) and secure it to the thermostat hose with a cable tie.

=

In. / mm.

Torque Stop Clearance: .010″-.030″ (.25-.75mm)

14. Connect the Regulator Rectifier (12) and Stator (13) connections.

16

15

12

13

15. Connect the thermostat cooling hose and secure it with the clamp (14).

20. Connect the exhaust valve vent lines (18).

18

18

5

14

16. Connect the cooling hose going to the water pump (front of engine) to the water bottle and secure it with the clamp.

17. Connect the impulse line from the fuel pump to the crankcase.

18. Route the over fill hose (15) and secure it with a cable tie.

21. Install the oil supply lines to each of the carburetors.

22. Install the carburetors onto the carburetor boots and tighten the clamps.

23. Connect the TPS sensor to the carburetors.

24. Install the two, Nyloc nuts and two T40 Torx bolts to the front (19) and the two T40 to the rear (20) of the LH chassis brace and install the brace.

NOTE: Install the long bolts and the spacer on the front portion of the bar before inserting it into the mounting area.

19

20

25. Replace the nosepan plugs.

26. Install the air box.

27. Install the driven clutch. See “Drive Clutch Installation” on page 6.20.

5.27

ENGINE

28. Install drive clutch and belt. See “Driven Clutch

Installation” on page 6.21.

29. Route the recoil rope through the console and secure the recoil handle.

30. Install the exhaust system.

31. Add coolant and bleed the cooling system.

32. Re-torque Drive Clutch to 50 ft-lb (69 N-m).

Torque Specifications

ENGINE 500/600/600HO

SPARK PLUG

CYLINDER HEAD

BLEEDER SCREW

THERMOSTAT HOUSING

WATER TEMPERATURE SENSOR

18 ft-lb (24 N-m)

22ft-lb (30 N-m)

1

,

3

70 in-lb (8 N-m)

9 ft-lb (12 N-m)

18-40ft-lb (24-54

N-m)

2

75ft-lb (102 N-m)

2

WATER INLET PIPE

DETIONATION SENSOR

CYLINDER BASE NUTS

168 in-lb(19 N-m)

32 ft-lb (43 N-m)

3

EXHAUST VALVE COVER BOLTS 12 ft-lb (16 N-m)

EXHAUST VALVE NUT 144 in-lb (16 N-m)

1

EXHAUST MANIFOLD BOLTS

CARB ADAPTER BOLTS

OIL PUMP MOUNTING BOLTS

CRANCASE PLUGS

22 ft-lb (30 N-m)

108 in-lb (12 N-m)

7 ft-lb (9 N-m)

10ft-lb (14 N-m)

2

WATER PUMP IMPELLER NUT

WATER PUMP COVER BOLTS

120 in-lb (14 N-m)

108 in-lb (12 N-m)

CRANKCASE 6mm

CRANKCASE 8mm

9ft-lb (12 N-m) 1 , 3

22ft-lb (30 N-m)

1

ENGINE STRAP to CHASSIS NUT 18ft-lb (24 N-m)

,

3

ENGINE STRAP to ENGINE BOLT 45 ft-lb (61 N-m)

STATOR BOLTS 60 in-lb(7 N-m) 1

TRIGGER COIL BOLTS

FLYWHEEL

48 in-lb (5 N-m)

90ft-lb (122 N-m) 1

RECOIL CUP BOLTS

RECOIL COVER COLTS

108 in-lb (12 N-m)

108 in-lb (12 N-m)

50 ft-lb(68 N-m) DRIVE CLUTCH BOLT

7/16” ENGINE MOUNT STRAP

BOLTS

REAR MOTOR MOUNTS

BRACKET

45 ft-lb (61 N-m)

29 ft-lb (39 N-m)

1 =Apply Loctite 242 to threads of bolt.

2 = Apply Pipe sealant to threads.

3

= See torque sequence.

5.28

ENGINE

600 / 700 HO CFI ENGINE

600/700 CFI Engine Removal

NOTE: Inspect all parts for wear or damage during disassembly. Replace all seals, o-rings, and gaskets with Genuine Pure Polaris parts during assembly.

1.

Remove the side panels. See “SIDE PANELS” on page 10.2.

2.

Disconnect the battery ground (-) cable from the battery if equipped.

3.

Unplug exhaust temperature sensor and remove the exhaust system.

4.

Remove the spark plug leads from the spark plugs.

5.

Remove the belt cover/electrical center cover (1).

8.

Separate the fuel filter from the filter clip (4) that is on the

MAG side of the airbox.

4

3

9.

Remove the airbox (5) by pulling it straight out from the air box adapter (6).

1

6

5

5

6.

Disconnect the intake air sensor (2) located on the MAG side of the airbox.

2

10. Disconnect the main harness (7) at the ECU. This is the smaller of the two plugs located on the ECU. Remove it by pressing up on the underside of the plug and pulling straight off.

7

7.

Remove the return fuel line “P” holder (3) located on the

MAG side of the airbox.

11. Disconnect the regulator rectifier connections (8).

5.29

ENGINE

12. Disconnect the ignition coil connections (9) and EV solenoid from the ECU harness.

9

8

16. Remove the recoil rope from the handle and route rope through the guide on the chassis brace and secure the recoil rope by tying a knot (12) so that it does not go into the recoil housing.

13. Disconnect the EV solenoid (10) from the ECU harness.

10

17. Drain the coolant from the engine.

12

14. Disconnect the EV vent lines from the EV base (11) and secure the vent lines out of the way.

11

15. Remove the drive belt, driven and drive clutches. See

Chapter 6.

5.30

ENGINE

18. Remove all coolant hoses from the coolant bottle and secure the loose hoses out of the way for engine removal.

19. Remove the four right hand chassis brace fasteners and remove the brace (13) from the chassis.

24. Remove the four engine mounting fasteners (18) located on the engine straps.

18

13

20. Drain the oil from oil tank.

21. Remove the oil tank fasteners (14) that hold the top of the oil tank to the chassis.

22. Disconnect the oil supply line (15) from the oil tank, located at the bottom portion of the oil tank. Plug and secure the loose oil line so that it can come out with the engine.

14

25. Remove the Schrader valve cover located under the

steering hoop (19), and depressurize the fuel rail. See “Fuel

Rail Bleeding” on page 4.20.

5

19

15

23. Remove the engine isolator (16) and rear torque stop (17) located on the left hand side of the engine.

16

17

600

26. Using the fuel line disconnection tool (PN PS-47152) (20), separate the fuel filter (21) and the fuel return line (22).

21

22

20

27. Secure the loose fuel lines out of the way for engine removal.

NOTE: A helper will be needed for the following steps.

5.31

ENGINE

28. Lift engine out of chassis and carefully place engine on shock tower brace.

29. While holding the engine remove the throttle bodies by loosening up the intake boot clamps and separating the throttle bodies from the intake boots.

30. Remove the cable located in the center of the throttle bodies.

31. Remove the oil cable lock nut from the threads on the cable housing.

32. Remove the throttle cable from the oil pump bracket.

33. Remove the oil cable (23) from the oil pump lever (24) by holding the pump open and rotating the cable and keeper to the slot in the pump arm.

24

23

34. Remove the cable from the oil pump bracket.

35. Remove the engine from the chassis.

36. Inspect the motor mounts and replace if needed. See “Engine Mount Replacement” on page 5.5.

5.32

600/700 CFI Engine Disassembly

1

4

3

2

6

8

7

9

5

20

10

11

12

13

14

25

24

23

30

31

15

ENGINE

16

19

17

18

If new see installation height on page 5.5

21

5

22

26

27

28

29

32

5.33

ENGINE

1.

Remove the spark plugs (1)

2.

Remove reed valve assembly. See “Reed Valve

Disassembly” on page 5.3.

3.

Remove the recoil and stator assembly. See “Recoil/Stator

Removal” on page 5.7.

4.

Remove the fuel rail. See “600/700 CFI Fuel Rail/

Injector(s) Removal/Installation” on page 4.17.

5.

Remove the head bolts (5).

6.

Remove the head cover (8) and the rubber head seals (9).

7.

Remove the head (11) and cylinder o-rings (13).

8.

Remove the VES assembly. See “Exhaust Valve

Disassembly” on page 5.3.

9.

Remove the cylinder nuts (14) and carefully remove the cylinders (15) with a slight rocking motion.

10. Support one of the pistons with the piston support block PN

2870390.

11. Remove the c-clips that hold the wrist pin into the piston.

12. Using the piston pin puller PN 2870386 and adapter PN

2871445 remove the piston (wrist) pins, and the piston (16) and small end bearings (22) from the crankshaft rod.

13. Remove the water/oil pump assembly. See “500/600/700

Water/Oil Pump Cross Shaft Disassembly” on page 5.6.

14. If removing the engine mounting straps (these straps are mounted to the engine and bulkhead) label the direction and placement of each engine strap.

15. Remove the cylinder base gaskets (17) and replace them if damaged.

16. Turn over the crankcase and remove the bottom crankcase bolts (32).

17. Make sure that cylinder dowels (19) are accounted for.

18. Turn the crankcase assembly back over and remove the top of the crankcase (21).

19. Remove the crankshaft assembly (24-28), and refer to the

General chapter for general engine component inspections and measurement procedures .

See “INSPECTONS” on page 3.5.

NOTE: If new cases are to be installed make sure that the new cylinder studs are installed to the

correct length. See “Cylinder Stud Installation” on page 5.5.

Engine Assembly

1.

Assemble the oil/water pump cross shaft as outlined on

See “500/600/700 Water/Oil Pump Cross Shaft

Assembly” on page 5.6.

2.

Set the crankshaft assembly (24-28) into the lower crankcase (29).

3.

Fill the cross shaft section of the lower crankcase with cross shaft break in lube PN 2872435.

4.

Place the top crankcase (21) on top of the lower crankcase

(29) and crankshaft assembly. Make sure that seals (25, 28) are lined up properly to each case section.

5.

Apply Loctite 242 to the threads of the lower crankcase bolts (32).

6.

Assemble the crankcase bolts into the crankcases. Torque

the bolts to 22 ft.lb. (30 N-m). Torque in sequence. See

“600/700 CFI Crankcase Torque Pattern” on page 5.35.

=

T

Head Bolt Torque 22 ft.lb. (30 N-m)

7.

Lubricate the small end bearings (21) and the piston pins with Polaris 2 stroke oil and install the piston onto the crankshaft with the piston pin removal/installation tool PN

2870386 and adapter PN 2871445.

8.

Install new c-clips in the piston grooves with the gap facing straight up (12:00 position) or straight down (6:00 position). Make sure that the c-clip is fully seated in the piston groove. Use c-clip installation tool PN 2872622A.

9.

Install the piston rings onto the piston with the bevel side up and the gap facing the piston ring locating pin.

10. Install the base gaskets (17) on the upper crankcase.

11. Lubricate the cylinders and pistons with Polaris 2-stroke oil and carefully install the cylinder onto the pistons by squeezing the piston rings onto the locating pins and rocking the cylinder gently from the intake and exhaust sides.

12. Install the cylinder base nuts (14) and torque to 32 ft-lb

(43.4 N-m) in the Cylinder Base pattern. See “600/700 CFI

Cylinder Base” on page 5.35.

=

T

Cylinder base Nut Torque 32 ft.lb. (43 N-m)

13. Install cylinder o-rings (13).

14. Install the head (11) onto the cylinders.

15. Install head cover o-rings (9) with the head cover (8) on the head.

16. Apply Loctite 242 on bolt threads (5) and torque to 22ft-lb

(29 N-m). Torque in the pattern. See “600/700 CFI

Cylinder Head Torque Pattern” on page 5.35.

=

T

Head Bolt Torque 22 ft.lb. (29 N-m)

17. Install VES. See “Exhaust Valve Assembly” on page 5.3.

5.34

600/700 CFI Cylinder Head Torque Pattern

5

9 1

4

MAG

10

3

6

Head Pattern

25 ft-lb (34 N-m)

600/700 CFI Cylinder Base

3

5

6

2

8

PTO

7

4

12

11

MAG

PTO

7

1

2

Cylinder Base Pattern

32 ft-lb (43 N-m)

600/700 CFI Crankcase Torque Pattern

8

16

15

9

11

5

MAG

7

8

1

4

PTO

3

2

Case Pattern

22ft-lb (30 N-m)

6

12

10

14

13

600/700 CFI Engine Installation

1.

Make sure that you have the engine assembled in the state that it was when it was removed. This includes all the coolant hoses, oil lines, and electrical wires.

2.

Fill oil lines with 2 stroke engine oil when assembling.

3.

Clean the oil residue and debris out of the engine compartment.

4.

To assure a smooth transition of the loose engine into the engine compartment, secure all loose hoses that are in side the engine compartment.

NOTE: You may need a helper with the installation of the throttle and oil cables.

ENGINE

5.

Place the engine on the shock tower brace and hold engine at this point.

6.

With the throttle bodies separated from the intake adapters, route the throttle cable behind the fuel rail and insert the throttle cable into the throttle pulley located in the center of the throttle bodies.

7.

Insert the throttle body into the adapters and tighten the clamps in the orientation as shown below.

8.

Adjust the throttle cable adjuster nut so that you have the

correct throttle free play. See “Throttle Lever Free Play —

Non CFI” on page 3.18.

9.

Place the oil cable into the oil pump arm. The oil pump arm has a slot (1) in the back to slide the cable through for installation. The plastic end of the throttle cable is inserted so that the large flat is facing the engine and the small end is facing the out side.

1

5

5.35

ENGINE

10. Using a 10mm open end wrench tighten the lock nut while holding the other nut with a 10mm open end wrench. Make sure that the oil cable angle is tilted slightly toward the engine (2).

2

15. Secure the oil bottle to the chassis by installing the two torx fasteners located at the top of the bottle (14).

4

11. Thread on the adjuster nut and adjust the oil pump and

adjust the oil pump. See “Oil Pump Adjustment” on page 3.19.

12. Carefully place the engine into the engine compartment and line up the engine mount studs with the engine straps on the engine.

NOTE: Make sure that all hoses, lines and wires are not pinched or interfere with installation.

13. Route the oil supply line from the engine through the hose guide.

14. Install the oil bottle and hook up the supply line (3). Open and slide the hose clamp onto the hose and oil bottle fittings.

16. Connect the oil sender (Yellow and Purple wires) to the chassis connection (Purple and Brown wires).

17. Connect all the coolant hoses.

18. Place panduit straps in the locations shown (5, 6)

19. If applicable, place the coolant hose from the throttle bodies to the coolant bottle (7).

5

7

3

6

20. Secure the hose clamp over all coolant hose and fittings.

5.36

ENGINE

21. Place the engine mount washers and fasteners (8) onto the engine mount studs. Torque to specification.

23. Apply Blue Loctite™ to the rear fasteners (10), install all the rear torque stop fasteners and torque to specification.

8

10

=

T

Engine Mount Fasteners: 28 ft.lb (37.9 N-m)

22. Install the right hand chassis brace (9).

9

=

T

Rear Torque Stop Fasteners: 28 ft.lb (37.9 N-m)

24. Adjust the rear torque stop so that you have a clearance of

.010

”

-.030

”

(.25-.75mm) from the face of the torque stop to the surface of the engine.

5

=

In. / mm.

Rear Torque Stop Clearance:

.010″-.030″ (.25-.75mm)

NOTE: If a new torque stop is installed, install it so that the nub is touching the engine. This nub is .030″

(.75mm) long.

25. Adjust the engine isolator limiter (11) so that the stop is

bottomed out on the brace (12). See “Engine Isolator

Limiter Setting” on page 3.22.

12

11

Torque Stop touching base

5.37

ENGINE

26. Install the front torque stop assembly and torque the plate fasteners to specification.

NOTE: The WHITE connector (17) goes to the MAG coil (upper). The BLUE connector (18) goes to the

PTO coil (lower).

=

T

Front Torque Stop Fasteners: 28 ft.lb (37.9 N-m)

27. Install the air box (13) onto the carb rack. Make sure to line up the air box tabs with the air box plate (14).

18

17

14

13

37. Connect the regulator rectifier connections (19).

19

28. Install the drive clutch. See “Drive Clutch Installation” on page 6.20.

29. Install the driven clutch. See “Driven Clutch Installation” on page 6.21.

30. Install the belt. See “Drive Belt Installation” on page 6.10.

31. Hook up the fuel filter and fuel return line by pushing them together until you hear a audible “click”.

32. Secure the fuel return line “P” clamp (15) onto the side of the airbox.

33. Place the fuel filter back into the holder (16) that is on the airbox

16

15

38. Connect intake air sensor (20) to the air box.

20

34. Connect the ECU connection into the ECU.

35. Connect the EV solenoid connection to the EV solenoid.

36. Connect the coil connections to the coils.

5.38

ENGINE

39. Connect the EV solenoid vent lines back onto the EV bases and install the panduit strap (21) around the spark plug wires as shown.

21

42. Replace the nosepan plugs were removed to access the front chassis brace fasteners.

43. Route the recoil rope through the eyelet on the chassis brace and secure handle once past the console.

44. Install the exhaust system.

45. Add coolant and bleed system. See “Cooling System

Bleeding” on page 3.7.

46. Premix the first tank of fuel. See “2 Stroke Gasoline / Oil

Pre Mix” on page 2.7.

47. Test run the unit and clear any codes with Digital Wrench.

48. After test running check drive and driven clutch torque.

40. Install the electrical center/belt holder over the electrical center by aligning the rear buttons to the rear of the clutch cover and installing the two fasteners (22).

5

22

41. Install the Nyloc nuts and two T40 Torx bolts to the front and the two T40 to the rear of the LH and RH chassis brace

(23) and install the braces.

NOTE: Install the long bolts and the spacer on the front portion of the bar before inserting it into the mounting area.

23

5.39

ENGINE

Torque Specifications

When tightening bolts, nuts, or screws, a torque pattern may need to be followed to ensure uniform equal tension is applied to all fasteners. Proper torque application prevents fasteners from loosening or breaking in critical service. It also minimizes wear and eliminates premature or needless repair costs. Following uniform torque application sequence patterns ensures optimum performance from precision machined, close tolerance assemblies.

The most common units of torque in the English system are ft-lb (foot pounds) and in-lb (inch pounds). In the Metric system, torque is commonly expressed in units of N-m (Newton Meter).

ENGINE 600/700 CFI

SPARK PLUG

CYLINDER HEAD

BLEEDER SCREW

THERMOSTAT HOUSING

WATER TEMPERATURE SENSOR

WATER INLET PIPE

DETIONATION SENSOR

CYLINDER BASE NUTS

EXHAUST VALVE COVER BOLTS

EXHAUST VALVE NUT

EXHAUST MANIFOLD BOLTS

CARB ADAPTER BOLTS

OIL PUMP MOUNTING BOLTS

CRANCASE PLUGS

WATER PUMP IMPELLER NUT

WATER PUMP COVER BOLTS

CRANKCASE 6mm

CRANKCASE 8mm

ENGINE STRAP to CHASSIS NUT

ENGINE STRAP to ENGINE BOLT

STATOR BOLTS

TRIGGER COIL BOLTS

FLYWHEEL

RECOIL CUP BOLTS

RECOIL COVER COLTS

DRIVE CLUTCH BOLT

7/16” ENGINE MOUNT STRAP BOLTS

REAR MOTOR MOUNTS BRACKET

18 ft-lb (24 N-m)

22ft-lb (30 N-m)

1

70 in-lb (8 N-m)

9 ft-lb (12 N-m)

18-40ft-lb (24-54 N-m)

2

75ft-lb (102 N-m)

2

168 in-lb(19 N-m)

32 ft-lb (43 N-m)

12 ft-lb (16 N-m)

3

144 in-lb (16 N-m)

1

22 ft-lb (30 N-m)

108 in-lb (12 N-m)

7 ft-lb (9 N-m)

10ft-lb (14 N-m)

2

120 in-lb (14 N-m)

108 in-lb (12 N-m)

9ft-lb (12 N-m)

1

,

3

22ft-lb (30 N-m)

1

,

3

18ft-lb (24 N-m)

45 ft-lb (61 N-m)

60 in-lb(7 N-m)

1

48 in-lb (5 N-m)

90ft-lb (122 N-m)

1

108 in-lb (12 N-m)

108 in-lb (12 N-m)

50 ft-lb(68 N-m)

45 ft-lb (61 N-m)

29 ft-lb (39 N-m)

,

3

1 =Apply Loctite 242 to threads of bolt.

2 = Apply Pipe sealant to threads.

3 = See torque sequence.

5.40

Specifications

C

OMPONENT

Engine Model Number

— 600

— 700

Engine Type

Cylinder Displacement

— 600

— 700

Bore — MM (Inches)

— 600

— 700

Stroke — MM (Inches)

— 600

— 700

Unistalled Head Volume

— 600

— 700

Installed Head Volume

— 600

— 700

Installed Head Squish

— 600

— 700

Piston-to-Cylinder Clearance

Piston Ring End Gap

Compression Ratio (Full Stroke)

— 600

— 700

Trigger-to-Flywheel Gap

S

PECIFICATION

S3206-6044-PF6H

S3322-7044-PF7J

Two Stroke CFI/Case Reed

Induction

599cc

700cc

77.25 (3.04

″

)

81 (3.19

″

)

64 (2.52

″

)

68 (2.68

″

)

34.7 — 35.7cc

35.84 — 36.84cc

31.06 — 32.56cc

31.06 — 32.56cc

.050

″

— .064

″

.050

″

— .064

″

.0043

″

— .006

″

.012

″

— .018

″

10.7 : 1

12.3 : 1

.9mm (1.34mm MAX)

ENGINE

Fastener Torque Specifications

C

OMPONENT

T

ORQUE

(L

B

.F

T

.)

T

ORQUE

(N-

M

)

N

OTES

Spark Plug

Thermostat

Bleed Screw

Thermostat

Cover

Cylinder Head

Cover

Water Temp.

Sensor

Knock Sensor

Fuel Supply

Rail

Cylinder Base

Nuts

Throttle Body

Adapter

Oil Pump

EV Housing

Exhaust

Manifold

Water Pump

Cover

18

6

9

22

18

14

9

32

9

9

12

22

9

24

8

12

30

24

19

12

43

12

12

16

30

12

Loctite 242

Thread Sealant

Clean and Dry

Pattern

Loctite 242

Impeller Nut

Flywheel Cover

Recoil Pulley

Flywheel Nut

Stator

Crankcase

Water Pump

Bushing

Mounting

Straps

10

9

9

90

9

22

13

12

12

122

12

30

Torque so screw head is flush with case.

35 48

Pattern

Loctite 242

5

5.41

ENGINE

NOTES

5.42

CLUTCHING

CHAPTER 6

CLUTCHING

PVT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2

OVERVIEW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2

DRIVE SPRING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2

CLUTCH WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2

NEUTRAL SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2

ENGAGEMENT RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2

SHIFT OUT OVER-REV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2

SHIFT OUT RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2

DRIVEN SPRING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2

BACK-SHIFTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2

FINAL GEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3

1:1 SHIFT RATIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3

LOW / HIGH RATIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3

DRIVEN HELIX / RAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4

SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4

DRIVE CLUTCH SPRINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5

SPRING FREE LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6

DRIVE CLUTCH WEIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6

NON-ER LWT DRIVEN HELIXES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7

TEAM HELIX OPTIONS WITH PERC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7

TEAM RAMP ANGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7

TEAM DRIVEN SPRINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.8

BELT INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.8

BELT WEAR / BURN DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.9

DRIVE BELT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.10

DRIVE BELT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.10

ADJUSTING BELT DEFLECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.11

DRIVE BELTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.12

BLET PN 3211115 BREAK -IN PROCEEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.13

PVT SYSTEM ADJUSTMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.14

CLUTCH ALIGNMENT / OFFSET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.14

OFFSET ADJUSTMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.14

DRIVE CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.15

IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.15

DRIVE CLUTCH REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.15

DRIVE CLUTCH DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.16

ROLLER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.17

ROLLER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.17

CLUTCH ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.18

SPIDER INDEXING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.18

DRIVE CLUTCH INSTALLATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.20

DRIVEN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.21

COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.21

DRIVEN CLUTCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.21

DRIVEN CLUTCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.21

DRIVEN CLUTCH DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.21

DRIVEN CLUTCH ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.22

BELT TO SHEAVE CLEARANCE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.22

BELT TO SHEAVE CLEARANCE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.22

BELT DEFLECTION INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.23

6

6.1

CLUTCHING

PVT SYSTEM

Overview

CAUTION

Because of the critical nature and precision balance incorporated into the PVT system, it is absolutely essential that no attempt at clutch disassembly and/or repair be made without factory authorized special tools and service procedures. Polaris recommends that only authorized service technicians that have attended a Polaris-sponsored service training seminar and understand the proper procedures perform adjustments or repairs.

The Polaris drive system is a centrifugally actuated variable speed belt drive unit. The drive clutch, driven clutch, and belt make up the torque converter system. Each clutch comes from the factory with the proper internal components installed for its specific engine model. Therefore, modifications or variations of components at random are never recommended. Proper clutch setup and adjustments of existing components must be the primary objective in clutch operation diagnosis.

Drive Spring

The drive spring opposes the shift force generated by the clutch weights, and determines the neutral RPM, engagement RPM, and wether the engine RPM remains flat, rises, or falls during shift out. When changing only the drive spring, installing a spring with a lower pre-load rate will result in a lower engagement RPM speed, while installing a spring with a higher pre-load rate will result in a higher engagement RPM.

Clutch Weight

The clutch weights generate centrifugal force as the drive clutch rotates. The force generated changes in relation to the engine

RPM and with specified weight of each clutch weight. When changing only the clutch weights, a lighter weight will result in a higher engagement RPM, lower shifting force, and higher shift out RPM. Installing heavier weights has the opposite effect

Neutral Speed

Engine RPM when the force generated by the clutch weights is less than the pre-load force generated by the drive spring. In this mode, the drive clutch is disengaged from the belt.

Engagement RPM

Engine RPM when the force generated by the clutch weights overcomes the drive spring pre-load force and the moveable sheave begins to close or “pinch” the drive belt. The

6.2

engagement mode continues until no more belt slippage occurs in the drive clutch. Once enough belt engagement is achieved, the sled will accelerate along the low ratio line until the drive clutch up shift force overcomes the opposing shift force generated by the driven clutch.

Shift Out Over-Rev

Engine RPM that spikes above the desired operating RPM speed. The shift out RPM should come down to the desired operating RPM, but never below, after the driven clutch begins to open.

Shift Out RPM

Engine RPM at which the up shift force generated by the drive clutch overcomes the shift force within the driven clutch. In this mode, the drive clutch will move the belt outwards, and the driven clutch will allow the drive belt to be pulled down into the sheaves.

During WOT operation, the shift out RPM can be seen as the maximum, sustained RPM displayed on the tachometer. The shift out RPM should be the same RPM as the recommended engine operating RPM. If the shift out RPM is above the recommended engine operating RPM, install heavier drive clutch weights. If the shift out RPM is below the recommended engine operating RPM, install lighter drive clutch weights.

The shift out RPM should remain constant during both the upshift and back shift modes.

Driven Spring

A compression spring (Team driven clutch) or torsional spring

(Polaris P-85 driven clutch) works in conjunction with the helix, and controls the shift rate of the driven clutch. The spring must provide enough side pressure to grip the belt and prevent slippage during initial acceleration. A higher spring rate will provide more side pressure and quicker back shifting but decreases drive system efficiency. If too much spring tension exists, the driven clutch will exert too much force on the belt and can cause premature belt failure.

Back-Shifting

Back-shifting occurs when the track encounters an increased load (demand for more torque). Back-shifting is a function of a higher shift force within the driven clutch then within the drive clutch. Several factors, including riding style, snowmobile application, helix angles, and vehicle gearing determine how efficient the drive system back-shifts. The desired engine operating RPM should never fall below 200 RPM of engine operating RPM, when the drive system back-shifts.

CLUTCHING

Final Gearing

The final drive gear ratio plays an important role in how much vehicle load is transmitted back to the helix. A tall gear ratio (lower numerical number) typically results in lower initial vehicle acceleration, but a higher top-end vehicle speed. A lower gear ratio

(higher numerical number) typically results in a higher initial vehicle acceleration, but a lower top-end vehicle speed.

Choosing the proper gear ratio is important to overall drive system performance. When deciding on which gear ratio to use, the operator must factor in the decision where the snowmobile will be ridden, what type of riding will be encountered, and the level of performance the operator hopes to achieve.

Gearing a snowmobile too low for extended high-speed runs may cause damage to the drive belt and drive system, while gearing a snowmobile too high for deep-snow, mountain use may cause premature belt and clutch wear.

Typically, it is recommended to gear the snowmobile with a slightly higher ratio than the actual top speed the snowmobile will ever achieve.

1:1 Shift Ratio

A 1:1 shift ratio occurs when the drive clutch and the driven clutch are rotating at the same RPM.

The mathematical vehicle speed for a given gear ratio at a 1:1 shift ratio is represented in the chaincase gearing charts located in the

Final Drive Chapter.

Low / High Ratio

Low ratio is the mechanical position when the drive belt is all the way down into the drive clutch, and all the way out on the driven clutch. High ratio represents when the drive belt is all the way out on the drive clutch, and all the way in on the driven clutch.

6

Driven Helix / Ramp

The helix cam is the primary torque feedback component within the driven clutch, regardless of driven clutch type. The beginning angle of the helix must transmit enough torque feedback to the moveable sheave in order to pinch the drive belt while minimizing belt slip. The flatter or lower the helix angle, the more side force will be exerted on the moveable sheave, while the steeper, or higher the helix angle, the less side force will be exerted on the moveable sheave.

6.3

CLUTCHING

GENERAL INFORMATION

Special Tools

Clutch Tools

Standard Offset Alignment Tool

Team LW Offset Alignment Tool

‹

500, 600, 700 Domestic and 4 Stroke Engine Clutch Puller

‹

Fuji Engine Clutch Puller

Replacement Handle for ALL Clutch Pullers

‹

Drive Clutch Holding Wrench

Strap Wrench

Replacement Strap

Drive Clutch Spider Nut Socket

Drive Clutch Spider Removal and Spider Installation Tool

Pin Centering Tool

Clutch Pin Installation Tool

Clutch Pin Punch

‹

Tapered Reamer for Drive Clutch Bore

‹

Roller Pin Tool

‹

Drive Clutch Button Removal Tool

‹

Clutch Bushing Replacement Tool Kit

‹

Primary Clutch Compression Tool

‹

Clutch Holding Fixture

‹

Clutch Compression Tool

‹

Spider Assembly Tool

‹

Clutch Compression Tool Extensions for TEAM driven

‹

Clutch Pilot Tool

(used with the 2871358 to compress the clutch)

‹

Drive Clutch Compression Tool (Compresses drive clutch without removing clutch from engine.)

‹

Drive Clutch Reamer (29mm bore, 28mm bore depth)

‹

Drive Clutch Reamer (29mm bore, 35mm bore depth)

‹

Drive Clutch Reamer (31mm bore, 42mm bore depth) 2007 600 & 700 CFI Engines

PS-46998

PS-47477

2872085

2872084

5020326

2870985

2871025

8700220

2871358

8700220

8700221

PS-45909

PU-45779

2871173

2870576

PS-48587

PS-48584

9314177-A

PU-45419

305085

2870338

2870341-A

2870401

2870402

2870507

2870576

2870910-A

6.4

CLUTCHING

7041168

7041148

7041150

7041286

7041080

7041781

7041945

7041645

7041818

7041816

7041922

7041988

7042083

7043076

7043120

7043077

7043121

7042287

7041021

7041022

7041063

7041062

7041065

7041060

7041083

7041102

7041061

7041132

Drive Clutch Springs

PART

NUMBER

COLOR

No paint color

Black

Purple

Silver

Pink

Orange

Red

Yellow

Brown

White

Green

Gold

Red/White

Silver/Gold

Blue

Dark Blue/White

Almond

Almond/Gold

Black/White

Almond/Black

Almond/Blue

Almond/Red

Black/Green

Black — 3076

Black — 3120

Black — 3077

Black — 3121

Black — 2287

.225

.218

.207

.218

.200

.218

.177

.207

.192

.218

.207

.207

.218

.225

.225

.255

.255

.207

.177

.196

.192

.192

.200

.177

.157”

.140”

.168

.207

Drive Clutch Springs

WIRE

DIAMETER

(inches)

FREE LENGTH

+/-.125”

FORCE

[email protected]” —

1.19” (+/- 12

LBS.)

42-142

100-275

100-220

77-240

120-300

120-310

140-330

150-290

140-320

165-310

150-310

165-310

120-340

40-340

60-340

80-340

100-340

110-290

70-130

44-77

75-135

75-243

112-200

70-199

120-245

44-185

69-212

34-141

3.42

3.65

4.00

3.52

3.75

3.75

3.05

3.25

3.59

3.05

3.55

4.27

3.38

2.67

2.78

2.90

3.05

3.40

4.69

3.37

3.77

2.92

3.14

2.92

4.14

4.25”

4.37

3.12

6.5

LOAD

RATE

(lbs./ inch)

145

145

107

137

111

122

76

133

91

163

137

110

168

229

213

198

183

137

105

109

81

64

98

94

44

25

53

151

CLUTCHING

Spring Free Length

Measure the drive and driven spring free length with the spring resting on a flat surface. Replace spring if out of specification.

In addition to proper free length, the spring coils should be parallel to one another when placed on a flat surface. Distortion of the spring indicates stress fatigue. Replacement is required.

CAUTION

Never shim a drive clutch spring to increase its compression rate. This may result in complete stacking of the coils and subsequent clutch cover failure

Drive Clutch Weights

WEIGHT

S43H

S45H

S47H

S49H

S51H

S53H

S55H

Full Tail Weights

GRAMS

51

53

53

43

45

47

49

PART NUMBER

1321849

1321850

1321851

1321730

1321731

1321759

1322004

WEIGHT

10M-R Bushed

10M-W Bushed

10M Blue Bushed

10M Bushed

10 Bushed

10 AL Bushed

10-54

10-56

10-58

10-60

10-62

10-62M

10-64

10-64M

10-66

10-68

10-70

10-72

10-74

10-76

10-78

10 Series Weights

GRAMS(+/- 1g)

58

60

62

61.5

64

63.5

66

68

70

72

74

76

78

51

53

54

56

44

46

47.5

49.5

PART NUMBER

1321588

1321587

1321586

1321614

1321585

1321615

1321584

1322427

1321530

1321527

1321529

1321531

1321531

1321589

1321685

1321684

1322414

1322428

1322429

1322585

1322586

11 Series Weights

WEIGHT GRAMS(+/- .8g) PART NUMBER

11-40

11-42

11-44

11-48

11-50

11-52

1322593

1322592

1322591

1322590

1322589

1322595

11-64

11-66

11-68

1322604

1322559

1322558

11-70

11-72

1322523

1322524

11-74 1322525

11-76 1322526

6.6

CLUTCHING

Non-ER LWT Driven Helixes

Non-ER LWT Driven Helixes

PART NUMBER

5135438

5135480

5135486

5135521

5135522

5135523

5135524

5135525

5135526

5135537

DESCRIPTION

70/44 — .46 / 66/44 — .46

64/38 — .65 / 64/38 — .46

62/40 — .46 / 64/40 — .55

74/50 — .46 / 74/48 — .46

74/44 — .46 / 74/40 — .46

70/50 — .46 / 70/48 — .46

70/44 — .46 / 70/40 — .46

66/50 — .46 / 66/48 — .46

66/44 — .46 / 66/40 — .46

64/38 — .65

Team Helix Options with PERC

PART NUMBER

5133687

5133771

5133772

5133773

5133784

5133785

5133786

5133787

5133788

5133789

DESCRIPTION

(58/44-46) ER

(58/42-46) ER

(62/46-46) ER

(62/42-46) ER

(58/40-46) ER

(62/40-46) ER

(62/44-46) ER

(62/48-46) ER

(60/44-46) ER

(60/46-46) ER

Team Ramp Angles

The Team helix is designated by the angle and length of the angle on the back side of the ramp. The first number (A) designates the starting angle of the ramp. The second number

(B) designates the finish angle. The last number (C) is the transition distance (in inches) between the starting and finish angles.

CAUTION

Do not install a non-ER helix on a Perc-equipped snowmobile where the engine changes directions.

6

6.7

CLUTCHING

Team Driven Springs

PART NUMBER

7042181

7043058

7043059

7042066

7043061

7043062

7043057

7043063

7043064

7043060

7043069

COLOR

Black/Yellow

Red/Black

Red/Green

Green/Black

Red/Silver

Red/Yellow

Red/Blue

Black/Red

Blue/Black

Red/White

Red/Pink

Belt Inspection

.207

.207

.218

.218

.200

.218

.218

.200

.218

.218

.235

TEAM Driven Springs

WIRE DIAMETER LOAD @ 2.2

″

(lbs)

125

100

140

155

145

140

120

135

123

100

140

LOAD @ 1.1

″

(lbs) Rate (Lbs. per inch)

175

150

200

222

208

240

220

198

203

200

260

45

45

54

65

56

90

90

56

73

91

110

BELT

A

B

1.

Measure the belt width and replace it if it is worn severely. Generally a belt should be replaced if the clutches can no longer be adjusted to provide the proper belt deflection.

• Project the side profiles and measure from corner to corner.

• Place a straight edge on each side of the drive belt and measure the distance where the straight edges intersect at the top

(A,B).

2.

Inspect the belt for loose cords. missing cogs, cracks, abrasions, thin spots or excessive wear spots. Replace if necessary.

3.

Inspect the belt for hour glassing (extreme circular wear in at least one spot and on both sides of the belt). Hour glassing occurs when the drive train does not move and the drive clutch engages the belt. Example would be taking off while the track is frozen to the ground. Remember to always warm up the track and free it from the ground.

6.8

CLUTCHING

Belt Wear / Burn Diagnostics

Table 6-1:

Belt Wear / Burn Diagnostics

POSSIBLE CAUSE SOLUTION

Driving at or about engagement RPM for extended periods of time in any type of snow condition.

Drive at higher RPM if possible. Gear the machine down.

Make sure belt deflection is at 1 1/4” to achieve optimum starting ratio.

Cold weather startups

Towing another machine at or about engagement RPM

Spinning track while vehicle is stuck (high RPM, low vehicle speed, high ambient temp. Example: 8000 RPM,

10mph actual vehicle speed and 60 m.p.h. indicated on speedometer.

Ice and snow piled up between track and tunnel overnight or after stopping for a long period of time (enough to refreeze the snow).

Poor running engine (Bog, Miss, Backfire, etc.)

Loading machine on trailer

Clutch malfunction

Slow, easy belt engagement — easing on the throttle

Be patient. Warm up engine at least 5 minutes or until it readily responds to throttle input. For the quickest most efficient drive away in extreme cold weather, take drive belt off machine and bring it in to a warm environment. Break skis and track loose from the snow. Engage throttle aggressively for short durations for initial cold drive away

When possible, do not go in deep snow when towing another machine. Use fast, effective throttle to engage the clutch. Not all machines are intended for pulling heavy loads or other machines.

Lower the gear ratio. Remove windage plates from driven clutch. If possible, move to better snow conditions and reduce RPM. Avoid riding in very high ambient temperatures

Break loose snow and ice under tunnel. Allow longer than normal warm-up. Allow belt to warm sufficiently and increase grip ability on clutch sheaves. Use fast, effective throttle when engaging clutch.

Maintain good state of tune including throttle and choke synchronization. Check for fouled spark plug(s). Check for foreign material in carbs. Make sure no water or ice is present in the fuel tank, lines, or carburetors.

Use caution when loading machine. Carbide skags may gouge into trailer and prevent drive train from spinning freely. Use enough speed to drive completely onto trailer. If machine cannot be driven completely onto trailer, it may need to be pulled or pushed to avoid belt wear / burning.

Check for correct clutch components, or damage on the clutch

Use fast, effective throttle to engage the clutch.

6

6.9

CLUTCHING

Drive Belt Removal

A

C

D

B

E

NOTE: Turn the key to the “OFF” position and allow the engine to come to a complete stop.

Always install a used belt in the same direction as it was installed before removing. When installing a new belt, position the identification numbers so they can read when viewed from the left-side of machine.

1.

Remove the clutch guard / air intake.

2.

Position the thread hole (B) so that it is in the 10:00 or 2:00 position.

3.

Insert the “L” wrench (A) into the threaded hole (B) located on the driven clutch, and turn it clockwise until the clutch sheaves are in the open position (C).

NOTE: L wrench PN 2874857

4.

Remove the drive belt.

Drive Belt Installation

1.

With the “L” wrench inserted into the threaded into hole (B) and the sheaves in the open position (C), install the drive belt.

NOTE: Install belt so that the numbers can be read correctly on the left side of the machine.

2.

Turn the “L” wrench counter-clockwise until the driven clutch sheaves are in the closed position. “Wiggle” the belt to remove slack while removing the wrench.

3.

Reinstall the clutch guard / air intake.

6.10

CLUTCHING

Adjusting Belt Deflection

F

E

1.

Loosen the jam nut (E).

2.

Using an 1/8” Allen head wrench, turn the stud (F) counter-clockwise to decrease belt deflection and clockwise to increase belt deflection.

3.

When the proper belt deflection is achieved torque the lock nut (E) to 90-110 in-lb. (10-12Nm).

6

6.11

CLUTCHING

Drive Belts

Part

Number

3211042

3211045

3211058

3211059

3211061

3211065

3211066

3211067

3211070

3211073

3211074

3211075

3211080

3211078

3211099

3211111

3211115

Belt Width

(Projected)* in/mm

1.375/34.9

1.375/34.9

1.250/31.75

1.250/31.75

1.375/34.9

1.438/36.5

1.375/34.9

1.375/34.9

1.375 / 34.9

1.438 / 36.5

1.438 / 36.5

1.438 / 36.5

1.438 / 36.5

1.438 / 36.5

1.490 / 37.84

1.537 / 39

1.46 / 37.1

Side

Angle

Overall*

32

_

32

_

28

_

28

_

32

_

28

_

28

_

28

28

28

28

_

_

_

_

28

_

28

_

28

_

28

_

28

_

26

_

Center to

Center in/ cm*

12/30

12/30

11/28

12/30

12/30

12.5/31.75

12/30

12/30

12/30

12.5/31.75

12/30

12/30

11.5/29.2

11.5/29.2

11 / 27.9

11.5/29.2

11.5 / 29.2

Outer

Circumference in/cm

47.25/120

47.125/119.7

43.313/110

45.125/114.6

47.188/119.9

48.375/122.9

47.25/120

47.25/120

47.25/120

48.375/122.9

47.625/121

47.625/121

46.625/118.4

46.62 / 118.4

46.06 / 116.9

47.67 / 121

46.77 / 118.8

Notes

Common production belt.

Close tolerance version of 3211042

P-90 belt

Longer P-90 belt

CVT version of 3211045

CVT Double Cog Storm belt

Double Cog-CVT- thicker than the 3211070.

“Sticky compound” Good for low horsepower trail riding. Drag racing belt.

Late model P-85 systems

“Sticky compound” Good for low horsepower trail riding. Drag racing belt.

“Sticky compound” Good for low horsepower trail riding. Drag racing belt.

Double Cog CVT

Double Cog CVT version of 3211078

Standard Drive Belt

Double Cog CVT

Super Cog Belt

Raw Edge Double Cog Variable Speed Drive

Belt

*Belt dimensions are given in nominal dimensions. There is a +/- variance for all critical dimensions. Clutch set up must be inspected when a new belt is installed and, if necessary adjusted.

The drive belt is an important component of the converter system. In order to achieve maximum efficiency from the converter, drive belt tension (deflection), clutch offset, and alignment must be adjusted properly.

6.12

Belt PN 3211115 Break -In Procedure

This is a new belt for 2007 and is used o the 600 RMK, Dragon

RMK and the Dragon IQ sleds. This belt can be used on any sled that has a 11.5” (29.2cm) center to center distance or uses a

3211080 belt.

The manufacturing process of this belt requires a special breakin procedure.

1.

Clean the clutch sheaves with isopropyl alcohol.

2.

Position the new belt so that the number of the belt face you while you are standing on the clutch side of the machine.

3.

Drive the unit for 20-50 miles and vary throttle speed without exceeding half throttle and avoid aggressive acceleration.

CLUTCHING

6

6.13

CLUTCHING

PVT SYSTEM ADJUSTMENTS

Clutch Alignment / Offset

The engine is mounted in the bulkhead so the drive and driven clutches self-align under high torque loads.

Offset is controlled by the number of washers installed on the jackshaft behind the driven clutch.

1.

Remove drive belt.

2.

Install the correct alignment tool depending on the type of driven clutch installed on the snowmobile.

T

OOL

P

ART

N

UMBER

PS-47477

A

PPLICATION

Light Weight (LW) Team

Driven

NOTE: A standard alignment tool will not work with a Team LW driven clutch. Likewise, a LW alignment tool will not work with a standard Team driven clutch. A Team LW driven clutch can be identified as having 24 cooling fins.

3.

The optimum setup is when the front and rear of the tool touch the driven clutch. No gap should be present in the front, and the rear clearance should not exceed .060″

(3mm).

NOTE: If the front of the alignment bar does not touch the driven sheave, the maximum clearance cannot exceed .025

″

.

Offset Adjustment

1.

Determine direction driven clutch needs to be adjusted.

2.

Remove driven clutch retaining bolt, and remove driven clutch.

3.

Add or remove washers from the jackshaft between the driven clutch and jackshaft bearing to achieve proper offset.

4.

After adjusting offset, add or remove shim washers from the retaining bolt to provide a +/- 0.030

”

(.75mm) of float on the jackshaft.

CAUTION

Always verify the driven clutch floats on the jackshaft after securing the fastener. The jackshaft bearing will fail due to side-loading if the driven clutch is not allowed to float.

6.14

0” — .060”

Touching

(PN: PS-46998 Shown)

CLUTCHING

DRIVE CLUTCH

Identification

A

B

B

D

C

E

Every clutch will have the last three digits of the clutch part number etched on to the cover (A). The “X” (B) marking is an index mark where the clutch cover (C), clutch spider (D) and the stationary sheave (E) should line up when the clutch is assembled.

Drive Clutch Removal

6

(Domestic style)

NOTE: All clutch tools can be found at the beginning of this chapter.

1.

Remove the belt.

2.

Place the clutch holding tool (PN 9314177-A) on the drive clutch.

3.

Remove the drive clutch retaining bolt. Note the placement and number of washers on retaining bolt.

4.

Insert the correct clutch puller into the retaining bolt hole.

5.

Tighten the puller into the clutch. If the clutch does not come off, strike the clutch puller head with a hammer. If the clutch does not “pop” off, continue to tighten the clutch puller, and repeat this step.

CAUTION

Do not use an impact wrench to remove or install the clutch bolt or clutch puller. Damage to the clutch and/or crankshaft can occur.

6.15

CLUTCHING

Drive Clutch Disassembly

WASHER

SPIDER BUTTON

ROLLER

ROLLER PIN

WASHER

WEIGHT

WEIGHT PIN

BEARING SLEEVE

MOVEABLE INSERT

SPRING

COVER

COVER BEARING

RETAINER

JAM NUT

SPIDER

SPACERS

CLUTCH SPACER

MOVEABLE SHEAVE

STATIONARY SHEAVE

CAUTION

Wear eye protection when servicing the drive clutch.

Sheaves must be marked to provide a reference point for dutch balance and spider indexing. If the sheaves are not marked and the spider washers are changed or misplaced, the clutch may be out of balance and damage to the clutch may result.

WARNING

Clutch spring is under extreme tension, use caution when disassembling the clutch.

1.

In a straight line, mark the sheaves and the cover with a black marker or etched with a scribe.

2.

Remove the clutch.

3.

Place the drive clutch in the clutch compression tool (PN

8700220).

4.

Compress the clutch in the compression tool, then secure the chain.

5.

Evenly remove the cover fasteners. The cover bushing may be damaged if the cover is side-loaded or mis-aligned.

6.

Carefully remove the tension from the compression tool.

7.

Remove the cover and inspect the cover bushing. Replace if damaged or worn.

NOTE: Replace the cover bushing if the inside diameter is over 1.40

″

(28.95mm)

8.

Remove the spring.

9.

Mount the drive clutch securely in a drive clutch holding fixture (PN 2871358).

10. Remove the jam nut in a counterclockwise direction

(standard thread) using the drive clutch spider nut socket

(PN 2871358).

11. Install the spider removal tool (PN 2870341), and remove the spider in a counterclockwise direction (standard thread).

12. Measure the total thickness of the spacer washers that are installed on top of the clutch spacer. Record the thickness of these spacer washers.

13. Inspect both sheave surfaces for wear or damage.

14. Inspect the moveable sheave bushing for wear or damage.

15. Remove all three drive clutch weights.

16. Inspect each weight. The surface should be smooth, with no waves or galling. Place bolt inside weight to check flyweight bushing and pin surface for wear by rocking the weight back and forth.

17. Inspect all the rollers, bushings and roller pins by pulling a flat metal rod across the roller.

18. Roller can also be inspected by rolling with a finger to feel for flat spots, roughness, or loose bushing.

NOTE: The flyweight bushing is not replaceable. If flyweight bushing is damaged both the flyweight, pin and nut will need to be replaced.

19. Inspect to see if the roller and bushing are separating.

20. Bushing must fit tightly in roller.

21. Replace roller and pin if roller fails to roll smoothly (no flat spots) or if the bushing is loose or worn.

6.16

CLUTCHING

1.496″ (37.99mm).

Roller Removal

SPIDER

ROLLER PIN

ROLLER

WASHER

WASHER

11. Measure the width of the moveable sheave towers.

Specification is 1.50″ (38.1mm).

SHIM

BUTTON

1.

With the spider in a vise start removing the spider buttons by drilling a 0.18″ hole in the center of a button on one side of the spider.

2.

Place spider on a vise or in an arbor press.

3.

Place a pin punch through the spider button hole and drive the opposite button and pin out.

4.

Remove shims (if any are installed) and note their location.

5.

Flip the spider over and tap out the holed button.

Roller Installation

NOTE: CAUTION: Use care to start the pin straight.

Aluminum burrs could pass through into the roller bushing causing it to bind and stick. Also use care to make sure the roller remains aligned when the pin is driven through. The roller busing could be damaged causing premature wear and roller failure.

1.

Drive pin into the spider leg.100″ -.125″ (0.25 — 0.32cm) beyond the first land of the spider leg.

2.

Install one washer on the portion of the pin that is protruding from the spider leg.

3.

Install new buttons into the spider

4.

Place roller in spider leg and center it on the pin.

5.

Place a second washer on the other side of the roller.

6.

Place the spider on a vise.

7.

Install pin centering tool (PN 2870401).

8.

Drive the roller pin through the second land of the spider.

9.

Repeat process for the other two rollers.

10. Measure the width of the spider leg with the buttons installed (9) and record the measurement. Specification is

12. Subtract the spider measurement form the tower measurement. The clearance between the spider buttons and the moveable sheave towers is .002″ — .004″ (.05 —

.10mm).

6

6.17

CLUTCHING

Clutch Assembly

1.

Assemble the rollers, bushings and roller pins if they were removed.

2.

Install the head of the weight pin so that it is on the leading side of rotation. This will orientate the nut on the trailing side of rotation.

3.

Torque weight pin to 30 in-lb. (3Nm).

4.

Place the moveable sheave onto the stationary sheave.

5.

Place the same number of spacers on top of the stepped spacer onto the shaft of the stationary sheave.

CLUTCH SPACER

SPACERS

Spider Indexing

clearance and clutch balance. Please read all procedures before proceeding.

1.

Remove and disassemble clutch

2.

Add or remove spider washers as required to achieve desired belt to sheave clearance. Make sure that the stepped washer (A) is on the bottom of the spacer stack (B). For example: If belt to sheave clearance is .020

″

too large, removing one .020

″

shim will position the movable sheave closer to the fixed sheave reducing belt to sheave clearance by .020

″

.

3.

Place the correct number of spacer washers (B) beneath the spider. The following washers are available for fine tuning:

• 5210752 — .020

″

(.51mm)

• 5242981 — .025

″

(.63mm)

• 5210753 — .032

″

(.81mm)

• 5210754 — .050

″

(1.27mm)

• Clutch Spacer — .130

″

(3.3mm)

JAM NUT

6.

Thread the spider onto the stationary sheave shaft.

7.

Index the spider. See “Spider Indexing” on page 6.18.

8.

Using the spider tool (PN 2870341) torque to 200 ft.-lb.

(276Nm).

9.

Install the jam nut (6) onto the shaft and torque it to 235 ft.lb. (324 Nm).

10. Place the drive spring on the shaft.

11. Place the cover onto the clutch and torque the cover fasteners to 90 in-lb. (10Nm).

NOTE: Do not allow side loading or mis-alignment of the cover or the bushing may become damaged.

(B)

(A)

4.

Install spider washer(s) and spider aligning the “X” with the moveable sheave’s “X”. Notice as the spider seat location is changed, the sheave marks made before disassembly no longer align (C). There are two ways to bring the sheave marks into alignment.

6.18

Vary the amount and thickness of spacer washers (washer thickness may vary slightly). Re-index marked spider leg to another tower. This can be done because spider has little effect on overall clutch balance.

Re-indexing the spider 1/3 turn clockwise, or 1 leg, will allow the realignment of the moveable and stationary sheaves as previously marked (D). For EXAMPLE: 0.020″ or 0.032″ (0.5

— 0.8mm) washer removed — re-index spider clockwise 1/3 turn.

NOTE: Alignment marks on the sheaves should be with in 1″ (25.4mm) after final assembly and torquing.

CLUTCHING

6

6.19

CLUTCHING

Drive Clutch Installation

NOTE: Always clean the clutch taper before re-installing clutch on engine.

1.

Place a clutch taper reamer (PN 2870576) in a vise (A) and lubricate the cutting edges with cutting oil. Clean the clutch taper by manually rotating the clutch clockwise on the reamer one or two revolutions. Only use the weight of the clutch and do not push down on the clutch while turning. This will clean up any galling or scoring of the bore taper.

2.

Check crankshaft taper for galling or scoring. If necessary clean the taper evenly with 200 grit emery cloth (B).

3.

The clutch taper and the crankshaft taper should be clean and dry. Do not use harsh cleaners which may cause clutch taper to corrode, or damage the crank seal.

4.

Clean clutch taper with lacquer thinner or isopropyl alcohol (C).

5.

Slide clutch onto crankshaft taper (D).

6.

Install the retaining bolt with all spacers and washers or o-rings (E) that were on the bolt when it was removed.

7.

Hold the clutch with the holding wrench (F) PN 931417-A. Re-check torque after first operation or test ride.

8.

Torque retaining bolt to specification.

9.

Run engine then re-torque the retaining bolt to specification.

Drive Clutch Bolt Torque

ENGINE

Fuji

BOLT

7/16-20

TORQUE

40-45 ft-lb (55-

62N-m)

Liberty 440/500/600/

700 carbureted

Liberty 600/700 CFI

14mm

14mm

50 ft-lb (68N-m)

80 ft-lb (108N-m)

CAUTION

Re-torque the drive clutch bolt after running the engine for several minutes.

6.20

CLUTCHING

DRIVEN CLUTCH

Components

(Team LW Clutch Shown)

HELIX

SNAP RING

ROLLER ASSEMBLY

SPRING CUP

SPRING

DEFLECTION SPACER

STATIONARY SHEEVE

MOVEABLE SHEEVE

BELT DEFLECTION SCREW

=

T

Helix Fasteners = 60 — 80 In.Lbs. (7 — 9 Nm)

Driven Clutch Retaining Fastener = 17 Ft.Lbs. (23 Nm)

Driven Clutch Removal

Driven Clutch Installation

6

A

1.

Remove the drive belt.

2.

Apply and lock the parking brake.

3.

Remove the driven clutch bolt and washers (A).

NOTE: Count the number and location of the spacer washers located on the fastener and behind the clutch.

4.

Slide the driven clutch off the jackshaft.

5.

Inspect the splines and replace jackshaft if damage is found.

1.

Install the driven clutch bolt with the same amount of washers at removal.

2.

Torque the bolt to specification.

3.

Check for correct belt deflection.

Driven Clutch Disassembly

1.

Helix Removal:

• Remove the fasteners securing the helix to the moveable sheave.

• Using a flat-blade screwdriver, carefully pry the helix up and out of the sheave.

2.

Install the clutch into the clutch compression tool, PN

8700220. Use the clutch compression extensions, PN PS-

45909.

6.21

CLUTCHING

3.

Compress the roller assembly to access the snap ring. Lock the clutch compression tool chain to hold the roller assembly down.

4.

Carefully remove the snap ring.

5.

Slowly release the compression tool.

WARNING

Wear eye protection when removing and installing the roller assembly.

6.

Disassemble the clutch components. Replace damaged or worn components.

Driven Clutch Assembly

1.

Clean the components with clutch cleaner. Reassemble the clutch components. Reference the illustration for order of assembly.

2.

Visually align the wide notch on shaft with the wide opening on the roller assembly. Place the roller assembly on the spring.

3.

While keeping the roller assembly centered on the shaft, compress the roller assembly and spring down into the moveable sheave enough to expose the snap ring groove.

4.

Install the snap ring, then release the compression tool.

5.

On dual-angled Team helixes, locate the desired angles etched on the helix cover. Install the helix so that the desired ramps fit around the two rollers. Push the helix down into the sheave, while keeping the fastener holes aligned.

6.

Torque the helix fasteners to specification.

Belt to Sheave Clearance Inspection

The distance between the belt and the moveable sheave on the drive clutch is very important. This distance controls the starting ratio (lowers starting ratio is most preferable) and the position of the clutch weight to engine RPM.

The distance between the belt and movable sheave should be as close to .020″ (.5 mm) as possible with out creating drag on the belt when positioned around the hub at the bottom of the sheaves.

1.

Force the belt (1) to the stationary sheave (toward engine) of the drive clutch.

NOTE: Measure total belt to sheave clearance with a new belt installed.

2.

Install a feeler gage between the belt and moveable sheave

2

3.

Distance should be

.005″ — .035″ (.1 — .9 mm)

=

1

In. / mm.

Belt to Sheave Clearance: .005″ — .035″ (.1 — .9 mm)

Belt to Sheave Clearance Adjustment

Belt to Sheave clearance can be adjusted in two ways:

1.

Try several new belts to achieve proper clearance.

2.

You can add or remove shims from under the spider to

increase or decrease the belt to sheave clearance. See

“Spider Indexing” on page 6.18.

NOTE: Belts with various widths will affect belt deflection since they will fit differently in the driven

clutch. See “Belt Deflection Inspection” on page 6.23.

6.22

Belt Deflection Inspection

CLUTCHING

6

Belt deflection is critical for optimum belt performance and belt life. It should be checked at 500 miles (800km) and then in 1000 mile (1600km) increments after that.

Too much belt deflection is when the belt is too long or the center distance is too short. The initial starting ratio will be too high, resulting in performance loss. This is due to the belt rising too high in the drive clutch sheaves upon engagement (A).

Not enough belt deflection (B) is when the belt is too short or the center distance is too long. The initial starting ratio will be too low. In addition, the machine may creep when the engine idles, causing damage to the internal face of the drive belt.

6.23

CLUTCHING

NOTES

6.24

FINAL DRIVE/BRAKES

CHAPTER 7

FINAL DRIVE/BRAKES

GEARING CHARTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2

CHAINCASE SPEED CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2

GEARS AND CHAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6

GEARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6

DRIVE CHAIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6

CHAIN CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7

EXPLODED VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7

CHAINCASE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8

CHAINCASE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8

CHAINCASE SEAL & BEARING REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9

DRIVE TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.10

JACKSHAFT EXPLODED VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.10

JACKSHAFT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11

JACKSHAFT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11

ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11

CHAINCASE DRIVE TENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11

DRIVESHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.12

DRIVESHAFT REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.12

WIDETRAK TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.13

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.13

INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.14

LOW/REVERSE SHAFT DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.16

SHIFT FORK DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.16

TRANSMISSION ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.17

TRANSMISSION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.17

HYDRAULIC BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.19

OVERVIEW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.19

COMPENSATING PORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.19

GENERAL GUIDELINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.19

BRAKE FLUID REPLACEMENT & BLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.20

BRAKE LINE REPLACEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.21

BRAKE LIGHT SWITCH REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.22

CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.23

CALIPER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.23

CALIPER REPLACEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.23

CALIPER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.23

BRAKE PAD REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.23

BRAKE DISC REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.23

WIDETRAK BRAKE CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.24

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.24

ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.24

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.24

7

7.1

FINAL DRIVE/BRAKES

GEARING CHARTS

Chaincase Speed Charts

Top Gear 26 26 26 26 25 25 25 25 25 25 25 25 25 24 24 24 24 24

Bottom Gear 35 36 39 40 36 37 38 39 40 41 42 43 44 37 38 39 40 41

7.92

8.373

NR

NR

NR

76

NR

NR

NR

78

NR

76

74

76

74

NR

NR

NR

76

78

76

78

NR

NR

NR

NR

NR

80

74

NR

74

NR

74

NR

NR

NR

76

78

11.35

8.424

92

NR

92

NR

94

78

94

NR

92

NR

92

NR

NR

NR

NR

NR

94

78

94

NR

NR

NR

NR

NR

NR

NR

92

NR

92

NR

NR

NR

NR

78

94

78

Gear 1.35 1.38 1.50 1.54 1.44 1.48 1.52 1.56 1.60 1.64 1.68 1.72 1.76 1.54 1.58 1.63 1.67 1.71

Jackshaft RPM

6000

MPH

96 93 86 84 89 87 85 83 81 79 77 75 73 84 81 79 77 75

100 97 89 87 93 91 88 86 84 82 80 78 76 87 85 83 81 79 6250

6500

6750

7000

7250

7500

7750

8000

8250

8500

120 116 107 105 112 109 106 103 101 98 96 94 92 104 102 99 97 94

124 120 111 108 116 112 110 107 104 101 99 97 95 108 105 102 100 97

128 124 115 112 119 116 113 110 107 105 102 100 98 111 109 106 103 101

132 128 118 115 123 120 117 114 111 108 105 103 101 115 112 109 106 104

8750

9000

9250

9500

136 132 122 119 127 123 120 117 114 111 109 106 104 118 115 112 110 107

140 136 125 122 131 127 124 120 117 115 112 109 107 122 119 116 113 110

144 140 129 126 134 131 127 124 121 118 115 112 110 125 122 119 116 113

148 143 132 129 138 134 131 127 124 121 118 116 113 129 125 122 119 116

9750

10000

152 147 136 133 142 138 134 131 128 124 121 119 116 132 129 126 122 119

156 151 140 136 145 141 138 134 131 128 125 122 119 136 132 129 126 123

160 155 143 140 149 145 141 138 134 131 128 125 122 139 136 132 129 126

7.2

FINAL DRIVE/BRAKES

7000

7250

7500

7750

8000

8250

8500

Top Gear 24 24 23 23 23 23 23 23 23 23 22 22 22 22 22 22 22 22

Bottom Gear 42 43 37 38 39 40 41 42 43 46 37 38 39 40 41 42 43 46

7.92 76 NR NR 74 74 NR NR 76 76 NR 72 NR 74 74 NR NR 76 NR

8.373

11.35

8.424

78 NR NR NR 76 NR NR 78 NR NR NR NR 76 76 NR NR 78 NR

94 NR NR 92 92 NR NR 94 94 NR NR NR 92 92 NR NR 94 NR

NR NR NR NR NR NR NR NR NR 80 NR NR NR NR NR NR NR 80

Gear 1.75 1.79 1.61 1.65 1.70 1.74 1.78 1.83 1.87 2.00 1.68 1.73 1.77 1.82 1.86 1.91 1.95 2.09

Jackshaft RPM

6000

MPH

74 72 80 78 76 74 72 71 69 64 77 75 73 71 69 68 66 62

6250

6500

6750

77 75 83 81 79 77 75 74 72 67 80 78 76 74 72 70 69 64

80 78 87 84 82 80 78 76 75 70 83 81 79 77 75 73 71 67

83 81 90 88 85 83 81 79 78 72 86 84 82 80 78 76 74 69

86 84 93 91 89 86 84 82 80 75 89 87 85 83 81 79 77 72

89 87 97 94 92 90 87 85 83 78 93 90 88 86 84 82 80 74

92 90 100 97 95 93 90 88 86 81 96 93 91 89 86 84 82 77

8750

9000

9250

9500

9750

10000

104 102 113 110 108 105 102 100 98 91 109 106 103 100 98 96 93 87

107 105 117 114 111 108 105 103 101 94 112 109 106 103 101 98 96 90

110 108 120 117 114 111 108 106 103 97 115 112 109 106 104 101 99 92

114 111 123 120 117 114 111 109 106 99 118 115 112 109 107 104 102 95

117 114 127 123 120 117 114 112 109 102 121 118 115 112 109 107 104 98

120 117 130 127 123 120 117 115 112 105 125 121 118 115 112 110 107 100

123 120 134 130 127 123 120 118 115 107 128 124 121 118 115 113 110 103

7

7.3

FINAL DRIVE/BRAKES

8750

9000

9250

9500

9750

10000

7000

7250

7500

7750

8000

8250

8500

Top Gear 21 21 21 21 21 21 21 21 21 21 20 20 20 20 20 20 20 20

Bottom Gear 37 38 39 40 41 42 43 44 46 47 37 38 39 40 41 42 43 45

7.92 72 NR NR 74 74 NR 76 NR NR NR 72 72 NR NR 74 74 NR NR

8.373

11.35

8.424

NR NR NR 76 NR NR NR 78 NR NR NR NR NR NR 76 NR NR 78

90 NR NR 92 92 NR NR NR NR NR 90 90 NR NR 92 92 NR NR

NR NR NR NR NR NR NR NR 80 80 NR NR NR NR NR NR NR NR

Gear 1.76 1.81 1.86 1.90 1.95 2.00 2.05 2.10 2.19 2.24 1.85 1.90 1.95 2.00 2.05 2.10 2.15 2.25

Jackshaft RPM

6000

MPH

73 71 69 68 66 64 63 62 59 58 70 68 66 64 63 61 60 57

6250

6500

6750

76 74 72 70 69 67 66 64 61 60 73 71 69 67 65 64 62 60

79 77 75 73 72 70 68 67 64 62 75 73 72 70 68 66 65 62

82 80 78 76 74 72 71 69 66 65 78 76 74 72 71 69 67 64

85 83 81 79 77 75 73 72 69 67 81 79 77 75 73 72 70 67

88 86 84 82 80 78 76 74 71 70 84 82 80 78 76 74 72 69

91 89 87 85 83 81 79 77 74 72 87 85 83 81 79 77 75 72

94 92 90 87 85 83 81 79 76 74 90 88 85 83 81 79 77 74

98 95 93 90 88 86 84 82 78 77 93 90 88 86 84 82 80 76

101 98 95 93 91 89 87 85 81 79 96 93 91 89 86 84 82 79

116 113 110 107 105 102 100 97 93 91 110 107 105 102 100 97 95 91

119 116 113 110 107 105 102 100 96 94 113 110 107 105 102 100 97 93

122 119 116 113 110 107 105 103 98 96 116 113 110 107 105 102 100 95

7.4

FINAL DRIVE/BRAKES

9000

9250

9500

9750

10000

7500

7750

8000

8250

8500

8750

Top Gear 19 19 19 19 19 19 19 19 18 18 18 18 18 18 18 17 17 17 17 17 17 17

Bottom Gear 37 38 39 40 41 42 43 46 37 38 39 40 41 42 43 37 38 39 40 41 42 43

7.92

8.373

NR

NR

72

74

72

NR

NR

NR

74

NR

74

76

74

NR

NR

78

NR

NR

NR

NR

72

NR

72

NR

NR

NR

74

NR

74

NR

70

NR

NR

NR

72 72 72 NR 74

NR NR NR NR NR

11.35

8.424

NR 90 90 NR NR 92 92 NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR

NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR NR

Gear Ratio 1.95 2.00 2.05 2.11 2.16 2.21 2.26 2.42 2.06 2.11 2.17 2.22 2.28 2.33 2.39 2.18 2.24 2.29 2.35 2.41 2.47 2.53

Jackshaft

RPM

MPH

6000

6250

6500

6750

7000

7250

66 64 63 61 60 58 57 53 63 61 59 58 57 55 54 59 58 56 55 53 52 51

69 67 65 64 62 61 59 55 65 64 62 60 59 58 56 62 60 59 57 56 54 53

72 70 68 66 65 63 62 58 68 66 64 63 61 60 58 64 62 61 59 58 57 55

74 72 71 69 67 66 64 60 71 69 67 65 64 62 61 67 65 63 62 60 59 57

77 75 73 71 70 68 66 62 73 71 69 68 66 64 63 69 67 66 64 62 61 59

80 78 76 74 72 70 69 64 76 74 72 70 68 67 65 72 70 68 66 65 63 62

83 81 78 77 75 73 71 67 78 76 74 72 71 69 67 74 72 70 68 67 65 64

85 83 81 79 77 75 74 69 81 79 77 75 73 71 70 76 74 73 71 69 67 66

88 86 84 82 80 78 76 71 84 81 79 77 75 74 72 79 77 75 73 71 70 68

91 89 86 84 82 80 78 73 86 84 82 80 78 76 74 81 79 77 75 73 72 70

94 91 89 87 85 83 81 75 89 86 84 82 80 78 76 84 82 80 78 76 74 72

97 94 92 89 87 85 83 78 91 89 87 85 83 81 79 86 84 82 80 78 76 74

99 97 94 92 90 87 85 80 94 92 89 87 85 83 81 89 86 84 82 80 78 76

7

102 99 97 94 92 90 88 82 97 94 92 89 87 85 83 91 89 87 84 82 80 79

7.5

FINAL DRIVE/BRAKES

GEARS AND CHAINS

Gears

PART

NUMBER

DESCRIPTION

3221164

3221165

3221166

3221167

3221168

3221169

3221170

3221171

3221093

3221094

3221095

3221096

3221097

3221098

3221099

3221101

3221102

3222127

3222126

17T, 3/4W, 15 SPL, HYVO, PM

18T, 3/4W, 15 SPL, HYVO, PM

19T, 3/4W, 15 SPL, HYVO, PM

20T, 3/4W, 15 SPL, HYVO, PM

21T, 3/4W, 15 SPL, HYVO, PM

22T, 3/4W, 15 SPL, HYVO, PM

23T, 3/4W, 15 SPL, HYVO, PM

24T, 3/4W, 15 SPL, HYVO, PM

25T, 3/4W, 15 SPL, HYVO, PM

26T, 3/4W, 15 SPL, HYVO, PM

36T, 3/4W, 15 SPL, HYVO, PM

2900010

3222125

2900011

3222108

3222099

3222101

37T, 3/4W, 15 SPL, HYVO, CM

37T, 3/4W, 15 SPL, HYVO PM

38T, 3/4W, 15 SPL, HYVO, CM

39T, 3/4W, 15 SPL, HYVO, PM

40T, 3/4W, 15 SPL, HYVO, PM

41T, 3/4W, 15 SPL, HYVO, PM

2900005

2900016

3221188

42T, 3/4W, 15 SPL, HYVO, CM

43T, 3/4W, 15 SPL, HYVO, CM

43T, 3/4W, 15 SPL, HYVO, PM

1341243 39T, REVERSE, 3/4W, 15 SPL, HYVO, PM

1341227 40T, REVERSE, 3/4W, 15 SPL, HYVO, PM

1341228 41T, REVERSE, 3/4W, 15 SPL, HYVO, PM

18T, 7/8W, 15 SPL, HYVO, CM

19T, 7/8W, 15 SPL, HYVO, CM

20T, 7/8W, 15 SPL, HYVO, CM

21T, 7/8W, 15 SPL, HYVO, CM

22T, 7/8W, 15 SPL, HYVO, CM

23T, 7/8W, 15 SPL, HYVO, CM

24T, 7/8W, 15 SPL, HYVO, CM

25T, 7/8W, 15 SPL, HYVO, CM

CC FIT

7.92

8.37

11.35

7.92

8.37

11.35

7.92

7.92

8.37

11.35

CM

= Cut Metal Sprocket

PM

= Powder Metal Sprocket

CD

= Center Distance between top and bottom sprocket.

Drive Chain

PART

NUMBER

3221114

3221113

3221112

3221115

3221110

3221109

3221108

3221158

3221157

3221156

3221161

3222131

3222132

3222110

DESCRIPTION

64P, 3/4W, HYVO CHAIN

66P, 3/4W, HYVO CHAIN

68P, 3/4W, HYVO CHAIN

70P, 3/4W, HYVO CHAIN

72P, 3/4W, HYVO CHAIN

74P, 3/4W, HYVO CHAIN

76P, 3/4W, HYVO CHAIN

90P, 3/4W, HYVO CHAIN

92P, 3/4W, HYVO CHAIN

94P, 3/4W, HYVO CHAIN

96P, 3/4W, HYVO CHAIN

74P, 7/8W, HYVO CHAIN

76P, 7/8W, HYVO CHAIN

78P,3/4W,HYVO CHAIN

CHAINCASE

FIT

7.92

8.37

11.35

11.35

7.92

8.37

11.35

7.6

FINAL DRIVE/BRAKES

CHAIN CASE

Exploded View

Q

P

O

N

M

L

K

J

G

F

E

D

I

H

C

B

A

V

R

S

T

U

W

X Y image depicts 8.373 chaincase, your chaincase may vary slightly

Z

D

E

F

G

ITEM

L

M

A

B

C

H

J

I

K

Chaincase

DESCRIPTIO

N

TORQUE SPECIFICATION / NOTES ITEM DESCRIPTION

Cover bolts

Chaincase cover

Cover gasket

Cotter pin

8 ft-lb(11N-m) N

O make sure that the gasket is not pinched during assembly bend the ends over the nut flats when installing

50 ft-lb (62.5N-m)

P

Q

R Jackshaft nut

Washer

Top sprocket

Fastener Seal

Install so that the shoulder is facing the bearing

Chain tensioner adjuster

Tensioner lock nut

Torque only finger tight during assembly

Thread this onto the adjuster bolt during assembly

Tensioner

Assembly

S

T

U

V

W

X

Upper c-clip

Upper bearing

Install so that the chamfered edge is facing the bearing

Loctite 680 when assembled

Y

Z

Chaincase

Upper seal

Lower seal

Fill plug

Drain plug

Lower bearing

Lower c-clip

Chain

Lower sprocket

Washer

Lower sprocket retaining bolt

Sight glass

TORQUE SPECIFICATION /

NOTES

Install so that the lip is facing the chaincase

Install so that the lip is facing the chaincase

8 ft-lb (11N-m)

Loctite 680 when assembled

Install so that the chamfered edge is facing the bearing

Install so that the shoulder is facing the bearing

19 ft-lb (26N-m)

Only remove if replacing

7.7

7

FINAL DRIVE/BRAKES

Chaincase Removal

1.

Support the rear of the machine and loosen up the track tension.

2.

Remove RH side panel.

3.

Remove the exhaust system.

4.

Remove the plenum.

5.

Remove drain plug and drain the chaincase fluid.

6.

Once fluid is drained replace drain plug and torque to 8 ftlb (11 N-m).

2

=

T

Drain Plug: 8 ft.lb (11 N-m)

7.

Remove the speedo drive nuts (1) to gain access to the drive shaft retaining nuts (2).

1

8.

Remove driveshaft retaining nuts.

9.

Remove the Torx™ screw that holds on the cowling on the

LH side.

10. Remove the Torx™ screws that hold the oil/coolant bottles to the bracket. This will give you room to remove the caliper later.

11. Move the RH cowling away from the footrest and remove the RH storage compartment by prying the top and sides of the compartment in to clear the foot rest. This will give you room to access the chaincase retaining bolts.

12. Apply the parking brake.

13. Tip machine over on its LH side.

14. Remove the chaincase cover and clean it.

15. Remove the lower sprocket bolt and washer (X,Y).

16. Remove the cotter pin (D) on the jackshaft.

17. Remove the jam nut (E) and washer (F) on the jackshaft

(upper sprocket).

18. Release the parking brake.

19. Release the tension on the chaincase tensioner (H).

20. Remove the sprockets (G,W) and chain (V) from the chaincase.

21. Remove the brake caliper bolts.

22. Push the coolant hose enough to remove the caliper out of the way of the chaincase.

23. Remove the rear suspension.

24. Carefully slide the driveshaft down so that it clears the chaincase, and remove the driveshaft.

25. Remove the track from the chassis.

26. Remove the chaincase retaining bolts.

27. Slide the chaincase out of the chassis.

28. Inspect the o-ring and seal sleeve on the jackshaft and replace the o-ring.

29. Service the chaincase.

Chaincase Installation

1.

Install the seal sleeve and o-ring onto jackshaft. The seal sleeve goes on first then the o-ring.

2.

Install jackshaft installation tool PN 2871296 onto the jackshaft.This will prevent damage to the seal.

3.

Install assembled chaincase onto the jackshaft in chassis.

4.

Insert carriage bolts through the back side of the chassis and install the nylock nuts loosely.

5.

Insert the track.

6.

Insert the driveshaft and careful guide it through the lower bearing of the chain case.

7.

Loosely install the lower sprocket on the drive shaft with the retaining bolt. This will keep the driveshaft from falling through the other side.

8.

Install the rear suspension.

9.

Tip machine over so that it is upright.

10. Support the rear of the machine with a jack stand.

11. Center the track so that it is contacting the drive shaft drivers correctly.

12. Remove the jackshaft installation tool from he jackshaft.

13. Install the jackshaft alignment tool on jackshaft and torque enough so that the jackshaft is aligned with the chaincase bearing.

14. Torque all chaincase retaining bolts to 28-30 ft-lb (38-41Nm).

=

T

Chaincase Bolts: 28-30ft-lb (38-41 N-m)

15. Remove the jackshaft alignment tool from jackshaft.

16. Install brake caliper and torque the retaining bolts to 19-21 ft-lb.(26-28 N-m).

=

T

Brake Caliper Bolts: 19-21 ft-lb (26-28 N-m)

7.8

FINAL DRIVE/BRAKES

17. Install the driveshaft by replacing the flangette nuts on the speedo drive side. torque to 19-21 ft-lb (26-28 N-m).

30. Install the chaincase cover, and torque the cover bolts to 10 ft-lb (13.5 N-m).

=

T

Speedo Drive Flangette Nuts: 19-21 ft-lb

(26-28N-m)

18. Replace the speedo drive cover.

19. Torque the speedo drive cover nuts to 11 ft-lb (1 5N-m).

=

T

Speedo Drive Cover Nuts: 11ft-lb (1 5N-m)

20. Remove the loosely placed lower gear and retaining bolt.

21. Place the upper sprocket, lower sprocket into the chain, and install it onto the shafts in the chaincase.

22. Lock the parking brake.

23. Replace the top sprocket retaining nut. Torque to 50 ft-lb.

=

T

Top Sprocket Nut: 50 ft.lb. (6 8N-m)

24. Install cotter pin and bent the ends around the jackshaft end.

25. Install the lower sprocket retaining bolt. Torque to 19-21 ft-lb.(26-28 N-m).

=

T

Bottom Sprocket Bolt: 19-21 ft.lb. (26-28 N-m)

26. Release the parking brake.

27. Adjust the chain tensioner by hand and back off 1/4 turn.

28. Lock the adjuster lock nut.

29. Apply silicone at or between the two lower bolts over the gasket.

=

T

Chaincase Cover Bolts: 10 ft.lb. (13.5 N-m)

31. Remove the fill cover and fill chaincase to the appropriate level.

32. Check for leaks.

33. Adjust track tension to the specified tension.

34. Install the LH storage compartment into the LH footwell area.

35. Insert the lower tabs on the cowling in the LH footwell.

36. Replace the Torx™ screw that holds the cowling onto the steering hoop.

Chaincase Seal & Bearing Replacement

1.

Remove the chaincase as described above.

2.

Pry out the old seals (P,Q) from the back side of the chaincase.

3.

Remove bearing retaining snap rings (L,U).

4.

Press out the old bearings (M,T) from the back side of the chain case so that the bearings drop out of the front. If the bearing pushes out hard, warm the area to expand the chaincase bore slightly.

NOTE: When removing always push out the bearing

towards the snap ring side of the chaincase.

5.

Clean the chaincase.

6.

Apply Loctite

®

680 to the outer race of the new bearings and press them into the chaincase from the snap ring side.

NOTE: Press on the bearing outer race only, or

damage may occur to bearing.

7.

Replace the snap rings (L,U).

8.

Press in new seals (P,Q) in the back of the chaincase until the outer edge of the seal is flush with the chaincase shoulder.

7

Apply 1/8” bead of silicone to the cover over the existing gasket

7.9

FINAL DRIVE/BRAKES

DRIVE TRAIN

M

L

K

J

I

H

G

N

R

O

P

Q

F

E

D

C

B

A

AA

S

T

U

V

W

X

Y

Z

Jackshaft Exploded View

ITEM

A

B

F

G

H

I

J

C

D

E

K

L

M

DESCRIPTION

Chaincase

O-ring

Seal

Brake Disk

Retaining Ring

Jackshaft

Bulkhead area

Bearing

Flangette

Belt

Spacer

Washers

Driven clutch retaining bolt

TORQUE SPECIFICATION / NOTES

7.92, 8.37, 8.47

8.37 chaincase — install seal sleeve (C) first, then o-ring (B) on jackshaft

7.92 chaincase — install seal sleeve (C) first, then o-ring (B) on jackshaft

ITEM

N

O

Minimum thickness = .193

» included on jackshaft

(4.9mm)

S

T

U

V

W

P

Q

R

17 ft-lb (23 N-m)

X

Y

Z

DESCRIPTION

Driven Clutch

Washers

TORQUE SPECIFICATION / NOTES

Note the placement

Flangette Nuts

Driveshaft Flangette

Carriage Bolts

Nylock Nut

Speedo Pick Up (Speed

Sensor)

Speed Sensor Bolt

Speedo Pick Up Housing

Speedo Pick Up Gasket

Speedo Wheel Pick Up and bolt

Drive Shaft

11 ft-lb (15 N-m)

11 ft-lb (15 N-m)

5 ft-lb (7 N-m)

12-15 ft-lb (8.8-11 N-m)

7.92 chaincase — install o-ring (B) first then seal sleeve (C) on driveshaft.

Chaincase Carriage Bolt

Nylock Nut 20 ft-lb (27 N-m)

7.10

FINAL DRIVE/BRAKES

Jackshaft Removal

1.

Remove the drive belt (J).

2.

Remove the driven clutch (N) and make note of the placement of the washers (O).

3.

Drain the chaincase fluid.

4.

Remove the chaincase cover.

5.

Remove the cotter pin on the upper sprocket.

6.

Apply parking brake.

7.

Remove the upper sprocket nut.

8.

Remove the lower sprocket retaining bolt.

9.

Loosen the chain tensioner.

10. Remove the upper and lower sprockets and chain from chaincase.

11. Release the parking brake.

12. Remove the bearing flange on the driven clutch side (I).

13. Remove the jackshaft assembly (E,F,H) from the brake disc

(D) and chassis by tapping on the end of the jackshaft (F) with a soft face hammer.

14. This will also remove the o-ring (B) and seal (C).

15. Inspect jackshaft in bearing contact area. If diameter is

0.001″ (.025 mm) less than non-contact area, replace the jackshaft.

Jackshaft Installation

1.

Install jackshaft installation tool PN 2871296 onto the threads of the jackshaft.

2.

Insert the new jackshaft assembly through the brake disk and install a new seal (C) and o-ring (B).

3.

Remove the jackshaft installation tool.

4.

With the jackshaft through the chaincase, install the jackshaft alignment tool PN 2871535 and secure with the flat washer and castle nut.

5.

Tighten the castle nut securely to ensure positive bearing and jackshaft seating to chaincase.

6.

If shaft is not centered, tap shaft with a soft faced hammer until centered. This will align the upper chaincase bearing in the chaincase bore.

7.

Once the correct jackshaft alignment has been achieved, install lock nuts on the chaincase mounting bolts and torque them to 20 ft-lb (27 N-m).

8.

Remove the jackshaft alignment tool from chaincase.

9.

Install jackshaft flangette (I) and bolts (AA). Align grease hole in bearing with hole or fitting in flangette. Torque nuts to 11 ft-lb (15 N-m).

10. Place the same amount of washers (O) on the drive clutch end of the jackshaft.

11. Install the driven clutch, spacer (K), and washers (L) and torque the retaining bolt (M) to 17 ft-lb (23 N-m).

12. Install the belt.

13. Check clutch alignment. See “Clutch Alignment / Offset” on page 6.14.

ADJUSTMENTS

Chaincase Drive Tension

A

B

NOTE: It may be necessary to remove the exhaust pipe and resonator to access this area.

1.

Elevate the rear of the machine so that the track is off the floor.

2.

Rotate the driven clutch counterclockwise to move all the chain slack to the tensioner side.

3.

Lock the parking brake.

4.

Loosen the adjuster bolt jam nut (A).

5.

Finger tighten the adjuster bolt (B).

6.

Back off the adjuster bolt 1/4 turn out (counterclockwise)

7.

Tighten the jam nut while holding the adjuster bolt.

8.

Release the parking brake.

7

7.11

FINAL DRIVE/BRAKES

DRIVESHAFT

6

5

7

1

4

Driveshaft Removal/Installation

1.

Remove the side panels.

2.

Remove the intake plenum.

3.

Remove the drain plug (1) and drain the chaincase fluid.

4.

Replace the chaincase drain plug and torque it to 8 ft-lb (11

N-m).

14. Assemble in reverse order

=

T

Drain Plug: 8 ft-lb (11 N-m)

5.

Remove the chaincase cover (2).

6.

Loosen the tensioner (3).

7.

Remove the lower sprocket bolt and washer (4).

8.

Shut off the fuel valve if so equipped.

9.

Remove the exhaust system.

10. Remove the speedo drive pickup (5).

11. Remove the speedo drive housing (6).

12. Remove the rear skid.

13. With the sled over on its left side and the rear skid removed, remove the drive shaft (7).

7.12

3

2

FINAL DRIVE/BRAKES

WIDETRAK TRANSMISSION

Removal

1.

Hood can be removed to prevent damage. Mark hood hinges for ease of alignment when reassembling unit.

2.

Remove battery.

3.

Turn off fuel valve. Move oil tank for access.

4.

Remove air intake and coolant recovery bottle from its mounting.(do not remove entirely).

5.

Remove drive belt.

6.

Remove driven clutch retaining bolt assembly and drive clutch. Note number of spacers which are behind driven clutch for installation during reassembly procedures.

7.

Remove muffler springs and muffler from unit.

8.

Loosen brake cable jam nut (1) and remove cable bolt, nut and spacer (2. Use care not to lose spacer.

13. Loosen jam nuts on adjustment bolts on both sides. Back out adjustment bolts to allow rear idler assembly to come forward, relieving track tension.

14. Tighten idler wheel bolts so that spacers on shafts do not rotate and lose alignment.

15. Remove carrier shaft bolts (4), and front (5) and rear suspension bolts (6) from both sides.

5

4

6

1

2

9.

Remove cable from transmission.

10. Note location of shift linkage on transmission to assure proper location during reassembly. Remove cotter pin, washers, and pin from transmission arm (3).

16. Place a protective mat on the floor. Tip unit onto right side and remove suspension.

17. Remove the bolts, nuts, and flangette supporting jackshaft bearing. Loosen and slide back lock ring from transmission end of jackshaft.

18. Remove jackshaft by pulling towards driven clutch side and lifting upward through bulkhead. It may be necessary to lightly tap on bearing collar to free coupler of jackshaft from transmission end.

19. Inspect bearing. If loose on the shaft the shaft must be replaced. If bearing is rough when turned, the bearing must be replaced. The bearing is pressed onto the shaft and will require a puller for removal.

20. Loosen and remove three carriage bolts and nuts retaining angle drive housing and flangette.

7

3

11. Remove brake light wire connector from sensor.

12. Loosen rear idler wheels and bolts.

21. Remove angle drive housing, adaptor key, flangette, gasket, and bearing from drive shaft and tunnel.

7.13

FINAL DRIVE/BRAKES

NOTE: It is not necessary to remove speedometer cable from angle drive. Replace adaptor key any time drive train assembly is serviced.

22. Tip machine back onto floor.

23. Remove bolt retaining rear of bumper to foot rest.

24. Bend muffler mount out of the way to allow transmission removal.

25. Remove three transmission retaining bolts. Note all alignment shim quantities and locations for reassembly.

NOTE: Retaining bolts have to be held in place from underside while removing nuts. The lower front bolt cannot be removed at this time. It must be lowered to the drive sprocket.

26. Lift and maneuver transmission to free drive shaft coupler.

27. Lower drive shaft and remove lower front bolt.

28. Maneuver transmission until it can be removed from the unit. Use care not to damage coolant lines.

29. With transmission removed, tip unit onto right side. Notice direction of track rotation for reassembly. The arrow in the photo at right indicates track bottom, rear of unit.

30. Remove front and rear carrier shafts.

31. Remove suspension by pulling rear of track out of tunnel.

Slide suspension forward to driveshaft. Lift up and out at the rear.

NOTE: NOTE: On some models it may be necessary to unhook rear torque arm springs to allow torque arm to lower.

32. Inspect transmission, brakes, suspension and track for excessive wear. Check bearings for excessive movement or rough feeling. Replace if necessary.

Inspection

1.

Remove drain plug (1) and drain transmission oil into suitable container.

3.

Remove detente spring and ball.

4.

Remove case bolts evenly in a criss-cross pattern.

5.

Tap cases apart with soft faced hammer in the reinforced areas (2). Tap end of brake shaft to be sure it remains in case.

5

6.

Remove shift arm.

7.

Remove shaft and gear assembly (6) from case by tapping with a soft faced hammer evenly on end of shafts.

6

1

2.

Remove snap ring, spacer washer, and brake disc.

NOTE: Note position of spacer washers behind disc for proper alignment upon reassembly.

7.14

FINAL DRIVE/BRAKES

8.

Remove output gear assembly (7) and chain (8). Mark chain direction for reference during reassembly. Inspect gear teeth for damage. Inspect chain for worn, cracked, or broken link plates.

12. Gear, shaft, and chain cluster assembly shown.

7

8

9.

Remove shift fork shaft (9) from gear cluster. Inspect surface of fork for wear or bending.

GEAR ASSEMBLY

13. Low gear output power flow…

9

LOW GEAR

14. High gear output power flow…

10. Remove chain from input and reverse shaft. Inspect gear teeth for damage. Inspect chain for worn, cracked, or broken link plates.

11. Inspect dog gears and slots in mating gears closely.

Rounded edges will cause gears to disengage under load.

Replace both dog gear and mating gear if edge of dog and/ or slot is rounded. Inspect gears for chipped, cracked, or broken teeth.

HIGH GEAR

7

7.15

FINAL DRIVE/BRAKES

15. Reverse output power flow…

3.

Remove low reverse shaft (1), low gear (2), needle bearing

(3), thrust washer (4), low/reverse dog gear (5).

4.

Remove Snap ring (6), thrust washer (7) (.125

«

), reverse idler (8), and thrust washer (9) (.065

«

).

2

3

4

9

REVERSE

Low/Reverse Shaft Disassembly

1.

Press bearing from end of shaft using a bearing separator.

7 6

1

2

8 5

5.

Closely inspect drive dogs. Replace gear and mating gear if rounded, chipped or broken.

6.

Inspect needle bearings for wear or cracks on cage. Shiny spots on cage indicate wear and the bearing should be replaced. Inspect shaft and thrust washers for galling or wear. Always replace snap rings if removed.

Shift Fork Disassembly

1.

Remove the detente cam, spring and shaft.

2.

Check condition of key way and key. Inspect indicator, spring legs and detente areas for wear. Replace parts as required.

installation. Refer to photo and illustration below.

2.

Remove snap ring and spacer washer.

7.16

FINAL DRIVE/BRAKES

Transmission Assembly

Lubricate all parts before assembly with Premium Synthetic

Chaincase Lubricant.

1.

Install chain on input and reverse shaft.

2.

Add output gear assembly with chain.

4.

Install lock collar, flangette, bearing, gasket, and flangette on drive shaft, positioning bearing flush with end of drive shaft.

5.

Lightly tighten set screws to hold bearing in place.

6.

Align flangette holes with tunnel.

7.

Replace adaptor key in drive shaft. Install angle drive housing aligning adaptor key with angle drive.

8.

Install nuts and finger tighten.

9.

Tip machine onto its left side.

10. Replace O-rings on input and output shafts. Apply Polaris

All Season Grease to drive shaft coupler splines.

11. Reinstall transmission, using care not to damage coolant hoses. Be sure transmission shift linkage is properly located.

12. Install lower front mounting bolt (3) before coupling to shaft. Once bolt is started into transmission housing, align coupling with drive shaft and jack shaft splines. Keep transmission flat and lower gradually to prevent binding of couplers.

13. Install remaining transmission mounting bolts. Reinstall shim washers in original positions and tighten bolts securely.

NOTE: Proper transmission/jackshaft alignment is critical for bearing service life. Use a standard nut and flat washer for initial installation of transmission, and install new mounting hardware after jackshaft alignment is complete.

14. Tip machine onto its right side.

15. Loosen set screws and seat drive shaft in transmission coupler stub shaft. For ease of assembly, make sure track has no pressure against drive shaft.

16. Tighten nuts retaining angle drive housing to tunnel.

Torque to specification.

17. Reinstall suspension inside track and align with tunnel mounting holes.

18. Install and hand tighten suspension bolts (1).

7

3.

Add shift fork assembly.

4.

Install entire assembly in case half.

5.

Apply 3 Bond™ 1215 Sealant to case halves.

6.

Install outer case half and replace brake cable bracket.

Torque bolts in three steps to 8-10 ft. lbs. (11-14 N-m) using a criss-cross pattern. Remove dowel from tensioner and install access plug (where applicable).

7.

Install seals, shift arm, brake disc and caliper. Install detente ball, spring, and spring guide. Fill with 20 ounces

(600cc) Polaris Premium Synthetic 0W-40 Oil.

Transmission Installation

1.

Tip unit onto right side.

2.

Insert track in unit, making sure direction of rotation is correct.

3.

Place drive shaft in unit, aligning drive sprockets and track drive lugs.

1

19. Install front carrier shaft assembly inside track and mount to tunnel with bolts. Hand tighten bolts.

20. Install rear carrier shaft assembly. Make sure bolts are not cross threaded and hand tighten.

21. Tip machine back onto floor and tighten all suspension bolts to specification.

7.17

FINAL DRIVE/BRAKES

22. If jackshaft was removed from unit, grease coupler spline with Polaris Premium All Season Grease and install on transmission.

23. Reattach transmission shift linkage and brake light connector. Check transmission fluid level and fill if necessary

24. Attach brake cable to transmission mounting with bolt, nut and spacer.

25. Install bumper onto footrest bolt and tighten.

26. Reinstall bumper plug.

27. Reinstall and secure muffler.

28. Install battery, air box, oil tank, and coolant recovery bottle.

29. Loosen rear idler bolts.

30. Reinstall driven clutch and spacers onto jackshaft and tighten.

31. Reinstall clutch offset washers on jackshaft and install driven clutch. Using the clutch alignment tool adjust driven clutch to achieve proper offset.

32. Widetrak models have no float on driven clutches. Use shim washers (PN 7555734) to create gap between shaft and cover washer only.

33. Torque driven clutch retaining bolt to specification.

34. Lift and support rear of unit and align track to specifications found in the Maintenance section. Make sure rear idler wheel spacer location is correct before tightening idler wheels.

7.18

HYDRAULIC BRAKE SYSTEM

C

FINAL DRIVE/BRAKES

allow for the air above the fluid to equalize pressure as the fluid expands or contracts. Be sure the vent is open and allowed to function. If the reservoir is overfilled or the diaphragm vent is plugged, the expanding fluid may build pressure in the brake system and lead to brake failure.

General Guidelines

E

B

D

Overview

The Polaris snowmobile hydraulic brake system consists of the following components or assemblies: brake lever, master cylinder, hydraulic hose, brake caliper (slave cylinder), brake pads, and a brake disc which is secured to the drive line.

When the hand activated brake lever (A) is applied, it contacts a piston (B) within the master cylinder. As the master cylinder piston moves inward it closes a small opening called a compensating port (C) within the cylinder and starts to build pressure within the brake system. As the pressure within the system is increased, the pistons (D) located in the brake caliper move toward the disc and applies pressure to the moveable brake pads. As the lever pressure is increased, the braking effect is increased.

The friction applied to the brake pads will cause the pads to wear. As the pads wear, the piston within the caliper self-adjusts and moves further outward.

Brake fluid level is critical to proper system operation. A low fluid level allows air to enter the system causing the brakes to feel spongy.

Compensating Port

Located within the master cylinder is a small compensating port

(C) which is opened and closed by the master cylinder piston assembly. The port is open when the brake lever is released and the piston is outward. As the temperature within the hydraulic system changes, this port compensates for fluid expansion caused by heat, or contraction caused by cooling. During system service, be sure this port is open. Due to the high temperatures created within the system during heavy braking, it is very important that the master cylinder reservoir have adequate space to allow for the brake fluid to expand. Master cylinder reservoirs should be filled to the top of the fluid level mark on the inside of the reservoir, 1/4″ — 5/16″ (.6 -.8 cm) below lip of reservoir opening.

This system also incorporates a diaphragm (E) as part of the cover gasket and a vent port (on cover) located between the gasket and the cover. The combination diaphragm and vent

WARNING

Contaminated brake discs or brake pads greatly reduce braking performance and increase stopping distance.

Do not attempt to clean contaminated pads. Replace them. Clean the brake disc with brake cleaner.

This brake system requires ethylene-glycol based fluid

(DOT 4). Do not use or mix different types of fluid such as silicone-based or petroleum-based.

Do not use brake fluid taken from old, used or unsealed containers. Never reuse brake fluid.

Keep brake fluid tightly sealed and out of reach of children. Brake fluid can accumulate moisture, reducing it’s effectiveness.

A soft, spongy feeling in the brake lever and/or brake pedal could indicate a hazardous condition in the brake system. Do not operate the motorcycle until the failure in the brake system is corrected.

An unsafe condition exists when air is trapped in the hydraulic brake system. Air in the brake hydraulic system acts like a soft spring and absorbs a large percentage of the pressure developed by the master cylinder. Without this pressure, the braking system cannot develop full braking force to allow for safe, controlled stops. It is extremely important to bleed the brakes properly after any brake system work has been performed or when inspection reveals spongy brakes.

CAUTION

Pressure bleeding is not recommended. When fluid surges through the fittings, it is possible to cavitate the fluid and create air in the system. In addition, the fluid stored in a pressure bleeder may be contaminated. Always use fresh DOT 4 brake fluid from a sealed container.

Keep these points in mind when bleeding hydraulic brakes:

• The master cylinder reservoirs have limited capacities.

It is easy to empty them during the bleeding procedure.

This introduces air into the system which you are trying to purge. Watch the reservoir closely and add fluid when necessary to prevent air from entering the system.

• Apply only light to moderate pressure to the lever or pedal when bleeding the brake system. Extreme

7.19

7

FINAL DRIVE/BRAKES

pressure will cause a surge of fluid through the small orifices of the brake system when the bleeder screw is opened and introduce air into the system by means of cavitation.

• Small amounts of air can become trapped in the banjo bolt fittings at the master cylinder(s) and junction points of brake lines. These fittings can be purged of air by following a standard bleeding procedure at these fittings (instead of the bleed screw on caliper) if necessary to speed the bleeding process. This is usually only needed if system was completely drained of fluid. Bleed each line connection, starting with the fitting closest to the master cylinder, working toward the caliper, and ending with the bleed screw.

• Always torque banjo bolts and other brake system fittings to specified torque.

• Change fluid every 2 years, or when fluid is dark or contamination is suspected.

Brake Fluid Replacement & Bleeding

This procedure should be used to change fluid or bleed brakes during regular maintenance, or after complete brake service. Brake fluid may damage painted or plastic surfaces. Take care not to spill, and wipe up any spills immediately. Cover parts to avoid damage.

1.

Clean the reservoir cover.

2.

Remove the two T-15 Torx™ screws from the cover.

3.

Carefully remove the cover and diaphragm assembly from the reservoir.

4.

Under the cover, inspect the vent slots under the bellows and remove any debris or blockage.

5.

Bleed or replace the fluid by attaching a clear hose from the caliper bleeder fitting to a clean container. Be sure the hose fits tightly on the bleeder fitting.

6.

Pump the brake lever a few times and hold.

7.

Slowly open the bleeder fitting and let the old fluid or air escape. You will feel the lever release as you let the fluid or air escape.

8.

Pump the brake lever a few times and hold it again.

7.20

FINAL DRIVE/BRAKES

9.

Repeat steps 7 and 8 until you see new brake fluid coming from the caliper bleeder fitting or if you are bleeding the air, repeat this step until you see only fluid coming out. This may take several intervals.

Brake Line Replacement

144-192 in-lb (16-22N-m) brake light switch

10. Torque the bleeder screw to 8-11 ft-lb (11-15 N-m).

=

T

Bleeder Screw: 8-11 ft-lb (11-15 N-m)

11. When adding fluid, add DOT 4 brake fluid to 1/4-5/16″ (.6-

.8 cm) from the reservoir top.

12. Install cover and diaphragm assembly.

13. Tighten the cover screws to 16-20 in-lb (1.8-2.3 N-m).

=

T

Cover Screws: 16-20 in-lb (1.8-2.3 N-m)

14. Field test machine before putting into service. Check for proper braking action and lever reserve. Lever reserve is when the lever is firmly applied, the lever reserve should be no less than 1/2″ (1.3 cm) from the handlebar.

15. Verify that the sight glass indicates a full reservoir.

16. Check brake system for any fluid leaks.

Follow these steps if the brake line is to be replaced.

1.

If needed bleed the brake system by attaching a clear hose to the caliper bleed fitting.

2.

Attach the other end to a Mity Vac or similar vacuum tool.

3.

Bleed the system of brake fluid.

4.

Note the orientation of the brake line. The brake line will need to be replaced in the same orientation.

5.

Remove the brake line from the caliper. Cap or cover the end to catch any brake fluid that may still be in the line.

6.

Loosen the brake line from the master cylinder 1/4 to 1/2 turn.

7.

Remove the 4 screws that hold the master cylinder to the handlebar. This will separate the master cylinder from the switch pack.

7

168-216in-lb (18.9-24.4 N-m)

8.

Unplug the brake light switch harness from the master cylinder.

9.

Remove the brake line from the master cylinder.

10. Install new brake line on caliper and orientate it as noted in step 4.

7.21

FINAL DRIVE/BRAKES

11. Torque the caliper banjo bolt to 168-216 in-lb (19-24 N-m).

=

T

Caliper Banjo Bolt: 168-216 in-lb (18-24 N-m)

12. Insert the new brake line and install into the master cylinder. Torque the brake line to 144-192 in-lb

(16-21 N-m).

Brake Light Switch Replacement

1.

Remove the 4 screws that hold the master cylinder to the handlebar. This will separate the master cylinder from the switch pack.

=

T

Brake Line: 144-192 in-lb (16-22 N-m)

13. Tighten the brake line into the master cylinder in an orientation so that the line does not have any sharp bends when it is installed on the handlebar.

14. Route the brake light switch in the harness correctly.

15. Place the switch pack with the master cylinder onto the handle bar. Two smaller screws should be placed on the top and the longest screw is placed on the lower right.

16. Follow the bleeding procedure. See “Brake Fluid

Replacement & Bleeding” on page 7.20.

2.

Unplug the brake light switch harness from the master cylinder.

3.

Unplug the brake light switch from the master cylinder.

4.

Replace faulty brake light switch into the master cylinder and route wires correctly.

5.

Plug the brake switch back into the harness.

6.

Replace the master cylinder to the switch pack and insert the smaller screws on the top, the longest one goes into the lower right side.

500 INDY, 340 Classic, 550 Classic, 340 Touring, Trail Touring,Trail Touring Deluxe

7.22

FINAL DRIVE/BRAKES

CALIPER

1

Caliper

3

5

2

4

Caliper Removal

1.

Remove the two caliper bolts that hold the caliper to the chaincase.

2.

Remove the caliper from the brake disc.

Caliper Replacement

The only serviceable item in the brake caliper is the brake pads, piston and seals. If any service is required of the caliper a new caliper is available.

1.

The brake line will need to go in the same orientation as it was when it is replaced. Note the orientation of the brake line before removing it.

2.

Remove the banjo bolt from the brake line and tie up so that all the brake fluid does not leak out.

3.

On a liquid cooled caliper, you will need to drain the coolant from the coolant hoses.

4.

Remove the two bolts (1) holding the caliper (2) to the chaincase.

5.

Remove the caliper from the chaincase.

Caliper Assembly

1.

Replace caliper bolts (1) and torque them to 18-20 ft-lb

(24-27 N-m).

5.

Follow Brake Line Replacement. See “Brake Line

Replacement” on page 7.21.

6.

Install banjo bolt into the caliper and torque it to 168-216 in-lb (19-24 N-m).

7.

Bleed the brakes. See “Brake Fluid Replacement &

Bleeding” on page 7.20.

8.

On a liquid cooled caliper you will need to bleed the cooling system of any trapped air.

Brake Pad Replacement

Brake pads need to be replaced if the total thickness of the pads and backing are less than

.250″ (6.35mm).

1.

Remove brake pad retaining pin (3).

2.

Remove the brake pads (4).

3.

Inspect the brake disc (5) for any wear.

4.

Replace brake pads in reverse order of removal.

Brake Pad

.250″ (6.35mm)

Brake Disc Replacement

The brake disc should be replaced if the thickness of the disc is below .193

«

(.49cm).

1.

Remove the chaincase. See “Chaincase Removal” on page 7.8.

2.

Slide the brake disc from the jackshaft.

3.

Check the jackshaft for any damage.

4.

Replace the o-ring on the jackshaft

5.

Replace the brake disk.

6.

Assemble the chaincase.

7

=

T

Caliper Bolts: 18-20 ft-lb (24-27 N-m)

2.

On a liquid cooled caliper, hook up the coolant lines.

3.

Place the brake line on the caliper in the same orientation as it was before it was removed.

4.

Clean the threads of the banjo bolt and the threads in the caliper.

7.23

FINAL DRIVE/BRAKES

WIDETRAK BRAKE CALIPER

Removal

1.

Remove brake cable.

2.

Remove retaining bolts, making note of location of hex head bolt (with flat washer) and recessed Allen bolt.

NOTE: Before performing next step, note position of two spring clips.

3.

Remove upper guide bushing and pads. Remove lower guide bushing. Inspect pads and replace if worn beyond service limit.

4.

With actuating arm facing up, carefully remove tension from the return spring.

Assembly

1.

Apply a light film of grease to balls and ball spacer. Install in caliper housing.

2.

Install lifter ramp.

NOTE: Ramp may be installed in any position.

3.

Install spring and arm with arm located in 2:00 position.

2:00

Position

5.

Remove the arm using care not to lose the balls, ball spacer, or lifter ramp.

6.

Inspect balls, ball spacer, lifter ramp and caliper housing for galling or wear. Replace if necessary.

4.

Install lower guide bushing and both spring clips. Place pads against lower bushing spring clip and tip into position.

5.

Install upper guide bushing.

Installation

1.

Install hex head bolt with washer in top guide bushing.

Install Allen head bolt in recessed bushing.

2.

Reinstall brake actuating cable and adjust as needed.

Tighten cable lock nuts securely.

7.24

FRONT SUSPENSION & STEERING

CHAPTER 8

FRONT SUSPENSION & STEERING

MODEL FRONT SUSPENSION TYPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2

FRONT SUSPENSION TYPE BY MODEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2

FRONT SUSPENSION TORQUE & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3

IQ/IQ LX/IQ RMK/SWITCHBACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3

EDGE/EDGE LX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.4

EDGE RMK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.5

WIDETRACK LX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6

FRONT SUSPENSION ADJUSTMENT PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . 8.7

SET UP AND ADJUSTMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.7

IFS SHOCK SPRINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.8

SPRINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.9

COMPRESSION DAMPING ADJUSTABLE SHOCKS. . . . . . . . . . . . . . . . . . . . . . . . . . . 8.9

SHOCK INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.11

IFS SHOCK FASTENER TORQUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.11

IFS SHOCK SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.11

IFS SHOCK PRODUCTION VALVING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.12

IQ FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.13

SPINDLE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.14

SPINDLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.14

LOWER SPHERICAL BEARING REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.14

UPPER / LOWER CONTROL ARM REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.15

UPPER / LOWER CONTROL ARM INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.15

STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.15

INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.15

ALIGNMENT BAR SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.15

CAMBER DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.15

ROD END . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.16

ROD END ENGAGEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.16

FRONT SUSPENSION MEASURING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.16

MAXIMUM WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.16

TOE ALIGNMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.16

CAMBER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.16

ALIGNMENT ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.16

EDGE/EDGE LX/EDGE RMK SET UP WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.16

EDGE/EDGE LX/EDGE RMK CAMBER ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . 8.17

IQ/IQ LX/SWITCHBACK CAMBER ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.17

HANDLEBAR CENTERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.18

TOE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.18

SKI STANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.18

ADJUSTMENT (IQ RMK ONLY). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.18

HANDLEBAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.19

RMK HANDLEBAR POSITION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.19

RMK HANDLEBAR ANGLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.19

8

8.1

FRONT SUSPENSION & STEERING

MODEL FRONT SUSPENSION TYPE

Front Suspension Type by Model

F

RONT

S

USPENSION

Edge LX

Edge

Edge RMK

Switchback

IQ RMK

Widetrack

M

ODEL

340 LX, 340 Touring

500 XC SP, 550 LX,

SuperSport, Trail Touring

Deluxe

Trail RMK

600 IQ Switchback (Carb and

CFI)

600 RMK 144/155, Dragon

RMK

Widetrack (GenII)

8.2

FRONT SUSPENSION TORQUE &

SPECIFICATIONS

IQ/IQ LX/IQ RMK/Switchback

FRONT SUSPENSION & STEERING

3

3

2

1

2

3

1

=

T

Tie Rod Lock Nuts 11 ft-lb (15 N-m)

Draglink Fasteners and Tie Rod 29 ft-lb (39 N-m)

Upper and Lower Spindle and

Control Arm fasteners

40 ft-lb (54 N-m)

1 11 ft-lb (15 N-m)

2 29 ft-lb (39 N-m)

3 40 ft-lb (54 N-m)

IQ RMK Specifications

I

TEM

M

EASUREMENT

Camber

Toe

Width (skis off the ground)

2.17″ ±.31″ / 55 ± 8mm

0-.12″ / 0 — 3mm

38.67″ / 98.2 cm

IQ/IQ LX/Switchback Specifications

I

TEM

M

EASUREMENT

Camber

Toe

Width (skis off the ground)

2.25″ ±.31″ / 57 ±8mm

0-.12″ / 0 — 3 mm

41.16″ / 104.5 cm

8

8.3

FRONT SUSPENSION & STEERING

Edge/Edge LX

1

1

2

Edge LX

1

1

1

3

1

1 28-30 ft-lb (38-41 N-m)

2 35-40 ft-lb (47-54 N-m)

3 55-60 ft-lb (75-81 N-m)

4 95-100 ft-lb (129-136 N-m)

=

T

Drag link fasteners, Steering arm fasteners, Tie rod fasteners

Trailing arm fastener

Upper Radius Rod fasteners

Lower Radius Rod fasteners

28-30 ft-lb

(38-41 N-m)

35-40 ft-lb

(47-54N-m)

55-60 ft-lb

(75-81 N-m)

95-100 ft-lb

(129-136 N-m)

1

1

1

4

Edge/Edge LX Specifications

I

TEM

Camber

Toe

Width

M

EASUREMENT

.59″ ±.31″ / 15 ± 8mm

.12 — .25″ / 3-6mm

40.44″ / 102.7cm

8.4

FRONT SUSPENSION & STEERING

Edge RMK

3

1

1

2

1

4

1

1 28-30 ft-lb (38-41 N-m)

2 35-40 ft-lb (47-54 N-m)

3 60 ft-lb (81 N-m)

4 150 ft-lb (203 N-m)

=

T

Drag link fasteners, Steering arm fasteners, Tie rod fasteners

Trailing Arm fastener

Upper Radius Rod fasteners

Lower Radius Rod fasteners

28-30 ft-lb

(38-41 N-m)

35-40 ft-lb

(47-54N-m)

60 ft-lb

(81 N-m)

150 ft-lb

(203 N-m)

1

1

1

1

1

Camber

Toe

Width

Edge RMK Specifications

I

TEM

M

EASUREMENT

.735″ ±.31″ / 18.7 ± 8mm

.12 — .25″ / 3-6mm

41″ / 104 cm

8

8.5

FRONT SUSPENSION & STEERING

Widetrack LX

1

2

5

3

1

1

1

4

1

1 29 ft-lb (39 N-m)

2 38 ft-lb (52 N-m)

3 43 ft-lb (58 N-m)

1

=

T

Drag link fasteners, Steering arm fasteners, Tie rod fasteners

Upper Radius Rod (Inner)

Trailing arm fastener

Lower Radius Rod (Inner)

Center Steering Arm

29 ft-lb (39 N-m)

38 ft-lb (52 N-m)

43 ft-lb (58 N-m)

48 ft-lb (65 N-m)

58 ft-lb (79 N-m)

4 48 ft-lb (65 N-m)

5 58 ft-lb (79 N-m)

Camber

Toe

Width

Widetrack LX Specifications

I

TEM

M

EASUREMENT

.82″ ±.72″ / 21 ± 18mm

0-.12″ / 3 mm

37.6″ / 95.5 cm

8.6

FRONT SUSPENSION & STEERING

FRONT SUSPENSION ADJUSTMENT PROCEDURES

SET UP AND ADJUSTMENTS

Spring preload is one of the adjustment options which affects ride. Preload is the amount of pressure at which the spring is held. The longer the installed length of the spring, the less the amount of pre-load; the shorter the installed length of the spring, the more the amount of pre-load. An increase in IFS shock spring pre-load will result in an increase in ski pressure.

To adjust front spring preload on threaded adjust models, grasp the spring and turn in a clockwise direction (as viewed from the bottom of the shock) to increase the preload. Turn in a counterclockwise direction to decrease preload.

In the adjacent illustration, high preload and low preload positions are depicted.

When adjusting, be sure springs on both the left and right sides of the machine are at the same adjustment.

For the best ride the spring preload should be as low as possible. Set the preload to use the full travel of the ski shock with occasional light bottoming.

CAUTION

If the plastic nut is unscrewed from the threaded body the nut will break. Always leave one thread showing above the plastic nut or the spring coils will stack, resulting in damage.

For the best ride the spring preload should be as low as possible. Set the preload to use the full travel of the ski shock with occasional light bottoming. To determine if your machine is using full travel, push the shock jounce bumper down as far as it will go on the shock rod and test ride the machine.

The bumper will move up on the rod in direct relation to the amount of travel. For example, if the shock travel is full, the bumper will be seated at the top of the shock.

Remove the existing spring and install the next highest rate spring, or reduce the preload on the existing spring and change the shock valving to obtain the desired effect.

NOTE: Shock valving can only be adjusted or changed on models that can be serviced.

8

8.7

FRONT SUSPENSION & STEERING

P

ART

N

UMBER

7041549

7041550

7041551

7041552

7041553

7041554

7041571

7041573

7041574

7041575

7041576

7041591

7041598

7041261

7041396

7041398

7041405

7041489

7041491

7041520

7041528

7041529

7041530

7041613

7041668

7041669

7041670

7041671

7041672

7041673

7041674

7041677

7041678

7041683

7041698

7041699

7041701

8.8

IFS SHOCK SPRINGS

IFS Shock Springs

T

OTAL

#

OF

C

OILS

9.17

8.29

9.55

9.09

11.46

9.09

10.40

9.28

10.32

10.36

9.55

12.79

9.71

13

13.35

12.72

13.40

14.70

13

10.60

17.57

19.39

14.42

14.01

6.94

6.27

6.28

11.71

10.63

12.72

12.72

10.43

8.65

12.12

5.84

5.75

10.57

R

ATE

#/

IN

)

L

F

REE

200

220

140

100

80

100

120

120

75

70

80

90

160

180

160

140

120

100

80

105

80

60

80

70

140

120

100

105

50

75

65

10.25

11.88

11.88

11.88

74/120

185

90

11.30

13.50

10.50

74/160 var 11.30

50/140 var 11.30

70/105 var 10.50

10.75

10.80

10.75

10.75

11.33

10.75

10.50

10

10.25

11.42

10.80

12.25

9.33

11.88

4

4

4

9

9

9

9

9

7

11.88

4

4

9

ENGTH

W

IRE

V

IA

.

.331

.331

.331

.306

.306

.312

.331

.306

.306

.283

.283

.283

.263

0.312

.283

.312

.306

.312

.438

.283

.306

.283

.283

.362

.362

.306

.262

.312

.225

.235

.295

.295

.219

.218

.225

.331

.331

I.D.»

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.84

1.89

1.89

1.89

1.89

1.90

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

T

ABBED

?

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

No

NO

Yes

Yes

Yes

Yes

Yes

No

Yes

Yes

Yes

No

No

No

No

Yes

No

No

No

Yes

No

No

No

No

No

O.D.”

2.75

2.75

2.75

2.75

2.75

2.75

2.53

2.91

2.91

2.87

2.86

2.75

2.894

2.6

2.82

2.88

2.82

2.75

3.60

2.57

2.53

2.50

2.50

2.62

2.62

2.52

2.43

2.87

2.35

2.37

2.49

2.62

2.34

2.33

2.35

2.56

2.56

FRONT SUSPENSION & STEERING

P

ART

N

UMBER

7041820

7041821

7041826

7041826

7041828

7041829

7041927

7041950

7042052

7042074

7042187

7042195

7042263

7042314

7042315

IFS Shock Springs

T

OTAL

#

OF

C

OILS

5.98

5.91

9.19

8.85

9.61

8.92

16.15

13.80

11.7

11.625

13.76

14

8.67

10.64

10.89

R

ATE

#/

IN

140

160

160

180

200

220

68/160

68/160

110

90/180 Var

68/160

90/180 Var

80/110 Var

75

55

)

F

REE

L

ENGTH

4

4

7

7

7

7

13

11.57

12

10.65

12.55

13

10.78

10.01

9.85

W

IRE

V

IA

.

.250

.262

.306

.312

.331

.331

.295

.331

0.343

0.343

0.343

0.362

0.331

0.281

0.262

I.D.»

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.89

1.87

1.89

1.89

1.89

1.89

1.89

1.89

O.D.”

2.43

2.49

2.54

2.54

2.59

2.59

2.54

3.125

3

3.2

3.18

3.2

3.25

2.71

2.66

T

ABBED

?

No

No

No

No

No

No

Yes

Yes

NO

YES

YES

YES

YES

YES

YES

SPRINGS

Two types of springs are employed in Polaris suspensions, coil springs and torsion springs. Following is some of the terminology used when referring to coil springs.

• Free length — the length of a coil spring with no load applied to the spring

• Installed length — the length of the spring between the spring retainers. If the installed length of the spring is less than the free length, it will be pre-loaded.

• Spring rate — the amount of force required to compress a coil spring one inch. For example, if 150 pounds of force are required to compress a spring 1 inch, the spring rate would be 150 #/in.

• Straight rate spring — the spring requires the same amount of force to compress the last one inch of travel as the first one inch of travel. For example, if a 150 #/in. spring requires 150 pounds of force to compress it one inch, 300 pounds of force would compress it two inches, 450 pounds of force would compress it three inches, etc.

• Progressively wound spring — the rate of the spring increases as it is compressed. For example, a 100/200 #/in. rate spring requires 100 pounds of force to compress the first one inch, but requires 200 additional pounds to compress the last one inch.

When a bump is encountered by the suspension, the force of the bump compresses the spring. If the force were 450 pounds, a 100

#/in. spring would compress 4.5 inches. A 150 #/in. spring would only compress 3 inches. If the suspension had 4 inches of spring travel the 100 #/in. spring would bottom out, while the 150 #/in. spring would have one inch of travel remaining.

8

COMPRESSION DAMPING ADJUSTABLE SHOCKS

Snowmobiles equipped with the Indy Select or Ryde FX shocks allow the driver to make adjustments to the compression valving by turning the screw located near the base of the shock.

Locate the adjustment screw near the base of the shock.

By turning the screw clockwise (a small screwdriver or dime work well), the compression valving is increased, stiffening the ride.

To soften the ride, reduce the compression by turning the screw counter-clockwise. A great deal of ride performance is accomplished with a mere 1/2 to 1 turns. There are approximately 3 full turns of adjustment available.

8.9

FRONT SUSPENSION & STEERING

If the suspension is “bottoming” tighten the compression screw clockwise in 1/2 turn increments until the bottoming stops. Backing off 1/4 turn counter-clockwise at this point should give you the best possible ride ensuring use of the full travel of the suspension.

The opposite procedure should be used if the suspension is too stiff upon initial set-up.

If bottoming continues after the screw is turned in full clockwise, the compression spring should be adjusted with the threaded adjustment collar. Back the screw out to the original starting position after the compression spring has been adjusted.

Riding conditions are ever changing. Keep in mind the compression damping adjustable screw can be adjusted at any time to achieve the best possible ride in any condition.

NOTE: Whenever shocks are replaced or reinstalled for any reason, the adjustment screw should be located toward the inside of the suspension. Access to the adjuster is not possible if installed differently.

8.10

FRONT SUSPENSION & STEERING

SHOCK INFORMATION

IFS Shock Fastener Torques

UNIT

ALL

IFS SHOCK SPECIFICATIONS

IFS UPPER

29 ft-lb (39 N-m)

IFS LOWER

29 ft-lb (39 N-m)

SHOCK PN BRAND

7041535

7042258*

7043054

7043141*

7043095*

7043049

7043090*

7041932

7041918

7042197

7043082*

7043206*

Arvin

Arvin

Arvin

Fox

Walker

Arvin

Arvin

Arvin

Arvin

Arvin

Arvin

Walker

E

XTENDED

L

ENGTH

(

IN

)

13.3

18.00

17.97

18.00

18.00

17.02

17.00

16.28

16.35

17.28

16.25

18.00

C

OLLAPSED

L

ENGTH

(

IN

)

10.64

11.8

11.83

11.80

11.738

12.77

11.20

12.89

11.09

13.78

12.76

10.13

IFS Shocks

6.27

5.75

5.80

5.15

4.47

6.2

6.14

6.20

5.26

5.26

5.25

6.26

S

TROKE

(

IN

)

S

HOCK

R

OD

(

IN

)

IFP D

EPTH

(

IN

)

S

HAFT

PN

.625

.49

.49

.49

.49

.49

.49

.50

.49

.49

.49

.625

N/A

6.92 t

N/A

1.420 b

2.250

N/A

6.54 t

N/A

N/A

N/A

6.27 t

2.25r

N/A

1700228

N/A

1500713

1800102

N/A

1700231

N/A

N/A

N/A

1700025

1800303

*=Serviceable shock b=IFP depth measured form the bottom of the shock body t=IFP depth measured form the top of the shock body.

r=IFP depth measured form the top of the remote reservoir.

PSI

200

N/A

200

N/a

N/A

200

N/A

200

N/A

N/A

280

200

8

8.11

FRONT SUSPENSION & STEERING

IFS SHOCK PRODUCTION VALVING

The valving charts are listed in compression sections and rebound sections. A compression stack will be located nearest the eyelet of the shock rod. A rebound stack will be located nearest the threaded end of the shock rod.

SHOCK PN

7042258 7043090 7043082

Piston Orifice

.700x.015

.800x.006

.900x.006

1.000x.006

1.100x.008

1.250x.006

.800x.008

1.100x.006

1.300x.008

.060

1.250x.008

1.100x.008

1.000x.008

.900x.008

.800x.008

.700x.008

7043141

1.125x.093

.700x.012

.700x.012

.900x.008

1.000x.008

1.100x.008

1.250x.008

.800x.008

1.100x.008

1.300x.006

.078

1.250x.008

.700x.008

1.100x.010

1.000x.010

.900x.012

.800x.012

.700x.012

.620x.093

7043095

.875x.090

.625x.065

.700x.006

.800x.006

.900x.006

1.000x.006

1.100x.006

.900x.012

1.200x.006

1.000x.012

1.300x.006

.052

1.200x.008

1.100x.008

1.000x.008

.900x.010

.800x.010

.700x.010

.625x.065

.700x.015

.800x.006

.900x.006

1.000x.006

1.100x.008

1.250x.006

.800x.008

1.100x.006

1.300x.008

.081

1.250x.008

1.100x.008

1.000x.008

.900x.008

.800x.008

.700x.008

.800x.012

.900x.012

1.000x.012

1.100x.010

1.250x.008

1.300x.010

.900x.006

1.250x.008

1.300x.008

.093

1.250x.006

1.100x.010

1.000x.010

.900x.010

.800x.010

7043206

.875x.090

.625x.065

.700x.006

.800x.006

.900x.006

1.00x.006

1.10x.006

.900x.012

1.20x.006

1.00x.012

1.30x.006

.052

(shaft bleed .082)

1.20x.008

1.10x.008

1.00x.010

.900x.010

.800x.010

.700x.010

.625x.065

N/A N/A

1.100x.025

1.000x.025

.625x.065

N/A N/A

1.10x.025

1.00x.025

.625x.065

8.12

IQ FRONT SUSPENSION

20

1

2

3

4

23

24

21

22

FRONT SUSPENSION & STEERING

5

6

7

8

11

9

10

12

15

17

16

18

19

13

14

25

26

27

29

30

28

8

ITEM DESCRIPTION

1 Lower A-Arm pivot bolt

IQ Front Suspension

TORQUE SPECIFICATION / NOTES

2 Flat washer

Critical for spacing the bolt from the sway bar. Located on the leading edge

3 Pivot Shaft

4 Flanged nut

5 Pivot Bushing

6 Upper A-Arm pivot bolt

7 Pivot shaft

40 ft-lb (54 N-m)

8.13

FRONT SUSPENSION & STEERING

ITEM DESCRIPTION

8 Flanged nut

9 Pivot Bushing

10 Upper control arm

11 Camber lock nut

12 Rod end bolt

13 Rod end

14 Flanged nut

15 Screw

16 Jam nut

17 Swaybar slide

18 Nut

19 Nut

20 Lower control arm

21 Bearing

22 Retaining ring

23 Washer

24 Bolt

25 Steering arm nut

26 Washer

27 Tie Rod

28 Spindle

29 Bushing ski pivot bushing

IQ Front Suspension

TORQUE SPECIFICATION / NOTES

40 ft-lb (54 N-m)

45 ft-lb (61 N-m)

40 ft-lb (54 N-m)

45 ft-lb (61 N-m)

5 ft-lb (7 N-m)

40 ft-lb (54 N-m)

29ft-lb (39 N-m)

Spindle Removal

1.

Securely support the front of the machine so that it is off the floor.

2.

Remove the ski(s).

3.

Remove the flanged nut (14) on bottom of the lower spherical bearing (13).

4.

Remove the upper rod end bolt (12) from the top of the spindle.

5.

Remove the tie rod (27) from the spindle, by removing the nut (25) and washer (26).

6.

Remove the nut (19) from the lower spherical bearing.

7.

Remove the lower spherical bearing bolt (24) and washer (23).

8.

Remove the spindle (28).

Spindle Assembly

1.

Replace the tie rod (27) and torque the bolt (25) to 29 ft-lb (39 N-m).

2.

Place the spindle onto the lower spherical bearing.

3.

Place the nut (19) on the lower spherical bearing bolt (24) and torque to 40 ft-lb (54 N-m).

4.

Place the spindle onto the upper rod end.

5.

Place the camber bolt (12) and torque the nut (14) to 40 ft-lb (54 N-m).

Lower Spherical Bearing Replacement

1.

Remove the spindle.

2.

Remove the snap ring (22) from the lower spherical bearing.

3.

Replace the lower spherical bearing (21).

8.14

FRONT SUSPENSION & STEERING

4.

Replace snap ring (22).

5.

Install spindle.

6.

Install the ski(s).

UPPER / LOWER CONTROL ARM REMOVAL

1.

Remove the spindle(s) and shock(s).

2.

Remove the upper and lower control arm(s) bulk head bolts

(1,6).

3.

Remove the upper or lower control arm (10,20) and remove all pivot bushings (5,9), and all pivot shafts (3, 7).

Upper / Lower Control Arm Installation

1.

Replace the upper or lower control arm bushings (5,9) and pivot shafts (3, 7) in the control arm(s).

2.

Replace the upper or lower control arm(s) into the bulkhead.

3.

Replace the upper or lower control arm bolts (1,6). Torque to 40 ft-lb (54 N-m).

NOTE: A spacer washer (2) is located on the lower rearward mounting area, and should be located at the bolt head.

STEERING

INSPECTION

Prior to performing steering alignment, inspect all steering and suspension components for wear or damage and replace parts as necessary. Refer to steering assembly exploded views in this chapter for identification of components and torque values of fasteners. While disassembling, make notes of what direction a bolt goes through a part, what type of nut is used in an application, in which direction do the steering arms go on — weld up or weld down, etc.

Some of the fasteners used in the IFS are special and cannot be purchased at a hardware store. Always use genuine Polaris parts and hardware when replacing front end components. Review steering adjustment guidelines before making adjustments.

The following components must be inspected at this time.

• Tie rods and tie rod ends

• Control arms and control arm ends

• Torsion bar and bushings / linkage (where applicable)

• Handlebars and steering post assembly

• Spindles and bushings

• Skis and skags

• Pitman arms / Idler arms

• Steering arms

• A-arms and bushings

• Shock absorbers, shock mounts, springs

• All related fasteners — check torque. Refer to steering exploded views at the beginning of this section.

• Grease all fittings.

Always follow rod end engagement guidelines. Maximum setup width must be checked whenever front suspension components are adjusted or replaced.

Alignment Bar Specifications

• DIAMETER: .623”-.625” (15.824-15.875mm)

• LENGTH: 45” (114.3cm)

• MATERIAL: C-1018

Camber Definition

The following definitions of camber use automotive terminology to describe positive and negative positions.

• 0 = Neutral camber. The spindle is 90° (perpendicular) to the ground.

• + = Positive camber. The bottom of the spindle is canted inward toward the chassis.

• — = Negative camber. Spindle bottom is canted outward from the chassis.

+

0

—

+

0

—

8.15

8

FRONT SUSPENSION & STEERING

Rod End

Rod ends must be parallel to their respective mounting surface after tightening jam nut. Hold the rod end and tighten jam nut.

If possible, support the edge of the rod end to keep it from rotating out of position until jam nut is tight. When rod ends are properly tightened, the rod should rotate freely approximately 1/

8 turn.

Rod End Engagement

Rod ends must engage the rod a minimum of 2x the thread diameter when adjustment is complete.

Example: .4375” (11mm) rod end (A) X 2 = minimum thread engagement (B) .875” (22mm).

A

B

FRONT SUSPENSION MEASURING

Maximum width and camber measurements are to be taken with the front end elevated and shocks at full extension.

Maximum Width

Width is measured from the center of the spindles.

Toe Alignment

Toe alignment is measured at ride height. This means that the machine is on the ground and resting at normal ride height, not full rebound. Measure at a point 10” (2.54cm) forward of the ski mount bolt and 10” (2.54cm) behind the ski mount bolt, preferably on the center line of the carbide skags.

Camber

Camber measurement is taken from the top of the alignment bar to the top of the ski mount hole in the spindle with the bushing removed.

ALIGNMENT ADJUSTMENTS

Alignment adjustments should be preformed in this order.

Edge/Edge LX/Edge RMK Set Up Width

Prior to performing steering alignment, the suspension should be inspected for damage or wear and replacement parts installed as required.

Camber, width are dimensions that depend on each other. If any adjustments have been made, each one should be checked.

WARNING

A maximum set up width is listed in “Front Suspension

Torque & Specifications” on page 8.3. Maximum set

up width is the maximum allowable distance between ski spindle centers at ride height. The Maximum Set

Up Width specifications are maximum width measurements, and are critical to ensure adequate torsion bar engagement with the Trailing/Control

Arms. If the suspension is set too wide, the torsion bar may disengage from trailing arm. Do not attempt to set the suspension wider than the specified maximum set up width.

1.

Make sure that the track is properly aligned. Track alignment is critical because this will be used as a reference point for final toe out measurement. See

“TRACK ALIGNMENT” on page 3.20.

2.

Support the front of the machine is at ride height.

3.

Remove the skis and ski pivot bushings.

4.

Disconnect the torsion bar.

5.

Measure spindle to chassis centering and record the measurement.

6.

The spindle centering and set up width is controlled by adjusting the radius rod lengths, and must not exceed the maximum set up width listed.

NOTE: Both spindle centers should be an equal distance ± 1/8” (3mm) from the center of the chassis.

Center to center distance

8.16

FRONT SUSPENSION & STEERING

IQ/IQ LX/Switchback Camber Adjustment Edge/Edge LX/Edge RMK Camber

Adjustment

3

2

1

2

1

WARNING

After camber adjustment is complete, be sure to measure set up width outlined in this chapter and compare to model specifications listed. Do not attempt to set suspension wider than the specified maximum set up width. If set up width exceeds maximum, adjust upper and lower radius rods equally to maintain camber adjustment.

1.

Raise the front of the machine so that the skis are off the floor 3” (7.62cm). The shocks should be at full extension.

2.

Remove the skis.

3.

Determine which spindle requires the greatest amount of correction by installing the alignment bar through one spindle to the other spindle. Measure the distance (2) from the top of the alignment bar to the top of the ski mount hole with the bushing(s) removed. Record measurement.

4.

Remove the alignment bar and install it to the opposite side.

Measure the distance (2) from the top of the alignment bar to the top of the ski mount hole with the bushing(s) removed. Record measurement

5.

To adjust the camber, change the lower radius rod (1) length until alignment bar measurement is within the specified range for each spindle.

6.

Once the specification is achieved, tighten all jam nut(s) and torque them to 8-14 ft-lb (11-19 N-m).

7.

Re-check the set up width and compare to specification.

1.

Raise the front of the machine so that the skis are off the floor 3” (7.62cm). The shocks should be at full extension

2.

Remove the skis.

3.

Determine which spindle requires the greatest amount of correction by installing the alignment bar through one spindle to the other spindle. Measure the distance (1) from the top of the alignment bar to the top of the ski mount hole with the bushing(s) removed. Record measurement.

4.

Remove the alignment bar and install it to measure the opposite side. Measure the distance (1) from the top of the alignment bar to the top of the ski mount hole with the bushing(s) removed. Record measurement

5.

To adjust the camber, unlock the jam nut (2) and adjust the camber with the adjuster nut (3) until alignment bar measurement is within the specified range for each spindle.

6.

Once the specification is achieved, torque the upper rod end jam nut (2) to specification.

=

T

Rod End Jam Nut Torque: 45 ft-lb (61 N-m)

7.

Re-check the toe alignment after changing the camber settings.

8

8.17

FRONT SUSPENSION & STEERING

Handlebar Centering

1.

Raise the front of the machine off the floor so that the spindles are off the floor 3”(7.62cm).

2.

Insert the alignment bar through both ski bolt holes in each spindles.

3.

Adjust the Toe as outlined below, until handlebar is centered.

Toe Adjustment

Toe is adjusted with the shocks and skis installed. Track alignment must be correct before starting this process. See

“TRACK ALIGNMENT” on page 3.20.

Toe alignment is measured at ride height.

1.

Lift front of the machine off the floor rock the front end up and down and then set it down gently. This will set the unit at ride height.

2.

Measure and make a mark 10” (2.54cm) forward of the ski mount bolt and 10” (2.54cm) behind the ski mount bolt, preferably on the center line of the carbide skags.

3.

Place a straight edge along the one side of the track. Make sure that the straight edge is touching along the length of the track.

4.

Record the measurements from the edge of the straight edge to the forward ski mark and the rearward ski mark.

5.

Adjust the tie rod so that the toe is set per the specifications.

See “Front Suspension Torque & Specifications” on page 8.3.

6.

Place the straight edge on the opposite side of the track and measure the opposite ski marks.

7.

Adjust the tie rod so that the toe is set per the specifications.

See “Front Suspension Torque & Specifications” on page 8.3.

8.

Verify that the ski center distances are within specification from the forward marks and the rearward marks.

SKI STANCE

Adjustment (IQ RMK Only)

WIDE SKI STANCE

For maximum stability, install both of the spacers to the outside of the spindle

NARROW SKI STANCE

For maximum maneuvering, install both of the spacers to the inside of the spindle.

8.18

FRONT SUSPENSION & STEERING

HANDLEBAR

RMK Handlebar Position

Handlebar position and handlebar angle can be adjusted to rider preference. After making handlebar adjustments, check to make sure wires are not pinched or kinked. Make sure the handlebars, brake lever and throttle lever operate smoothly and do not hit the gas tank, windshield or any other part of the vehicle when the handlebars are turned fully to the left or right.When adjustments are complete, torque the front adjuster block bolts first, then torque the rear bolts. Torque the bolts to 11-13 ft. lbs. (15-18

Nm).

1.

Loosen the four bolts on the bottom (1) of the adjuster block (2).

NOTE: If necessary, pry the blocks apart with a screwdriver.

4

RMK Handlebar Angle

1.

Loosen the four bolts on the top (4) of the adjuster block.

NOTE: If necessary, pry the blocks apart with a screwdriver.

2.

Adjust the handlebar to the desired angle.

3.

Tighten the bolts to specification below.

=

T

Riser Fasteners: 15-17 ft-lb (20-23 N-m)

3

8

2

1

2.

Adjust the handlebar (3) to the desired position.

3.

Tighten the bolts to specification below.

=

T

Riser Fasteners: 15-17 ft-lb (20-23 N-m)

8.19

FRONT SUSPENSION & STEERING

NOTES

8.20

REAR SUSPENSION

CHAPTER 9

REAR SUSPENSION

REAR SUSPENSION TYPE PER MODEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2

SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3

SHOCK REBUILDING TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3

REAR SUSPENSION TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4

SHOCK MOUNTING FASTENERS SPECIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4

SUSPENSION TO CHASSIS FASTENERS SPECIFICATION . . . . . . . . . . . . . . . . . . . . 9.5

SHOCK CONTROL RODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.6

EDGE SHOCK RODS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.6

IQ SHOCK ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.6

REAR SUSPENSION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.7

OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.7

WEIGHT TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.7

SUSPENSION COUPLING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.7

REAR TORSION SPRING TENSION ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.7

REAR SUSPENSION ADJUSTMENTS AND SETTINGS . . . . . . . . . . . . . . . . . . . . . . . . . 9.8

REAR SUSPENSION ADJUSTMENT PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . 9.8

SETTING THE REAR SUSPENSION RIDE HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.8

SCISSOR STOP ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.8

FRONT TORQUE ARM LIMITER STRAP ADJUSTMENT. . . . . . . . . . . . . . . . . . . . . . . . 9.9

TORSION SPRING ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.9

TORSION SPRING DETAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.10

INSTALLING HEAVIEST SPRINGS ON A IQ 121″ SUSPENSION . . . . . . . . . . . . . . . . 9.12

WIDETRAK TORSION SPRING ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.13

M-10 SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.14

M-10 OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.14

M-10 RTS ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.14

M-10 TERMINOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.15

M-10 ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.15

M-10 FRA INITIAL SET UP REFERENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.16

M-10 REAR SPRING PRELOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.16

M-10 SKI PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.16

RAIL SLIDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.17

RAIL SLIDE WEAR LIMIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.17

RAIL SLIDE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.17

RAIL SLIDER BREAK IN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.17

REAR SUSPENSION REMOVAL / INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.18

REAR SUSPENSION REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.18

REAR SUSPENSION INSTALLATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.19

SHOCK INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.21

SERVICEABLE SHOCKS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.21

REAR SUSPENSION FRONT TRACK SHOCK (FTS) STOCK VALVING. . . . . . . . . . . 9.22

REAR SUSPENSION REAR TRACK SHOCK (RTS) STOCK VALVING. . . . . . . . . . . . 9.23

SHOCK VALVE PART NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.23

RYDE FX™ SHOCK VALVE PART NUMBERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.24

FOX™ SHOCK VALVE PART NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.24

WALKER EVANS SHOCK VALVE PART NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . 9.25

SHOCK VALVING ARRANGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.25

REAR SHOCK SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.26

WALKER EVANS FTS 7043204. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.26

FOX FTS 7043267 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.26

WALKER EVANS FTS 7043234. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.27

RYDE FX FTS 7043244 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.27

9

9.1

REAR SUSPENSION

FOX FTS 7043142 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.27

RYDE FX FTS 7041975 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.27

WALKER EVANS RTS 7043205 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.28

FOX RTS 7043246 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.28

FOX RTS 7043266 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.29

FOX RTS 7043177 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.29

WALKER EVANS RTS 7043235 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.29

FOX RTS (M-10) 7043216 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.29

SHOCK MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.30

SHOCK MAINTENANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.30

WALKER EVANS SHOCKS (7043234, 7043233). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.31

RYDE FX MONO-TUBE SHOCK DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.32

RYDE FX MONO-TUBE SHOCK ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.32

FOX MONOTUBE DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.33

FOX MONOTUBE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.33

REAR SUSPENSION TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.34

REAR SUSPENSION TYPE PER MODEL

T

YPE

Edge 121

Edge 136

Edge RMK 136

IQ121

IQ 121 Dragon

IQ Switchback

IQ RMK 144/155

M-10 128

M-10 136

WideTrak

M

ODEL

340 LX, 500 XC SP, 550

LX, SuperSport

340 Touring

Trail RMK

600 IQ (Carb & CFI)

IQ Dragon

600 IQ Switchback (Carb

& CFI)

600 RMK, RMK Dragon

600 IQ LX

600 IQ Touring

WideTrak LX

9

9.2

REAR SUSPENSION

SPECIAL TOOLS

Shock Rebuilding Tools

Special Tools

PART NUMBER

2200421

2201639

2201640

2870623

2870803

PS-45259

9917736

9917737

DESCRIPTION

Gas Shock Recharging Kit

Shock Shaft Seal Protector .50″ Diameter

Shock Shaft Seal Protector .625″ Diameter

Shock Absorber Spring Compression Tool

Shock Spring Pre-Load Adjustment Too

Gas Fill Tool

VIDEO-Rebuilding Mono Tube Shocks

VIDEO-Rebuilding Remote Reservoir Shocks

PART NUMBER

PS-45259

PS-45259-1

PS-45259-2

PS-45260

PS-45261

PS-45262

PS-45263

PS-45629

PS-45280

PS-45821

Ryde FX Shock Special Tools

DESCRIPTION

Gas Fill Tool and Gauge (Incl. 5 needles)

Gas Fill Needles replacement pack

Gas Fill Gauge (replacement)

Lower Retainer Wrench

IFP Positioning / Extraction tool

Cylinder Head Wrench

Wear Band Tool

Arvin Shock Body Holder

Shock Collar Tool

Shock Reservoir Holder

PART NUMBER

2871021

2871352

2872429

2871232

2871351

PS-44925

FOX Shock Special Tools

DESCRIPTION

Shock Body Holding Tool

Shock Rod Holding Tool .50″ Diameter Rod

Shock Rod Holding Tool .625″ Diameter Rod

Fox Shock Spanner

Fox Shock IFP Depth Tool

Fox Inner Tube Puller PS 2

9

9.3

REAR SUSPENSION

REAR SUSPENSION TORQUE SPECIFICATIONS

Shock Mounting Fasteners Specification

NOTE: All bolt heads should be in the left hand side.

NOTE: Torque both sides of pivot shaft if applicable

UNIT

340 LX

500 XCSP

550 LX

SuperSport

340 Touring

Trail Touring

Trail RMK

600 IQ Switchback (Carb and CFI)

FST IQ Switchback

FST IQ

600 IQ (Carb and CFI)

IQ Dragon

600 IQ LX

FST IQ LX

600 IQ Touring

FS IQ Touring

FST IQ Touring

FST IQ Cruiser

WideTrak LX

600 RMK 144

600 RMK 155

RMK Dragon

SUSPENSION FTS UPPER FTS LOWER RTS UPPER RTS LOWER

Edge 121

Edge 136

Edge RMK 136

IQ Switchback

IQ 121

IQ 121 Dragon

M10 128

M10 136

35 ft-lb (47 N-m) 35 ft-lb (47 N-m) 25 ft-lb (34 N-m) 35 ft-lb (47 N-m)

35 ft-lb (47 N-m) 35 ft-lb (47 N-m) 35 ft-lb (47 N-m) 35 ft-lb (47 N-m)

25 ft-lb (34 N-m) 35 ft-lb (47 N-m) 25 ft-lb (34 N-m) 25 ft-lb (34 N-m)

19 ft-lb (26 N-m)

35 ft-lb (47 N-m) 25 ft-lb (34 N-m) 35 ft-lb (47 N-m)

35 ft-lb (47 N-m) 35 ft-lb (47 N-m) 35 ft-lb (47 N-m) 35 ft-lb (47 N-m)

35 ft-lb (47 N-m) 35 ft-lb (47 N-m) 35 ft-lb (47 N-m) 35 ft-lb (47 N-m)

35 ft-lb (47 N-m)

45 ft-lb (61 N-m)

35 ft-lb (47 N-m)

45 ft-lb (61 N-m)

35 ft-lb (47 N-m)

45 ft-lb (61 N-m)

35 ft-lb (47 N-m)

45 ft-lb (61 N-m)

M10 136 ACE 35 ft-lb (47 N-m) 45 ft-lb (61 N-m)

35 ft-lb (47 N-m)

(Note: This value is also for the mid shock)

35 ft-lb (47 N-m)

(Note: This value is also for the mid shock)

WideTrak

IQ RMK 144

IQ RMK 155

25 ft-lb (34 N-m) 35 ft-lb (47 N-m) 25 ft-lb (34 N-m) 25 ft-lb (34 N-m)

19 ft-lb (26 N-m)

35 ft-lb (47 N-m) 25 ft-lb (34 N-m) 35 ft-lb (47 N-m)

9.4

REAR SUSPENSION

Suspension to Chassis Fasteners Specification

SUSPENSION UNIT

340 LX

500 XCSP

550 LX

SuperSport

340 Touring

Trail Touring

Trail RMK

600 IQ Switchback (Carb and CFI)

FST IQ Switchback

FST IQ

600 IQ (Carb and CFI)

IQ Dragon

600 IQ LX

FST IQ LX

600 IQ Touring

FS IQ Touring

FST IQ Touring

FST IQ Cruiser

WideTrak LX (4 suspension mounting positions)

600 RMK 144

600 RMK 155

RMK Dragon

Edge 121

Edge 136

Edge RMK 136

IQ Switchback

IQ 121

IQ 121 Dragon

M10 128

M10 136

M10 136 ACE

WideTrak

IQ RMK 144

IQ RMK 155

FTA

45 ft-lb (61 N-m)

45 ft-lb (61 N-m)

40 ft-lb (54 N-m)

45 ft-lb (61 N-m)

60 ft-lb (81 N-m)

60 ft-lb (81 N-m)

70 ft-lb (95 N-m)

70 ft-lb (95 N-m)

70 ft-lb (95 N-m)

40 ft-lb (54 N-m)

45 ft-lb (61 N-m)

RTA

45 ft-lb (61 N-m)

45 ft-lb (61 N-m)

40 ft-lb (54 N-m)

45 ft-lb (61 N-m)

60 ft-lb (81 N-m)

60 ft-lb (81 N-m)

70 ft-lb (95 N-m)

70 ft-lb (95 N-m)

70 ft-lb (95 N-m)

40 ft-lb (54 N-m)

45 ft-lb (61 N-m)

9

9.5

REAR SUSPENSION

SHOCK CONTROL RODS

Edge Shock Rods

Shock rods must be installed in the same orientation as set from the factory. Any changes made to the shock rod orientation other than the factory setting may cause suspension damage.

The shock rods that are found on all 2007 Edge rear suspensions are shown below.

Shock Rod Assembly Example (Trail RMK Shown)

Shock

Lower

.45″ (11.4 mm)

Facing Shock .63″ (16 mm)

Trail RMK (lower end is smaller than the upper end)

Upper

Lower

.475″ (12 mm)

.475″ (12 mm)

Upper

Facing Shock

340, 340 LX, 500 XC SP, SuperSport (both ends are the same size)

IQ Shock Rod

Below are examples of the IQ shock rod. The orientation of this rod is so that the plate is facing downward.

Plate facing down

(plate will look different with suspensions utilizing remote reservoir shocks)

9.6

REAR SUSPENSION

REAR SUSPENSION OPERATION

Operation

The primary function of the rear suspension is to provide a comfortable ride in all types of riding conditions. It separates the rider from the ground, while allowing for complete vehicle control. The rear suspension also must provide weight transfer and maintain track tension.

The rear suspension has many adjustable features for fine tuning to achieve optimum comfort. The suspension can be adjusted to suit rider preference and deliver excellent performance for a given set of conditions. It should be noted, however, that suspension adjustments involve a compromise or trade off. A machine set up to perform well in the moguls would not suit the preference of a groomed trail rider.

Weight Transfer

The shifting of weight from the skis to the track is called weight transfer. As engine torque is applied to the drive axle the torque is transferred to the track, pulling it forward. This energy also tries to pull the suspension forward. The front torque arm reacts to this force by pushing down on the front of the track, in effect applying more weight to the front of the track and reducing the weight on the skis. It is important to note that energy used to lift the front of the machine is not available to push the vehicle forward.

Changing the angle of the front torque arm changes the suspension’s reaction to the force. Adjusting the length of the limiter strap will change the front torque arm angle. Shortening the strap limits the extension of the front of the suspension; reducing the angle of the torque arm and increasing ski pressure during acceleration. Lengthening the strap allows the front of the suspension to extend further; increasing the angle of the torque arm and decreasing ski pressure during acceleration.

Limiter strap adjustment has a great affect on weight transfer.

Limiter straps only affect acceleration. It is important to check track tension whenever limiter strap length is changed.

Front track shock spring preload also affects weight transfer. A stiffer spring and/or more preload on the spring transfers more weight to the track. A softer spring and/or less preload keeps more weight on the skis. Keep your riding application in mind when choosing springs and setting spring preload. Soft springs/ preload will increase ski pressure, but may bottom out. Stiff springs/preload will provide more track pressure (reduced ski pressure), but may result in a less comfortable ride

During acceleration, the rear of the suspension will compress and the IFS will extend, pivoting the machine about the front torque arm. Because of this pivoting effect, rear spring and spring preload also have some effect on weight transfer. Softer rear springs, or less preload, allow more weight transfer to the track and reduce ski pressure. Stiffer rear springs, or increased preload, allow less weight transfer to the track and increase ski pressure. The main function of the rear torque arm is to support the weight of the vehicle and rider, as well as to provide enough travel to absorb bumps and jumps.

Shock valving also has an effect on weight transfer. Refer to shock tuning information in this chapter. Scissor stops also affect weight transfer. See scissor stop information also in this chapter.

Rear Scissor blocks also have a big effect on weight transfer.

See

“Scissor Stop Adjustments” on page 9.8.

Suspension Coupling

On all Polaris snowmobile rear suspensions, there are two torque arms that control the movement of the rail beam. Prior to the advent of suspension coupling, these torque arms could move independently of each other. Rear suspension coupling links the movement of the front and rear torque arms to each other.

The front rear scissor stop (FRSS) couples the movement of the front torque arm with the rear torque arm and limits the amount of independence between the movement of the front torque arm and the rear torque arm.

When hitting a bump, the front torque arm starts to compress.

The FRSS links that movement to the rear torque arm, causing it to compress and raise the rear suspension up as one, allowing the suspension to hit the bump only once and eliminating kickback. The factory setting are usually adequate for all riders in all conditions.

The rear rear scissor stop (RRSS) couples the movement o the rear torque arm with the front torque arm and limits the amount of independent movement between the rear torque arm and the front torque arm.

Adjusting the RRSS either allows more weight to transfer to the rear for more traction, or allows less weight to transfer to the rear, resulting in improved cornering performance. And adjustment dot is located on the RRSS. This dot ID at the higher end of the scissor stop.

Moving the RRSS to a higher position will reduce weight transfer, improve chatter bump ride and improve cornering performance.

Rear Torsion Spring Tension Adjustment

Rear spring tension adjustments are made by rotating the eccentric spring block. The block provides three spring tension positions. This adjustment is easier if the long spring leg is lifted over the roller and replaced after the block is properly positioned. Always maintain equal adjustment on both sides.

Torsion springs are much like coil springs, although shaped differently. The rate of the torsion spring is controlled by the wire diameter of the spring, and the number of coils. Pre-load is

controlled by the free opening angle. See “Torsion Spring

Adjustment” on page 9.9.

9

9.7

REAR SUSPENSION

REAR SUSPENSION ADJUSTMENTS

AND SETTINGS

Rear Suspension Adjustment Procedures

It is a good idea to have customers break the suspension in for approximately 150 miles (240 km) before fine tuning adjustments are made.

All settings will vary from rider to rider, depending on rider weight, vehicle speed, riding style, and trail conditions. We recommend starting with factory settings and then customizing each adjustment individually to suit rider preference. The machine should be methodically tested under the same conditions after each adjustment (trail and snow conditions, vehicle speed, riding position, etc.) until a satisfactory ride is achieved. Adjustments should be made to one area at a time, in order to properly evaluate the change.

The purpose of the front rear scissor stop (FRSS) is to control the bump attitude of the rear suspension. As the front torque arm

(FTA) hits the bump, it forces the rear scissor to collapse a predetermined amount, depending on the FRSS block position.

This accomplishes two important things, it allows a lighter spring rate on the FTA because it can borrow spring rate from the rear torsion springs; and it prepares the rear portion of the suspension for the bump, reducing secondary kick back.

The FRSS is made of a resilient material allowing smooth action and preventing any suspension component damage.

Setting the Rear Suspension Ride Height

measure the distance between the ground and rear bumper with out the rider on the seat and the suspension at full extension. This can be achieved by lifting the rear of the machine so that the suspension is off the ground and carefully setting the machine down. Write this down as measurement “X”.

2.

Have the rider in full gear drop down on the seat, work the suspension slightly by bouncing up and down and sit in the seated riding position. With the rider in the seated position measure from the ground to the bumper in the same spot as you did for measurement “X” and write it down as measurement “Y”.

3.

To determine the correct ride height, subtract measurement

X from measurement Y. (X — Y = ride height).

4.

The ideal ride height is:

• IQ 121 = 4-5

”

(10-13cm)

• M-10 128/136 = 3-4

”

(8-10cm)

• IQ Switchback/ IQ RMK= 5

”

(13cm)

• EDGE RMK/EDGE = 4

”

(10cm)

• Widetrak = 1.5

”

(4cm)

5.

Adjust for the desired ride height by rotating the torsion spring cams located on the rear of the torsion spring.

If the rear suspension ride height can not be adjusted to the correct dimension, optional torsion springs may be required. This is only an initial setup, and final spring preload may vary based on rider preference and riding conditions.

Scissor Stop Adjustments

HIGH

LOW

X

LOW

ROTATE

MEDIUM

Y

1.

To set up the rear suspension torsion spring preload,

9.8

The RRSS controls weight transfer from the rear suspension to the skis. It also influences the stiffness of the ride by controlling the amount of coupling action between the front and rear torque arms. To decrease weight transfer, the RRSS should be set in the high position.

The RRSS can be totally removed for maximum weight transfer.

However, unless the torsion springs and rear shock valving are

REAR SUSPENSION

changed, the ride will be compromised. Always maintain equal adjustment on both sides.

To adjust the scissor stops place the scissor tool onto the scissor block and turn to the desired position. Ensure that the rear scissor stop face is square with the face of the scissor arm to ensure complete contact.

The dot is an indicator of the HIGH position. The sides are the LOW position and the bottom is the

MEDUIUM position.

HIGH

LOW

LOW

Front Torque Arm Limiter

Strap Adjustment

MEDIUM

One method of changing ski-to-snow pressure is to change the length of the front torque arm limiter straps. The limiter strap is normally mounted in the fully extended position. Both limiter straps must be adjusted evenly and remain equal in length to avoid improper

Hi-Fax and track wear.

• Lengthening the straps decreases ski pressure under acceleration.

• Shortening the straps increases ski pressure under acceleration.

RMK/Switchback set up recommendations for optimum performance.

Torsion Spring Adjustment

To adjust the rear torsion spring, rotate the adjuster cam to the desired adjustment. The cam has three sides, LOW, MEDIUM and HIGH.

NOTE: It is easier to go from Low to Med to High then go directly form Low to High.

RMK/Switchback

• DEEP POWDER SNOW:FTA in LOW position for maximum lift and flotation.

• POWDER-HARDPACK:FTA in STANDARD position for overall handling and speed over snow.

• HARDPACK: FTA in HIGH position for increased control and less transfer.

9

9.9

REAR SUSPENSION

Torsion Spring Detail

H

F

A

C

A. Last 3 digits of PN

B. Wire Diameter

C. Leg 1

D. Leg 2

E. Coil I.D.

F. # of coils

G. Degrees open angle

H. Spring width

E

G

D

The torsion spring tension is determined by the following factors.

1.

Wire Diameter (B).

2.

Number of coils (F).

3.

Degree of the open angle (G).

SPRING PN (

LAST

3

DIGITS

(A)

WIRE

DIAMETER

INCHES

(B)

Square Torsion Springs

LEG 1

INCHES

(C)

LEG 2

INCHES

(D)

COIL ID

INCHES

(E)

# OF COILS

INCHES

(F)

DEGREES

OPEN ANGLE

(G)

SPRING

WIDTH

INCHES

(H)

7042068 LH

7042069 RH

7041911 LH

7041912 RH

7041627 LH

7041628 RH

7042064 LH

7042065 RH

7042159 LH

7042160 RH

7041902 LH

7041903 RH

7041629 LH

7041630 RH

.359

.347

.347

.359

.347

.359

.359

16.5

16.5

16.5

16.5

15.625

16.5

16.5

4.5

4.5

4.5

4.5

3.75

4.5

4.5

1.95-2.01

1.82-1.88

1.82-1.88

1.95-2.01

1.89-1.91

1.79-1.85

1.79-1.85

8.64

7.75

7.71

7.63

6.71

7.75

7.71

47

90

77

50

77

90

77

3.75

3.49

3.45

3.45

3.45

3.5

3.46

9.10

REAR SUSPENSION

SPRING PN (

LAST

3

DIGITS

(A)

7042240 LH

7042241 RH

7041655 LH

7041656 RH

7041897 LH

7041898 RH

7041940 LH

7041941 RH

7043070 LH

7043071 RH

7042157 LH

7042158 RH

7042242 LH

7042243 RH

7042253 LH

7042254 RH

7041856 LH

7041857 RH

7042079 LH

7042080 RH

7042101 LH

7042102 RH

7042139 LH

7042140 RH

7042157 LH

7042158 RH

7041631 LH

7041632 RH

7041942 LH

7041943 RH

7041895 LH

7041896 RH

7042282 LH

7042283 RH

7042321 LH

7042322 RH

7043042 LH

7043043 RH

7043079 LH

7043080 RH

7043124 LH

7043125 RH

7043128 LH

7043129 RH

7043130 RH

7043131 LH

WIRE

DIAMETER

INCHES

(B)

Square Torsion Springs (Continued)

LEG 1

INCHES

(C)

LEG 2

INCHES

(D)

COIL ID

INCHES

(E)

# OF COILS

INCHES

(F)

DEGREES

OPEN ANGLE

(G)

SPRING

WIDTH

INCHES

(H)

.359

16.5

4.5

1.79-1.85

7.71

85 3.46

.375

.347

.375

.359

.375

.375

.375

.405

.405

.405

.405

.347

.359

.359

.359

.421

.347

.347

.359

.405

.405

.359

16.5

15.625

17.7

15.625

16.5

16.5

16.5

17.7

16.5

16.5

16.5

14.75

15.625

17.70

14.63

17.70

13.63

14.75

14.75

17.70

14.75

14.75

4.5

3.75

4

3.75

4.5

4.5

4.5

4

4.5

4.5

4.5

4.5

3.75

3.25

4.5

4

4.5

4.5

4.5

4

4.5

4.5

1.98

1.69-1.71

2.35

1.82-1.84

1.86-1.92

2.225

2.225

2.35

1.86-1.92

2.225

2.232

1.80-1.84

1.82-1.84

2.35

1.88-1.90

2.45

2.16-2.20

1.80-1.82

1.80-1.84

2.35

2.5

2.5

8.64

6.71

6.71

6.71

7.71

6.71

6.71

6.71

7.71

6.75

6.71

6.72

6.71

6.71

6.75

6.71

5.72

6.72

6.72

6.71

6.72

5.72

47

77

77

77

77

77

90

77

77

90

77

80

77

77

90

71

80

80

80

77

80

80

3.94

3.45

3.1

3.46

3.74

3.52

3.52

3.25

4

3.55

3.55

3.20

3.46

3.1

3.00

3.4

2.54

3.2

3.1

3.44

3.40

3.75

9

9.11

REAR SUSPENSION

Installing Heaviest Springs On A IQ 121″ Suspension

Please reference the following information when installing heavy torsion springs (7043128/7043129) on sleds equipped with IQ 121″ suspensions. The issue that arises when installing the heavy spring is that the coil stack of the torsion spring is tall enough to interfere with the suspension arm clamp nut. To work around this issue you will need to order two (one for each side) of the Parts below. You will also need to relocate the two washers that are next to the clamp nut to the outside of the link arm.

Original Configuration

9.12

Widetrak Torsion Spring Adjustments

Rear spring adjustment is primarily a control for riding comfort.

To check for the recommended settings:

A

REAR SUSPENSION

1.

Lift the rear of the machine to relieve the rear springs.

2.

Slowly lower the machine and measure the distance between the ground and the running board.

3.

Without letting the suspension settle, the rider should carefully mount the snowmobile.

4.

Measure the distance between the ground and the same spot on the running board. The difference between the two readings should be approximately 1 1/2

”

(3.8 cm). If the difference is greater than 1 1/2

”

the rear spring should be adjusted equally on both sides until the desired 1 1/2

”

drop is obtained.

Compensating adjustments for heavy or light drivers or cargo loads can be made by adjusting the rear spring eye bolt (A) length. Adjust spring tension so there is equal tension on the long leg of each spring.

NOTE: Rear spring settings will affect ski-to-ground pressure. If ski pressure is too light it may be desirable to tighten the rear springs for an increase in ski-to-ground pressure.

9

9.13

REAR SUSPENSION

M-10 SUSPENSION

M-10 SUSPENSION

Remote reservoir detail

Full Range Adjuster (FRA)

Bottom

Bottom

Top

Top

M-10 Overview

The FAST M-10 rear suspension has been designed and set up to deliver a soft ride under average riding conditions. Rider weight, riding styles, trail conditions, and vehicle speed each affect suspension action.

The suspension can be adjusted to suit rider preference and deliver excellent performance for a given set of conditions. It should be noted, however, that suspension adjustments involve a compromise or trade off. A machine set up to perform well in the moguls would not suit the preference of a groomed trail rider.

M-10 RTS Adjustments

• Full Range Adjuster (FRA)

• Center Retainer

9.14

REAR SUSPENSION

IMPORTANT: The M-10 rear suspension has been designed to be very sensitive to rider weight. Changes in rider weight of 25 lbs. or more may require appropriate changes in FRA settings.

Reservoir

Shock

Upper Spring Retainer

Upper Spring

Center Retainer

Outer Spring

Inner Spring

Lower Spring Retainer

M-10 Terminology

•

Couple Blocks:

Plastic blocks located at the rear of each rail. Blocks facilitate the couple function.

•

Full Range Adjuster (FRA):

FRA refers to the adjustable lower rear shock attachments. Changing the

FRA location has two effects on tuning. First, moving the shock forward increases shock speed, resulting in firmer damping on compression and rebound. Second, it also increases the effect of the rear spring by displacing it further.

•

Sag Settings:

The difference in rear bumper height from the sleds fully extended position to its lower height with the rider seated on the sled.

M-10 Adjustments

The primary adjustment on the M-10 suspension is the Full

Range Adjustment (FRA). Adjusting the FRA will have to

MOST effect on rear suspension performance.

Polaris recommends that you allow between 25 to 200 miles for the suspension to break in before performing any adjustments to the suspension.

This chart is a guideline to be used for initial suspension setups.

Your setup may vary based on your desired riding style.

M-10 128

Rider weight with gear

(lbs.)

Under 100

100-150

150-200

200-250

250-300

300-350*

Over 350*

Suggested FRA Range

(Lower number is softer)

1 to 1 1/2

1 1/2 to 2

2 to 2 1/2

2 1/2 to 3

3 to 3 1/2

3 1/2 to 4

4 to 5

M-10 136

Rider weight with gear

(lbs.)

Under 100*

100-150*

150-200*

200-250

250-300

300-350

Over 350

Suggested FRA Range

(Lower number is softer)

1 to 1 1/2

1 1/2 to 2

2 to 2 1/2

2 1/2 to 3

3 to 3 1/2

3 1/2 to 4

4 to 5

*=You may prefer an optional rear track middle spring retainer.

See “Optional Retainers” on page 9.16.

9

9.15

REAR SUSPENSION

M-10 FRA Initial Set Up Reference

The FRA setting is the primary rear suspension adjustment. It will have the MOST effect on the rear suspension performance.

To adjust the FRA:.

1.

Refer to the initial set-up reference chart to determine the desired FRA position.

2.

To adjust, loosen the hex bolts attaching the rear lower shock cross shaft to the rail beam.

3.

Using a 9/16″ wrench, loosen the jam nuts on the preload bolts.

4.

Adjust the preload bolts to the desired FRA position.

5.

Tighten the jam nuts.

NOTE: Make sure the preload bolt contacts the slide block before tightening the jam nut.

6.

Tighten the hex bolts and torque to 35 ft. lbs. (47 N-m)

NOTE: When the M-10 suspension is new, it will take from 25 to 200 miles (40-300 km) to properly break in the springs and shocks, at which time the suspension will be softer and may require FRA readjustment.

M-10 Rear Spring Preload

If FRA position alone does not allow the setup of the proper amount of sag, the center retainer of the rear track shock can be replaced with optional retainers to adjust the preload and change the sag.

Optional Retainers

Retainer insert

Part Number

5436109

Retainer part

Number

5135077 (std. on

M10/128)

5134923

5135080 (std. on

M10/136)

Preload

Least

Middle

Sag

Most

Middle

Most Least

NOTE: Whenever ordering any of the retainers listed in the chart, always order the retainer insert as well.

The insert is not removable once installed, so a new insert is needed when installing a new retainer.

M-10 Ski Pressure

4

2

3

1

3

4

2

Ski pressure is set at the factory to deliver the optimum balance between ride and handling. If a rider prefers more ski pressure for improved steering performance, adjustments can be made to the front limiter strap and front arm mount.

1.

Determine if the rider prefers comfort or control. Lean toward the #4 setting for comfort and toward the #3 setting for aggressive riding.

2.

For full hole adjustments, remove the 5/16″ nut and flat washers from the lower attachments of the limiter straps and relocate the straps to the desired position (i.e. move from position 4 to 3). Replace the nut and washer. Tighten securely.

3.

For half-hole increments (such as hole 3 or 4), the limiter straps have slots at the upper pinch bolt. These slots allow the bolts to be loosened (rather than removed) for half-step adjustments. Re-tighten the pinch bolts.

4.

There are also two front arm mounting holes in the slide rail that can adjust ski pressure. The lower hole (A) increases

9.16

REAR SUSPENSION

ski pressure while the upper hole (B) decreases ski pressure.

NOTE: By design, the BIASED COUPLE design of the M-10 suspension displaces the rear arm as the front arm is compressed. This means that when you raise the front limiter strap, at some point you will collapse the rear suspension arm, which will affect

SAG height and reduce rear suspension travel.

A

B

Rail Slide Removal

1.

Remove the rear suspension.

NOTE: Some models may allow the rail sliders to be removed by sliding it through track windows with the suspension mounted in the machine.

2.

Remove front rail slider retaining bolt, located at the rail tip.

3.

Use a block of wood or a drift punch and hammer to drive the Hi-Fax rearward off the slide rail.

4.

With the rail slider at room temperature, install a new rail slider by reversing steps 1 — 3.

NOTE: Lightly coat rail slider track clip area with a lubricant such as LPS2 or WD-40 to ease installation.

Rail Slider Break In

After installing new rail sliders they must be “broke in” for longer life and better wear patterns. When performing the breaking in procedure ride the sled on a surface that has adequate snow conditions with deeper snow nearby. Run the sled on the adequate snow surface and dip into the deeper snow every so often.

RAIL SLIDER

Rail Slide Wear Limit

A

Hi-Fax replacement on all Polaris models is similar. When any area of the Hi-Fax is worn to the wear indicator (A), it should be replaced. This will save wear on other vital components on the suspension.

The slide rail is designed to operate in conditions with adequate snow cover to provide sufficient lubrication. Excessive wear may be due to improper alignment, improper track adjustment or machine operation on surfaces without snow.

9

9.17

REAR SUSPENSION

REAR SUSPENSION REMOVAL /

INSTALLATION

Rear Suspension Removal

1

3

6

2

3

2

3

2

3

5

2

4

1

1

2

2

3

3

1

1

8

9

10

11

7

9.18

REAR SUSPENSION

Rear Suspension Installation

12

3

4

=

T

See “Suspension to Chassis Fasteners

Specification” on page 9.5.

1

2

5

6

=

T

See “Suspension to Chassis Fasteners

Specification” on page 9.5.

9

9.19

REAR SUSPENSION

A

D o

=

In. / mm.

See “Track Tension” on page 3.21.

3

1

2

=

T

35 ft-lbs (48 N-m)

8

9

7

C

B

E

3

1

11

2

10

=

T

35 ft-lbs (48 N-m)

3

12

2

1

3

=

T

35 ft-lbs (48 N-m)

1

2

=

T

35 ft-lbs (48 N-m)

13

9.20

REAR SUSPENSION

SHOCK INFORMATION

Serviceable Shocks

Extended length is measured form center to center of the mounting holes on the eyelets.

SHOCK PN

7041975

7043142

7043244

7043267

7043204

7043234

BRAND

Arvin

Fox

Arvin

Fox

Walker

Walker

E

XTENDED

L

ENGTH

IN

(

MM

)

12.10

(307.3)

12.51

(317.8)

12.12

(307.9)

12.07

(306.6)

12.10

(307.3)

12.49

(317.2)

C

OLLAPSED

L

ENGTH

IN

(

MM

)

8.60

(218.4)

8.92

(226.6)

8.61

(218.6)

8.63

(219.2)

8.60

(218.4)

8.92

(226.6)

Front Track Shocks

S

TROKE

IN

(

MM

)

3.5

(89)

3.59

(91.2)

3.52

(89.3)

3.44

(87.4)

3.50

(89)

3.57

(90.7)

S

HOCK

R

OD

IN

(

MM

)

.50

(12.7)

.50

(12.7)

.50

(12.7)

.50

(12.7)

.625

(15.9)

1.124

(28.5)

IFP D

EPTH

IN

(

MM

)

N/A

4.61

(117)t

.840

(21.3)b

4.68

(118.9)t

1.8

(45.7)b

2.25

(57.2)

SHOCK PN

7043177

7043246

7043266

7043205

7043216

7043235

BRAND

Fox

Fox

Fox

Walker

Fox

Walker

E

XTENDED

L

ENGTH

IN

(

MM

)

15.60

(396.2)

16.60

(421.6)

15.65

(397.5)

15.60

(396.2)

14.12

(358.6)

16.71

(424.4)

Rear Track Shocks

C

OLLAPSED

L

ENGTH

IN

(

MM

)

10.56

(262.2)

10.91

(277.1)

10.56

(262.2)

10.56

(262.2)

5.04

(128)

5.96

(151.4)

5.09

(129.3)

5.04

(128)

S

TROKE

IN

(

MM

)

S

HOCK

R

OD

IN

(

MM

)

.50

(12.7)

.50

(12.7)

.50

(12.7)

.625

(15.9)

9.29

(235.9)

4.83

(122.6)

.

50

(12.7)

10.96

(278.4)

5.75

(146.1)

.50

(12.7)

IFP D

EPTH

IN

(

MM

)

1.22

(31)

b

2.23

(56.6)rr

1.63

(41.4)rr

2.25

(57.2)

2.40

(61) rr

7.25

(184.2) t

S

HAFT

PN

1700026

1500713

1700026

1500778

1800316

1800228

S

HAFT

PN

1500599

1500715

1500779

1800228

1500562

1800296 b=IFP depth measured form the bottom of the shock body t=IFP depth measured form the top of the shock body. rr=top of remote reservoir

PSI

200

200

200

200

200

215

PSI

200

200

200

200

300

200

9

9.21

REAR SUSPENSION

Rear Suspension Front Track Shock (FTS) Stock Valving

SHOCK PN 7041975 7043142 7043244 7043267

.800x.008

.900x.008

1.000x.008

1.100x.010

1.300x.008

1.000x.006

1.300x.008

1.125x.093

.700x.012

.700x.012

.900x.008

1.100x.008

1.250x.008

.900x.008

1.250x.008

1.300x.006

.800x.008

.900x.010

1.000x.010

1.100x.008

1.250x.008

.900x.008

1.100x.006

1.300x.008

1.125x.093

.700x.012

.700x.008

.800x.008

.900x.008

1.100x.008

1.250x.008

1.300x.010

Piston Orifice

.070

1.250x.008

1.100x.010

1.000x.010

.900x.012

.800x.012

.78

1.250x.008

.800x.008

1.100x.010

1.000x.010

.900x.012

.900x.012

.800x.015

.700x.015

.620x.093

.070

1.250x.010

1.100x.010

1.000x.010

.900x.010

.800x.012

.700x.010

N/A N/A N/A

.070

1.250x.008

.800x.006

1.100x.010

1.000x.010

.900x.012

.800x.015

.800x.015

.700x.015

.620x.093

N/A

7043204

.625x.065

.700x.012

.800x.012

.900x.012

1.000x.012

1.100x.012

1.200x.012

1.300x.012

.082

1.200x.012

1.100x.012

1.000x.012

.900x.012

.800x.012

.700x.012

.625x.065

1.100x.012

1.000x.012

1.000x.012

.700x.010

.875x.090

7043234

1.300x.025

.875x.090

1.300x.025

1.300x.025

.700x.010

.800x.010

.900x.015

1.000x.015

1.100x.015

1.200x.015

1.250x.015

1.300x.015

1.300x.015

.052

1.250x.015

1.200x.015

1.100x.015

1.000x.015

.900x.015

.800x.015

.700x.015

.625x.065

N/A

9.22

REAR SUSPENSION

Rear Suspension Rear Track Shock (RTS)

Stock Valving

SHOCK PN 7043177

1.125x.093

.900x.010

1.000x.010

1.100x.012

1.100x.010

1.100.008

1.000x.006

1.300x.008

1.300x.008

7043246

1.125x.093

.700x.015

.700x.015

.700x.015

1.000x.010

1.100x.012

1.250x.012

.800x.008

1.250x.008

1.300x.008

7043266

.700x.015

.700x.015

.700x.015

.900x.010

1.000x.008

1.100x.008

1.250x.010

.900x.010

1.250x.008

1.300x.006

Piston Orifice .093

1.250x.010

1.250x.010

1.100x.012

1.000x.012

.900x.012

.800x.012

.620x.093

.070

1.250x.008

.700x.006

1.100x.015

1.100x.015

.900x.008

.950x.050

.950x.050

.076

1.250x.008

.700x.008

1.100x.012

1.000x.010

.900x.008

.800x.008

.950x.050

.950x.050

Piston Assy

7043205

.875x.090

.625x.065

.700x.008

.800x.008

.900x.010

1.000x.010

1.100x.008

.900x.008

1.100x.008

.700x.010

1.250x.010

1.300x.010

.082

1.250x.012

.800x.008

1.100x.010

1.000x.010

.900x.010

.800x.010

.700x.010

.625x.065

1.100x.025

1.000x.015

1.100x.015

.700x.010

.875x.090

SHOCK VALVE PART NUMBERS

Shock valves are used in a stack on the top and on the bottom of the shock piston. These stacks can be adjusted so that it can control the amount of fluid that is forced by as the piston travels through its motion. Below is a chart that has the part numbers of these valves, proceeding the part number is the size of the washer (out side diameter x thickness). A thick washer (.700 x

.010) will try to keep the fluid from passing through the piston as it travels.

Refer to the appropriate parts manual for a complete listing of shock parts.

7043216 7043235

1.125x.093

.900x.008

1.300x.008

1.300x.008

1.300x.010

.800x.010

1.300x.006

1.300x.008

.625x.065

.700x.010

.800x.010

.900x.010

1.000x.010

1.100x.010

1.250x.012

.055

1.250x.012

1.100x.010

1.125x.093

.620x.093

.040

1.300x.010

1.250x.010

1.100x.008

1.100x.008

1.000x.010

.900x.010

.800x.008

.700x.010

.875x.090

9

9.23

REAR SUSPENSION

Ryde FX™ Shock Valve Part Numbers

NOTE: The cart below groups the valves by

thickness

PART NUMBER

1700141

1700084

1700090

1700096

1700127

1700132

1700137

1700142

1700082

1700088

1700083

1700089

1700095

1700126

1700131

1700136

1700085

1700091

1700120

1700128

1700133

1700138

1700143

1700129

1700134

1700139

1700094

1700122

1700130

1700135

1700140

1700080

1700086

1700092

1700081

1700087

1700093

1700121

SIZE

1.300

0.700

0.800

0.900

1.000

1.100

1.250

1.300

0.700

0.800

0.700

0.800

0.900

1.000

1.100

1.250

0.700

0.800

0.900

1.000

1.100

1.250

1.300

1.100

1.250

1.300

0.900

1.000

1.100

1.250

1.300

0.700

0.800

0.900

0.700

0.800

0.900

1.000

THICKNESS

0.004

0.006

0.008

0.009

0.010

0.012

0.015

Fox™ Shock Valve Part Numbers

NOTE: The cart below groups the valves by

thickness

PART NUMBER

1500059

1500060

1500078

1500079

1500081

1500082

1500083

1500084

1500046

1500045

1500027

1500026

1500062

1500056

1500057

1500058

1500085

1500086

1500087

1500028

1500033

1500032

1500031

1500051

1500030

1500044

1500047

1500055

1500054

1500053

1500048

1500049

1500050

1500052

1500029

SIZE

1.000

1.100

1.250

1.300

0.700

0.800

0.900

1.000

0.900

1.000

1.100

1.250

1.300

0.700

0.800

0.900

1.100

1.250

1.300

0.800

0.900

1.000

1.100

1.250

1.300

0.700

0.800

0.700

0.800

0.900

1.000

1.100

1.250

1.300

0.700

THICKNESS

0.006

0.008

0.010

0.012

0.015

9.24

Walker Evans Shock Valve Part Numbers

THICKNESS PART NUMBER

1800060

1800061

1800062

1800063

1800064

1800089

1800072

1800066

1800052

1800053

1800054

1800055

1800056

1800057

1800058

1800059

1800081

1800082

1800083

1800084

1800085

1800086

1800087

1800088

1800051

1800075

1800076

1800077

1800078

1800079

1800080

1800067

1800068

1800069

1800070

1800071

1800072

1800090

1800091

1800092

1800093

1800050

1800204

SIZE

.800

.900

1.000

1.100

1.200

1.250

1.300

.700

.700

.800

.900

1.000

1.100

1.200

1.300

.700

.700

.800

.900

1.000

1.100

1.200

1.250

1.300

.700

.800

.900

1.000

1.100

1.200

1.300

.800

.900

1.000

1.100

1.250

1.300

1.000

1.100

1.200

1.300

.625

.875

.006

.008

.010

.012

.015

.025

.065

.090

REAR SUSPENSION

Shock Valving Arrangement

Shown below is an example of how valving stacks are arranged.

The Production Shock Information contain production valving specifications and piston orifice sizes.

Parts in the box below are an example of standard valving.

NOTE: Note the direction of the valve piston before disassembly. The side with the greater number of relief slots (1) should face the nut end (2) of the shaft.

9

9.25

REAR SUSPENSION

REAR SHOCK SPECIFICATIONS

Walker Evans FTS 7043204

ITEM NOTE

Extended Length

Collapsed Length

Stroke

Shock Rod

IFP Depth

Shaft PN

PSI

Spring

12.10″ (30.7 cm)

8.60″ (21.8 cm)

3.50″ (8.9 cm)

.625″ (1.6 cm)

2.25″ (5.7 cm)

1800316

200

7043147

Spring Ratio

Free Length

Hose length

Fluid

130/270

8.22″ (20.9 cm)

9.13″ ±.13″ (23.2 cm ±3.3mm)

5w

Factory setting

Reservoir fitting angle 15°

±10° from the center line of the shock

Adjuster at 4 clicks (±1) from full counterclockwise position

Fox FTS 7043267

ITEM NOTE

Extended Length

Collapsed Length

Stroke

Shock Rod

IFP Depth measured from the bottom of the shock body.

Shaft PN

PSI

Eyelet

Lower Body Cap

Lock Ring Torque

Bearing Cap Torque

Spring

Spring Ratio

Free Length

Spring Installed length

Stock Clicker Setting

12.07″ (30.7 cm)

8.63″ (21.9 cm)

3.44″ (8.7 cm)

.50″ (1.27 cm)

1.8″ (4.57 cm)

1500715

200

Apply Primer N and red

Loctite® 271

Torque 30 ft-lb (41 N-m)

Apply Primer N and Green

Loctite® 638

Torque 75 ft-lb (102 N-m)

10 ft-lb (14 N-m)

30 ft-lb (41 N-m)

7043147

130/270 lb/in

8.22″ (20.9 cm)

7.84″ (19.9 cm)

8 ± 1

9.26

Walker Evans FTS 7043234

ITEM

Extended Length

Collapsed Length

Stroke

Shock Rod

IFP Depth

Shaft PN (assembly)

Pressure*

Spring

Spring Ratio

Free Length

Fluid*

*= Critical specifications

Ryde FX FTS 7043244

NOTE

12.49″ (317.2mm)

8.92″ (226.6mm)

3.57″ (90.7mm)

1.124″ (28.5mm)

N/A

1800228

215psi/14.8 bar

N/A

N/A

N/A

70 cc / 5 wt.

ITEM

Extended Length

Collapsed Length

Stroke

Shock Rod

IFP Depth

Shaft PN

Pressure

Spring

Spring Ratio

Free Length

Fluid

Spring Installed Length

NOTE

12.12″ (307.9mm)

8.61″ (3.52mm)

3.52″ (89.3mm)

.50″ (12.7mm)

4.68″ (118.9mm)

1700026

200 psi (13.8 bar)

7043147

130/270 lb/in

8.22″ (209mm)

107cc

7.72″ (196mm)

REAR SUSPENSION

Fox FTS 7043142

ITEM

Extended Length

Collapsed Length

Stroke

Shock Rod

IFP Depth measured from the bottom of the shock body

Shaft PN

Pressure

Spring

Spring Ratio

Free Length

Fluid

Ryde FX FTS 7041975

NOTE

12.51″ (317.8mm)

8.92″ (226.6mm)

3.59″ (91.2mm)

.50″ (12.7mm)

.84″ (21.3)

1500713

200psi/13.8bar

7042050

170 lb/in

7.50″ (191mm)

Full

ITEM

Extended Length

Collapsed Length

Stroke

Shock Rod

IFP Depth from the top of the shock body

Shaft PN

PSI

Spring

Spring Ratio

Free Length

Fluid

NOTE

12.10″ (307.3mm)

8.60″ (218.4mm)

3.5″ (89mm)

.50″ (12.7mm)

4.61″ (117mm)

1700026

200 psi (13.8 bar)

7041914

160 lb/in

7.57

102cc

9

9.27

REAR SUSPENSION

Walker Evans RTS 7043205

ITEM

Extended Length

Collapsed Length

Stroke

Shock Rod

IFP Depth

Shaft PN

Pressure

Fluid

Hose clamp orientation (1)

NOTE

15.60″ (39.6mm)

10.56″ (26.8cm)

5.04″ (12.8cm)

.625″ (1.59cm)

2.25″ (57.2mm)

1800228

200 psi (13.8 bar)

5 wt

1

2

Fox RTS 7043246

ITEM NOTE

Extended Length

Collapsed Length

Stroke

Shock Rod

IFP Depth

Shaft PN

Pressure

Fluid

Body Cap

16.60″ (421.6mm)

10.91″ (277.1mm)

5.96″ (151.4mm)

.50″ (12.7mm)

2.23″ (56.6mm)

1500715

200 psi (13.8 bar)

Premium Fox

Apply primer N and Green

Loctite 638

Torque to75 ft-lb (102 N-m)

Shock Rod Bearing Cap Torque to 30 ft-lb (41 N-m)

Banjo Bolt Fitting Torque to 15 ft-lb (20 N-m)

Fitting orientation

(2)

Clicker position

1 position 8 ± 1

9.28

Fox RTS 7043266

ITEM

Extended Length

Collapsed Length

Stroke

Shock Rod

IFP Depth

Shaft PN

PSI

Body Cap

Rod Eyelet

Banjo Bolt

Fox RTS 7043177

NOTE

15.65″ (39.75cm)

10.56″ (26.2cm)

5.09″ (12.9cm)

.50″ (1.27cm)

1.63″ (4.1cm)

1500779

200 psi (13.8 bar)

Apply primer N and Green

Loctite 638

Torque to75 ft-lb (102 N-m)

Apply primer N and Red

Loctite 277

Torque to 30 ft-lb (41 N-m)

Torque to 15 ft-lb (20 N-m)

ITEM

Extended Length

Collapsed Length

Stroke

Shock Rod

IFP Depth

Shaft PN

PSI

Walker Evans RTS 7043235

NOTE

15.60″ (39.6 cm)

10.56″ (26.2 cm)

5.04″ (12.8 cm)

.50″ (1.27 cm)

1.22″ (3.1 cm)

1500599

200 (13.8 bar)

ITEM

Extended Length

Collapsed Length

Stroke

Shock Rod

IFP Depth

Shaft PN

PSI

Fluid

NOTE

16.71″ (42.4 cm)

10.96″ (27.8 cm)

5.75″ (14.6 cm)

.50″ (1.27 cm)

7.25″ (18.4 cm)

1800296

200 (13.8 bar)

Walker Evans 5 wt

REAR SUSPENSION

Fox RTS (M-10) 7043216

ITEM NOTE

Extended Length

Collapsed Length

Stroke

Shock Rod

IFP Depth

Shaft PN

PSI

Spring (Spring Ratio)

Free Length

14.12″ (35.9 cm)

9.29″ (23.6 cm)

4.83″ (12.3 cm)

.50″ (1.27 cm)

2.40″ (6.1cm)

1500562

300 psi (20.6 bar)

7042206 (425 lb/in 7.6 kg/mm)

7042207 (273 lb/in 4.9 kg/mm)

7042208 (715 lb/in1.8 kg/mm)

7042206 (6.20″ / 157 mm)

7042207 (5.40″ / 137 mm)

7042208 (6.20″ / 157 mm)

9

9.29

REAR SUSPENSION

SHOCK MAINTENANCE

CAUTION

E

XTREME CAUTION SHOULD BE OBSERVED WHILE HANDLING

AND WORKING WITH HIGH PRESSURE SERVICE EQUIPMENT

.

W

EAR A FACE SHIELD

,

SAFETY GLASSES

,

AND EAR

PROTECTION DURING SERVICE OF THESE SHOCKS

. C

ARE

SHOULD BE OBSERVED WHILE HANDLING THE INFLATER

NEEDLE AND PRESSURE GAUGES

. M

AINTAIN YOUR

EQUIPMENT AND KEEP IT IN GOOD WORKING CONDITION

. I

F

INJURY SHOULD OCCUR

,

CONSULT A PHYSICIAN

IMMEDIATELY

. E

XTREME CLEANLINESS IS OF UTMOST

IMPORTANCE DURING ALL DISASSEMBLY AND REASSEMBLY

OPERATIONS TO PREVENT ANY DIRT OR FOREIGN PARTICLES

FROM GETTING INTO THE SHOCKS

. K

EEP THE PARTS IN

ORDER AS THEY ARE DISASSEMBLED

. N

OTE THE DIRECTION

AND POSITION OF ALL INTERNAL PARTS FOR REASSEMBLY

.

CAUTION

B

EFORE SERVICING A GAS SHOCK IT IS IMPORTANT THAT

ALL THE GAS PRESSURE BE DISCHARGED FROM THE UNIT

.

R

EFER TO THE INSTRUCTIONS LISTED BELOW FOR THE

PROPER PROCEDURE OF DISCHARGING THE GAS PRESSURE

FROM A SHOCK

. P

ROTECTIVE EYE WEAR SHOULD BE WORN

TO AVOID RISK OF INJURY WHILE SERVICING

R

YDE

FX

GAS

CHARGED MONO

—

TUBE SHOCKS

.

CAUTION

W

HEN REMOVING THE SPRING FROM A SHOCK THAT

UTILIZES A FIXED LOWER RETAINER

;

THE USE OF A PROPER

SPRING COMPRESSOR SHOULD BE USED TO AVOID RISK OF

BODILY INJURY

.

WARNING

W

HEN USING COMPRESSED AIR TO DRY COMPONENTS

,

PROTECTIVE EYE WEAR SHOULD BE WORN TO AVOID RISK

OF INJURY

.

CAUTION

I

T IS IMPORTANT THAT THE GAS SHOCK BE RETAINED IN

THE VISE BY THE LOWER MOUNT

. A

NY OTHER METHOD

OF SECURING THE CHOCK BODY DURING THESE

PROCEDURES MAY DEFORM THE SHOCK BODY

CYLINDER

.

WARNING

N

ITROGEN GAS IS UNDER EXTREME PRESSURE

.

USE

CAUTION WHEN RELEASING NITROGEN GAS FROM

SHOCK

. P

ROTECTIVE EYE WEAR SHOULD BE WORN TO

AVOID RISK OF INJURY

.

CAUTION

Point air valve away from face and body when charging or discharging any shock.

Shock Maintenance

Changing oil on Shocks is recommended annually and should be included when performing end of season storage preparation.

This oil change is necessary to avoid any chance of corrosion which could be caused by moisture contamination.

When performing maintenance on Shocks, use Gas Shock

Recharging Kit PN 2200421. It consists of the necessary valves, pressure gauge, and fittings to deflate and pressurize the shocks.

The Body Holder Tool, Internal Floating Piston (IFP), and

Shock Rod Holding Tool are not included in the Recharging Kit and must be ordered separately. Refer to your SPX Specialty

Tool catalog for part numbers.Videos on shock rebuilding are also available. Monotube shocks PN 9917736, Remote

Reservoir Shocks PN 9917737.

9.30

REAR SUSPENSION

Walker Evans Shocks (7043234, 7043233)

1

3

6

5

9

• Fluid level and Nitrogen pressure are critical.

1.

Place the body cap (1) of the shock in the vise so that the shock rod (2) is facing downward.

2.

Remove the service port screw (3) and release the pressure with the shock charging needle.

3.

Make sure that all pressure is out of the shock or oil may spray out in step 5.

4.

Place the body cap (1) in the vise, so that the shock rod (2) is facing upward.

5.

Slowly loosen the shock rod bearing cap (4) and remove it from the shock.

6.

Empty all the shock oil from the shock body and discard the old oil.

7.

At this time you can service or adjust the valve stack (5) as needed.

8.

If service or adjustment was done at this time torque the piston retaining bolt (6) to 25-30 ft-lb (34-41 N-m).

4

2

7

8

=

T

Piston retaining bolt: 25-30 ft-lb (34-41 N-m)

9.

If needed remove the body cap and install a seal (7)/O-ring

(8) kit.

10. Place the specified amount of fluid into the shock body.

S

HOCK

PN

7043234 (FTS)

7043205 (RTS)

F

LUID

L

EVEL

70cc

95cc

IMPORTANT: Be sure to only insert the required amount of 5wt shock fluid -2cc / + 1cc. If more than the specified amount is inserted shock damage will occur.

11. Insert and torque down the shock rod assembly into the shock body (9) to 85 ft-lb (115 N-m).

This type of shock has some critical servicing items that you will need to address when servicing these shocks. There are three ways that you can adjust the performance of the shock; by adjusting the shim stack, adjusting the fluid level and adjusting the pressure.

Shim stacks can be adjusted just like any other shock.

Nitrogen pressure must be 215 psi (14.8 bar) for these shocks

(7043234, 7043233).

Fluid level must be at 70cc for the front track shock and 95 cc for the IFS shock.

IMPORTANT: Some important notes when rebuilding these shocks are listed in bullet points below.

• Protect the shock rod with supplied sleeve when removing or installing the shock on the vehicle.

• When charging or discharging the shock always have the shock rod facing downward.

=

T

Body Cap Torque: 85 ft-lb (115 N-m)

CAUTION

Do not over torque the shock rod bearing cap or shock performance will be compromised.

12. Flip shock over in the vice so that the shock rod is facing downward.

13. Pressurize the shock to 215 psi (14.8 bar).

IMPORTANT: Fill shock with Nitrogen to 215 psi (14.8

bar). Do not fill the shock and re-check. The volume in

9

9.31

REAR SUSPENSION

the gauge will deplete the pressure in the shock and will affect performance.

14. Check for any leaks.

15. Protect the shock rod (2) and carefully place it back onto vehicle.

Ryde Fx Mono-tube Shock Disassembly

Procedures for the proper disassembly and assembly of RydeFX gas charged IFP and emulsion mono-tube shock absorbers.

1.

Remove the shock(s) from the vehicle.

2.

Before unscrewing pre-load springs, measure the compressed length of the installed spring and mark position for reinstallation.

3.

If the shock incorporates a spring, remove the spring and all collateral retainers.

4.

Wash the shock body in parts cleaner; then dry with compressed air to remove sand and dirt.

5.

Remove bearing, sleeve and/or bushings from lower shock mount eyelet. Secure the lower mount of the shock in a vise.

The use of soft jaws is recommend to prevent damage or marks to the shock.

6.

Remove the small button head screw from the pressure valve assembly.

7.

Depressurize the shock.

8.

Internal Floating Piston Shocks, using a slotted screwdriver, loosen the pressure valve assembly counterclockwise two full revolutions allowing the gas pressure to fully escape past the pressure valve assembly O-ring.

9.

Emulsion Shocks: With the shock inverted and the piston rod fully extended, secure the lower mount of the shock in a vise. Allow a couple of minutes for the gas pressure to separate from the oil and rise to the top. Using a rag as a shield to prevent spraying gas and oil; place rag over top the pressure valve assembly and slowly loosen the valve assembly with slotted screw driver three full revolutions, allowing all the gas pressure to escape past the pressure valve assembly O-ring.

10. Allow all the gas pressure to escape before proceeding with the removal of the pressure valve assembly. Pressurized gas and shock oil could eject the valve assembly from the cylinder resulting in bodily injury.

11. Using a slotted screwdriver, remove the pressure valve assembly from the lower end mount. Account for an O-ring.

12. Using an adjustable face spanner (PN PS45262), fully loosen and remove cylinder head assembly.

13. Pour the oil out of the shock body. Discard old oil into an approved storage container and dispose appropriately.

Never reuse damper oil during shock rebuild.

14. Using the I.F.P extraction tool thread the tool into the I.F.P

and pull upwards, removing the I.F.P from the shock body.

Account for wear band and an O-ring. Note: Not applicable for emulsion shock

9.32

15. Clean the inside of the shock body using clean partscleaning solvent and blow dry using compressed air.

16. Place the shock piston rod upper mount in bench vise, begin piston and valve removal. Arrange parts removed in the sequence of disassembly. The piston should have the flat slots facing the nut end (as highlighted in black).

17. Items to inspect: Piston rod for straightness, nicks or burrs.

Cylinder Head Assembly / DU Bearing clean, inspect, or replace. Inside of shock body for scratches, burrs or excessive wear. Teflon piston and I.F.P wear band for cuts, chipped or nicked edges, or excessive wear. O-rings for nicks, cuts, or cracks. Cap and rod seals for nicks, cuts or cracks. Valve discs for kinks or waves. Compression bumpers (ski shocks only) for chipping, cracking or missing. Should any of these items be in question replacement is recommended.

Ryde Fx Mono-tube Shock Assembly

1.

Place the piston rod upper mount into the vise. Reassemble damper rod assembly in the reverse order of disassembly.

Special attention should be paid the order of the Rebound and Compression disc (shim) stacks, ensuring that they are in the same order prior to disassembly. Tighten the lock nut to 15-20 ft-lb. of torque. DO NOT OVER-TORQUE.

If excessive torque is applied, damage to the piston and valves will occur.

2.

Secure the shock body by its lower mount in vise. The use of soft jaws is recommend to prevent damage or marks to the shock. It is important that the gas shock be retained in the vice by the lower mount. Any other method of securing the shock body during these procedures may deform the shock body cylinder.

NOTE: The next points on IFP are not applicable for emulsion shocks. Proceed to assembly of the pressure valve.

3.

Thread the positioning head onto the I.F.P locator tool and adjust the top of the value indicator to the appropriate measurement. Depending on which shock absorber is being worked on, adjust the piston location tool to the specified depth indicated in the shock specification chart.

4.

Apply a thin film of oil onto the floating wear band and Oring and install the floating piston into the top of the shock body, positioning it below the counterbore.

5.

Using the tool as a handle, push the floating piston down into the shock body, being careful not to damage I.F.P wear band and O-ring, until the value indicator knob comes in contact with the shock body. The piston should now be located correctly.

6.

Screw the pressure valve assembly into the valve port by hand with a slotted head screwdriver; and tighten to 100-

110 in.lb of torque.

7.

Fill the shock body with shock oil. Internal Floating Piston

Shocks: Fill the shock body with shock oil to the bottom of

the thread within the cylinder. Emulsion Shocks: Fill shock body with 110cc’s of oil. This will allow for the required air space to properly gas charge the shock with nitrogen gas.

NOTE: After filling the shock body with oil, allow a couple of minutes for all air bubbles to rise to the top.

8.

With the cylinder head assembly pushed down against the piston, carefully, insert the piston rod and assembly into the cylinder; Slightly oscillating the piston rod to allow piston to enter shock body bore. A light coating of oil on the piston wear band will ease installation.

9.

Slowly push the piston rod and assembly into shock body until the cylinder head assembly bottoms on the cylinder counterbore. Slight up and down movement may be required to allow all air to pass through piston assembly.

10. During installation, some shock oil will overflow. Wrap a shop cloth around shock body to catch possible oil overflow. Fast installation of the piston rod and assembly may displace the floating piston from its original position.

This must not occur if the damper is expected to perform as designed.

11. Using an open face spanner wrench tighten cylinder head securely into the shock cylinder.

12. Pressurize the shock, through the pressure valve, with nitrogen gas to the specified pressure.

13. If using RydeFX inflation tool Refer to Procedures for use of replaceable inflation needle instruction manual found in the RydeFX inflation tool case.

14. After being compressed, the piston rod should fully extend from the shock body once the shock has been pressurized.

15. Install the small button head screw in the pressure valve assembly and tighten securely.

16. Reinstall sleeve and bushings in lower shock mount.

Fox Monotube Disassembly

1.

Remove the shock from the vehicle.

2.

Remove the steel sleeve from the eyelet using the mallet and an appropriate sized socket.

3.

Pry the polyurethane bushings out using the flat blade screwdriver, being careful not to scratch the body cap.

4.

Clean the entire shock assembly with soapy water. Try to remove as much dirt and grime as possible by scrubbing with a soft bristle brush. Never pressure wash your shock, as this can force water and debris inside which will damage the seals. Dry the shock assembly with compressed air, if available, or use clean towels.

5.

Use a 3/32″ Hex Key to remove the button head screw from the FOX air valve in the shock body.

6.

Securely clamp Fox Nitrogen Safety Needle in vice.

7.

Insert the Fox Safety Needle squarely into center of gas valve.

REAR SUSPENSION

8.

Using a blunt object, depress the air valve core to release pressure.

9.

When the shock is FULLY DISCHARGED, pull reservoir away from the Fox Safety Needle in a straight, smooth motion.

10. Clamp the body end eyelet of the shock securely in vice with shaft side up.

11. Using the 1 3/8

«

wrench, loosen and unscrew the bearing assembly from the shock body. If the body cap unscrews instead of the bearing, that is OK. You will need to remove both for this rebuild procedure.

12. Clamp the shock in the vice using the body clamp blocks.

If the bearing is still in the body, use the 1 3/8” end wrench to loosen and unthread the bearing. If the body cap is what needs removal, use the large crescent wrench to loosen and unthread the body cap.

13. Remove the shaft assembly from the body tube, and place on a clean, lint free paper towel. Remove the shock from the vice and pour shock oil from body tube into a proper disposal container. Do not re-use old shock oil.

14. Using the handle of the mallet, push the IFP out of the shock body on to a folded shop towel.

15. Remove the bleed screw from the IFP using the 1/8″ T-

Handle

16. Clean the IFP with solvent. Dry with compressed air in a well ventilated area. If compressed air is not available, dry parts using clean, lint free paper towels and let sit in a well ventilated area to allow the solvents to evaporate.

17. Set body assembly aside on a clean, lint free towel.

18. Clamp the shaft eyelet securely in vice with the piston end up.

19. Using a 9/16″ wrench, remove the piston lock nut from the end of the shaft.

20. Hold the tip of the Phillips Head Screwdriver against the end of shaft. Hold the piston assembly under the top-out plate and lift upwards. Slide the piston assembly onto the shaft of the screwdriver. Pull the Screwdriver away from shock shaft while supporting the piston assembly. Set this on a clean, lint free towel. There are many pieces to the piston assembly, and the assembly order of these pieces is critical to the proper performance of your shock. This step ensures that the proper order is kept.

21. Slide bearing assembly off of shaft. Use extreme caution not to scratch inside of the bearing assembly when passing it over the threads at end of shaft and set it on a clean, lint free towel.

22. Remove the bleed screw from the IFP and set them both on a clean, lint free towel.

9

Fox Monotube Assembly

1.

Using a small pair of snap ring pliers, remove the snap ring from the bearing housing. Using your fingers, remove the

9.33

REAR SUSPENSION

FIST scraper from the housing. Use a scribe or a dental pick to remove the o-ring from the inside of the FIST scraper by «spearing» the seal with the point of the scribe and pulling it out. Use extreme caution when using a scribe to remove seals. Always «spear» the seal with the point of the scribe. Do not wedge the point of the scribe in behind the seal. This can scratch the surface of the seal groove which will compromise the performance and reliability of the shock absorber.

2.

Use the scribe to remove the u-cup wiper and o-ring seals from the bearing housing. Be careful not to scratch the seal grooves or the DU bushing that is pressed into the bearing.

3.

Thoroughly clean the FIST scraper, bearing housing, and piston assembly with solvent. Dry with compressed air in a well ventilated area. If compressed air is not available, dry parts using clean, lint free paper towels and let sit in a well ventilated area, to allow the remaining solvent to evaporate.

4.

Use a scribe or dental pick to remove the o-ring seal from the IFP.

5.

Install the new, well lubricated, o-ring into the FIST scraper. Check to make sure the seal is properly seated, and is not twisted. If a tool is required to aid in proper seating of o-ring, use the non-writing end of a pen, or a similar soft, blunt object, to push it in.

6.

Install the new, well lubricated, o-rings into the bearing housing. Correct placement of the shaft seal o-ring is in the groove next to the DU bushing. Check to make sure the seals are properly seated, and are not twisted. If a tool is required to aid in proper seating of o-ring, use the nonwriting end of a pen, or a similar soft, blunt object, to push it in.

7.

Install the new U-cup seal into bearing. U-cup should be installed so the cupped end is facing the DU bushing inside of bearing. Check to make sure seal is properly seated. If a tool is required to aid in proper seating of U-cup seal, use the non-writing end of a pen, or a similar soft, blunt object, to push it in.

8.

Install FIST bearing into housing. Check for proper orientation of the FIST bearing. The stepped side of the

FIST bearing should be visible.

9.

Using a small pair of snap-ring pliers, install the snap-ring into the bearing housing. Check for proper orientation of the snap ring. The flat side of the snap-ring should be visible. Check to make sure the snap-ring is properly seated.

10. Install the new, well greased o-ring onto the IFP.

11. Install the new, well greased o-ring on the IFP bleed screw.

REAR SUSPENSION

TROUBLESHOOTING

PROBLEM SOLUTION

Rear suspension bottoms too easily

Increase rear shock compression valving by turning screw clockwise (if equipped with optional Indy Select shock) or refer to optional valving on Suspension Wall chart for Fox equipped models.

Increase torsion spring preload

Check for binding suspension shafts and grease all pivot points.

Decrease torsion spring preload adjustments.

Rides too stiff in rear

Decrease rear shock compression valving by turning screw counterclockwise (if equipped with optional Indy

Select shock) or refer to optional valving on Suspension

Wall chart for Fox equipped models.

Change worn rail slides.

Increase front limiter strap

Setting up for deep snow operation length

Based on rider preference,

RRSS may be removed to increase weight transfer

9.34

CHASSIS & HOOD

CHAPTER 10

CHASSIS & HOOD

SIDE PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2

SIDE PANEL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2

SIDE PANEL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2

HOOD ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3

HOOD REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3

EDGE INSTRUMENT REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3

IQ MFD REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3

HOOD REPAIR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4

BUMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4

EDGE FRONT BUMPER REMOVAL/INSTALLATION. . . . . . . . . . . . . . . . . . . . . . . . . . 10.4

IQ FRONT BUMPER REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4

REAR BUMPER REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4

HEADLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4

IQ HEADLIGHT REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4

EDGE HEADLIGHT REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4

COOLANT/OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5

COOLANT TANK REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5

COOLANT TANK INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5

OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5

OIL TANK REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5

OIL TANK INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5

SEAT INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5

SEAT & BASE REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5

SEAT AND FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6

IQ FUEL TANK REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6

IQ FUEL TANK INSTALLATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6

EDGE FUEL TANK REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6

SEAT COVER REPLACEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.7

CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.7

CONSOLE REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.7

TAIL LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.7

EDGE TAIL LIGHT ASSEMBLY REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.7

TAIL LIGHT ASSEMBLY REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.7

HANDLEBAR COVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8

HANDLE BAR COVER REMOVAL/INSTALTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8

SKIS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8

SKI REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8

SKI INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8

NOSEPAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8

REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.8

DECALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.9

DECAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.9

DECAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.10

10

10.1

CHASSIS & HOOD

SIDE PANELS

1

3

2

4

Side Panel Removal

1.

Grab the upper portion (

1

) of the panel and lift straight upwards and out toward you. This will lift it over the tab that is located on the console.

2.

Lift the lower portion up and out until the tabs (

2

) can be released from the fender (

4

).

3.

Pull the panel straight out to release the hinge tabs (

3

) from the fender.

4.

Remove panel.

Side Panel Installation

1.

Insert the hinge tabs (

3

) into the front portion of the fender (

4

).

2.

Close the panel and lift just slightly to insert the lower tabs (

2

).

3.

Push in the top portion (

1

) so that the console tab can be inserted into the panel.

4.

Push the panel into place.

5.

If lower tabs are not inserted, lift up panel and try again.

10.2

CHASSIS & HOOD

HOOD ASSEMBLY

Edge

1

2

3

2

3

IQ

1

Hood Removal/Installation

WARNING

Exhaust system temperatures can exceed 900

_

F

(500

_

C). Serious burns may occur if this inspections performed without allowing adequate time for the exhaust system to cool. Never perform this procedure with the engine running.

1.

Disconnect the items that are connected to the speedometer.

2.

Unplug the hood wiring harness connections.

3.

Remove the hood retention cable(s) from hood.

4.

Remove the hinge bolts.

5.

Remove the hood.

6.

Install in reverse order of removal.

Edge Instrument Removal/Installation

1.

Remove the plenum (1).

2.

Disconnect the cable or connection (2) from the instrument.

3.

Remove the bracket nuts (3).

4.

Remove the instrument(s) from the hood.

5.

Installation is the reverse of removal.

IQ MFD Removal/Installation

1.

Remove the headlight cover assembly (1).

2.

Remove the fasteners (2) that hold the MFD (3) into the instrument pod and remove the MFD.

3.

Assembly is reverse of installation.

10

10.3

CHASSIS & HOOD

Hood Repair

Currently there is no procedures or materials recommended by

Polaris for repairing hoods. Hoods are made of Thermoplastic

Olefin (TPO) and cannot be repaired. If a hood is broken it must be replaced. For small cracks you may drill a small hole on both ends of the crack to limit spreading. This procedure is called

“stop drilling.

IQ Front Bumper Removal/Installation

1

2

2

Crack

Drill hole

BUMPER

Edge Front Bumper Removal/Installation

1

2

1.

Remove the inside screws (1) from the bumper.

2.

Remove the lower bumper bolts (2).

3.

Remove the bumper.

4.

Replace in the reverse order.

1.

Open front nosepan flap (1) and remove the bumper screws (2).

2.

Remove the center bumper Nyloc nut and bolts.

3.

Remove bumper.

4.

Installation is reverse of removal.

Rear Bumper Removal/Installation

1.

Remove the rear coolant cover (1) if so equipped.

2.

Remove the rear bumper fasteners (2).

3.

Remove the bumper.

4.

Install in reverse order.

HEADLIGHT

IQ Headlight Removal/Installation

1.

Disconnect all the headlight connections.

2.

Remove the headlight adjuster guide.

3.

Remove the headlight screws that hold the headlight assembly on.

4.

Remove the headlight.

5.

Installation is the reverse of removal.

Edge Headlight Removal/Installation

1.

Remove the plenum from the bottom of the hood.

2.

Disconnect the head light connections.

3.

Remove the 4 screws holding the headlight in place.

4.

Installation is the reverse of removal.

10.4

COOLANT/OIL TANK

Overflow

Throttle body*

CHASSIS & HOOD

Oil Tank Installation

1.

Attach the supply line to the supply fitting at the bottom of the oil tank.

2.

Attach the cross shaft supply line to the fitting on the right hand side.

3.

Line up the centering shafts with the chassis centering bracket.

4.

Install the coolant bottle on the oil tank.

5.

Install the fasteners that hold the tank to the chassis.

SEAT INFORMATION

Rear coolers

Radiator

Center cooler

2

1

2

Coolant Tank Removal

1.

Drain coolant.

2.

Remove the 2 torx screws that hold the coolant tank to the oil tank.

3.

Remove the coolant lines from bottle.

4.

Remove coolant bottle.

Coolant Tank Installation

1.

Connect coolant lines to the bottle.

2.

Tighten the fasteners that hold the coolant bottle to the oil tank.

3.

Fill to the correct fluid level.

4.

Bleed the cooling system.

OIL TANK

Oil Tank Removal

1.

Remove the two fasteners that hold the tank to the chassis.

2.

Remove the two fasteners that hold the cooling bottle on the oil tank.

3.

Remove the cross shaft oil supply line.

4.

Lift the rear of the tank and remove the supply line.

5.

Disconnect the oil sender connections.

6.

Remove tank.

2

2

Seat & Base Removal/Installation

1.

If unit is equipped with a seat latch (1), remove the seat or passenger seat if so equipped.

2.

Remove the fasteners (2) that hold the seat base onto the tunnel or rear seat brace.

3.

Unplug the tail light harness if applicable and remove the seat base.

10

10.5

CHASSIS & HOOD

SEAT AND FUEL TANK

IQ Fuel Tank Removal

1.

Remove the seat and seat base.

2.

Drain any fuel from the fuel tank.

3.

Remove the console.

4.

Bleed the pressure from the fuel rail if applicable. See “Fuel

Rail Bleeding” on page 4.20.

Words “VAC” should appear on side of valve facing the “Y” fitting

To vent fitting on top left of fuel tank

IQ Fuel Tank Installation

1.

Replace the vent line (J) at the fitting located at the top of the tank.

2.

Lift the rear of the fuel tank and carefully slide the tank far enough forward to assemble the fuel lines to the fuel pump.

3.

Make sure that the fuel tank vent assembly will not be pinched.

4.

Slide the fuel tank into place and place the washers and fasteners (E) on that hold the fuel tank (F) to the chassis.

5.

Replace the console.

6.

Connect the tail light if applicable.

7.

Place seat into position.

8.

Replace seat fasteners.

Edge Fuel Tank Removal/Installation

2

Arrow should be facing outward in the orientation shown

1

3

5.

Remove the fuel lines from the ridged fuel lines using the fuel line removal tool (PS-47152).

6.

Remove the two fasteners (E) that hold the fuel tank (F) onto the chassis.

7.

Carefully lift the rear of the fuel tank and slide the fuel tank back so that you can reach the fuel pump harness, and disconnect the harness.

8.

Disconnect the fuel tank vent line (J) at the fitting located at the top of the tank.

9.

Remove the fuel tank from the chassis.

1.

Remove any fuel that may be in the fuel tank.

2.

Remove the seat.

3.

Remove the fuel tank fasteners (1) at the rear of the fuel tank.

4.

Disconnect the fuel tank vent line (2).

5.

Disconnect the fuel supply line (3).

6.

Remove the fuel tank.

7.

Install in reverse order.

10.6

CHASSIS & HOOD

Seat Cover Replacement

1.

Remove seat.

2.

Remove the old covering by removing the staples that hold it on the base.

3.

If replacing the tail light assembly. See “Tail Light

Assembly Replacement” on page 10.7.

4.

Drape the new cover over the seat foam.

5.

Turn the assembly over and begin upholstering by lining up the seat cover vinyl side flaps with the indented square location indicators located on the plastic seat base.

WARNING

Apply staples in the stapling channel only. If you apply staples outside the channel, you will damage the fuel tank reservoir in the seat base. If this happens you will have to replace the entire seat assembly.

6.

Using a staple fun, tack each side of the vinyl cover in place using two staples (1). If cover has a Polaris emblem carefully align emblem with the bottom edge of the seat.

This will help ensure that the cover is positioned properly.

7.

Align the two sewn seams located at the rear of the seat cover with the two back corners of the seat base.

8.

Pull the vinyl tight and tack the seat cover to the plastic seat base in each corner. Use two or three staples per corner.

9.

Now that the cover is positioned, and tacked to the plastic seat base in for places, turn the assembly over an inspect it.

If the seat cover seems to fit correctly and everything looks straight, including the tool compartment flap, continue.

10. Staple the remainder of the unattached seat cover to the plastic seat base. Always staple between two existing staples and follow this procedure until the seat cover is completely stapled to the seat base see the staple sequence above.

11. Turn the seat cushion assembly over and inspect for wrinkles or imperfections. If imperfections are visible, remove the staples in the affected area and staple correctly.

12. Trim excess vinyl from the bottom around the back of the seat area only after a satisfactory fit is obtained.

CONSOLE

Console Removal/Installation

1.

Place the adjustable steering in the center (if equipped).

2.

Remove the two T25 Torx screws (A).

3.

Remove filler cap and the threaded filler retainer (B).

4.

Remove the two T25 Torx screws on each side of the shroud

(C).

5.

You can set the console aside with the starter rope still installed or you can carefully un-tie the knot in the recoil handle and route it through the chassis, then secure a knot and let the rope rest on the recoil housing.

TAIL LIGHT

Edge Tail Light Assembly Replacement

1.

Remove the tail light lens.

2.

Remove the taillight assembly.

3.

Replace taillight assembly.

4.

Replace seat.

Tail Light Assembly Replacement

1.

After removal of seat cover, drill out three rivets from top of taillight.

2.

Remove taillight assembly and wire harness.

3.

Install new taillight assembly and rivet into place.

4.

Connect taillight wire harness. Taillight harness wires must be routed away from any possible contact with seat cover staples to prevent electrical shorts.

5.

Pull seat cover tightly and evenly into position and re-staple to seat pan.

6.

Inspect cover for a wrinkle-free finish before reinstalling on the snowmobile.

10

10.7

CHASSIS & HOOD

HANDLEBAR COVER

HANDLE BAR COVER REMOVAL/

INSTALTION

C

A

B

1.

Slide handle bar covers slide (A) off on each side.

2.

Remove the handle bar cover darts (B) on each side.

3.

Remove handle bar cover (C).

4.

Installation is in reverse order of removal.

SKIS

SKI REMOVAL

1.

Securely lift the front of the machine off the ground.

2.

Remove the ski to spindle bolt and washers.

3.

Remove ski, bushing and ski bumper.

SKI INSTALLATION

1.

Place ski, bushing and bumper onto spindle.

2.

Insert the ski to spindle bolt through the ski and spindle.

NOTE: The ski bumper is orientated so that the

“FRONT” label is installed toward the toe of the ski.

3.

Tighten the nuts.

NOSEPAN

REPLACEMENT

When installing a replacement nosepan, the open circles represent rivets installed from inside the nosepan through the bottom. The filled in circles represent rivets installed from the under side of nosepan through to the top.

NOTE: Rivet holes may require drilling into the bulkhead. When transfer drilling holes do not force the nosepan into a position which is not uniform to the other side. Rivet holes across from each other.

10.8

CHASSIS & HOOD

DECALS

DECAL REMOVAL

Before you begin, read these instructions and check to be sure all parts and tools are accounted for.

1.

Using masking tape, tape off all decals that are not going to be replaced. If you do not tape off the other decals, the cleaning solution used later in the process may cause the adhesive to break down in the non-affected decals.

Cleaning Solution

Cheese cloth

Squeegee

3M t

cleaner

Hair dryer

You will need the following items:

• Squeegee

• Cheese Cloth or a non abrasive cloth

• Paper Shop Towels

• Hair Drier or Heat Gun

• Wallpaper seam roller or similar roller

• 3M t

citrus based clear (3M t

PN 62-4615-430-5) available at most auto parts stores

• Cleaning solution (99% water 1% mild dish washing detergent)

• Scotch® 233 Performance masking tape

Perform the decal removal procedures carefully! If care is not taken, the possibility exists that paint could peel from the hood.

Follow each step thoroughly and completely to avoid hood damage!

Polaris is not responsible for any hood or paint damage resulting from this decal replacement procedure

.

2.

Using a hair dryer (preferable) or low setting on a heat gun, carefully heat the decal to loosen the adhesive. Heat until the decal is warm to touch.

DO NOT OVER HEAT!

Overheating may cause damage to the paint and to the integrity of the hood.

Polaris is not responsible for any hood damage resulting from this decal replacement procedure.

3.

Once the decal is warm to touch and the adhesive is loose, peel the decal off slowly and evenly.

Use of a hair dryer or heat gun is required!

If heat is not applied, the decal will be very hard to remove and paint from the hood may peel off with the decal.

4.

After the decal is removed, apply 3M t

citrus based cleaner to the decal area to remove the adhesive. Be sure to follow the instructions and the precautions on the container, and use rubber gloves and safety glasses. Spray the cleaner on the adhesive and let set for 15-20 seconds. Using a squeegee, wipe the adhesive from the hood and deposit it in a paper shop towel. You may have to repeat this process several times to remove all of the adhesive from the hood.

Use care not to get the cleaner on any other decals.

10

CAUTION

U

SE SAFETY GLASSES AND RUBBER GLOVES WHEN PER

—

FORMING THIS PROCEDURE

.

5.

When the bulk of the adhesive is removed from the hood by using the squeegee, remove any left over residue with a clean, non-abrasive shop towel or cheese cloth that is wet with the 3M t

cleaner.

10.9

CHASSIS & HOOD

6.

Once all of the adhesive is removed from the decal area, follow with a cleaning solution of 99% water to 1% mild dishwasher detergent. Use a non-abrasive cloth with the solution to remove dirt, grease, cleaning solvent, and finger prints. Always clean the surface where the decal will be applied.

a squeegee on the decal with the chrome exposed, the chrome will be damaged.

WARNING

I

T IS EXTREMELY IMPORTANT TO REMOVE ALL TRACES OF

DIRT AND DEBRIS FROM THE HOOD WHERE THE DECAL IS TO

BE APPLIED

. L

EFT OVER DEBRIS WILL BE MAGNIFIED

THROUGH THE CHROME DECALS

.

DECAL INSTALLATION

All decals should be applied indoors, free from dust, dirt, cold air, and humidity. Room temperature must be between 40

_

and

100

_

F (4 — 38

_

C). These decals are to be applied dry.

1.

Make sure the surface area of the hood where the decal is to be placed is free of any dirt, debris, or adhesive.

CAUTION

O

NCE THE ADHESIVE STICKS

,

IT CAN BE VERY DIFFICULT TO

PULL THE DECAL BACK OFF OF THE HOOD

. U

SE EXTREME

CARE

! I

F YOU ENCOUNTER AIR BUBBLES

DO NOT

ATTEMPT

TO USE A STRAIGHT PIN TO POKE THE BUBBLE AND LET THE

AIR OUT

. A

HOLE POKED IN A CHROME DECAL WILL BE VERY

NOTICEABLE

.

5.

When finished installing the decal, carefully remove the decal mask at a 180

_

angle.

2.

Place the decal in the area to be installed and make sure that everything lines up properly.

3.

When you’re ready to install the decal, carefully peel away the adhesive side of the decal.

4.

Apply the decal and slowly work the decal down the side of the hood using a clean squeegee to lay the decal straight and to avoid creating air bubbles. Do NOT remove the decal mask until the decal is fully applied. If you attempt to use

10.10

6.

Peel the backing off and install the urocals in the appropriate places. These also have strong adhesives and once applied they cannot be removed easily. Use a wall paper roller to adhere all surfaces of the urocal. Urocal decals are rigid and need to be rolled to ensure good adhesion, particularly on the edges.

CHASSIS & HOOD

10.11

10

CHASSIS & HOOD

NOTES

10.12

BATTERY & ELECTRICAL SYSTEMS

CHAPTER 11

BATTERY & ELECTRICAL SYSTEMS

SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3

ENGINE MODELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3

SPARK PLUGS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3

CHARGING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3

IGNITION TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3

CONVENTIONAL BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.4

BATTERY PREPARATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.4

SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.4

REFILLING A CONVENTIONAL BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.4

FRESH PACK BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.4

BATTERY PREPARATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.4

SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.4

BATTERY TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.5

TESTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.5

OPEN CIRCUIT VOLTAGE TEST (OCV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.5

LOAD TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.5

SPECIFIC GRAVITY TEST (CONVENTIONAL BATTERY) . . . . . . . . . . . . . . . . . . . . . . 11.5

OFF SEASON STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.5

IGNITION TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.6

TIMING PROCEDURE — CARBURETED ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.6

IGNITION TIMING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.7

THROTTLE POSITION SENSOR (TPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.8

TPS TEST TOOL SETUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.8

USING THE TPS TEST TOOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.8

TPS ADJUSTMENT — CARBURETED MODELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.9

TPS ADJUSTMENT — CFI MODELS — USING DIGITAL WRENCH . . . . . . . . . . . . . . . . 11.9

TPS BASELINE ADJUSTMENT — CFI MODELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.9

TPS IDLE SPEED ADJUSTMENT — CFI MODELS . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.11

THROTTLE PLATE SYNCHRONIZATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.11

ELECTRIC START — GEN II / EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.12

SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.12

STARTER MOTOR ASSEMBLY (TYPICAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.13

BATTERY BOX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.14

DYNAMIC TESTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.15

STATIC TESTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.15

STARTER HOUSING / FIELD COIL TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.15

ARMATURE TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.15

ELECTRIC START — IQ CARBURETED / CFI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.16

SYSTEM SCHEMATIC — 600 HO CARBURETED . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.16

SYSTEM SCHEMATIC — 600 / 700 CFI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.17

STARTER MOTOR / FLEX DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.18

IQ BATTERY BOX ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.19

CLEAN FIRE FUEL INJECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.20

SYSTEM OVERVIEW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.20

DIAGNOSTIC TROUBLE CODES (DTCS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.21

MFD BLINK CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.22

DTC TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.22

CFI CLUTCH GUARD ELECTRICAL CENTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.23

34 PIN CNA ECU CONNECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.24

26 PIN CNB ECU CONNECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.25

CHASSIS RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.26

THROTTLE / IGNITION KILL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.27

VEHICLE SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.28

EXHAUST TEMPERATURE SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.29

TEMPERATURE / AIR PRESSURE SENSOR (TBAP) . . . . . . . . . . . . . . . . . . . . . . . . 11.29

11

11.1

BATTERY & ELECTRICAL SYSTEMS

CRANKSHAFT POSITION SENSORS (CPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.29

STATOR ASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.30

EXHAUST VALVE SOLENOID. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.31

CFI IGNITION COILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.31

REGULATOR / RECTIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.31

CHASSIS POWER CAPACITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.31

ENGINE COOLANT TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.32

KNOCK SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.32

FUEL INJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.32

CFI POWER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.33

CFI IGNITION / INJECTION POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.33

CFI CRANK POSITION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.34

CFI SAFETY STOP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.34

CFI FULL LOAD FUEL INJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.35

CFI PART LOAD FUEL INJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.35

CFI CHASSIS POWER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.36

CFI IGNITION COILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.36

CFI TBAP SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.37

CFI TPS / ENGINE TEMP. SENSORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.37

CFI EXHAUST SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.38

CFI KNOCK SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.38

CFI FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.39

CFI DIAGNOSTIC CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.39

CFI MFD CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.40

CFI MFD POWER CIRCUITS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.40

CFI FUEL LEVEL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.41

CFI VEHICLE SPEED CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.41

CFI MODE SET SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.42

CFI PERC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.42

DIGITAL WRENCH DIAGNOSTIC SOFTWARE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.43

OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.43

DIGITAL WRENCH CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.43

UPDATING DIGITAL WRENCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.44

VERSION / FILESET IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.45

ENGINE CONTROLLER REPROGRAMMING (REFLASH) . . . . . . . . . . . . . . . . . . . . 11.45

CARBURETED ELECTRICAL SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.47

EC50PL STATOR SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.47

EC34 / EC55 STATOR SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.47

500CC EV / 600 HO STATOR SPECIFICATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.47

IGNITION COIL PACKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.47

EXHAUST VALVE SOLENOID. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.47

KNOCK SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.47

600HO COOLANT TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.48

500 EV COOLANT TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.48

OIL LEVEL SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.48

600 HO REGULATOR / RECTIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.48

TROUBLESHOOTING TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.49

NO SPARK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.49

DETONATION CONTROL (DET) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.50

OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.50

VARIABLE EXHAUST VALVES (VES) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.50

OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.50

DIAGNOSTIC PLUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.51

IQ CHASSIS POWER PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.51

IQ CFI FUEL PUMP PRIME PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.51

ELECTRONIC REVERSE (PERC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.51

OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.51

OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.51

FORWARD OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.52

ALTITUDE SETTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.52

IMPORTANT NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.52

11.2

SPECIFICATIONS

Engine Models

Model Number

EC34

EC50PL

EC55PM

S3303-5044-PFSC

S3273-6044-PF6F

S3274-6044-PF6F

S3206-6044-PF6H

S3305-7044-PF7J

S3322-7044-PF7J

Spark Plugs

Engine

Fuji 340cc

Fuji 488cc LC

Fuji 544cc FC

Liberty 500cc EV / LC

Liberty 600cc HO Carbureted

Liberty 600cc HO CFI

Liberty 700cc HO CFI

Model

EC34

EC50PL

EC55PM

S3303-5044-PFSC

S3273-6044-PF6F

S3274-6044-PF6F

S3206-6044-PF6H

S3305-7044-PF7J

S3322-7044-PF7J

Spark Plug

NGK BR8ES

Champion RN3C

NGK BR9ES

Champion RN57YCC

Charging System

Gap (Inches / mm)

0.028 / 0.70

0.028 / 0.70

0.028 / 0.70

0.025 / 0.63

Model

EC34

EC50PL

240W

200W

EC55PM 240W

S3303-5044-PFSC

S3273-6044-PF6F

S3274-6044-PF6F

280W

S3206-6044-PF6H

S3305-7044-PF7J

S3322-7044-PF7J

400W

Stator Output # of Pulses

6

2

6

6

N/A

BATTERY & ELECTRICAL SYSTEMS

Ignition Timing

Model

EC34

EC50PL

EC55PM

S3303-5044-PFSC

S3273-6044-PF6F

S3274-6044-PF6F

S3206-6044-PF6H

S3305-7044-PF7J

S3322-7044-PF7J

Specification

26.5° @ 3000 RPM

28° @ 3000 RPM

27° @ 3500 RPM

14° @ 6500 RPM

25° @ 2500 RPM

(Disconnect TPS)

26° @ 3500 RPM

(Disconnect TPS)

18° @ Idle (1700 RPM

[0.95Vdc TPS]) and 120° Engine Coolant

Temperature

WARNING

B

ATTERY ELECTROLYTE IS POISONOUS

. I

T CONTAINS ACID

!

S

ERIOUS BURNS CAN RESULT FROM CONTACT WITH THE

SKIN

,

EYES

,

OR CLOTHING

.

ANTIDOTE:

EXTERNAL: F

LUSH WITH WATER

.

INTERNAL: D

RINK LARGE QUANTITIES OF WATER OR

MILK

. F

OLLOW WITH MILK OF MAGNESIA

,

BEATEN EGG

,

OR

VEGETABLE OIL

. C

ALL PHYSICIAN IMMEDIATELY

.

EYES: F

LUSH WITH WATER FOR

15

MINUTES AND GET

PROMPT MEDICAL ATTENTION

.

B

ATTERIES PRODUCE EXPLOSIVE GASES

. K

EEP SPARKS

,

FLAME

,

CIGARETTES

,

ETC

.

AWAY

. V

ENTILATE WHEN

CHARGING OR USING IN CLOSED SPACE

. A

LWAYS SHIELD

EYES WHEN WORKING NEAR BATTERIES

.

KEEP OUT OF REACH OF CHILDREN.

11

11.3

BATTERY & ELECTRICAL SYSTEMS

CONVENTIONAL BATTERY

NOTE: Do not service the battery unless it will be put into regular service within 30 days.

Battery Preparation

1.

Fill battery with electrolyte to the upper level marks on the case.

2.

Set battery aside and allow it to cool and stabilize for at least

30 minutes.

3.

Add electrolyte to bring the level back to the upper level mark on the case.

NOTE: This is the last time electrolyte is added.

After charging the battery, only add distilled water.

4.

Charge battery at 1/10 of its amp/hour rating. Example:1/

10 of 9 amp battery =.9 amps, 1/10 of 14 amp battery = 1.4

amps, 1/10 of 18 amp battery = 1.8 amps (recommended charging rates).

5.

Check specific gravity of each cell with a hydrometer to ensure each has a reading of 1.270 or higher.

6.

Install vent covers.

Specifications

Battery Type

Nominal Capacity

Electrolyte Volume

CCA @ 0F (-18C)

Charging Current

Battery PN 4140006

YB14A-A2 — Conventional

12Vdc / 14AH

30.4oz.

195 AMPS

1.4 AMPS

Battery Type

Nominal Capacity

Electrolyte Volume

Charging Current

Battery PN 4140005

Y50-N18L-A — Conventional

12Vdc / 20AH

47.3oz.

2 AMPS

Refilling a Conventional Battery

The normal charge/discharge cycle of a battery causes the cells to give off gases. These gases, hydrogen and oxygen, are the components of water. Because of the loss of these gases and the lowering of the electrolyte level, it will be necessary to add pure, clean distilled water to bring the fluid to the proper level. After filling, charge the battery to raise the specific gravity to 1.270 or greater.

FRESH PACK BATTERY

NOTE: Do not service the battery unless it will be put into regular service within 30 days.

Battery Preparation

Some models are equipped with a fresh pack battery. These batteries require filling with electrolyte and a full charge prior to service.

1.

Fill battery with electrolyte to the upper level marks on the case.

2.

Set battery aside and allow it to cool and stabilize for at least

30 minutes.

3.

Add electrolyte to bring the level back to the upper level mark on the case.

NOTE: This is the last time that electrolyte should be added.

4.

Charge battery at 1/10 of its amp/hour rating. Example:1/

10 of 9 amp battery =.9 amps, 1/10 of 14 amp battery = 1.4

amps, 1/10 of 18 amp battery = 1.8 amps (recommended charging rates).

5.

Check specific gravity of each cell with a hydrometer to ensure each has a reading of 1.270 or higher.

6.

Install vent cover.

NOTE: Once the vent cover is installed, the battery is sealed. Do not remove the cover.

Specifications

Battery PN 4011092 (4010905)

Battery Type

Nominal Capacity

Electrolyte Volume

Specific Gravity

CCA @ 0F (-18C)

Charging Current

YTX14AH-BS-Fresh Pack

12Vdc / 12AH

22.3oz.

1.320

210 AMPS

1.2 AMPS

11.4

BATTERY & ELECTRICAL SYSTEMS

BATTERY TESTING

Testing Procedures

Batteries should be kept at or as near full charge as possible. If the battery is stored or used in a partially charged condition, hard crystal sulfication will form on the plates, reducing their efficiency and possibly ruining the battery.

Open Circuit Voltage Test (OCV)

Check static battery voltage with multimeter. Voltage should be no less than 12.8 Vdc. Charge battery if voltage is lower than

12.8 Vdc.

Load Test

A battery may pass the OCV test, but still not have the storage capacity necessary to properly function.

1.

Connect multimeter to the battery as if performing the

OCV test.

2.

Turn the engine over using the electric starter.

3.

Replace battery if Vdc drops below 9.5Vdc.

NOTE: Battery load test tools can be purchased commercially. Follow the manufactures’ instructions for use.

Specific Gravity Test (Conventional Battery)

NOTE: Do not attempt to open the vent cover on a fresh pack battery.

A battery hydrometer (PN 2870836) can be used to measure electrolyte strength or specific gravity. As the battery goes through the charge/discharge cycle, the electrolyte goes from a heavy, more acidic state at full charge to a light, more water state when discharged. The hydrometer can measure state of charge and differences between cells in a multi-cell battery. Readings of

1.270 or greater should be observed in a fully charged battery.

Differences of more than 0.025 between the lowest and highest cell readings indicate a need to replace the battery.

Battery Voltage

STATE OF CHARGE

100% CHARGED

75% CHARGED

50% CHARGED

25% CHARGED

0% CHARGED

CONVENTIONAL

LEAD-ACID

12.60v

12.40v

12.10v

11.90v

< 11.80v

YUMACRON TYPE

12.70v

12.50v

12.20v

12.00v

< 11.90v

Battery Voltage Per Cell

STATE OF CHARGE

100% CHARGED

75% CHARGED

50% CHARGED

25% CHARGED

0% CHARGED

CONVENTIONAL

LEAD-ACID

1.265v

1.210v

1.160v

1.120v

< 1.100v

YUMACRON TYPE

1.275v

1.225v

1.175v

1.135v

< 1.115v

Off Season Storage

To prevent battery damage during extended periods of non-use, the following maintenance items must be performed.

1.

Remove battery from machine and wash the case and battery tray with a mild solution of baking soda and water.

Rinse with of fresh water after cleaning.

CAUTION

D

O NOT ALLOW ANY OF THE BAKING SODA SOLUTION TO

ENTER THE BATTERY OR THE ACID WILL BE NEUTRALIZED

.

2.

Using a wire brush or knife, remove any corrosion from the cables and terminals.

3.

Charge at a rate no greater than 1/10 of the battery’s amp/ hr. capacity.

4.

Store the battery in a cool, dry place.

NOTE: Stored batteries lose their charge at the rate of 1% per day. They should be fully recharged every

30 to 60 days during a non-use period. If stored during winter months, the electrolyte will freeze at higher temperatures as the battery discharges.

Specific Gravity Freezing Point

Specific Gravity of Electrolyte

1.265

1.225

1.200

1.150

1.100

1.050

Freezing Point

-75 _ F (-59 _ C)

-35 _ F (-37 _ C)

-17 _ F (-27 _ C)

5 _ F (-15 _ C)

18 _ F (-8 _ C)

27 _ F (-3 _ C)

11

11.5

BATTERY & ELECTRICAL SYSTEMS

IGNITION TIMING

Timing Procedure — Carbureted Engines

NOTE: Always verify timing of engine at room temperature (68

°

F / 20

°

C), and at the specified RPM.

If applicable, make sure the key switch is in the

PREMIUM mode and the TPS is unplugged.

1.

Reference the timing specification chart.

2.

Install a dial indicator gauge into the MAG spark plug hole.

3.

Place the MAG piston in the proper timing position, then mark the flywheel at this point.

EXAMPLE: 600 HO Carbureted = 26

°

@ 3500RPM. Place the MAG piston 4.0096mm (0.1579in.) BTDC.

NOTE: Each 10 degree mark is separated by lines every 2 degrees (not shown). Acceptable timing variance is +/- 2 degrees.

retaining screws can be accessed through the flywheel.

10. Torque stator plate screws and flywheel nut to specified torque. Apply Loctite 262 (red) to crankshaft flywheel taper if required. Refer to the Specifications section for torque specifications and flywheel installation procedure for engine type.

Flywheel

Rotation

4.

Connect an accurate tachometer and a good quality timing light to the engine according to manufacturer’s instructions.

5.

Disconnect the throttle position sensor (TPS), if equipped.

6.

Start engine and increase RPM to the point specified in the timing specifications. Hold the throttle to maintain specified timing RPM.

7.

Point the timing light at the timing inspection hole.

8.

With your head positioned so there is a straight line between your eye, the stationary pointer and the crankshaft center line, note the relative position between the marked flywheel line and the pointer. If the stationary pointer is aligned with the mark made in Step 3, or within the acceptable variance, ignition timing is correct.

9.

If the pointer is outside the variance, the stator will have to be rotated either with crankshaft rotation (to retard the timing) or against rotation to advance it.

NOTE: Rotate stator plate approximately the same distance as the marks must move. In most cases, the recoil starter housing, recoil drive hub, and flywheel must be removed to loosen the stator bolts and change the timing. On some engines, the stator plate

11.6

BATTERY & ELECTRICAL SYSTEMS

Ignition Timing Chart

Convert the ignition timing specification from degrees BTDC to either inches or millimeters, then use a dial indicator to verify timing marks.

NOTE: Always disconnect the TPS on carbureted engines prior to checking ignition timing.

EH122 EC34-2PM

2.5821

2.7869

2.9989

3.2178

3.4437

3.6763

3.9156

4.1615

1.2106

1.3552

1.5077

1.6679

1.8358

2.0112

2.1941

2.3844

4.4139

4.6725

4.9374

5.2083

5.4852

5.7679

6.0562

6.3501

0.3422

0.4222

0.5104

0.6068

0.7114

0.8242

0.9450

1.0738

73mm ROD

43mm STROKE mm inches

0.0042

0.0002

0.0170

0.0381

0.0007

0.0015

0.0678

0.1059

0.1524

0.2073

0.2706

0.0027

0.0042

0.0060

0.0082

0.0107

0.0135

0.0166

0.0201

0.0239

0.0280

0.0324

0.0372

0.0423

0.1738

0.1840

0.1944

0.2051

0.2160

0.2271

0.2384

0.2500

0.1017

0.1097

0.1181

0.1267

0.1356

0.1447

0.1542

0.1638

0.0477

0.0534

0.0594

0.0657

0.0723

0.0792

0.0864

0.0939

29

30

31

32

25

26

27

28

21

22

23

24

17

18

19

20

37

38

39

40

33

34

35

36

13

14

15

16

9

10

11

12

ROD/STROKE

(mm)

Degrees BTDC

1

2

3

6

7

4

5

8

3.2769

3.5370

3.8062

4.0843

4.3712

4.6667

4.9708

5.2832

1.5359

1.7195

1.9130

2.1163

2.3294

2.5521

2.7843

3.0260

5.6039

5.9326

6.2693

6.6138

6.9658

7.3253

7.6920

8.0659

0.4341

0.5355

0.6474

0.7698

0.9025

1.0456

1.1989

1.3624

103mm ROD

55.6mm STROKE mm inches

0.0054

0.0002

0.0215

0.0484

0.0008

0.0019

0.0860

0.1343

0.1933

0.2630

0.3432

0.0034

0.0053

0.0076

0.0104

0.0135

0.0171

0.0211

0.0255

0.0303

0.0355

0.0412

0.0472

0.0536

0.2206

0.2336

0.2468

0.2604

0.2742

0.2884

0.3028

0.3176

0.1290

0.1393

0.1499

0.1608

0.1721

0.1837

0.1957

0.2080

0.0605

0.0677

0.0753

0.0833

0.0917

0.1005

0.1096

0.1191

EC50PL

3.5307

3.8110

4.1010

4.4007

4.7098

5.0282

5.3559

5.6926

1.6548

1.8526

2.0611

2.2802

2.5098

2.7497

3.0000

3.2603

6.0381

6.3924

6.7552

7.1263

7.5057

7.8931

8.2883

8.6912

0.4677

0.5770

0.6976

0.8294

0.9724

1.1265

1.2917

1.4678

112mm ROD

60mm STROKE mm inches

0.0058

0.0002

0.0232

0.0521

0.0009

0.0021

0.0926

0.1447

0.2083

0.2833

0.3698

0.0036

0.0057

0.0082

0.0112

0.0146

0.0184

0.0227

0.0275

0.0327

0.0383

0.0444

0.0509

0.0578

0.2377

0.2517

0.2660

0.2806

0.2955

0.3108

0.3263

0.3422

0.1390

0.1500

0.1615

0.1733

0.1854

0.1980

0.2109

0.2241

0.0652

0.0729

0.0811

0.0898

0.0988

0.1083

0.1181

0.1284

EC55PM

6.3546

6.7278

7.1099

7.5010

7.9007

8.3089

8.7254

9.1501

3.7146

4.0096

4.3149

4.6303

4.9558

5.2911

5.6361

5.9907

1.7406

1.9487

2.1681

2.3986

2.6402

2.8927

3.1560

3.4300

0.4919

0.6068

0.7336

0.8723

1.0227

1.1849

1.3586

1.5439

S3303-5044-PFSC

S3273-6044-PF6F

S3274-6044-PF6F

S3206-6044-PF6H

128mm ROD

64mm STROKE mm inches

0.0061

0.0002

0.0244

0.0548

0.0974

0.1522

0.0010

0.0022

0.0038

0.0060

0.2190

0.2979

0.3889

0.0086

0.0117

0.0153

0.0685

0.0767

0.0854

0.0944

0.1039

0.1139

0.1243

0.1350

0.0194

0.0239

0.0289

0.0343

0.0403

0.0466

0.0535

0.0608

0.2502

0.2649

0.2799

0.2953

0.3111

0.3271

0.3435

0.3602

0.1462

0.1579

0.1699

0.1823

0.1951

0.2083

0.2219

0.2359

3.8336

4.1379

4.4528

4.7782

5.1138

5.4595

5.8152

6.1807

1.7969

2.0117

2.2380

2.4759

2.7252

2.9857

3.2574

3.5401

6.5559

6.9405

7.3343

7.7372

8.1491

8.5696

8.9986

9.4360

0.5079

0.6265

0.7575

0.9006

1.0559

1.2232

1.4026

1.5938

120mm ROD65mm

STROKE mm inches

0.0063

0.0002

0.0252

0.0566

0.0010

0.0022

0.1006

0.1571

0.2261

0.3076

0.4016

0.0040

0.0062

0.0089

0.0121

0.0158

0.0200

0.0247

0.0298

0.0355

0.0416

0.0482

0.0552

0.0628

0.2581

0.2732

0.2888

0.3046

0.3208

0.3374

0.3543

0.3715

0.1509

0.1629

0.1753

0.1881

0.2013

0.2149

0.2289

0.2433

0.0707

0.0792

0.0881

0.0975

0.1073

0.1175

0.1282

0.1394

S3305-7044-PF7J

S3322-7044-PF7J

3.9946

4.3117

4.6399

4.9789

5.3287

5.6891

6.0598

6.4408

1.8722

2.0960

2.3319

2.5798

2.8395

3.1110

3.3941

3.6887

6.8318

7.2326

7.6431

8.0632

8.4925

8.9308

9.7381

9.8340

0.5291

0.6528

0.7892

0.9383

1.1001

1.2745

1.4614

1.6606

128mm ROD

68mm STROKE mm inches

0.0066

0.0003

0.0262

0.0590

0.0010

0.0023

0.1048

0.1637

0.2356

0.3205

0.4184

0.0041

0.0064

0.0093

0.0126

0.0165

0.0208

0.0257

0.0311

0.0369

0.0433

0.0502

0.0575

0.0654

0.2690

0.2847

0.3009

0.3174

0.3343

0.3516

0.3692

0.3872

0.1573

0.1698

0.1827

0.1960

0.2098

0.2240

0.2386

0.2536

0.0737

0.0825

0.0918

0.1016

0.1118

0.1225

0.1336

0.1452

11

11.7

BATTERY & ELECTRICAL SYSTEMS

THROTTLE POSITION SENSOR (TPS)

The following models use a throttle position sensor (TPS):

• 500 XC SP

• 600 HO Carbureted (All Models)

• 600 HO CFI (All Models)

• 700 HO CFI (All Models)

The TPS is located on the carburetor rack (carbureted engines) or on the throttle body (CFI engines). The TPS is set at the time of manufacture and should only require adjustment when:

• When the TPS is replaced.

• When the carburetor rack or throttle body is replaced or adjusted.

• The TPS is suspected of being set incorrectly as part of troubleshooting.

The TPS test tool, PN 2201519, is used to accurately adjust the

TPS return signal settings.

TPS Test Tool Setup

The test tool must be always be used to inspect the TPS on carbureted engines. On CFI models, either the test tool or Digital

Wrench can be used to test the TPS.

NOTE: Signal readings can be affected if the 9 volt battery is weak. Always verify the battery is in good condition.

1.

Set the multimeter to read Vdc.

2.

Verify the 9 volt battery condition by inserting the black multimeter probe into the black wire terminal and the red multimeter probe into the pink wire terminal. Voltage should read 4.99 to 5.01 Vdc. Use a new battery if voltage is below 4.99 Vdc.

Red Pink

Black

Black

Probe

Red

Probe

3.

Connect the test tool to the TPS on the carburetor or throttle body.

NOTE: Always disconnect the 9 volt battery when tool is not in use.

Using the TPS Test Tool

1.

Remove the wiring harness connector from the TPS.

2.

Verify the throttle cable is not kinked and the throttle flipper is closed.

3.

Connect the test tool to the TPS.

4.

Insert the black multimeter probe into the black terminal port, then insert the red multimeter probe into the yellow terminal port.

5.

Reference the specifications to determine if the TPS requires adjustment or replacement.

TPS Setting Specifications

E

NGINES

Carbureted Engines

CFI Engines

V

OLTAGE

S

ETTINGS

4.00 +/- 0.1 Vdc @ WOT

0.95 +/- 0.01 Vdc @ Idle

6.

To verify the TPS is sending a linear signal, slowly move the throttle flipper from the closed to WOT position, then back down to the closed position.

7.

The voltage readings displayed on the multimeter should rise and fall without erratically jumping from high to low.

NOTE: The multimeter display may change scales and show O.L. momentarily when throttle flipper is moving.

8.

If the signal readings are erratic, replace the TPS sensor.

11.8

BATTERY & ELECTRICAL SYSTEMS

TPS Adjustment — Carbureted Models

NOTE: Always verify the engine idle speed is set at engine operating temperature and the throttle cable freeplay is set to 0.10

″

— 0.30

″

.

1.

Connect the TPS test tool to the TPS.

2.

Slightly loosen the screws securing the TPS to carburetor body.

3.

Have an assistant hold the throttle flipper in the WOT position.

4.

Turn the TPS

clockwise

to decrease voltage, or

counterclockwise

to increase voltage.

5.

Carefully tighten the TPS screws when the WOT Vdc is

4.00Vdc.

1.

Click on the TOOLBOX icon.

2.

Click on “TPS INITIALIZATION”

3.

Follow the steps and procedures displayed on the screen.

TPS Baseline Adjustment — CFI Models

adjustments must be performed whenever the TPS is moved or replaced.

1.

Remove the drive belt, driven clutch, airbox, and adapter plate.

2.

If the TPS requires replacement, remove the throttle body and replace the TPS.

NOTE: If only verifying the TPS voltage setting, the throttle body can remain on the engine.

3.

The TPS fasteners can be accessed through a set of access holes in the TPS guard if adjustment is required.

4.

Unplug the TPS connector (B), and connect the TPS test tool.

NOTE: The guard may need to be “flexed” to align the holes with the TPS fasteners.

TPS Adjustment — CFI Models — Using Digital

Wrench

Either Digital Wrench or the TPS Test Tool can be used to see the TPS return signal voltage, set the TPS baseline and set the idle gap on CFI models.

To use Digital Wrench, follow these steps.

• A = TPS Fasteners

• B = TPS Harness Connector

5.

Remove the throttle cable barrel from the throttle flipper.

11

11.9

BATTERY & ELECTRICAL SYSTEMS

6.

Loosen the idle speed screw until the screw no longer touches the tab and the throttle plates are completely closed.

• A = Idle Speed Screw

• B = Lock Nut

• C = Throttle Stop

7.

Snap throttle plates 2 to 3 times to ensure plates are completely closed.

10. Carefully tighten the screws to 31 In.Lbs. (3.5 Nm) when the voltage is 0.70 +/- 0.01 Vdc.

11. Open and close the throttle plate 2 — 3 times and verify the voltage is still within specification.

8.

Using the TPS test tool, verify the TPS is set to 0.70 +/- 0.01

Vdc.

9.

To adjust the TPS base-line, slightly loosen the screws, then slowly turn the TPS clockwise or counter-clockwise to adjust the voltage.

11.10

TPS Idle Speed Adjustment — CFI Models

1.

Verify the TPS voltage is 0.70 +/- 0.01 Vdc with the throttle plates closed.

2.

Slowly turn the idle speed adjustment screw (A) clockwise until the voltage displayed on the multi meter reads 0.95 +/

— 0.1 Vdc.

3.

Carefully tighten the lock nut (B) while maintaining the voltage setting.

BATTERY & ELECTRICAL SYSTEMS

4.

Reinstall the throttle cable, then install the throttle body back on to the engine.

Throttle Plate Synchronization

The throttle plates are synchronized at the time of throttle body manufacture. Adjustment should never be required unless it is believed the plates are out of sync.

To adjust throttle plate synchronization, follow these steps:

1.

Perform the TPS Baseline Adjustment. The TPS must be set to specification.

2.

Carefully back the synchronization screw out so it no longer touches the tab, but do not remove the screw or the spring.

3.

Verify the TPS voltage is set to 0.70 +/- 0.01 Vdc. If it is not, re-perform the baseline adjustment.

• A = Synchronization Screw

• B = Throttle Arm Tab

• C = Screw Mount

4.

Slowly turn the synchronization screw inwards until the instant the voltage on the multimeter changes. Back the screw out so the voltage reads 0.70 +/- 0.01 Vdc.

NOTE: When turning the synchronization screw, do not push the screwdriver with enough force to move the throttle cable cam. Doing so will affect the TPS voltage reading on the multimeter.

11

11.11

BATTERY & ELECTRICAL SYSTEMS

ELECTRIC START — GEN II / EDGE

System Schematic

11.12

Starter Motor Assembly (Typical)

STARTER SOLENOID

BATTERY & ELECTRICAL SYSTEMS

ARMATURE

COMMUTATOR CAP

9 Ft.Lbs. (12 Nm)

SCREW

PINION

DRIVE CAP

RETURN SPRING ASM

GROUND CABLE

STARTER MOTOR

14 — 16 Ft.Lbs. (19 — 21 Nm)

MOTOR BRACKET

19 — 26 Ft.Lbs. (25 — 35 Nm)

MOTOR BRACKET

11.13

11

BATTERY & ELECTRICAL SYSTEMS

Battery Box

CIRCUIT BREAKER

GROUND WIRE

SOLENOID

RED LEAD FROM BATTERY

RED LEAD TO STARTER

BATTERY BOX

11.14

BATTERY & ELECTRICAL SYSTEMS

Dynamic Testing

NOTE: Be sure the engine crankshaft turns freely before proceeding. Use a digital multimeter during tests.

Test battery voltage. Is the battery voltage equal to or greater than

12.8 Vdc?

YES

Disconnect two-pin harness from starter solenoid. Connect black multimeter probe to the engine or ground, then the red probe to the red harness wire at solenoid. Rotate ignition key to the start position. Meter should read battery voltage. Does it?

YES

Reconnect the solenoid harness. Connect black probe to battery positive terminal and red probe to solenoid end of battery to solenoid cable. (B) Page 13.9. Turn key to start position. The reading must be less than.1V DC. Is it?

YES

Connect black tester lead to solenoid end of solenoid to starter cable and red tester lead to starter end of same cable. (D) Page

13.9. Turn key to start position. The reading must be less than.1V

DC. Is it?

NO

NO

NO

NO

Remove battery, test and/or service. Install a fully charged shop battery to continue the test and continue with left column

With black tester lead on ground, check for voltage at large relay terminal, circuit breaker in and out terminals, and across both sides (red and red/white) of the ignition switch with switch on start. Repair or replace any defective parts.

Clean battery to solenoid cable ends or replace cable.

Replace starter solenoid.

YES

Connect black tester lead to starter frame. Connect red tester lead to battery negative (-) terminal. (E) Page 13.9. Turn key to start position. The reading should be less than.1V DC. Is it?

NO

Clean ends of engine to battery negative cable or replace cable.

If all these tests indicate a good condition, yet the starter still fails to turn, or turns slowly, the starter must be remove for static testing and inspection.

Static Testing

1.

Remove starter motor and disassemble. (See page 11.11

for exploded view) Mark end covers and housing for proper reassembly.

2.

Remove pinion retaining snap ring, spring and pinion gear.

3.

Remove brush end bushing dust cover.

4.

Remove housing through bolts.

5.

Slide brush end frame off end of starter.

NOTE: The electrical input post must stay with the field coil housing.

6.

Slide positive brush springs to the side, pull brushes out of their guides and remove brush plate.

7.

Clean and inspect starter components.

NOTE: Some cleaning solvents may damage the insulation in the starter. Care should be exercised when selecting an appropriate solvent. The brushes must slide freely in their holders. If the commutator needs cleaning, use only an electrical contact cleaner and/or a non-metallic grit sandpaper.

Replace brush assembly when worn to 5/16, (.8 cm) or less.

Starter Housing / Field Coil Testing

1.

Using a digital multimeter, measure resistance between starter input terminal and insulated brushes. The reading should be.3 ohms or less.

2.

Measure resistance between insulated brushes and field coil housing. The reading should be infinite.

3.

Inspect insulated brush wire and field coil insulation for damage. Repair or replace components as required.

Armature Testing

1.

Using a digital multimeter, measure resistance between each of the segments of the commutator. The reading should indicate.3 ohms or less.

2.

Measure resistance between commutator and armature shaft. Reading should be infinity.

3.

Place armature in a growler. With the growler on, position a hacksaw blade lengthwise 1/8, (.03 cm) above armature coil laminates. Rotate armature 360

_

. If hacksaw blade is drawn to the armature on any pole, the armature is shorted and must be replaced.

11

11.15

BATTERY & ELECTRICAL SYSTEMS

ELECTRIC START —

IQ CARBURETED / CFI

System Schematic — 600 HO Carbureted

11.16

System Schematic — 600 / 700 CFI

BATTERY & ELECTRICAL SYSTEMS

11.17

11

BATTERY & ELECTRICAL SYSTEMS

Starter Motor / Flex Drive Assembly

(+) RED — POSITIVE CABLE

FLEX DRIVE

END PLATE MOUNTING BRACKET

STARTER MOTOR

PINION / PINION BRACKET

WORM GEAR CLAMP

MOUNTING BRACKET

11.18

BATTERY & ELECTRICAL SYSTEMS

IQ Battery Box Assembly

GROUND CABLE

SOLENOID

CIRCUIT BREAKER

BATTERY HOLD-DOWN BRACKET

BATTERY

BATTERY PAD

MOUNTING BRACKET

11.19

11

BATTERY & ELECTRICAL SYSTEMS

CLEANFIRE™ FUEL INJECTION

System Overview

The 2007 Cleanfire™ fuel Injection system is a battery-less engine management, capacitive discharge ignition, four fuel injector engine management system.

System components include:

• ECU: The ECU controls the ignition / fuel injection angles, chassis / battery relays, and supplies the MFD gauge with tachometer / water temp. / PERC / HOT /

DET / diagnostic information.

• Stator: The stator consists of a lighting charge coil, ignition exciter coil, fuel injector charge coil and two independent external crank position (two and five pulse) coils.

• Flywheel: The CFI flywheel houses the magnets for energizing the stator windings as well as two independent encoder ribs. The set of two encoder ribs are spaced 180 degrees apart from each other and provide RPM information required at engine start up. A set of five encoder ribs is responsible for crank angle detection, speed, and direction information.

• Regulator / Rectifier: Responsible for converting Vac to

Vdc for the chassis and battery (electric start) circuits.

Regulates voltage to 14.5 Vdc. Also supplies fuel injector “boost” power when engine RPM is 700 RPM or less.

• Capacitor: The capacitor suppresses voltage spikes and ensures consistent voltage throughout the chassis

(RED/WHT) circuit.

• Chassis Relay: The chassis relay is activated by the

ECU at approximately 950 RPM. Below 950 RPM, all power supplied by the regulator / rectifier (RED circuit) is used to power the ECU and fuel pump.

• Ignition Coils: Provide ignition energy to each spark plug. Both coils are fired at the same time.

• Fuel Injectors: CFI uses one set of full load injectors

(located in the crankcase), and one set of part load injectors (located in each cylinder’s transfer port). The full load injectors are always used, while the part load injectors are used during mid to high RPM transitions.

• Detonation Sensor: Located on the cylinder head, the detonation sensor transforms internal acoustic information in a signal the ECU uses to determine the amount of engine knock.

• Exhaust Valve Solenoid: Activated by the ECU, the solenoid controls the VES venting. When powered, the vents are closed, keeping the exhaust valves down.

When power is removed, the exhaust valves are allowed to open.

• Throttle Position Sensor (TPS): The TPS relays the position of the throttle plates (operator throttle input) to the ECU.

• Coolant Temperature Sensor: Relays the engine temperature to the ECU.

• Exhaust Temperature Sensor: Relays the temperature of the exhaust pipe to the ECU.

• Temperature / Barometric Air Pressure (T-BAP)

Sensor: Relays the current intake air temperature and ambient air pressure to the ECU. The sensor is located on the airbox.

• Vehicle Speed Input: The ECU monitors the vehicle speed supplied by the vehicle speed sensor.

• Fuel Pump: Supplies fuel to the fuel injectors. Power to the fuel pump is supplied by the regulator / rectifier.

• Diagnostic Connector: The ECU can communicate with the Polaris Digital Wrench software and can be reflashed, monitored and will display trouble codes.

11.20

BATTERY & ELECTRICAL SYSTEMS

Diagnostic Trouble Codes (DTCs)

2007 CFI Diagnostic Trouble Codes

T

ROUBLE

C

ODE

P-C

ODE

MFD B

LINK

C

ODE

Throttle Position Sensor Unrealistic Transition

Throttle Position Sensor Voltage High

Throttle Position Sensor Voltage Low

Engine Coolant Temperature Sensor Voltage High

Engine Coolant Temperature Sensor Voltage Low

Intake Air Temperature Circuit Voltage High

Intake Air Temperature Circuit Voltage Low

Barometric Pressure Sensor Voltage High

Barometric Pressure Sensor Voltage Low

Exhaust Temperature Sensor Circuit Voltage High

Exhaust Temperature Sensor Circuit Voltage Low

Detonation Sensor Circuit Voltage High

Detonation Sensor Circuit Voltage Low

P0120

P0123

P0122

P0118

P0117

P0113

P0112

P0108

P0107

P0546

P0545

P0328

P0327

1

2

3

4

5

6

8

D

ESCRIPTION

TPS signal changes too rapidly to be correct. Can be caused by faulty connections or a faulty TPS.

TPS signal is above 4.39 Vdc. Can be caused by a faulty wire connection or faulty TPS.

TPS signal is below 0.7 Vdc. Can be caused by a faulty wire connection or faulty TPS.

Sensor signal is above 4.8 Vdc. Can be caused by a faulty wire connection or faulty temperature sensor.

Sensor signal is below 0.1 Vdc. Can be caused by a faulty wire connection or faulty temperature sensor.

Sensor signal is above 4.9 Vdc. Can be caused by a faulty wire connection or faulty TBAP.

Sensor signal is below 0.19 Vdc. Can be caused by a faulty wire connection or faulty TBAP.

Sensor signal is above 3.23 Vdc. Can be caused by a faulty wire connection or faulty TBAP.

Sensor signal is below 1.25 Vdc. Can be caused by a faulty wire connection of faulty TBAP.

Sensor signal is above 4.9 Vdc for at least 2 minutes and the engine has been running at or above 3000 RPM.

Sensor signal is below 0.06 Vdc for at least 2 minutes and the engine has been running at or above 3000 RPM.

Engine speed is above 6000 RPM and the sensor signal is above 4.3

Vdc for at least 2 seconds.

Engine speed is above 6000 RPM and the sensor signal is below 1.23

Vdc for at least 2 seconds.

Solenoid control circuit is OPEN. Can be caused by faulty wiring, solenoid, or ECU.

Exhaust Valve Solenoid Circuit Malfunction

MAG Part Load Injector Circuit Open

MAG Full Load Injector Circuit Open

PTO Part Load Injector Circuit Open

PTO Full Load Injector Circuit Open

Fuel Injector Voltage Too High

P1477

P0261

P1261

P0264

P1264

P2148

7

OPEN circuit or short to ground. Can be caused by faulty wiring, injector, stator or ECU.

Fuel Injector Voltage Too Low

Vehicle Speed Sensor No Signal

MAG Ignition Coil Circuit Malfunction

PTO Ignition Coil Circuit Malfunction

5 Tooth CPS Signal Missing

P2147

P0500

P0351

P0352

P0335

Steady LED

9

10

Engine is running, but the injector voltage is above the acceptable limit. Can be caused by faulty wiring, ECU or stator.

Engine is running, but the injector voltage is below the acceptable limit. Can be caused by faulty wiring, ECU or stator.

Sensor has given a speed that is not possible with given engine conditions. Can be caused by a faulty sensor, wiring or ECU.

Failure within the primary circuit. Can be caused by faulty wiring, ignition coil, or ECU.

Engine is running, but there is no signal from the 5 tooth CPS. Can be caused by a faulty stator, wiring or ECU.

11

11.21

BATTERY & ELECTRICAL SYSTEMS

T

ROUBLE

C

ODE

5 Tooth CPS Signal Intermittent

5 VDC Sensor Supply Voltage Low

Chassis Voltage High

Chassis Voltage Low

Ignition Voltage Circuit Malfunction

2 Tooth CPS Signal Missing

Chassis Relay Coil Open Circuit

2007 CFI Diagnostic Trouble Codes

P-C

ODE

MFD B

LINK

C

ODE

P0336

P0643

P0563

P0562

P0350

P0385

P1611

Steady LED

D

ESCRIPTION

Engine is running, but the pulses from the 5 tooth CPS are incorrect.

Can be caused by a faulty stator, wiring harness or ECU.

Sensor supply voltage is below an acceptable limit. Can be caused by faulty wiring or ECU.

System voltage is too high. Can be caused by faulty wiring or regulator / rectifier.

System voltage is too low. Can be caused by a faulty wiring or regulator rectifier.

Engine is running but a problem is found with the ignition coil power circuit. Can be caused by faulty wiring or ECU.

Engine is running and there is a signal from the 5 tooth CPS, but not the 2 tooth CPS sensor. Can be caused by faulty wiring, stator or

ECU.

The chassis relay control circuit is open. Can be caused by faulty wiring or a faulty relay.

MFD Blink Codes

The check engine LED will display a blink code whenever the

ECU determines there is a problem with one or more of the sensors. Use Digital Wrench to troubleshoot, fix and clear the codes.

When a blink code is displayed, the CHECK ENGINE light will illuminate for 1/2 second “on” and 1/2 second “off” with a 1 second “off” interval between close.

2.

To access guided diagnostics, click on the “SPECIAL

TESTS” (toolbox) button. Then click “DIAGNOSTIC

PROCEDURES”.

3.

Select a code or system in the ‘SYSTEM CHARTS” menu.

A description of the DTC or system will be displayed.

DTC Troubleshooting

Always use the Digital Wrench diagnostic software program to troubleshoot DTCs, MFD blink codes, and overall performance problems.

Digital Wrench can be used to display trouble codes and offers guided diagnostics. Guided diagnostics allows the technician to perform diagnostic checks in an attempt to isolate the root problem.

1.

To access trouble codes, click on the “!” button. If any codes are listed, select a code to proceed.

(A) (

B

)

4.

Click on (A) to activate guided diagnostics.

5.

Click on (B) to view a wiring schematic of the component or system.

6.

Click on “X” to exit the current screen.

11.22

BATTERY & ELECTRICAL SYSTEMS

CFI Clutch Guard Electrical Center

COVER / SPARE BELT HOLDER

REGULATOR / RECTIFIER

6 Ft.Lbs. (10 Nm)

CAPACITOR

6 Ft.Lbs. (10 Nm)

ECU

IGNITION COILS

6 Ft.Lbs. (10 Nm)

COIL MOUNT

GUARD PLATE

6 Ft.Lbs. (10 Nm)

11.23

11

BATTERY & ELECTRICAL SYSTEMS

34 Pin CNA ECU Connector

NOTE: Wire Entry View

RED/BLUE

ORANGE

WHITE/BLACK

BLUE

GREEN/BLUE

RED/WHITE

GREEN/RED

RED/BLACK

WHITE/BLUE

RED/BLACK

BROWN

RED/BLUE

YELLOW/RED

ORANGE

PINK

GRAY

WHITE

GREEN

BLUE/WHITE

ORANGE/GREEN

BLACK/WHITE

BLACK

BLACK/BLUE

GRAY

RED

ORANGE

ORANGE

C

OLOR

29

30

31

32

33

34

P

IN

14

16

17

21

10

11

12

13

8

9

6

7

3

4

5

22

23

24

25

26

27

11.24

G

OES

T

O

C

ONNECTOR

SPLICE

ECU POWER

EXHAUST TEMP. SENSOR

TBAP

IGNITION SWITCH

TBAP

GROUND SPEED SENSOR SPLICE

ELECTRIC START

CHASSIS RELAY

THROTTLE FLIPPER SAFETY SWITCH

ECU GROUND SPLICE

CHASSIS / HOOD #2

CHASSIS / HOOD #1

REGULATOR / RECTIFIER

DIAGNOSTIC

GRAY SPLICE

CHASSIS/HOOD #1

TBAP

CHASSIS / HOOD #1

ELECTRIC START

DIAGNOSTIC SPLICE — CHASSIS / HOOD #1

TETHER / IGN. SWITCH / SAFETY SLAP

SWITCH

SENSOR GROUND SPLICE #1

LH CONTROL

REGULATOR POWER SPLICE

REGULATOR / RECTIFIER

REGULATOR / RECTIFIER

F

UNCTION

K LINE POWER

EXTERNAL POWER

SIGNAL

AIR TEMP SIGNAL

STARTER LOCKOUT

5 VDC POWER SUPPLY

SPEED SIGNAL

BATTERY VOLTAGE

COIL GROUND

SOFTWARE BASED IGNITION KILL SIGNAL

ECU GROUND

WATER TEMP. SIGNAL

TACHOMETER SIGNAL

VOLTAGE BOOST POWER

K-LINE

MODE SELECT

PERC LED

PRESSURE SENSOR SIGNAL

OVERHEAT / DET LED

CHARGE RELAY COIL GROUND

DIAGNOSTICS / CHECK ENGINE LED

HARDWARE STOP — IGNITION KILL SIGNAL

SENSOR GROUND

PERC SIGNAL

REGULATED POWER

VOLTAGE BOOST POWER

VOLTAGE BOOST POWER

26 Pin CNB ECU Connector

BATTERY & ELECTRICAL SYSTEMS

NOTE: Wire Entry View

P

IN

15

16

17

18

9

10

13

14

7

8

5

6

3

4

1

2

23

24

25

26

19

20

21

22

ORANGE

BLUE / YELLOW

BLUE / YELLOW

GREEN

WHITE

YELLOW

YELLOW / WHITE

GREEN

GREEN / WHITE

RED / WHITE

WHITE / YELLOW

BROWN

GREEN / RED

GREEN / YELLOW

WHITE / GREEN

WHITE / RED

BLACK / BLUE

PURPLE

RED / BLUE

RED / BLUE

AQUA

BLACK / BLUE

YELLOW

RED

C

OLOR

G

OES

T

O

C

ONNECTOR

PTO IGNITION COIL

STATOR — FUEL INJECTOR COIL

STATOR — FUEL INJECTOR COIL

STATOR — CRANK POSITION SENSOR

STATOR — CRANK POSITION SENSOR

MAG FULL LOAD INJECTOR

MAG PART LOAD INJECTOR

PTO FULL LOAD INJECTOR

PTO PART LOAD INJECTOR

TPS

EV SOLENOID

MAG IGNITION COIL / STATOR / STATOR

STATOR — EXCITER COIL

STATOR — EXCITER COIL

CRANK POSITION SENSOR

CRANK POSITION SENSOR

DETONATION SENSOR

DETONATION SENSOR

MAG / PTO FULL LOAD INJECTOR

MAG / PTO PART LOAD INJECTOR

F

UNCTION

COIL POWER

FUEL INJECTOR POWER COIL

FUEL INJECTOR POWER COIL

5 TOOTH COIL SIGNAL

2 TOOTH COIL SIGNAL

INJECTOR CONTROL GROUND

INJECTOR CONTROL GROUND

INJECTOR CONTROL GROUND

INJECTOR CONTROL GROUND

5 VDC POWER SUPPLY

SOLENOID CONTROL GROUND

GROUND

EXCITER COIL

EXCITER COIL

5 TOOTH COIL GROUND

2 TOOTH COIL GROUND

GROUND

SENSOR SIGNAL

INJECTOR POWER SUPPLY

INJECTOR POWER SUPPLY

COOLANT TEMP. SENSOR / TPS

COOLANT TEMP. SENSOR

EV SOLENOID

SENSOR GROUND

SENSOR SIGNAL RETURN

REGULATED VOLTAGE

11

11.25

BATTERY & ELECTRICAL SYSTEMS

Chassis Relay

11.26

Throttle / Ignition Kill System

BATTERY & ELECTRICAL SYSTEMS

System Overview

There are two methods for cutting the ignition on CFI systems.

The first is the software stop system. The software stop system only applies to the throttle flipper switch. The software stop system is activated when the throttle flipper switch is closed

(closed throttle), but the TPS (throttle plate position) is still above idle. When this occurs, the ECU software will determine the throttle cable is “stuck” and kill the ignition system.

The second system is the hardware stop system. The hardware stop system is a direct ignition kill system. That is, whenever the operator turns the key to off, pulls the tether, or pushes the safety slap switch down, the ignition system is immediately killed.

11

11.27

BATTERY & ELECTRICAL SYSTEMS

Vehicle Speed Sensor

11.28

Exhaust Temperature Sensor

Sensor Specifications

Resistance Values 2.3M

Ω

@ 392

_

F (200

_

C) — 76

Ω

@ 1652

_

F (900

_

C)

Temperature / Air Pressure Sensor (TBAP)

BATTERY & ELECTRICAL SYSTEMS

Crankshaft Position Sensors (CPS)

The 5 tooth crank position sensor picks up all 5 flywheel teeth.

The 2 tooth crank position sensor picks up 2 off set flywheel teeth.

Both crank position sensors will have a gap to the flywheel pick up of 0.031″ (0.8mm).

These sensors must be in the correct position or the engine will not run as expected. A sheared flywheel key will cause the engine to not start or kill if running.

The 2 tooth pick up detects the crank angle and obtains minimal information of the crank angle when control enters into limp home mode.

5 tooth pickup is to obtain the following information in combination with the 2 tooth pickup.

• Judge direction of rotation (forward and backward)

• Ignition advance angle control

• Injector drive angle control

• Excess advance ignition control at reverse

Sensor Specifications

Pins 1 to 2 (Temperature)

Pins 1 to 4 (Pressure)

Pins 3 to 4 (Pressure)

59 _ F (15 _ C) = 3000

Ω

68 _ F (20 _ C) = 2500

Ω

77 _ F (25 _ C) = 2000

Ω

2400 — 8200

Ω

3400 — 8200

Ω

11.29

11

BATTERY & ELECTRICAL SYSTEMS

Stator Assembly

REG REC

CRANK POSITION

SENSORS

Stator Specifications

CHARGE

CRANK POSITION SENSOR

(CPS)

COILS

ITEM

INJECTOR POWER COIL

Engine Ground

COLOR

YELLOW

GRN to WHT/GRN

SYSTEM FUNCTION

Chassis and Battery Charge

Coils

RESISTANCE

+/- 15% @68

°

F (20

°

C)

YEL to YEL = 0.13

Ω

No continuity to ground.

Crank Position Sensor (5 Tooth)

Ignition timing.

GRN to WHT/GRN = 190

Ω

WHT to WHT/RED

Crank Position Sensor (2 Tooth)

WHT to WHT/RED = 190

Ω

Locates TDC and RPM.

GRN/RED

GRN/YEL

BRN/WHT

Exciter Coil — Powers the Ignition

Coils / ECU

GRN/RED to GRN/YEL = 15

Ω

GRN/RED to BRN/WHT = 30

BRN/WHT to Ground = 0

Ω

BLU/YEL TO BLU/YEL Supplies power to fuel injectors. BLU/YEL to BLU/YEL = 2.4

Ω

Ω

Brown Engine Ground 0

Ω

11.30

Exhaust Valve Solenoid

BATTERY & ELECTRICAL SYSTEMS

Regulator / Rectifier

Coil Resistance

(WHT/YEL to RED)

Specifications

15

Ω

+/- 15% @ 68°F (20°C)

CFI Ignition Coils

Regulator / Rectifier Connections

CONNECTOR

STATOR

WIRE

COLORS

YELLOW

ECU

CHASSIS

ORANGE

BROWN

RED

ITEM

Vac from stator charge coils.

Vdc supplied to ECU to boost power to fuel injectors during engine start-up.

14.5 Vdc chassis power supply.

Chassis Power Capacitor

Specifications

Primary Coil Resistance

(Black to White)

Secondary Coil Resistance

(Without Plug Cap)

(Black to High Tension Lead)

0.45

Ω

+/- 15% @ 68°F (20°C)

18,000

Ω

+/- 15% @ 68°F

(20°C)

Plug Cap Resistance 4,000

Ω

— 6,000

Ω

Capacitor Testing

1.

Charge the capacitor for 10 seconds using a 12 volt battery by connecting the positive (+) lead to the Red/White wire and the negative (-) lead to the brown wire.

2.

Monitor the capacitor voltage with a multimeter. The voltage should slowly drain down from the initial charge.

If the cap does not hold a charge or drains rapidly, replace the component.

11.31

11

BATTERY & ELECTRICAL SYSTEMS

Engine Coolant Temperature Sensor

replaced with the new color so all four injectors are the same color.

After replacing all four injectors, the ECU must be reflashed so the fuel calibration map matches the new color coded fuel injectors.

Reference Chapter 4 for fuel injector replacement procedures.

CAUTION

NEVER RUN THE ENGINE WITH DIFFERENT COLOR

FUEL INJECTORS. SEVERE ENGINE DAMAGE WILL

OCCUR.

ALWAYS VERIFY THE ECU CALIBRATION FILE

MATCHES THE FUEL INJECTOR COLOR CODES.

Resistance

Installation Torque

Sensor Specifications

Operating Temperature Range -22

_

F — +248

_

F (-30

_

C — 120

_

C)

2.4 — 2.6K

Ω

@ 68 _ F (20 _ C)

(Measure in stirred water)

29 ft.lbs. (39.2Nm)

Knock Sensor

Fuel Injectors

Specifications

12

Ω

@ 68

_

F (20

_

C) Resistance

Fuel injectors are flow tested and then color coded (RED,

BLUE, or YELLOW) based on upon how much fuel the injector flows during the test.

When replacing a faulty fuel injector, always replace with an injector with the same color code. If replacing with an injector with a different color code, all four fuel injectors must be

11.32

CFI Power System

BATTERY & ELECTRICAL SYSTEMS

CFI Ignition / Injection Power

11.33

11

BATTERY & ELECTRICAL SYSTEMS

CFI Crank Position System

CFI Safety Stop System

11.34

CFI Full Load Fuel Injectors

BATTERY & ELECTRICAL SYSTEMS

CFI Part Load Fuel Injectors

11.35

11

BATTERY & ELECTRICAL SYSTEMS

CFI Chassis Power

CFI Ignition Coils

11.36

CFI TBAP Sensor

BATTERY & ELECTRICAL SYSTEMS

CFI TPS / Engine Temp. Sensors

11.37

11

BATTERY & ELECTRICAL SYSTEMS

CFI Exhaust Solenoid

CFI Knock Sensor

11.38

CFI Fuel Pump

BATTERY & ELECTRICAL SYSTEMS

CFI Diagnostic Connections

11.39

11

BATTERY & ELECTRICAL SYSTEMS

CFI MFD Circuits

CFI MFD Power Circuits

11.40

CFI Fuel Level Circuit

BATTERY & ELECTRICAL SYSTEMS

CFI Vehicle Speed Circuit

11.41

11

BATTERY & ELECTRICAL SYSTEMS

CFI Mode Set Switch

CFI PERC Switch

11.42

BATTERY & ELECTRICAL SYSTEMS

DIGITAL WRENCH DIAGNOSTIC

SOFTWARE

Overview

The Digital Wrench diagnostic software allows the technician to perform the following tests and observations:

• View / clear trouble codes

• Analyze real-time engine data

• Reflash ECU calibration files

• Guided diagnostics

• Create customer service account records

The following components are required to use the Digital

Wrench software:

• PC or laptop with Microsoft Windows operating system

• Digital Wrench software, part number PU-47063

• Smart Link Module, part number PU-47468

• Interface Cable, part number PU-47469

• PC Interface Cable, part number PU-47470

• Smart Link Module Kit (Includes PU-47468,

PU-47469, and PU-47470 in one kit), part number

PU-47471

• M-10 ACE / ECU-Chassis Power-Up Cable, part number PA-46355

• 12-volt battery

Digital Wrench Connections

The access point for the ECU power-up and Digital Wrench connectors is located in the front, left-side of the nosepan.

CHASSIS POWER-UP

(2- WIRE CONNECTOR)

DIGITAL WRENCH

CONNECTOR

ECU POWER-UP

(3-WIRE CONNECTOR)

Follow these steps to connect the diagnostic and power-up cables to the snowmobile:

1.

Assemble the Smart Link cables and module as shown in the illustration.

2.

Open the hood and locate the connectors. Remove the protective cap from the diagnostic connector.

3.

Connect the vehicle interface cable to the diagnostic connector.

4.

Using the power-up cable, part number PA-46355, and a fully charged 12-volt battery, connect the power-up cable to the ECU connector.

NOTE: To verify the 12-volt battery and power-up cable are working, connect the cable to the chassis power-up connector. If working correctly, the headlights should illuminate.

11.43

11

BATTERY & ELECTRICAL SYSTEMS

Updating Digital Wrench

Fileset updates and service packs are released for Digital

Wrench via the Internet. The Digital Wrench update website can be found by accessing the dealer Internet site at: www.polarisdealers.com.

The following selections can be made on the update website:

• Home — Digital Wrench Home Page

• Downloads — Listing of current filesets and Digital

Wrench downloadable updates

• Forums — Member generated knowledge base

• Search — Website search engine

• Topics — Vehicle-specific Digital Wrench information

5.

Locate the version of Digital Wrench currently running on the PC or laptop.

6.

Locate and click on the fileset or service pack required to update the software. Save the file(s) to the PC or laptop’s desktop.

7.

Locate the update file(s) on the desktop. Double-click and select “RUN” on the icon to install the update.

8.

Delete the file after performing the update.

NOTE: Delete the update file from the desktop when finished.

distributors can access the dealer Internet website.

1.

Log on to www.polarisdealers.com.

2.

Locate the “SERVICE AND WARRANTY” drop-down menu.

3.

Click on “DIGITAL WRENCH UPDATES”.

4.

The next screen is the Digital Wrench portal website.

11.44

BATTERY & ELECTRICAL SYSTEMS

Version / Fileset Identification

Knowing what Digital Wrench or fileset versions are installed will help determine which updates are required.

NOTE: Version and fileset versions are subject to change.

1.

Start the Digital Wrench software.

2.

Locate the version ID on the title screen.

Engine Controller Reprogramming (Reflash)

programmed as “no-start” and require a reflash in able to work.

1.

Verify the most current service packs, updates and filesets

are downloaded and loaded into Digital Wrench. See

“Version / Fileset Identification” on page 11.45.

2.

Connect the communication cables to the snowmobile

connectors. See “Digital Wrench Connections” on page 11.43.

3.

Start Digital Wrench. Select the model year and machine using the “CHANGE VEHICLE TYPE” button.

4.

Click on the “SPECIAL TESTS” icon.

5.

Click on “ENGINE CONTROLLER

REPROGRAMMING”.

6.

Select the engine model and color of the injectors installed on the engine.Record the 7 digit injector part number. Click

“CONTINUE”.

NOTE: Remember, all four fuel injectors must share the same color code.

7.

Locate the “program enable” or “mode change 2 (callout on schematic)” jumper connector. Jump the two pins using a short length of wire. Click “CONTINUE”.

3.

Click on the “SPECIAL TESTS” icon (toolbox).

4.

Click on “ENGINE CONTROLLER

REPROGRAMMING”.

5.

Locate the fileset version number.

PROGRAM ENABLE

JUMPER

(BLACK TWO-PIN PLUG)

CAUTION

Do not allow the jumper wire to touch the exhaust pipe or any other grounded metal. ECU damage may occur.

11

11.45

BATTERY & ELECTRICAL SYSTEMS

8.

A request code will be generated. Record the code.

12. The website will generate an authorization code. Record the code.

13. Enter the authorization number in the box on Digital

Wrench. Click on “CONTINUE”.

9.

Access www.polarisdealers.com. Locate “REFLASH

AUTHORIZATION” under the “SERVICE AND

WARRANTY” drop-down menu.

10. Locate and click on the product requiring the reflash. Click on the model year.

14. The reflash process will begin. Verify all connections are properly made. Do not touch anything during the process.

15. Verify the reflash was a success by comparing the software

ID number listed under the “CUSTOMER AND VEHICLE

IDENTIFICATION” button with the number recorded in step 6.

11. Enter the request code generated by Digital Wrench. Select the fuel injector color and model year/engine from the dropdown menu.

11.46

BATTERY & ELECTRICAL SYSTEMS

CARBURETED ELECTRICAL

SYSTEMS

EC50PL Stator Specifications

NOTE: Use a multimeter to test the stator circuits.

Remember to test the circuits when the engine is cold and after the engine has been running for some time.

Specifications

BRN / WHT TO BLK / RED 164

Ω

YELLOW TO YEL / RED 0.2 — 0.5

Ω

YEL / RED, WHT, BRN TO GROUND 0

Ω

EC34 / EC55 Stator Specifications

NOTE: Use a multimeter to test the stator circuits.

Remember to test the circuits when the engine is cold and after the engine has been running for some time.

YEL TO BRN

BRN TO ENGINE

BLK / RED TO GRN

RED TO GRN

RED TO ENGINE

BLK TO ENGINE

WHT / RED TO WHT

WHT TO ENGINE

Specifications

0.16

Ω

0

Ω

13

Ω

13

Ω

OPEN

Ω

0

Ω

185

Ω

OPEN

Ω

500cc EV / 600 HO Stator Specifications

NOTE: Use a multimeter to test the stator circuits.

Remember to test the circuits when the engine is cold and after the engine has been running for some time.

YEL TO BRN

BRN TO ENGINE

BLK / RED TO GRN

RED TO GRN

BLK or WHT TO ENGINE

WHT / RED TO WHT

Specifications

0.15

Ω

0

Ω

15

Ω

15

Ω

0

Ω

185

Ω

Ignition Coil Packs

NOTE: Specifications listed for all models except

EC50PL (488cc) as this model features a CDI / coil pack.

Specifications

BLK TO WHT (Primary)

PLUG CAPS

0.3

Ω

BLK or WHT TO SECONDARY LEAD OPEN

Ω

SECONDARY LEAD TO LEAD 5K

Ω

10K

Ω

Exhaust Valve Solenoid

Coil Resistance

(WHT/YEL to RED)

Specifications

15

Ω

+/- 15% @ 68°F (20°C)

Knock Sensor

11

11.47

BATTERY & ELECTRICAL SYSTEMS

600HO Coolant Temperature Sensor 600 HO Regulator / Rectifier

Resistance

Installation Torque

Sensor Specifications

Operating Temperature Range -22

_

F — +248

_

F (-30

_

C — 120

_

C)

2.4 — 2.6K

Ω

@ 68 _ F (20 _ C)

(Measure in stirred water)

29 ft.lbs. (39.2Nm)

500 EV Coolant Temperature Sensor

Temperature (F / C)

-22

_

F / -30

_

C

32 _ F / 0 _ C

68

_

F / 20

_

C

149 _ F / 6 _ C

221

_

F / 105

_

C

Sensor Specifications

Resistance (OHMS)

22914 — 28006

Ω

5085 — 6215

Ω

2189 — 2675

Ω

455 — 556.2

Ω

152.8 — 186.8

Ω

Oil Level Sender

To test the oil level sender, position the sender as it would be in the oil tank. Allow the float to drop in the direction it would if the oil tank were empty. Continuity should be present when using a multimeter to test the sender with the float in the “empty” position.

No continuity should be present when the float is moved away from the “empty” position.

Circuit Specifications

PLUG / PIN / COLOR FUNCTION

STATOR / 2 / BROWN

STATOR / 3 / YELLOW

STATOR / 4 / BROWN

GROUND

AC POWER INPUT

GROUND

STATOR / 6 / YELLOW AC POWER INPUT

HARNESS / A / YELLOW REGULATED AC POWER

HARNESS / B / ORG/BLK DC BRAKE LAMP GROUND

HARNESS / C / ORANGE AC BRAKE SIGNAL INPUT

HARNESS / D / BRN/WHT DC GROUND

HARNESS / F / BROWN AC GROUND

HARNESS / G / YELLOW REGULATED AC POWER

HARNESS / J / RED/WHT REGULATED DC MFD POWER

HARNESS / K / RED

HARNESS / M / BROWN

METAL TAB

REGULATED DC BATTERY POWER

AC GROUND

GROUND PLATE

11.48

BATTERY & ELECTRICAL SYSTEMS

TROUBLESHOOTING TABLES

NO SPARK

No Spark Condition

Disconnect the single black (black/white) wire from the CDI Module to the ignition kill circuit. Does it have a spark?

YES

Disconnect the stator to CDI module wires. Test the resistance values of the stator coils as per the wiring diagrams. Are the resistance values within specs?

NO

J

Check the ignition switch, wire harness, throttle safety switches and kill switch for proper adjustment or short to ground. Repair or replace as necessary.

YES

Isolate which component’s resistance is not within specs. Remove the flywheel and stator. Recheck the resistances; look for pinched or bare harness wires; or replace the coil.

NO

J

If the parts of the ignition system under the flywheel check OK, the only remaining component is the coil/CDI module assembly. Replace the module with another with the same number.

Incorrect Timing (Advanced/Retard)

Follow the engine timing procedure for checking running timing at recommended RPM. Is the timing within limits?

YES

Remove the ignition kill circuit by disconnecting the single black wire between the CDI module and the machine harness. Is the timing now correct?

NO

J

Adjust the ignition timing by rotating the stator plate to correct the timing. After adjusting the recommended RPM timing, continue with operating RPM timing if poor performance exists. (Continue on with left column.)

NO

J

Check the ignition switch, throttle safety switches, kill switch and harness for damage which can cause intermittent shorting problems. Correct the problem.

YES

Verify the correct CDI module by comparing the CU code on the box to the information listed in the ignition data charts at the beginning of this section.

Is it the right module?

NO

J

Replace the module with the correct part and readjust the ignition timing.

YES

Check the resistance of the coils under the flywheel. Compare these to values on wiring diagram. Are they within limits?

NO

J

Check the wiring connecting the coils and/or replace the coils as necessary.

11.49

11

BATTERY & ELECTRICAL SYSTEMS

DETONATION CONTROL (DET)

Overview

Detonation control is achieved by using a knock sensor mounted to the cylinder head and an ECU (CFI engines) or the CDI

(600HO engines).

The knock sensor “listens” for combustion knock by converting internal engine noise in to an electrical signal. The ECU or CDI uses the signal to determine the level of knock within the combustion chambers after each combustion event.

When the ECU or CDI determines detonation has occurred, the

CHECK ENGINE / DET LED lamp will blink on and off at 0.5

second intervals.

On CFI models, the ECU will retard timing and provide additional fuel to eliminate the detonation. On carbureted engines, the CDI will retard timing until the detonation stops. If the detonation continues past a pre-determined level, the ECU or CDI will initiate an engine mis-fire mode.

To prevent detonation, follow these steps:

• Always use premium fuel (91, 92, or 93 octane)

• On carbureted engines, follow the carburetor jetting guidelines

• Do not modify the engine or exhaust system with nonapproved Polaris modifications

• Verify there is no water or foreign material in the fuel

• Verify there is no internal engine damage

• Verify the cooling system is working properly

NOTE: Install the knock sensor fastener clean and dry without applying thread locker or oils.

VARIABLE EXHAUST SYSTEM (VES)

Overview

The Polaris VES system uses exhaust valves (1 per cylinder) to control the exhaust port height. The valves are actuated by controlling cylinder pressure with a solenoid, bellows, and a series of hoses.

At idle speed and up to a pre-determined level, the solenoid is powered by the ECU or CDI. This action opens the solenoid’s internal valve and allows the cylinder pressure to vent into the atmosphere. During this time the valves are down.

In order to raise the valves, the ECU or CDI will cut power to the solenoid which will close the vent path to atmosphere. The cylinder pressure will then act upon each valve bellows which will raise each valve.

On CFI engines the timing at which the solenoid is turned off is determined by engine RPM, TPS position, and pipe temperature. On carbureted engines, the CDI will turn the solenoid off at 6700 RPM when the throttle flipper is at least

3/4 throttle or at 7200 RPM when the throttle flipper is at least

1/2 throttle.

NOTE: Solenoid Powered = Vent Path Open

Solenoid De-Powered = Vent Path Closed

11.50

DIAGNOSTIC PLUGS

FUEL PUMP

PRIME PLUG

CHASSIS POWER-UP

(2- WIRE CONNECTOR)

BATTERY & ELECTRICAL SYSTEMS

ELECTRONIC REVERSE (PERC)

Overview

Some models are equipped with Polaris electric reverse control

(PERC). The operation of the electronic reverse system is achieved by automatically reversing the engine rotation with a push of a button. When in reverse you will have an indicator light that will flash, notifying you that the machine is in the reverse mode. The design of the clutches are matched to the specifications that will allow the backwards rotation of the engine to move the sled in reverse. To get back to forward is as easy as pushing the button again.

Operation

IQ Chassis Power Plug

IQ models (CFI and carbureted) feature a chassis power diagnostic plug. Connect the plug to the M-10 ACE / ECU-

Chassis Power-Up cable, PN PA-46355 and a fully charged 12volt battery. The plug consists of two wires (BRN and RED/

WHT).

Once powered, all of the RED/WHT chassis power circuits will be powered with battery voltage. The circuits include:

• Head / Tail / Brake Lamps

• MFD (Multi Function Display)

• Accessory Power Plugs

• Hand / Thumb Warmers

IQ CFI Fuel Pump Prime Plug

IQ CFI models feature a fuel pump prime plug. Use the fuel pump prime plug to power-up the fuel pump when purging the fuel system of air or when testing fuel pump pressure.

The fuel pump prime plug consists of two wires (BRN and

RED).

WARNING

Reverse operation, even at low speeds, may cause loss of control, resulting in serious injury or death. To avoid loss of control, always:

LOOK BEHIND BEFORE AND WHILE BACKING.

AVOID SHARP TURNS.

SHIFT TO OR FROM REVERSE ONLY WHEN

STOPPED.

APPLY THROTLE SLOWLY.

CAUTION

To avoid personal injury and/or engine damage, do not operate the electric start or recoil while engine is running.

1.

Ensure that the vehicle is stopped and the engine is warmed up and running at idle.

NOTE: The system will only engage in reverse if the

engine is below 4000 RPM. If engine is above 4000

RPM the system can not be activated.

2.

Ensure that the path behind you is clear.

3.

Push and hold the yellow reverse button on the left hand control for 1 second and then release the button. The reverse light on the instrument panel will flash when engine is in reverse motion.

NOTE: The engine will automatically reduce RPM

and it will reverse the rotation of the engine when the

RPM is at the lowest RPM point.

4.

Ensure that the path behind you is clear.

5.

Slowly apply throttle until the sled starts to move in reverse, and carefully direct the sled in the direction that you want.

NOTE: Maximum RPM in reverse is 6000 RPM.

11

11.51

BATTERY & ELECTRICAL SYSTEMS

NOTE: If the engine stops running or is shut off while in reverse. The engine will start in forward gear.

FORWARD OPERATION

1.

If unit was operated in reverse, ensure that the path ahead is clear, and push an hold the reverse button for 1 second and then release the button. The engine will now automatically change direction form reverse to forward and the reverse light on the instrument panel will stop flashing.

NOTE: When servicing clutches, ensure that the

vehicle is in forward gear. If not damage to the

driven clutch may occur when removing the belt.

Altitude Setting

If your engine is carbureted, you can adjust the elevation setting of the Polaris electric reverse control (PERC). If your engine is a Cleanfire system, this is automatically done through the engine controller unit (ECU), and you do not need to do any setting.

At higher elevations over 6000 ft (1829m), the engine requires a different ignition RPM setting to improve the operation of the reverse system.

To set the altitude settings:

1.

With the engine running, push and hold the reverse button for 5 — 6 seconds and then release the button.

2.

The reverse light will flash rapidly on the instrument panel.

3.

You have now set the PERC system to the higher elevation setting.

4.

To go back to the low elevation setting repeat step 1. The reverse light will flash slowly indicating that the system is now in the lower elevation setting.

NOTE: The elevation setting will be set in the

memory (engine running or not) until it is changed.

Important Notes

• Max RPM for shifting into reverse = 4000 RPM

• Max RPM for operating in reverse = 6000 RPM

• Engine must first reach 900 RPM at start up before the reverse system can be used. The system works between

900 and 4000 RPM.

• If the button is pushed above 4000 RPM the system is bypassed and nothing will happen.

• Flashing light on the instrument panel indicates that the system is in reverse. On carbureted units a slow flash indicates that the system is set for low elevation, and a

11.52

fast flash indicates the system is set up for high elevation. Push and hold the reverse button for longer than 5 seconds to toggle back and forth from high and low elevation settings. On Cleanfire units this is automatically done through the engine controller unit

(ECU).

• Elevation above 6000 ft (1829m) requires a different timing curve to eliminate a “kick-back” effect.

• If engine is shut off or dies in forward or reverse gear, the engine when started will automatically be in forward gear.

• When servicing clutches, ensure that the vehicle is in the forward gear.

Numerics

2 Stroke Gasoline Pre-Mix Chart 2.7

2 Stroke Gasoline/Oil Pre-Mix chart 2.7

340 Engine Rebuilding 5.12

340 Engine Removal 5.10

340/550 Engine Assembly 5.13

340/550/500 Engine Removal/Installation 5.11

42.5 EDGE Front Suspension 8.5

500 Fuji Engine 5.16

500 Liberty Engine Rebuilding 5.28

500 Liberty Engine Removal 5.10

500/600 Engine (Carbureted) 5.19

500/600 HO Liberty Engine Disassembly 5.22

500/600 HO Liberty Engine Rebuilding 5.22

500/600 HO Liberty Engine Torque Specifications

5.28, 5.40

500/600/600 HO Liberty Engine Assembly 5.24

500/600/600 HO Liberty Engine Water Pump 5.6

500/600/600 HO Liberty Recoil/Stator Assembly

5.25

500/600/600 HO Liberty Recoil/Stator Removal

5.25

500/600/700 HO Liberty Recoil/Stator Assembly

5.8

500/600/700 HO Liberty Recoil/Stator Removal 5.7

550 Engine Rebuilding 5.12

550 Engine Removal 5.10

600 CFI Engine Removal 5.29

600 HO Liberty Engine Installation 5.25, 5.35

600 HO Liberty Engine Removal 5.19

600/600 HO Liberty Cylinder Stud Installation 5.5

600/700 CFI Liberty Engine Assembly 5.34

600/700 Engine (CFI)

Disassembly 5.33

Removal 5.29

A

Adjustable ski stance (RMK Only) 8.18

Adjustments

Choke 3.17

Air Filter 3.22

Arvin Monotube Assembly 9.32

Arvin Monotube Disassembly 9.32

B

Battery Testing 11.5

Bearing Fit 3.8

Belt Burning Diagnosis 6.9

Belt Deflection 3.14, 6.23

Measurement 3.14

Belt Inspection 6.8

Belt Installation (TEAM driven clutch) 6.10

Belt Removal (TEAM driven clutch) 6.10

Brake Fluid Indicator 3.13

Brake Fluid Type 3.13

Brake Lever Travel 3.13

Brake System

Bleeding 7.19

Compensating Port 7.19

Fluid Change 7.19

Overview 7.19

Bumper 10.4

C

Carbureted Electrical Systems 11.47

Carbureted System Overview 4.4

Carburetor Syncronization 4.14

Chain Case Exploded View 7.7

Chaincase

Chains 7.6

Gears 7.6

Seal/Bearing Replacement 7.9

Cleanfire Fuel Injection 11.20

Cleanfire System Overview 4.19

Clutch Springs Designation 2.2

Clutch Tools Table 6-1 6.4

Compression Damping Adjustable Shock 8.9

Connecting Rod Bearing 3.8

Console 10.7

Conventional Battery 11.4

Coolant Level 3.7

Coolant Tank 10.5

Cooling System Bleeding 3.7

Corrosion 3.23

Crankcase Inspection

Bearing fit 3.8

Crankshaft

Runout Inspection 3.12

Truing 3.11

Crankshaft Indexing 3.9

Crankshaft Inspection

Checking Crankshaft Indexing 3.9

Connecting Rod (small end) 3.9

Connecting rod bearing 3.8

Indexing 3.9

ix.1

Main bearing 3.8

Crankshaft Runout Inspection 3.12

Crankshaft Truing 3.11

Cylinder Head 5.7

Cylinder Head Inspection 3.5

Cylinder Honing 3.5

Cylinder Inspections 3.5

Cylinder Measurement 3.5

Cylinder Measurements 3.5

D

Decals 10.9

Decimal Equivalents Chart 2.8

Detionation Control (DET) 11.50

Diagnostic Plugs 11.51

Digital Wrench Diagnostic Software 11.43

Drive Clutch

Assembly 6.18

Disassembly 6.16

Identification 6.15

Installation 6.20

Removal 6.15

Roller Installation 6.17

Roller Removal 6.17

Spider Indexing 6.18

Drive Clutch Weights 6.6

Drive Shaft Installation 7.12

Drive Shaft Removal 7.12

Drive System Terminology

Backshifting 6.2

Clutch Weight 6.2

Drive Spring 6.2

Driven Spring 6.2

Engagement RPM 6.2

Final Gearing 6.3

Helix/Ramp 6.3

Low/High Ratio Lines 6.3

Neutral Speed 6.2

Shift Out Overrev 6.2

Drive Train Exploded View 7.10

Driven Clutch

Assembly 6.22

Components 6.21

Disassembly 6.21

Removal 6.21

Driven clutch installation 6.21

ix.2

E

Edge Headlight Bulb Replacement 3.24

EDGE RMK Front Suspension 8.4

Electric Reverse (PERC) 11.51

Electric Start

Gen II/Edge 11.12

IQ 11.16

Electrical Specifications 11.3

Engine Mount 5.5

Exhaust

Installation 3.13

Exhaust Valve

Assembly 5.3

Disassembly 5.3

Overview 5.2

Springs 5.3

F

FOX PS-5 Assembly 9.33

FOX PS-5 Disassembly 9.33

Fresh Pack Battery 11.4

Front Suspension Adjustment 8.7

Front Suspension Adjustment Procedure 8.7

Front Suspension Alignment 8.16

Front Suspension Torque & Specification 8.3

Front Suspension Type by Model 8.2

Fuel Filter 3.12

Fuel Filter Inatallation 4.23

Fuel Filter Removal 4.23

Fuel Level Indicator 4.19

Fuel Pump

700 CFI 4.19

Fuel Pump Overview 4.4

Fuel Pump Resistance Testing 4.21

Fuel Rail Bleeding 4.20

Fuel Sender

600 CFI 4.21

Fuel Supply & Return Fittings 4.20

Fuel Tank

600 CFI 4.21

Fuel Tank Pressure Test 4.22

Fusion/IQ RMK Front Suspension 8.3

G

Gasoline Volatility 2.7

Gearing Charts 7.2

Gearing Explination 2.2

Gears and Chain Part Numbers 7.6

Glossary of Terms 2.10

H

Handle Bar Cover 10.8

Handlebar 8.19

Headlight 10.4

Headlight Bulb Replacement 3.24

Edge 3.24

IQ 3.24

Honing Procedure 3.6

Cleaning the cylinder after honing 3.6

Honing to oversize 3.6

Hood Assembly 10.3

I

Ignition Timing 11.6

Injector Replacement 4.17

IQ Suspension Adjustment 8.13

J

Jackshaft

Installation 7.11

Removal 7.11

Jetting Explination 2.2

Jetting Guidelines 4.9

L

Lubrication

Chain Case Oil 3.17

Choke Cable 3.16

Drive Shaft Bearing 3.16

Front Suspension 3.16

Jack Shaft Bearing 3.16

Rear Suspension 3.15

Steering 3.16

Throttle Cable 3.16

M

M-10 Adjustments 9.14

M-10 FRA Adjustment Indicator 9.16

M-10 FRA Adjustments 9.15

M-10 FRA Set Up 9.16

M-10 Overview 9.14

M-10 Ski Pressure 9.16

M-10 Suspension 9.14

M-10 Terminology 9.15

Main Bearing 3.8

Measurement Conversion Chart 2.9

Metric Tap Drill Sizes 2.8

Mikuni Carburetor Components 4.7

Float System 4.8

Fuel Delivery 4.8

Fuel Metering 4.8

Function 4.7

Jet Needle 4.10

Main Jet 4.9

Needle Jet 4.10

Pilot Air Screw 4.9

Pilot Jet 4.8

Piston Valve or Throttle Valve 4.9

Mikuni Jet Needle 4.5

Mikuni Main Jets 4.15

Mikuni Pilot Air Jet Part Numbers (Long) 4.16

Mikuni Pilot Air Jet Part Numbers (Short) 4.16

Mikuni Pilot Jet Needle Part Numbers 4.15

Mikuni Pilot Jet Part Numbers 4.15

Mikuni Pilot Starter Jet Part Numbers 4.16

Mikuni Piston or Throttle Valve Part Numbers 4.16

Mikuni TM38 Flat Slide Service

Assembly 4.14

Disassembly 4.12

Mikuni TM-38 Overview 4.6

Model Number Designation 2.4

Model Number Explination 2.4

N

Nose Pan

Cleaning 3.22

Nosepan 10.8

O

Oil Filter 3.12

Oil Pre Mix Chart 2.7

Oil Pump

Adjustment 340,500,550 Fuji 500,600 Liberty

3.19

Bleeding 3.12

Oil Tank 10.5

P

Piston Inspection 3.6

Piston Ring Installed Gap 3.7

Piston Wash Reading 2.9

Polaris Recommended Program 3.3

Publication Part Numbers

2007 2.6

Manuals, Posters, Videos 2.5

PVT System

Adjusting Belt Deflection 6.11

Drive Belts 6.12

ix.3

Drive Clutch Springs 6.5

Non-ER LW Driven Helixes 6.7

Special Tools 6.4

Team Driven Springs 6.8

PVT System Overview 6.2

R

Rail Slides 9.17

Rear Suspension Adjustments 9.8

Rear Suspension Operation 9.7

Rear Suspension Removal 9.18

Rear Suspension Torque Specifications 9.4

Rear Suspension Troubleshooting 9.34

Rear Suspension Type per Model 9.2

Recommended Coolant 3.7

Reed Valve 5.3

Reed Valve Assembly 5.4

Reed Valve Disassembly 5.3

RMK FTA set up recommendations 9.9

S

SAE Tap Drill Sizes 2.8

Seat 10.5

Service Precautions 4.3

Shock Information

Rear 9.21

Shock Maintenance 9.30

Shock Production Valving 8.12

Shock Rods 9.6

Shock Specifications 8.11

SHOCK VALVE PART NUMBERS

Walker 9.25

Side Panels 10.2

Ski Stance 8.18

Skis 10.8

Snow Beam Bulb Replacement

IQ 3.24

Spark Plug Reading 2.9

Special Tools 2.11–2.14

Rear Suspension 9.3

Standard Bolt Torque Specification 2.7

Steering 8.15

Storage

Battery 3.23

Carburetor 3.23

Chassis 3.22

Clutch 3.23

Controls and Linkage 3.23

1.4

Drive System 3.23

Electrical Connections 3.23

Fuel System 3.23

Hood 3.22

Shocks 3.23

Throttle Body 3.23

Suspension Spring

Free Length 2.3

Pre-Load 2.3

T

Tail Light 10.7

Thermostat 5.4

Throttle Body Removal 4.22

Throttle Lever Freeplay 3.18

Throttle Opening vs Fuel Flow 4.11

Throttle Position Sensor 11.8

Torque Stop 3.21

Track Alignment 3.20

Track Alingment 3.20

Track Tension 3.21

Troubleshooting Tables 11.49

Tunnel Decal 2.5

V

Variable Exhaust Systems (VES) 11.50

VIN 2.5

VIN Designation 2.5

W

Warnings 4.3

Water Sediment Trap 3.22

Water Temperature Sensor Replacement 5.5

Widetrak Front Suspension 8.6

Wrist Pin Bearing 3.9

1

1.5

2007 340 / 550 GEN II — EDGE Models

Wiring Diagrams

12.1

Wiring Diagrams

2007 Wide Trak

12.2

2007 500 XCSP

Wiring Diagrams

12.3

Wiring Diagrams

2007 600 HO Carbureted 1 of 2

12.4

2007 600 HO Carbureted 2 of 2

Wiring Diagrams

12.5

Wiring Diagrams

2007 600 HO Carbureted Hood Harness

12.6

2007 600 / 700 CFI 1 of 2

Wiring Diagrams

12.7

Wiring Diagrams

2007 600 / 700 CFI 2 of 2

12.8

2007 600 / 700 CFI Hood Harness

Wiring Diagrams

12.9

Wiring Diagrams

12.10