Professional Documents
Culture Documents
9/23/04
9:17 AM
Page 1
SERVICE MANUAL
TRAIL RMK
600 RMK
700 RMK
800 RMK
900 RMK
600 SWITCHBACK
800 SWITCHBACK
PART #
9919302
9919302
PN 9919302
CAUTION:
DANGER
A CAUTION indicates special precautions that must be taken to avoid personal injury,
or snowmobile or property damage.
Failure to follow DANGER instructions will result in severe injury or death to the operator,
bystander or person inspecting or servicing the snowmobile.
WARNING
Failure to follow WARNING instructions could result in severe injury or death to the operator, bystander or person inspecting
or servicing the snowmobile.
CAUTION:
A CAUTION indicates special precautions that must be taken to avoid personal injury, or snowmobile or property damage.
NOTE:
A NOTE provides key information to clarify instructions.
Trademarks
Polaris acknowledges the following products mentioned in this manual:
FLEXLOC, Registered Trademark of SPS Technologies
Loctite, Registered Trademark of the Loctite Corporation
STA-BIL, Registered Trademark of Gold Eagle
FOX, Registered Trademark of Fox Shox
Nyogel, Trademark of Wm. F. Nye Co.
Fluke, Registered Trademark of John Fluke Mfg. Co.
Mity Vac, Registered Trademark of Neward Enterprises, Inc.
Ammco, Registered Trademark of Ammco Tools, Inc.
Torx, Registered Trademark of Textron
Hilliard, Trademark of the Hilliard Corporation
Willwood, Trademark of the Willwood Corporation
SPECIFICATIONS
GENERAL
MAINTENANCE
FUEL DELIVERY
ENGINE
CLUTCHING
FINAL DRIVE
BRAKE SYSTEM
STEERING
FRONT SUSPENSION
10
REAR SUSPENSION
11
CHASSIS / HOOD
12
ELECTRICAL SYSTEM
13
WIRING DIAGRAMS
14
INTRODUCTION
NOTES
ii
TRAIL RMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
600 RMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
700 RMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
800 RMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
900 RMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
600 SWITCHBACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
800 SWITCHBACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2 - 1.3
1.4 - 1.5
1.6 - 1.7
1.8 - 1.9
1.10 - 1.11
1.12 - 1.13
1.14 - 1.15
SPECIFICATIONS
NOTES
1.1
SPECIFICATIONS
MODEL: . . . . . . . . . . . . . . TRAIL RMK
MODEL NUMBER: . . . . S05NJ5BS(A)
ENGINE MODEL: . . . . . EC55PM071
ENGINE
CARBURETION
Engine Type
Libertyt
Type
Mikuni
VM34SS w/ACCS
544
Main Jet
Bore in / mm
2.87 / 73mm
Pilot Jet
35
Stroke in / mm
2.56 / 65mm
Jet Needle
6DEH11 / 3
Cylinders
Needle Jet
Q-- 0 (480)
.0045 - .0053
.114 - .135mm
.250
6.35mm
.015 - .022
.4 - .55mm
Cutaway
3.0
Piston Marking
5MD
Valve Seat
1.5 Viton
Starter Jet
1.5
7000
Fuel Screw
N/A
1600
N/A
Air Screw
1.0 Turns
87 Oct. NonOxy /
89 Oct. Oxy
3800
AMBIENT TEMPERATURE
Altitude
Below -30F
-30 F
Below -34C
-30_ to --10_F
-34_to -23_C
--10_to +10_F
-23_ to --12_C
+10_to +30_F
-12_to --1_C
+30_to +50_F
-1_to +10_C
Above +50_F
Above +10_C
290/280
#3
280/270
#3
270/260
#3
260/250
#3
250/240
#3
240/230
#3
600--1200
(2000--4000)
290/280
#3
280/270
#3
270/260
#3
260/250
#3
250/240
#3
240/230
#3
1200--1800
(4000--6000)
290/280
#3
280/270
#3
270/260
#3
260/250
#3
250/240
#3
240/230
#3
290/280
#3
280/270
#3
270/260
#3
260/250
#3
250/240
#3
240/230
#3
290/280
#3
280/270
#3
270/260
#3
260/250
#3
250/240
#3
240/230
#3
290/280
#3
280/270
#3
270/260
#3
260/250
#3
250/240
#3
240/230
#3
0--600
(0--2000)
Meters
(Feet)
1800--2400
(6000--8000)
(6000
8000)
2400--3000
(8000--10000)
(8000
10000)
3000--3700
(10000--12000)
(10000
12000)
Altitude
Meters
M
t
(Feet)
1.2
DRIVE CLUTCH
DRIVEN CLUTCH
Shift
Weight
Clutch
Spring
Clutch
Spring
Driven
Helix
Chaincase
Gearing
0-900
(0-3000)
10 64 Bushed
10--64
Dark Blue /
White
Red / Blue
40
40
Team Reverse
19 43 74P
19--43
900-1800
(3000-6000)
10 62 Bushed
10--62
Dark Blue /
White
Red / Blue
40
40
Team Reverse
19 43 74P
19--43
1800-2700
(6000-9000)
10 60 Bushed
10--60
Dark Blue /
White
Red / Blue
40
40
Team Reverse
19 43 74P
19--43
2700-3700
(9000-12000)
10 58 Bushed
10--58
Dark Blue /
White
Red / Blue
40
40
Team Reverse
19 43 74P
19--43
SPECIFICATIONS
DRIVE CLUTCH
CHAINCASE
Type
P-- 85
Center DIstance
7.92 / 20.12cm.
Shift Weights
10-- 60 Bushed
Gearing : Chain
19-- 43 :74P
Drive Spring
Red/Blue
Reverse
Electronic Reverse
Brake Pads
Type 81
Brake Type
Air Cooled
DRIVEN CLUTCH
Type
Spring
Dark Blue/White
Helix Angle
40_
Team Reverse
CAPACITIES
BELT
Fuel Tank
3211078
Oil Tank
1.438 / 3.65cm.
Coolant
N/A
28_
Outside Diameter
46.625 / 118.4cm.
Center Distance
11.5 / 29.2cm.
SLED DIMENSION
Unit Length / Height /
Width in / cm.
FRONT SUSPENSION
121 / 48 / 48
308 / 122 / 122 cm.
REAR SUSPENSION
Type
Type
EDGE RMK
7042197 Nitrex
Standard FTS
7042085 Nitrex
80#/in.
170#
.75/1.9cm
N/A
Premium FTS
75#/In.
170#
9.75/24.8cm Installed
length
7 6 / 19.3cm.
7.6
19 3cm
Standard RTS
Select / PN 7042058
Premium RTS
Torsion Spring
TRACK
Width / Length / Lug Height
Flywheel I.D.
FP9312
CDI Marking
CU7236
Voltage Regulator
Alternator Output
240 watts
Magneto Pulses
27 @3000 RPM1.5_
27_@3000
RPM1.5
14_@6500 RPM1.5_
Electric Start
Standard Accessory
y
Premuim Optional
LR7
1.3
SPECIFICATIONS
MODEL: . . . . . . . . . . . . . . 600 RMK 144
MODEL NUMBER: . . . . S05NK6ES(A)
ENGINE MODEL: . . . . . S2712--6044--PI6E
ENGINE
CARBURETION
Engine Type
Libertyt
Type
Mikuni
TM 38
599
Main Jet
310
Bore in / mm
3.04 / 77.25mm
Pilot Jet
45
Stroke in / mm
2.52 / 64mm
Jet Needle
9DGI01-- 60 / 2
Cylinders
Needle Jet
P-- 8
.0045 - .0059
.115 - .149mm
.11
2.7mm
.014 - .020
.14 - .20mm
Cutaway
1.5 (N)
Piston PN
3021308
Valve Seat
1.5
N/A
Starter Jet
140
8000
Fuel Screw
1.0 Turns
1500
N/A
3900
Air Screw
.75
Green/White
87 Oct. NonOxy /
89 Oct. Oxy
AMBIENT TEMPERATURE
Altitude
Below -30F
-30 F
Below -34C
-30_ to --10_F
-34_to -23_C
--10_to +10_F
-23_ to --12_C
+10_to +30_F
-12_to --1_C
+30_to +50_F
-1_to +10_C
Above +50_F
Above +10_C
450
#4
430
#4
420
#3
400
#3
380
#3
370
#3
600--1200
(2000--4000)
410
#4
390
#3
380
#3
360
#3
340
#3
330
#2
1200--1800
(4000--6000)
380
#3
360
#3
350
#3
330
#3
320
#2
300
#2
360
#3
340
#3
320
#3
310
#2
290
#2
280
#2
340
#3
320
#3
300
#2
290
#2
270
#2
260
#2
330
#3
310
#2
290
#2
280
#2
260
#2
240
#2
0--600
(0--2000)
Meters
(Feet)
1800--2400
(6000--8000)
(6000
8000)
2400--3000
(8000--10000)
(8000
10000)
3000--3700
(10000--12000)
(10000
12000)
Altitude
Meters
(Feet)
1.4
DRIVE CLUTCH
Shift
Weight
0--900
(0-3000)
10 60 Bushed
10-60
900-1500
(3000-5000)
10 58 Bushed
10-58
1500-2100
(5000-7000)
10 56 Bushed
10-56
2100-2700
(7000-9000)
10 54 Bushed
10-54
2700-3350
(9000-11000)
10AL Bushed
3350-4000
(11000-13000)
10 Bushed
DRIVEN CLUTCH
Clutch
Spring
Clutch
Spring
Driven
Helix
Chaincase
Gearing
Black/Green
7043063
56 / 42 -- .36
36
ER
19--39 : 72P
SPECIFICATIONS
DRIVE CLUTCH
CHAINCASE
Type
P-- 85
Center Distance
7.92 / 20.12cm.
Shift Weights
10-- 54 Bushed
Gearing : Chain
19-- 39 : 72 P
Drive Spring
Black/Green
Reverse
Electronic Reverse
Brake Pads
Type 81
Brake Type
Liquid Cooled
DRIVEN CLUTCH
Type
Spring
7043063
Helix Angle
54 / 42 - .36 Reverse
CAPACITIES
BELT
Fuel Tank
3211080
Oil Tank
1.438 / 3.65cm.
Coolant
28_
Outside Diameter
46.625 / 118.4cm.
Center Distance
11.5 / 29.2cm.
SLED DIMENSION
Unit Length / Height /
Width in / cm.
FRONT SUSPENSION
124 / 48 / 45.5
315 / 122 / 116cm.
REAR SUSPENSION
Type
Type
EDGE RMK
7042197 Nitrex
Standard FTS
7042058 Nitrex
100#
170#
9.75/24.7cm Installed
7.375/18.7 Installed
Premium FTS
100#
170#
4.25/10.8cm
2.98/7.6cm
7 6/19 3cm
7.6/19.3cm
Standard RTS
7042085 Select
Premium RTS
Torsion Spring
.359/47_
TRACK
Width / Length / Lug Height
4010677
Champion RN57YCC /
.028 / .70mm
CDI Marking
4010834
Voltage Regulator
T1
Alternator Output
280 watts
Magneto Pulses
24 @3500 RPM1.5_
24_@3500
RPM1.5
w/TPS Disconnected
Electric Start
Standard Accessory
y
Premium Optional
1.5
SPECIFICATIONS
MODEL: . . . . . . . . . . . . . . 700 RMK
MODEL NUMBER: . . . . S05N(K,L)7CS(A)
ENGINE MODEL: . . . . . S2775--7070--PI7C
ENGINE
CARBURETION
Engine Type
Libertyt
Type
Mikuni
TM 40
701
Main Jet
340
Bore in / mm
3.19 / 81mm
Pilot Jet
45
Stroke in / mm
2.68 / 68mm
Jet Needle
9DGN5-- 57 / 2
Cylinders
Needle Jet
P-- 8
.0044 - .0058
.111 - .147mm
0.098
2.5mm
.012 - .018
.304 - .457 mm
Cutaway
2.0
Piston PN
3021307
Valve Seat
1.8
N/A
Starter Jet
145
8000
Fuel Screw
1.75 Turns
1500
N/A
3800
Air Screw
1.0 Turns
Orange
87 Oct. NonOxy /
89 Oct. Oxy
AMBIENT TEMPERATURE
Altitude
Below -30F
-30 F
Below -34C
-30_ to --10_F
-34_to -23_C
--10_to +10_F
-23_ to --12_C
+10_to +30_F
-12_to --1_C
+30_to +50_F
-1_to +10_C
Above +50_F
Above +10_C
500
#4
490
#4
470
#3
450
#3
430
#3
410
#3
600--1200
(2000--4000)
470
#4
450
#3
430
#3
410
#3
390
#3
380
#2
1200--1800
(4000--6000)
440
#3
420
#3
400
#3
380
#3
370
#2
350
#2
400
#3
380
#3
360
#3
340
#2
330
#2
310
#2
360
#3
340
#3
320
#2
300
#2
290
#2
270
#2
320
#3
300
#2
290
#2
270
#2
250
#2
230
#2
0--600
(0--2000)
Meters
M
t
(Feet)
1800--2400
(6000--8000)
(6000
8000)
2400--3000
(8000--10000)
(8000
10000)
3000--3700
(10000--12000)
(10000
12000)
Altitude
Meters
(Feet)
1.6
DRIVE CLUTCH
Shift
Weight
Clutch
Spring
0--600
(0-2000)
10 64 Bushed
10--64
Black/Green
600-1200
(2000-4000)
10 62 Bushed
10-62
Black/Green
1200-1800
(4000-6000)
10 60 Bushed
10-60
Black/Green
1800-2400
(6000-8000)
10 58 Bushed
10-58
Black/Green
2400-3000
(8000-10000)
10--56 Bushed
Black/Green
3000-3600
(11000-12000)
10--54 Bushed
Black/Green
DRIVEN CLUTCH
Clutch
Spring
Driven
Helix
Chaincase
Gearing
EV Spring
Recommendation
Altitude
EV Spring
meters(feet)
7043063
56 / 42 -- .36
36
ER
0--1200
(0--4000)
Green/Yellow
19--39 : 72P
1200--3600
(4000--12000)
Orange
SPECIFICATIONS
DRIVE CLUTCH
CHAINCASE
Type
P-- 85
Center Distance
7.92 / 20.12cm.
Shift Weights
10-- 58 Bushed
Gearing : Chain
19-- 39 : 72 P
Drive Spring
Black/Green
Reverse
Electronic Reverse
Brake Pads
Type 81
Brake Type
Liquid Cooled
DRIVEN CLUTCH
Type
Driven Spring
7043063
Helix Angle
58 / 42 - .36 Reverse
CAPACITIES
BELT
Fuel Tank
Oil Tank
3211080
Coolant
1.438 / 3.65cm.
28_
Outside Diameter
46.625 / 118.4cm.
124 / 48 / 45.5
315 / 122 / 116 cm.
Center Distance
11.5 / 29.2cm.
130 / 48 / 45.5
330 / 122 / 116 cm.
SLED DIMENSION
FRONT SUSPENSION
REAR SUSPENSION
Type
Type
EDGE RMK
7042197 Nitrex
Standard FTS
7042058 Nitrex
100#
170#
9.75/24.7cm Installed
7.375/18.7 Installed
Premium FTS
100#
170#
4.25/10.8cm
2.98/7.6cm
7 6/19 3cm
7.6/19.3cm
Standard RTS
7042085 Select
Premium RTS
Torsion Spring
.359/47_
TRACK
Width / Length / Lug Height
Track Tension
ELECTRICAL
Flywheel I.D.
4010677
CDI Marking
4010835
Voltage Regulator
T1
Alternator Output
280 watts
Magneto Pulses
20 @ 2000 RPM
w/ TPS Disconnected
Electric Start
Standard Accessory
Premium Optional
1.7
SPECIFICATIONS
MODEL: . . . . . . . . . . . . . . 800 RMK
MODEL NUMBER: . . . . S05N(M,K,L)8CS(A,B)
ENGINE MODEL: . . . . . S2776--8070--PI8C
ENGINE
CARBURETION
Engine Type
Libertyt
Type
Mikuni
TM40
794
Main Jet
350
Bore in / mm
3.35 / 85mm
Pilot Jet
45
Stroke in / mm
2.76 / 70mm
Jet Needle
9DGN6-- 57 / 2
Cylinders
Needle Jet
P-- 8
.006 - .0074
.152 - .188mm
0.102
2.6mm
.016 - .022
.40 - .559mm
Cutaway
2.0
Piston PN
3021315
Valve Seat
1.8
N/A
Starter Jet
145
8000
Fuel Screw
1.5 Turns
1500
N/A
3800
Air Screw
.75 Turns
Pink
87 Oct. NonOxy /
89 Oct. Oxy
AMBIENT TEMPERATURE
Altitude
Below -30F
-30 F
Below -34C
-30_ to --10_F
-34_to -23_C
--10_to +10_F
-23_ to --12_C
+10_to +30_F
-12_to --1_C
+30_to +50_F
-1_to +10_C
Above +50_F
Above +10_C
510N
#5
490
#3
470
#4
450
#4
430
#3
410
#3
600--1200
(2000--4000)
480
#4
470
#4
450
#4
430
#3
410
#3
390
#2
1200--1800
(4000--6000)
450
#4
430
#4
410
#3
390
#3
370
#2
350
#2
410
#4
390
#3
370
#3
350
#2
330
#2
310
#2
370
#3
350
#3
330
#2
310
#2
290
#2
270
#2
340
#3
320
#2
300
#2
280
#2
260
#2
240
#1
0--600
(0--2000)
Meters
M
t
(Feet)
1800--2400
(6000--8000)
(6000
8000)
2400--3000
(8000--10000)
(8000
10000)
3000--3700
(10000--12000)
(10000
12000)
Altitude
Meters
(Feet)
1.8
DRIVE CLUTCH
Shift
Weight
0--900
(0-3000)
10 66 Bushed
10-66
900-1500
(3000-5000)
10 64 Bushed
10-64
1500-2100
(5000-7000)
10 62 Bushed
10-62
2100-2700
(7000-9000)
10 60 Bushed
10-60
2700-3350
(9000-11000)
10--58 Bushed
3350-4000
(11000-13000)
10--56 Bushed
Clutch
Spring
DRIVEN CLUTCH
Clutch
Spring
Driven
Helix
Chaincase
Gearing
EV Spring
Recommendation
Altitude
EV Spring
meters(feet)
Black/Green
7043063
58 / 42 -- .36
36
Rev.
0--1200
(0--4000)
Pink/Yellow
19--39 : 72P
1200--3600
(4000--12000)
Pink
SPECIFICATIONS
DRIVE CLUTCH
CHAINCASE
Type
P-- 85
Center DIstance
7.92 / 20.12cm.
Shift Weights
10-- 60 Bushed
Gearing : Chain
19-- 39 : 72 P
Drive Spring
Black/Green
Reverse
Electronic Reverse
Brake Pads
Type 81
Brake Type
Liquid Cooled
DRIVEN CLUTCH
Type
Driven Spring
7043063
Helix Angle
58 / 42 - .36 Reverse
CAPACITIES
BELT
Fuel Tank
Oil Tank
3211080
Coolant
1.438 / 3.65cm.
28_
Outside Diameter
46.625 / 118.4cm.
Center Distance
11.5 / 29.2cm.
SLED DIMENSION
Unit Length / Height /
Width in / cm.
FRONT SUSPENSION
124 / 48 / 45.5
315 / 122 / 116 cm.
130 / 48 / 45.5
330 / 122 / 116 cm.
REAR SUSPENSION
Type
Type
EDGE RMK
7042197 Nitrex
Standard FTS
7042058 Nitrex
100#
170#
9.75/24.7cm Installed
7.375/18.7 Installed
Premium FTS
100#
170#
4.25/10.8cm
2.98/7.6cm
7 6/19 3cm
7.6/19.3cm
Standard RTS
7042085 Select
Premium RTS
TRACK
TORSION SPRINGS
Track Tension
Torsion Spring
.359/47_
ELECTRICAL
Flywheel PN
4010677
CDI PN
4010842
Voltage Regulator
T1
Alternator Output
280 watts
Magneto Pulses
29 @3250 RPM1.5_
29_@3250
RPM1.5
w/ TPS disconnected
Electric Start
Standard Accessory
y
Premium Optional
1.9
SPECIFICATIONS
MODEL: . . . . . . . . . . . . . . 900 RMK
MODEL NUMBER: . . . . S05P(L,M)8DS(A,B,C,D)
ENGINE MODEL: . . . . . S2884--8686--PI8D
ENGINE
FUEL SYSTEM
Engine Type
Liberty
Type
Engine Displacement cc
866
Regulator Pressure
4 Bar (58psi)
Bore in / mm
3.46/ 83mm
Stroke in / mm
3.15 / 80mm
2 / 51mm
Cylinders
.92 - .94
.0045 - .0098
.114 - .249
Mikuni
.016 - .022
.406-- .56
Piston Marking
3021327
Type
P-- 85
N/A
11.5 / 29.2
7400
Spring
Black / Green
1400
Shift Weight
10-- 70
3700
Purple
THROTTLE BODY
DRIVE CLUTCH
DRIVEN CLUTCH
CHAINCASE
Type
TEAM
Spring
7043058
Helix
62/46-- 36 ER
11.35 / 28.83cm
Gearing
19 : 39 - 90P
Reverse
Electronic
Width in/cm
1.438 / 3.652cm
Brake Pads
2202727
Length in/cm
46.625 / 118.4275cm
Brake Type
Type 94 (DOT 4)
Part Number
3211080
BELT
CAPACITIES
DIMENSIONS
10.8 / 40.9
Length in/cm
128 / 325
134 / 340
3 / 2.8
Height in/cm
46.5 / 118
Coolant qts. / l
11 / 325.3
Width in/cm
46 33 / 118
46.33
Altitude
Meters
(Feet)
DRIVE CLUTCH
Shift
Weight
0-900
(0-3000)
10 -74
1074
900-1500
(3000-5000)
10 -74
1074
1500-2100
(5000-7000)
10 -72
1072
2210-2700
(7000-9000)
2700--3350
(9000--11000)
3350--4000
(11000--13000)
DRIVEN CLUTCH
Clutch
Spring
Clutch
Spring
Driven
Helix
Chaincase
Gearing
Bl k/G
Black/Green
7043058
62/46 -36
62/4636 ER
19 : 39 -- 90P
10 -70
1070
10--68
10--66
Idle RPM is factory set and is adjusted automatically through the barometric sensor inside the ECU. DO NOT attempt to adjust
idle on the throttle body or engine performance may be affected.
1.10
SPECIFICATIONS
FRONT SUSPENSION
REAR SUSPENSION
Type
IQ
Type
IQ
7043049 AFX
Standard FTS
7043048 FX
110#
170#
Fixed
Premium FTS
100#
170#
10 / 25.4cm Installed
8.84 in / 22.4cm
Standard RTS
7043047 AFX
Premium RTS
TRACK
TORSION SPRINGS
Width in/cm
15/38.1
Length in/cm
151/384
159/404
166/422
.359/77_
.347/77_
Track Tension
.375/77_
ELECTRICAL
Flywheel I.D.
4011119
Champion RN57YCC /
.025mm(.003)
Base ECU
4011081
Voltage Regulator
4010866
Alternator Output
400watts
Stator
4010727
14_ @ 3000RPM
Electric Start
TBD
1.11
SPECIFICATIONS
MODEL: . . . . . . . . . . . . . . 600 SWITCHBACKt
MODEL NUMBER: . . . . S05NS6ES(A)
ENGINE MODEL: . . . . . S2709--6044--PI6E
ENGINE
CARBURETION
Engine Type
Libertyt
Type
Mikuni
TM 38
599
Main Jet
420
Bore in / mm
3.04 / 77.25mm
Pilot Jet
50
Stroke in / mm
2.52 / 64mm
Jet Needle
9DGI01-- 60 / 4
Cylinders
Needle Jet
P-- 6
.0045-- .0059
.115 - .149mm.
0.079
2.0mm
.014-- .020
.356 - .508mm
Cutaway
1.5
Piston PN
3021308
Valve Seat
1.5
N/A
Starter Jet
140
8000
Fuel Screw
1.5 Turns
1500
N/A
3800
Air Screw
0.5 Turns
Green/White
87 Oct. NonOxy /
89 Oct. Oxy
AMBIENT TEMPERATURE
Altitude
Below -30F
-30 F
Below -34C
-30_ to --10_F
-34_to -23_C
--10_to +10_F
-23_ to --12_C
+10_to +30_F
-12_to --1_C
+30_to +50_F
-1_to +10_C
Above +50_F
Above +10_C
450
#5
430
#5
420
#4
400
#4
380
#4
370
#4
600--1200
(2000--4000)
410
#5
390
#4
380
#4
360
#4
340
#4
330
#3
1200--1800
(4000--6000)
380
#4
360
#4
350
#4
330
#4
320
#3
300
#3
360
#4
340
#4
320
#4
310
#3
290
#3
280
#3
340
#4
320
#4
300
#3
290
#3
270
#3
260
#3
330
#4
310
#3
290
#3
280
#3
260
#3
240
#3
0--600
(0--2000)
Meters
M
t
(Feet)
1800--2400
(6000--8000)
(6000
8000)
2400--3000
(8000--10000)
(8000
10000)
3000--3700
(10000--12000)
(10000
12000)
Altitude
Meters
(Feet)
1.12
DRIVE CLUTCH
Shift
Weight
Clutch
Spring
DRIVEN CLUTCH
Clutch
Spring
Driven
Helix
Chaincase
Gearing
0--900
(0-3000)
10 60 Bushed
10-60
22 40:74P
22--40:74P
900-1500
(3000-5000)
10 58 Bushed
10-58
22 40:74P
22--40:74P
1500-2100
(5000-7000)
10 56 Bushed
10-56
2100-2700
(7000-9000)
10 54 Bushed
10-54
2700-3350
(9000-11000)
10AL Bushed
19--39:72P
3350-4000
(11000-13000)
10 Bushed
19--39:72P
Black/Green
7043063
56 / 42 -- .36
36
ER
22 40:74P
22--40:74P
19 39:72P
19--39:72P
SPECIFICATIONS
DRIVE CLUTCH
CHAINCASE
Type
P-- 85
Center Distance
7.92 / 20.12cm.
Shift Weights
10-- 60 Bushed
Gearing : Chain
22-- 40 : 74 P
Drive Spring
Black / Green
Reverse
Electronic Reverse
Brake Pads
Type 81
Brake Type
Liquid Cooled
DRIVEN CLUTCH
Type
Driven Spring
7043063
Helix Angle
56 / 42 - .36 Reverse
CAPACITIES
BELT
Fuel Tank
3211080
Oil Tank
1.438 / 3.65cm.
Coolant
28_
Outside Diameter
46.625 / 118.4cm.
Center Distance
11.5 / 29.2cm.
SLED DIMENSION
Unit Length / Height /
Width in / cm.
FRONT SUSPENSION
124 / 48 / 47
315 / 122 / 119 cm.
REAR SUSPENSION
Type
EDGE RMK
Type
EDGE RMK
IFS Shocks
FTS
100#/in
100#/in.
170#/in
170#/in.
2 98 / 7.6
2.98
7 6 cm.
cm
RTS
Torsion Spring
TRACK
Width
15 / 38 cm.
Length
Lug Height
Track Tension
Optional
p
springs
p g see ppage
g 11.7
ELECTRICAL
Flywheel I.D.
4010677
CDI Marking
4010830
Voltage Regulator
T1
Alternator Output
280 watts
Magneto Pulses
24 @3000 RPM1.5_
24_@3000
RPM1.5
w/TPS Disconnected
Electric Start
Accessory
1.13
SPECIFICATIONS
MODEL: . . . . . . . . . . . . . . 800 SWITCHBACKt
MODEL NUMBER: . . . . S05NSCS(A)
ENGINE MODEL: . . . . . S2708--8070--PI8C
ENGINE
CARBURETION
Engine Type
Libertyt
Type
Mikuni
TM 40
794
Main Jet
470
Bore in / mm
3.35 / 85mm
Pilot Jet
45
Stroke in / mm
2.76 / 70mm
Jet Needle
9DGN6-- 57/4
Cylinders
Needle Jet
P-- 8
.006 - .0074
.152 - .188mm
0.079
2.0mm
.016 - .022
.406 - .559mm
Cutaway
2.0
Piston PN
3021315
Valve Seat
1.8
N/A
Starter Jet
145
8000
Fuel Screw
1.0 Turns
1500
N/A
3800
Air Screw
1.0 Turns
Pink / Yellow
87 Oct. NonOxy /
89 Oct. Oxy
AMBIENT TEMPERATURE
Altitude
Below -30F
-30 F
Below -34C
-30_ to --10_F
-34_to -23_C
--10_to +10_F
-23_ to --12_C
+10_to +30_F
-12_to --1_C
+30_to +50_F
-1_to +10_C
Above +50_F
Above +10_C
510N
#5
490
#4
470
#4
450
#4
430
#3
410
#3
600--1200
(2000--4000)
480
#4
470
#4
450
#4
430
#3
410
#3
390
#2
1200--1800
(4000--6000)
450
#4
430
#4
410
#3
390
#3
370
#2
350
#2
410
#4
390
#3
370
#3
350
#2
330
#2
310
#2
370
#3
350
#3
330
#2
310
#2
290
#2
270
#2
340
#3
320
#2
300
#2
280
#2
260
#2
240
#1
0--600
(0--2000)
Meters
M
t
(Feet)
1800--2400
(6000--8000)
(6000
8000)
2400--3000
(8000--10000)
(8000
10000)
3000--3700
(10000--12000)
(10000
12000)
Altitude
Meters
(Feet)
1.14
DRIVE CLUTCH
Shift
Weight
Clutch
Spring
DRIVEN CLUTCH
Clutch
Spring
Driven
Helix
Chaincase
Gearing
0--600
(0-2000)
10 66 Bushed
10-66
23 39:74P
23--39:74P
600-1200
(2000-4000)
10 64 Bushed
10-64
23 39:74P
23--39:74P
1200-1800
(4000-7000)
10 62 Bushed
10-62
1800-2400
(6000-8000)
10 60 Bushed
10-60
2400-3000
(8000-10000)
10--58 Bushed
21--41:74P
3000-3600
(10000-12000)
10--56 Bushed
21--41:74P
Black/Green
7043063
58 / 42 -- .36
36
ER
23 39:74P
23--39:74P
21 41:74P
21--41:74P
SPECIFICATIONS
DRIVE CLUTCH
CHAINCASE
Type
P-- 85
Center Distance
7.92 / 20.12cm.
Shift Weights
10-- 66 Bushed
Gearing : Chain
23-- 39 : 74 P
Drive Spring
Black / Green
Reverse
Electronic Reverse
Brake Pads
Type 81
Brake Type
Liquid Cooled
DRIVEN CLUTCH
Type
Driven Spring
7043063
58/42-- .36 ER
CAPACITIES
BELT
Fuel Tank
3211080
Oil Tank
1.438 / 3.65cm.
Coolant
28_
Outside Diameter
46.625 / 118.4cm.
Center Distance
11.5 / 29.2cm.
SLED DIMENSION
Unit Length / Height /
Width in / cm.
FRONT SUSPENSION
124 / 48 / 47
315 / 122 / 119 cm.
REAR SUSPENSION
Type
EDGE RMK
Type
EDGE RMK
IFS Shocks
FTS
100#/in
100#/in.
170#/in
170#/in.
2 98 / 7.6
2.98
7 6 cm.
cm
RTS
Torsion Spring
TRACK
Width
15 / 38 cm.
Length
Lug Height
Track Tension
Optional
p
springs
p g see ppage
g 11.7
ELECTRICAL
Flywheel PN
4010677
Champion RN57YCC /
.025 / .70mm
CDI PN
4010841
Voltage Regulator
T1
Alternator Output
280 watts
Magneto Pulses
29 @3250 RPM1.5_
29_@3250
RPM1.5
w/TPS Disconnected
Electric Start
Accessory
1.15
SPECIFICATIONS
NOTES
1.16
2.1
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
2.13
2.14
2.15 - 2.17
2.18
2.19
2.20
2.21
2.22
GENERAL INFORMATION
2005 MODEL NUMBER DESIGNATION
EXAMPLE: S05NB4BS
S
05
Identifier
(1st Digit)
ModelYear
(2nd/3rd Digit)
Model Line
(4th Digit)
Model Type
(5th Digit)
S=Snow
05=2005
M=Fusion
#
Option
Identifier
(9th
Digit)
Engine Size
(cc)
(6th Digit)
Engine modifier
(6th/7th Digit)
VIN
Identifier
(8th Digit)
0=0-- 99cc
E=Europe unit
N=Edge
B=Basic or Standard
1=100-- 199
S=Standard
Production
Unit
P=IQ RMK
D=Classic
2=200-- 299cc
S=Gen II
E=M-- 10 Performance
3=300-- 399cc
W=Mini Indy
J=136 RMK
4=400-- 499cc
K=144 RMK
5=500-- 599cc
L=151 RMK
6=600-- 600cc
M=159 RMK
7=700-- 799cc
N=166 RMK
8=800-- 899cc
P=Performance
9=900+cc
S=Switchback
T=Touring
U=Utility
X=Racer/Pro X
TUNNEL DECAL
MODEL NO.
V.I.N. NO.
THIS VEHICLE CONFORMS TO ALL APPLICABLE
U.S. FEDERAL AND STATE REQUIREMENTS AND
CANADA MOTOR VEHICLE SAFETY STANDARDS
IN EFFECT ON THE DATE OF MANUFACTURE.
MFD. DATE:
PATENT NOTICE
MADE IN U.S.A.
3,613,810
3,867,991
4,793,950
5,038,881
5,172,675
5,090,386
5,050,564
5,050,559
5,048,503
5,056,482
5,099,813
5,074,271
5,191,531
3,613,811
Patented Canada
882,491/71
883,694/71
864,394/71
Canadian Rd.
34,573/71
34,572/71
1,227,823/87
7072133
These numbers should be referred to in any correspondence regarding warranty, service or replacement parts.
The machine model and serial number identification decal is located on the right front side of the tunnel. The serial number is
permanently stamped into the tunnel. The model number is embossed on the decal.
Whenever corresponding about an engine it is important that the engine model and serial numbers be called out. Laser engraved
model and serial numbers are located on the crankcase (intake side).
2.1
GENERAL INFORMATION
VEHICLE IDENTIFICATION NUMBER
Current snowmobiles have a 17 digit Vehicle Identification Number (VIN). The VIN is organized as follows: Digits 1-3: World
Manufacturer Identifier. For Polaris, this is SN1. Digits 4-9: Vehicle Descriptor Section. Digits 10-17: Vehicle Indicator Section.
Digits 4-8 of the VIN identify the body style, type, engine type, and series. The VIN and the model number must be used with
any correspondence regarding service or repair.
Example of
Current
VIN Number
World Mfg. ID
1
S
2
N
3
1
Vehicle Descriptor
4
S
Body Style
5
B
6
5
7
B
8
S
Vehicle Identifier
9 10 11 12
0 2 2
0
13 14 15 16 17
0 0
0 0 0
Model
Series
Engine
Year
Individual Serial No.
Size Engine Check
Manufacturing.
Modifier
Digit
Type
Location Code
Type
Engine Size
Engine Modifier
Series
L=Lite
B=Base Model
1=100-199 ccs
A=Fan
S=Domestic
N=Edge
D=Deluxe
2=200-299 ccs
B=Liquid Twin
U=Europe
S=Gen II
P=Performance
3=300-399 ccs
W=Mini
R=RMK
4=400-499 ccs
D=Liquid Triple
S=SKS
5=500-599 ccs
T=Touring
6=600-699 ccs
U=Utility
7=700-799 ccs
X=Racer
8=800-899 ccs
2.2
GENERAL INFORMATION
PUBLICATION PART NUMBERS
Model
Model No.
Owners Manual
Owners Manual
Supplement
Parts
Manual
Microfiche
Trail RMK
S05NJ5BS(A)
9919706
9919097
9919276
9919277
600 RMK
S05NK6ES(A)
9919706
9919098
9919278
9919279
700 RMK
S05N(K,L)7CS(A)
9919706
9919381
9919278
9919279
9919278
9919279
9919292
9919293
9919383 (144)
800 RMK
S05N(M,K,L)8CS(A,B)
9919706
9919384 (151)
9919385 (159)
9919104 (151)
900 RMK
S05P(L,M)8DS(A,B,C,D)
9919077
9919105 (159)
9919106 (166)
600 Switchback
S05NS6ES(A)
9919076
9919095
9919280
9919281
800 Switchback
S05NSCS(A)
9919076
9919095
9919280
9919281
SERVICE MANUALS
Service Manuals
2000-- 2005
120 XC SP / PRO X
Trail Sport
500 Indy, Supersport
Touring
340 Edge Touring, Trail Touring (Deluxe), Widetrak LX, 600 Edge Touring (50th), 800 Edge Touring
Frontier
Frontier Touring
Classic
340 Classic, 500 Classic, 550 Classic, 600 Classic, 800 Classic
Deep Snow
Trail RMK, 600/700/800 RMK, 600/800 Switchbackt, 900 RMK
Performance
500/600/700/800 XC SP, 900 Fusion
2004
9919307
9919300
9919304
9919305
9919301
9919302
9919303
9919311
9919309
Track Poster
9918459
9919308
Snowmobile Care and Adjusting for the Perfect Ride (DVD) (2004)
9918923
Snowmobile Care and Adjusting for the Perfect Ride (VHS) (2004)
9918908
9919129
2.3
GENERAL INFORMATION
GENERAL 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 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 sulphuric 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.
2.4
GENERAL INFORMATION
DECIMAL EQUIVALENTS
1/64 . . . . . . . . . . . . . . . . . . .0156
1/32 . . . . . . . . . . . . . .0312 . . . . . . . . 1 mm = .0394
3/64 . . . . . . . . . . . . . . . . . . .0469
1/16 . . . . . . . . . . . . .0625
5/64 . . . . . . . . . . . . . . . . . . .0781 . . . . . . . . 2 mm = .0787
3/32 . . . . . . . . . . . . . .0938
7/64
. . . . . . . . . . . . . . . . .1094 . . . . . . . . 3 mm = .1181
1/8 . . . . . .125
9/64 . . . . . . . . . . . . . . . . . . .1406
5/32 . . . . . . . . . . . . .1563 . . . . . . . . 4 mm = .1575
11/64 . . . . . . . . . . . . . . . . . .1719
3/16 . . . . . . . . . . . . .1875 . . . . . . . . 5 mm = .1969
13/64 . . . . . . . . . . . . . . . . . .2031
7/32 . . . . . . . . . . . . .2188
15/64 . . . . . . . . . . . . . . . . . .2344 . . . . . . . . 6 mm = .2362
1/4 . . . . .250
17/64 . . . . . . . . . . . . . . . . . .2656 . . . . . . . . 7 mm = .2756
9/32 . . . . . . . . . . . . .2813
19/64 . . . . . . . . . . . . . . . . . .2969
5/16 . . . . . . . . . . . . .3125 . . . . . . . . 8 mm = .3150
21/64 . . . . . . . . . . . . . . . . . .3281
11/32 . . . . . . . . . . . .3438 . . . . . . . . 9 mm = .3543
23/64 . . . . . . . . . . . . . . . . . .3594
3/8 . . . . .375
25/64 . . . . . . . . . . . . . . . . . .3906 . . . 10 mm = .3937
13/32 . . . . . . . . . . . .4063
27/64 . . . . . . . . . . . . . . . . . .4219 . . . . . . . . 11 mm = .4331
7/16 . . . . . . . . . . . . .4375
29/64 . . . . . . . . . . . . . . . . . .4531
15/32 . . . . . . . . . . . .4688 . . . . . . . . 12 mm = .4724
31/64 . . . . . . . . . . . . . . . . . .4844
1/2 . . . . .5 00 . . . . . . . . . . . . . . . . . 13 mm = .5118
33/64 . . . . . . . . . . . . . . . . . .5156
17/32 . . . . . . . . . . . .5313
35/64 . . . . . . . . . . . . . . . . . .5469 . . . . . . . . 14 mm = .5512
9/16 . . . . . . . . . . . . .5625
37/64 . . . . . . . . . . . . . . . . . .5781 . . . . . . . . 15 mm = .5906
19/32 . . . . . . . . . . . .5938
39/64 . . . . . . . . . . . . . . . . . .6094
5/8 . . . . .625 . . . . . . . . . . . . . . . . . 16 mm = .6299
41/64 . . . . . . . . . . . . . . . . . .6406
21/32 . . . . . . . . . . . .6563 . . . . . . . . 17 mm = .6693
43/64 . . . . . . . . . . . . . . . . .6719
11/16 . . . . . . . . . . . .6875
45/64 . . . . . . . . . . . . . . . . . .7031 . . . . . . . . 18 mm = .7087
23/32 . . . . . . . . . . . .7188
47/64 . . . . . . . . . . . . . . . . . .7344 . . . . . . . . 19 mm = .7480
3/4 . . . . .750
49/64 . . . . . . . . . . . . . . . . . .7656
25/32 . . . . . . . . . . . .7813 . . . . . . . . 20 mm = .7874
51/64 . . . . . . . . . . . . . . . . . .7969
13/16 . . . . . . . . . . . .8125 . . . . . . . . 21 mm = .8268
53/64 . . . . . . . . . . . . . . . . . .8281
27/32 . . . . . . . . . . . .8438
55/64 . . . . . . . . . . . . . . . . . .8594 . . . . . . . . 22 mm = .8661
7/8 . . . . .875
57/64 . . . . . . . . . . . . . . . . . .8906 . . . . . . . . 23 mm = .9055
29/32 . . . . . . . . . . . .9063
59/64 . . . . . . . . . . . . . . . . .9219
15/16 . . . . . . . . . . . .9375 . . . . . . . . 24 mm = .9449
61/64 . . . . . . . . . . . . . . . . . .9531
31/32 . . . . . . . . . . . .9688 . . . . . . . . 25 mm = .9843
63/64 . . . . . . . . . . . . . . . . . .9844
1 . . . . . . 1.000
2.5
GENERAL INFORMATION
STANDARD TORQUE SPECIFICATIONS
The following torque specifications are to be used as a general guideline when torque value is not specified. There are exceptions
in the steering, suspension, and engine areas. Always consult the torque chart and the specific manual section for torque values of
fasteners.
Bolt Size
#10
#10
1/4
1/4
5/16
5/16
3/8
3/8
7/16
7/16
1/2
1/2
Threads/In
(MM/Thread)
Grade 2
Grade 5
43 (5) . . . . . . . . . . . . . . 60 (6.9)
49 (5.6) . . . . . . . . . . . . 68 (7.8)
8 (11) . . . . . . . . . . . . . .
10 (14) . . . . . . . . . . . . .
17 (23) . . . . . . . . . . . . .
19 (26) . . . . . . . . . . . . .
30 (40) . . . . . . . . . . . . .
35 (48) . . . . . . . . . . . . .
50 (69) . . . . . . . . . . . . .
55 (76) . . . . . . . . . . . . .
75 (104) . . . . . . . . . . . .
90 (124) . . . . . . . . . . . .
2.6
Grade 8
12 (16)
14 (19)
25 (35)
29 (40)
45 (62)
50 (69)
70 (97)
80 (110)
110 (152)
120 (166)
GENERAL INFORMATION
SAE TAP DRILL SIZES
Thread Size
Drill Size
Thread Size
Drill Size
#0-80
#1-64
#1-72
#2-56
#2-64
#3-48
#3-56
#4-40
#4-48
#5-40
#5-44
#6-32
#6-40
#8-32
#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
3/64
53
53
51
50
5/64
45
43
42
38
37
36
33
29
29
24
21
17
4.6mm
7
3
F
I
O
Q
U
25/64
1/2-13
1/2-20
9/16-12
9/16-18
5/8-11
5/8-18
3/4-10
3/4-16
7/8-9
7/8-14
1-8
1-12
1 1/8-7
1 1/8-12
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
27/64
29/64
31/64
33/64
17/32
37/64
21/32
11/16
49/64
13/16
7/8
59/64
63/64
1 3/64
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
#39
3/32
#30
1/8
#19
#20
#9
16/64
J
17/64
5/16
5/16
11/32
R
3/8
13/32
13/32
Decimal Equivalent
0.0995
0.0937
0.1285
0.125
0.166
0.161
0.196
0.234
0.277
0.265
0.3125
0.3125
0.3437
0.339
0.375
0.406
0.406
Nearest Fraction
3/32
3/32
1/8
1/8
11/64
5/32
13/64
15/64
9/32
17/64
5/16
5/16
11/32
11/32
3/8
13/32
13/32
2.7
GENERAL INFORMATION
CONVERSION CHART
Unit of Measure
Multiplied by
Converts to
ft. lbs.
x 12
= in. lbs.
in. lbs.
x .0833
= ft. lbs.
ft. lbs.
x 1.356
= Nm
in. lbs.
x .0115
= kg-m
Nm
x .7376
= ft. lbs.
kg-m
x 7.233
= ft. lbs.
kg-m
x 86.796
= in. lbs.
kg-m
x 10
= Nm
in.
x 25.4
= mm
mm
x .03937
= in.
in.
x 2.54
= cm
mile (mi.)
x 1.6
= km
km
x .6214
= mile (mi.)
Ounces (oz)
x 28.35
= Grams (g)
Grams (g)
x 0.035
= Ounces (oz)
ccs
x .03381
lb.
x .454
= kg
kg
x 2.2046
= lb.
x 16.387
x 0.061
x 0.568
= Liters (l)
Liters (l)
x 1.76
x 1.137
= Liters (l)
Liters (l)
x 0.88
x 1.201
x 0.833
x 0.946
= Liters (l)
Liters (l)
x 1.057
x 3.785
= Liters (l)
Liters (l)
x 0.264
x 6.895
= Kilopascals (kPa)
Kilopascals (kPa)
x 0.145
Kilopascals (kPa)
x 0.01
x 98.1
= Kilopascals (kPa)
C to F: 9 (C + 40) 5 -- 40 = F
F to C: 5 (F + 40) 9 -- 40 = C
2.8
GENERAL INFORMATION
PISTON WASH AND SPARK PLUG COLOR
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 (EGTs) 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.
Piston Wash
Correct
Correct
n
If the plug is light to cocoa brown, the machines EGTs are just right.
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.
2.9
GENERAL INFORMATION
CYLINDER INSPECTIONS
CYLINDER HEAD INSPECTION
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).
NOTE:
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 1/2, 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.
Ty
Ty
Top
Tx
MIDDLE
Mx
My
Middle
BOTTOM
Bx
Mx
By
Out of round =
Tx--Ty and By--Bx
Taper Limit=
Ty--By and Tx--Bx
2.10
My
By
Bottom
Bx
GENERAL INFORMATION
PISTON INSPECTION / MEASUREMENT
B
Piston Ring
Piston Ring
1/2 (1.3cm.)
1/2 (1.3cm.)
Cylinder
Feeler Gauge
90 to pin
Up
Straight Edge
Keystone Piston Ring Cutaway
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 Libertyt engines, measure piston outside diameter at a point 3/8 (10mm) up from the bottom of the skirt at a 90_ angle
to the direction of the piston pin (diagram A).
For Fuji engines, measure piston outside diameter at a point that is 1/2 (12.7mm) up form the bottom of the skirt at a 90_ angle
to the direction of the piston pin (diagram A).
NOTE:
The piston must be measured at this point to provide accurate piston to cylinder measurements.
Subtract this measurement from the minimum cylinder measurement 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.
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.
NOTE:
Always check piston ring installed gap after re-boring a cylinder or when installing new rings.
NOTE:
Piston rings are installed with marking or beveled side up see diagram D.
2.11
GENERAL INFORMATION
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:
DE--GLAZING
If cylinder wear or damage is minimal, honing the cylinder lightly with
finish stones. Follow the procedure outlined above
Portable rigid hones are not recommended for oversizing cylinders, cylinder boring, and finish honing.
The use of an arbor type honing machine is recommended.
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-of-round on the finished bore should not exceed .0004 (.002mm).
NOTE:
Always check piston to cylinder clearance and piston ring installed gap after boring/honing is complete.
HONING PROCEDURE
Wash the cylinder with solvent.
Clamp the cylinder in a soft jawed vise by the exhaust port studs.
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 manufacturers recommendations. Wet honing removes more material
faster and leaves a more distinct pattern in the bore. Using a 1/2 (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 1/2 (1.3 cm) beyond the bore at the end of each stroke.
Release the hone at regular intervals to inspect bore size and finish.
2.12
GENERAL INFORMATION
PORT CHAMFERING
Remove the sharp edges at the bottom and top of each port whenever boring or honing is performed. Make sure there are no sharp
edges.
IMPORTANT:
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.
Always check piston to cylinder clearance and piston ring installed gap after boring/honing is
complete!
NOTE:
NOTE:
NOTE:
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.
2.13
GENERAL INFORMATION
CONNECTING ROD (BIG END) BEARING INSPECTION
Measure connecting rod big end side clearance with a feeler gauge. 500/600 Libertyt Engines should have a clearance of
(.28 - .75mm) and 700/800/900 Libertyt Engines should have (.28 - .70mm) and be equal on all rods (within .002) Rotate rod
on crankshaft and check for 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.
Within .002 (.05mm)
NOTE:
2.14
GENERAL INFORMATION
CRANKSHAFT INDEXING
.100 ATDC
Dial Indicator
.100 ATDC
Dial Indicator
PTO
MAG
Degree
Wheel
Degree
Wheel
Crankshaft center line
CAUTION:
Disconnect battery ground cable and ALL spark plug high tension leads: ground high tension
leads to engine. Disconnect lanyard (if equipped) and or press engine stop switch before proceeding with this following procedure.
Polaris crankshafts are pressed together or indexed so the connecting rod journal center lines are 180_ (twins).
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 or cylinders. Some causes for out-of-index crankshafts include but are not not limited to:
IMPORTANT:
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.
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.
2.15
GENERAL INFORMATION
Symptoms of an out of index crankshaft can include:
S
S
S
S
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, backfiring, etc.
Rough idle, poor top speed.
CRANKSHAFT TRUING
Lubricate the bearings and clamp the crankshaft securely in the holding fixture. If truing the crankshaft requires striking with a
hammer, always be sure to re-check previously straightened areas to verify truing. 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.
HIGH .004 (.1mm)
HIGH .004 (.1mm)
A
B
SUPPORT CRANKSHAFT
AT THESE TWO BEARINGS
A
2
If the crank rod pin location is 180_ from the dial indicator (opposite
that shown in illustrating 2), 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.
2.16
HIGH .005(.13mm)
GENERAL INFORMATION
CRANKSHAFT RUNOUT INSPECTION
1/2 (12.7mm)
Flywheel (MAG) side
When checking the crankshaft runout on the MAG side measure the runout 1/2 (12.7mm) from the bearing flat.
When checking the crankshaft runout from the PTO side, measure runout where the taper starts after the bearing flat.
NOTE:
2.17
GENERAL INFORMATION
OIL PUMP OPERATION AND TROUBLESHOOTING
BANJO TYPE
PRESS IN TYPE
Any time the engine is disassembled or repaired, it is important that the oil supply from the pump to
the engine be checked.
NOTE:
Banjo type or pressed in valves should open with 2 to 7 lbs. of pressure. Perform this test with 40:1
premix in the fuel tank.
Install new sealing washers upon installation on either side of the banjo check valve.
With engine in chassis, oil reservoir full, and pump bled, remove two oil feed line banjo bolts (A) from their location on the
manifold or carburetors.
Loosely thread the banjo bolts back into the manifold or carburetors.
Place oil feed lines with their check valves away from the clutch area.
Start the engine and let it idle at normal idle RPM.
Drops of oil should be visible from the banjo check valves after the engine is idled one to two minutes, with a drop occurring
approximately every few seconds
If oil does not flow from one of the check valves, remove oil line from check valve and again idle engine. If oil then flows, the
check valve is defective and must be replaced.
If oil does not flow with check valves removed from their feed lines, the malfunction is one of the following:
Defective pump.
2.18
GENERAL INFORMATION
OIL PUMP BLEEDING
(A)
(A)
NOTE:
IMPORTANT:
Any time the engine is disassembled or repaired, it is important that the oil supply from the pump
to the engine be checked.
The oil pump must always be bled following any service to the injector system or engine.
Fill oil reservoir with the appropriate Polaris injector oil. This will add pressure to the oil lines to aid in bleeding the air out.
Loosen bleed screw (A). After :30 seconds or so, oil should flow from beneath the screw head to indicate the pump is free of air.
Tighten bleed bleed screw securely.
2.19
GENERAL INFORMATION
OIL PUMP ADJUSTMENT PROCEDURE
Figure 2
Figure 3
Figure 4
Use a mirror when aligning the oil pump marks whenever the oil pump is difficult to view.
2.20
GENERAL INFORMATION
COOLING SYSTEM OVERVIEW
DANGER
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 steam or hot liquid.
Use of a non-standard pressure cap will not allow the recovery system to function properly.
If the cap should need replacement, install the correct Polaris cap with the same pressure rating.
Refer to the appropriate parts manual.
COOLANT LEVEL
Coolant level in the coolant bottle must be maintained between the MINIMUM and MAXIMUM levels to prevent overheating
and serious engine damage.
RECOMMENDED COOLANT
Use a 60/40 mixture of antifreeze and distilled water depending on the freeze protection required for your area.
Do not use tap water in the system or reduced cooling or filter contamination may result.
Replace coolant every 2 years or if contaminated.
NOTE:
It is important that the thermostat stays open! When the thermostat opens it will draw in cold coolant
from the heat exchangers and the cold coolant may close the thermostat again. Make sure the thermostat opens and stays open! Once the thermostat is open tip the snowmobile slightly on its right side.
Cycle the RPM from idle to enough RPM (4000) to get coolant to flow but not enough RPM to engage
the clutch. This allows air to bleed from the rear crossover tube. Then tilt the machine slightly on its
left side so that the coolant bottle is the highest point in the cooling system. Cycle the RPM from idle to
enough RPM (4000) to get coolant to flow but not enough RPM to engage the clutch. 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.
Place the snowmobile in its normal riding position and loosen the bleed screw at the top of the water outlet manifold until trapped air
has been purged.
Tighten the bleed screw. Turn off the machine and release parking brake. Allow the system to cool completely. Re-check the coolant level after the cap has been removed and add coolant to fill line if necessary. After the machine has cooled down, 3 ounces
or more of coolant may have to be added.
This procedure should take approximately 15 minutes.
NOTE:
DANGER
It is important to get enough coolant flow to purge the air from the crossover hose or rear
cooler and observe this air reaching the bottle.
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.
2.21
GENERAL INFORMATION
900 FUSION* COOLING SYSTEM
E 2004 Polaris Sales Inc.
4.
24.
9.
9.
4.
26.
19.
21.
15.
23.
9.
18.
17.
22.15.
11.
6.
2.
25.
20.
9.
15.
27.
8.
9.
9.
13.
9.
2.
9.
7.
5.
9.
14.
16.
3.
22.
8.
12.
8.
10.
1.
1. Mount, Radiator, Rubber
2.
3. Asm., Radiator
4.
5.
7.
9.
11.
13.
15.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
6.
8.
10.
12.
14.
16.
*For other cooling diagrams please refer to the models parts book.
2.22
Exchanger, Gripper/Cooler, LH
Exchanger, Gripper/Cooler, RH
Hose, Gripper/Rear Cooler, LH
Hose, Gripper/Rear Cooler, RH
Asm., Rear Cooler, Long
Clamp, Springband, Brown
Rivet
Hose, Tube/Gripper, LH
Cooler, Center
Hose, Tee/Center Cooler
3.1 - 3.3
3.4
3.4
3.5
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12 - 3.13
3.14
3.15
3.16
3.17 - 3.18
3.19
3.20
3.21
3.22
3.23
3.24
3.25
3.26
3.27
3.28 -- 3.29
3.30
MAINTENANCE
POLARIS RECOMMENDED MAINTENANCE 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 youre not familiar with safe service or adjustment procedures and the use of tools, or if you dont feel comfortable performing these tasks yourself, contact an authorized Polaris dealer for service.
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.
MAINTENANCE PROGRAM
MILEAGE
ITEM
C
L
U
T
C
H
PRE-- RIDE
150 MILES
(240 KM)
2000 MILES
(3200 KM)
PRE-- SEASON
BELT TENSION
CLUTCH SHEAVES
ENGINE MOUNTS
RECOIL ROPE
E
N
G
I
N
E
1000 MILES
(1600 KM)
COOLANT CIRCULATION
COOLANT LEAKS
SPARK PLUG CONDITION
EXHAUST PIPE
EXHAUST RETAINING SPRINGS
I: Inspect and Clean, Adjust, Tighten or Replace if necessary. C: Clean. R: Replace. A: Adjust. L: Lubricate. T: Test
3.1
MAINTENANCE
MILEAGE
ITEM
B
R
A
K
E
S
1000 MILES
(1600 KM)
2000 MILES
(3200 KM)
PRE-- SEASON
HOSE ROUTING
HOSE CONDITION
FLUID LEAKS
BRAKE PADS
BRAKE DISC
PRE-- RIDE
150 MILES
(240 KM)
IGNITION SWITCH
TAIL LIGHT
BRAKE LIGHT
PARKING BRAKES
BRAKE SYSTEM
I
I
M
A
N
A
G
E
M
E
N
T
F
U
E
L
M
A
N
A
G
E
M
E
N
T
I
I
BRAKE FLUID
F
U
E
L
CARBURETOR SYNCHRONIZATION
IDLE RPM
VENT LINES
CHOKE
FUEL FILTER
I
I
FUEL LINES
OIL FILTER
AIR BOX
CHECK DRAIN AND WATER TRAPS
I
I
OIL LINES
CHANGE OIL
I: Inspect and Clean, Adjust, Tighten or Replace if necessary. C: Clean. R: Replace. A: Adjust. L: Lubricate. T: Test
3.2
MAINTENANCE
ITEM
MILEAGE
PRE-- RIDE
150
2000
STEERING FASTENERS
JACKSHAFT BEARINGS
C
H
A
S
S
I
S
PRE - SEASON
PRE-
1000
SKI PIVOTS
SKI SPINDLE
STEERING ARM(S)
THROTTLE LEVER
CAMBER ALIGNMENT
L
I
TRACK ALIGNMENT
TRACK TENSION
HYFAX CONDITION
CHAINCASE OIL
GEARCASE OIL
I: Inspect and Clean, Adjust, Tighten or Replace if necessary. C: Clean. R: Replace. A: Adjust. L: Lubricate. T: Test
Items in this chart require some mechanical knowledge. Items marked * and ** may require more technical information
and tools and should be performed by your authorized Polaris dealer.
3.3
MAINTENANCE
AIR FILTER
A
A
B
NOTE:
Do not operate a machine with the intake filters removed. This may cause carburetor icing
resulting poor fuel economy of carburetor malfunction.
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.
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, certifying
Most Polaris snowmobiles incorporate a patented carburetor bowl water / sediment traps which are 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).
CLEANING PROCEDURE
Turn the fuel tank supply valve to the OFF position.
Position a container or shop towels under the work area to help catch
some of the contaminated gasoline.
Slide the clamp (A) away from the drain plug (B) and remove the drain
plug from the sediment tube and let the water/gasoline drain from the
bowl. Repeat for other carburetor(s).
3.4
MAINTENANCE
OIL FILTER / FUEL FILTER
OIL FILTERS
Filter
CAUTION:
NOTE:
The in tank fuel filter and fuel lines should be inspected regularly. Special attention should be given
to the systems fuel line condition after periods of storage. Normal deterioration from weather and
fuel can occur. Do not damage fuel lines when removing them. If a fuel line has been damaged or
kinked, replace it.
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 page
3.27 for instructions on bleeding procedure.
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 100 miles (1600 km).
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).
FUSION/RMK in-- line fuel filters should be replaced every 2 years.
3.5
MAINTENANCE
LUBRICATION POINTS
Jackshaft Bearing
Steering post
support
brackets
Spindles
Driveshaft Bearing
Ski pivots
NOTE:
A grease gun kit comes with grease and adaptors to lubricate all the fittings on Polaris snowmobiles.
Lubricate the following fittings with Polaris Premium All Season grease annually or approximately every 1000 miles (1600 km)
and before summer storage each year. .
When applying grease to these points free the weight from the component being greased to permit better penetration.
Rear suspension pivot shafts. See page 3.7 for rear suspension grease points.
JACKSHAFT BEARING
Loosen driven clutch retaining bolt and pull clutch outward to expose bearing grease point. Apply grease until grease purges out
inside or outside the bearing seal.
Push driven clutch back onto the shaft and replace clutch retaining bolt. Refer to clutch installation page 6.15.
3.6
MAINTENANCE
SUSPENSION LUBRICATION
EDGE SUSPENSION
NOTE:
A grease gun kit comes with grease and adaptors to lubricate all the fittings on Polaris snowmobiles.
To maintain rider comfort and to retard wear of the pivot shafts, the suspension pivot shafts should be lubricated with Polaris
Premium All Season Grease at 150 miles (240 km) initially; 1000 miles (1600 km) and before summer storage each year. The
riding characteristics of the snowmobile will be affected by lack of lubrication of these shafts.
3.7
MAINTENANCE
CHAINCASE
CAUTION:
Do not mix or use improper types of lubricants in chaincase. Excessive wear to chain, sprockets
and bearings may result.
NOTE:
Clean the magnetic plug (E) every 500 miles (800 km) and whenever checking or changing
lubricant. Metal shavings on magnetic plug are signs of normal wear.
The dipstick has a magnet on the end of it. When you check your chaincase oil level for the first time do not be alarmed if you
see small metal shavings. These shavings are common for chaincase break in and the magnet is there to keep the shavings from
floating around.
Add oil through dipstick opening to maintain proper level. Use Polaris chaincase oil. Do not overfill.
3.8
MAINTENANCE
TRACK
Idler shaft bolt torque:
35--40 ft. lbs
(48--55Nm)
B
E
A
C
D
DANGER
When preforming the following checks and adjustments, stay clear of all moving parts to avoid
serious personal injury.
Never make this maintenance check with the engine running, as serious personal injury can result.
Safely lift and support the rear of the snowmobile off the ground. Rotate the track by hand to check for any possible damage.
To inspect track rods (A), carefully examine the track along the entire length of each rod, bending the track and inspecting for
breakage. The three most common places where breakage occurs are shown in the illustration by the number designation.
If any rod damage is found, the track should be replaced.
DANGER
Broken track rods are a serious hazard, since they can cause a rotating track to come off the machine. Never operate or rotate a torn or damaged track under power. Serious personal injury or
death may occur.
TRACK ALIGNMENT
Track alignment affects track tension. Misalignment will cause excessive wear to the track, hifax, and the slide rails.
A periodic check should be made to see that the track is centered and running evenly on the slide rails.
NOTE:
1.
2.
3.
4.
If excessive hi-- fax wear occurs due to poor snow conditions, additional wheels are available.
Safely support the rear of the machine with the track off the ground.
Start the engine and apply a small amount of throttle until the track turns slowly at least five complete revolutions. Stop the
engine.
Inspect track alignment by carefully looking through the track window (B) to make sure the rails (C) are evenly spaced on
each side. If the track runs to the left, SHUT MACHINE OFF and loosen left locknut and tighten the left adjusting bolt (D). If
the track runs to the right, SHUT MACHINE OFF and loosen right locknut and tighten the right adjusting bolt.
After adjustments are complete, be sure to torque idler shaft bolts and tighten locknuts (E). Torque to specification.
3.9
MAINTENANCE
TRACK TENSION
A
DANGER
B C
When performing the following checks and adjustments, stay clear of all moving parts to avoid
serious personal injury.
TRACK TENSION
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 track and rear
suspension durability problems.
If the track is too tight the track will wear down hyfax, reduce top speeds, cause rear suspension vibration and cause track and
rear suspension durability problems.
Suspension
Weight
Measurement Location
IQ Fusion
Measurement
1 1/4 -- 1 1/2
(3.17--3.81 cm)
7/8 -- 1 1/8(2.2--2.9 cm)
NOTE:
3.10
Track alignment affects track tension. Misalignment will cause excessive wear to the track and
slide rail. Excessive hyfax wear will appear on units with the track tension set too tight.
MAINTENANCE
SPARK PLUG
n
If the plug is light to cocoa brown,
the machine is just right.
CAUTION:
NOTE:
A spark plug with a heat range which is too high may cause engine damage if the engine is operated in conditions more severe that that for which the spark plug was intended.
A new engine can cause temporary spark plug fouling even though the heat range is correct, due to the
preservative which has been added during assembly of the engine to combat rust and corrosion.
Avoid prolonged idle speeds, as plug fouling and carbonization will result. Always use resistor type
spark plugs.
The spark plug and its condition is indicative of engine operation. The spark plug firing end condition should be read after the
engine is warmed up and the vehicle is driven at higher speeds. Immediately check the spark plug for correct color.
NORMAL
The insulator tip is gray, tan, or light brown. There will be a few combustion deposits. The electrodes are not burned or eroded.
This indicates the proper type and heat range for the engine and the service
NOTE:
The tip should not be white. A white insulator tip indicates overheating, caused by use of an improper
spark plug or incorrect carburetor adjustments.
WET FOULED
The insulator tip is black. A damp oily film covers the firing end. There may be a carbon layer over the entire nose. Generally,
the electrodes are not worn. General causes are excessive oil, use of non-recommended injection oil, excessive idling, idle too
low or too rich, or weak ignition output.
INSPECTION
Inspect electrodes for wear and carbon buildup. Look for a sharp outer edge with no rounding or erosion of the electrodes.
Clean with electrical contact cleaner or a glass bead spark plug cleaner only.
Measure gap with a wire gauge and adjust to specifications by bending ground electrode carefully.
Coat spark plug threads with a small amount of anti-seize compound.
Install spark plug and torque to 12 - 14 ft.lbs.
3.11
MAINTENANCE
POLARIS DRIVE CLUTCH BELT REMOVAL / INSTALLATION
B
A
DANGER
Inspect the condition of the drive belt and clutch sheaves for damage wear, or belt residue during
pre-- ride inspections. Clean with a non-- oil base cleaner such as isopropyl alcohol.
To ensure belt life, install belts so they operate in the same direction of rotation. Position the identification numbers so that you
can read them standing on left side of machine. This will keep the belt rotating in the same direction. If belt has been operated
with numbers readable from right side of machine, re-install belt in this direction.
Be sure key switch is off and engine has come to a complete stop. Remove the clutch cover retaining pin and open the clutch
guard.
Apply brake (or lock parking brake if so equipped).
Grasp belt firmly midway between clutches and pull upward and rearward to open the driven clutch sheaves (A). Remove the
belt from the driven clutch and then from the drive clutch (B).
Drop the drive belt over the drive clutch and pull back the slack (C).
Turn the driven clutch moveable sheave clockwise while at the same time pushing inward and forcing the belt down between
the sheaves.
Hold the belt down between the sheaves and roll the bottom portion over the outer clutch sheave. Once installed, be sure to
work the belt to the outer edge of the sheave. Be sure to release parking brake if applied.
Close the clutch guard and reinstall the retaining pin.
3.12
MAINTENANCE
TEAM DRIVE CLUTCH BELT REMOVAL / INSTALLATION
B
NOTE:
After belt installation remove the L wrench from the driven clutch.
Make sure that the spare belt is placed in its holder correctly before closing the hood.
DRIVE BELT
Installation is the reverse order of removal.
1.
2.
3.
4.
5.
Be sure the unit was in forward gear and turn key switch so it is off and the engine has come to a complete stop.
Remove the clutch guard retaining pin and open the clutch guard.
Apply brake (or lock parking brake if so equipped).
With clutch sheaves closed and belt installed (C).
Locate the L wrench (B) from the tool kit or use a 7/16 threaded bolt and open the driven clutch by screwing it into the
driven clutch hole (A), located on the clutch face.
NOTE:
6.
7.
Once clutch sheaves are open (D), remove the drive belt.
When you replace the belt make sure you remove the L wrench before operating the unit.
3.13
MAINTENANCE
HEADLIGHT
IQ Adjustment Knob
25 (7.6 m)
Lamp Center
Height
2 (61 cm)
NOTE:
When adjusting headlight the rider weight must be included on the seat.
ADJUSTMENT
The headlight can be adjusted for vertical aim using the following procedure:
1.
2.
3.
4.
5.
Place the snowmobile on a level surface with the headlight approximately 25 (7.6 m) from a wall.
Measure the distance from the floor to the center of the headlight and make a mark on the wall.
Start the engine and turn the headlight switch to high beam.
Observe the headlight aim. The most intense part of the headlight beam should be aimed 2 feet (61 cm) below the mark placed
on the wall in Step 2.
If necessary, the EDGE style headlight aim can be adjusted by turning the adjustment knob located inside the hood just below
the headlamp opening. Turn knob in or out as needed for proper aim.
IQ ADJUSTMENT
1.
The IQ style headlight can be adjusted by turning the adjustment knob located on the dash just below the speedometer on the
hood.
3.14
MAINTENANCE
BULB REPLACEMENT
HEADLIGHT
A
E
F
B
D
SNOW BEAM
Do not touch a halogen bulb with bare fingers. Oil from skin leaves a residue on the bulb and
decreases the life of the bulb.
Twist the light base (E) counter clockwise and pull out from the housing.
Remove the rubber boot (F).
Remove the bulb (G) by pulling it straight out from the housing
3.15
MAINTENANCE
HANDLEBAR
A
C
11-- 13,15-- 18
ADJUSTMENT
DANGER
1.
2.
3.
4.
Improper adjustment of the handlebars, or incorrect torquing of the adjuster block tightening
bolts can cause limited steering or loosening of the handlebars, resulting in loss of control.
Make sure that the handlebars, break lever and throttle lever operate smoothly and do not hit the
fuel tank, windshield or any other part of the machine when turned fully to the right or left.
Torque the handlebar adjuster block bolt to 11-- 13 ft. lbs. (15-- 18Nm).
COVER REMOVAL/INSTALLATION
Assembly is in the reverse order removal.
1.
2.
3.16
MAINTENANCE
BRAKE SYSTEM
Caliper
Backing
A
Chaincase
Lever travel
Pad
Disc
LEVER TRAVEL
The brake lever reserve should be inspected frequently.
Measure the clearance between the lever and handlebar grip. Inspection should be made with the lever firmly depressed. Lever
reserve (A) should be no less than 1/2 (1.3 cm).
BRAKE FLUID
DANGER
NOTE:
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
The brake fluid level can be seen through the plastic reservoir. The fluid should be maintained
between the minimum and maximum marks on the reservoir for those models.
Remove brake fluid master cylinder reservoir cover. Add Polaris brake DOT 3
fluid as required to bring the level up to the top of the fluid level mark on the inside
of the reservoir. The proper fluid level is 1/4-5/16 (.6-.8 cm) below the lip of
the reservoir opening.
Inspect the reservoir to be sure it contains the correct amount of fluid. Use only
Polaris DOT 3 high temperature brake fluid. Change fluid every 2 years or whenever the fluid is dark or contamination is suspected.
1/4 -- 5/16
3.17
MAINTENANCE
HYDRAULIC BRAKE SYSTEM
A
B
DANGER
CAUTION:
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
Brake fluid is a hazardous material. Contact with decals, paint, and many plastics will cause
damage. Use proper precautions when handling brake fluid.
Remove brake fluid master cylinder reservoir cover and gasket (A).
Fill the master cylinder reservoir and keep the fluid level 1/4-5/16 (.6-.8 cm) below lip of reservoir opening during this
operation.
3. Slip a rubber tube (B) over the end of the bleeder valve (C) and direct the flow of fluid into a waste container.
4. Slowly squeeze brake lever a full stroke and hold it. Then unscrew the bleeder valve 3/4 of a turn to release air.
5. Close bleeder valve and release brake lever, and then slowly squeeze brake lever and hold again.
Repeat steps 4 and 5 until fluid flows from bleeder valve in a solid stream and free of air bubbles. Do not allow the reservoir
to run dry or air will be drawn into system.
6.
7.
Add Polaris brake DOT 3 fluid as required to bring the level up to the top of the fluid level mark on the inside of the reservoir.
The proper fluid level is 1/4-5/16 (.6-.8 cm) below the lip of the reservoir opening
Replace the gasket and cover, then torque cover screws (D) to 18 in.lbs. (2Nm).
3.18
MAINTENANCE
THROTTLE LEVER FREE PLAY
A
LOCATED ON THE CARBURETOR
CAUTION:
After any idle speed adjustments are made, the throttle lever to throttle block clearance and oil
pump adjustment must be checked and adjusted.
Throttle lever free play must always provide a specified clearance (A) .010-- .030 (.25-- .80 mm) between the throttle lever and
the throttle block. This clearance is controlled by the throttle cable sleeve (B) and the idle speed screw.
If the idle speed screw(s) is adjusted inward and the cable sleeve is not adjusted to take up the throttle lever to throttle block clearance, the engine may misfire or kill upon initial throttle opening.
1.
2.
3.
3.19
MAINTENANCE
CARE
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.
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.
ELECTRICAL CONNECTIONS
Separate electrical connector blocks and clean corrosive build-up from connectors. Lubricate or pack connector blocks with
Nyogelt grease and reconnect. Replace worn or frayed electrical wire and connectors.
CARBURETOR
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 battery. Fill with distilled water. Clean terminals and cables. Apply dielectric grease. Charge until specific gravity is at least 1.270 (each cell). If machine is to be stored for one month or longer, fill and charge battery monthly using
Polaris Battery Tender, or a 1 amp trickle charger to maintain at 1.270 specific gravity.
3.20
MAINTENANCE
900 EXHAUST SYSTEM
F
D
C
I
H
D
DANGER
G18,24
Exhaust system temperatures can exceed 900_ F (500_ C). Serious burns may occur if this inspection
is performed without allowing adequate time for the exhaust system to cool.
Never perform this procedure with the engine running.
At approximately 2000 miles, or in preparation of off season storage, it is a good idea to check the exhaust system for wear or
damage. To inspect, allow the engine and exhaust system to cool completely. Open the hood and inspect the muffler and pipes
for cracks or damage. Check for weak or missing retaining springs or damper/support grommets.
REMOVAL
1.
2.
3.
4.
5.
ASSEMBLY
1.
2.
3.
4.
5.
Install exhaust manifold and torque the bolts (H) to 18 ft.lbs. (24Nm).
Install the resonator (E) by lining up the two tabs into the support grommet (I). Push the resonator down so that the exhaust
outlet is through the outlet boot (J).
Install the nuts (F) on to the rubber isolators.
Install the exhaust pipe (C) with seals (J), on the manifold and the resonator.
Install all exhaust springs.
3.21
MAINTENANCE
AIR INTAKE SYSTEM
A
G
D
E
C
B
REMOVAL/INSTALLATION
1.
2.
3.
4.
Pull the front of the plenum (A) with force to remove the plenum from the machine.
Disconnect the air intake sensor (B) form the airbox (C).
Remove the hose clamps (D) from the air intake boots (E) and slide the air box out.
Replace in reverse order. Make sure you line up the tabs on the plenum when pressing it back on to the airbox.
INSTALLATION
1.
2.
3.
4.
5.
6.
3.22
MAINTENANCE
EDGE EXHAUST VALVE MAINTENANCE
500/600/700/800 LIBERTY
B
G
J
G12,16
A
G12,16
G12,16
242
H
LIBERTY
NOTE:
Exhaust valve springs are spring loaded. Hold cover in place until all bolts are removed.
If the spring stays in the cover, hold the cover and twist the spring in a counterclockwise direction
while pulling the spring. Do not distort the spring upon removal.
DANGER
Exhaust system temperatures can exceed 900_ F (500_ C). Serious burns may occur if this inspection
is performed without allowing adequate time for the exhaust system to cool.
Never perform this procedure with the engine running.
Remove the VES mounting bolts (A, B) cover (C) and spring (D), do not distort the spring when removing it from the cover.
Spring is under pressure, hold cover tightly against the assembly when removing the cover.
2.
3.
Insert the VES assembly in a soft jawed vise by the guillotine (J) and carefully remove the bellows nut (E).
4.
Remove the bellows (F), and bellows washer (G) and inspect it for cracks or any damage. Replace if needed.
5.
Remove the gasket (I) from the VES base (H) and clean the guillotine (J) with carbon clean or oven cleaner.
2.
3.
Place the bellows washer (G) and bellows (F) on the valve base.
4.
Apply Loctite 242 to the first 3 threads of the guillotine and torque the bellows nut (E) to 12 ft. lbs. (16Nm).
5.
Install spring (C) and valve cap (B) on to the base and torque the 2 cover bolts (A) to 12 ft. lbs. (16Nm).
6.
7.
Install EV assembly and torque the mounting bolts (B) to 12 ft. lbs. (16Nm).
3.23
MAINTENANCE
900 LIBERTY EXHAUST VALVE MAINTENANCE
900 LIBERTY
E
K
A
G9,12
G12,16
242
G12,16
NOTE:
Exhaust valve springs are spring loaded. Hold cover in place until all bolts are removed.
If the spring stays in the cover, hold the cover and twist the spring in a counterclockwise direction
while pulling the spring. Do not distort the spring upon removal.
DANGER
Exhaust system temperatures can exceed 900_ F (500_ C). Serious burns may occur if this inspection
is performed without allowing adequate time for the exhaust system to cool.
Never perform this procedure with the engine running.
Carefully remove the VES cover bolts (A) cover (B) and spring (C), do not distort the spring when removing it from the cover.
Spring is under pressure, hold cover tightly against the assembly when removing the cover.
2.
Remove the bellows nut (E), bellows (E) and bellows washer (F).
3.
Remove the base bolts (K) and remove the base assembly (G) and guillotine (J) from the cylinder.
4.
Remove the gasket (H) from the VES base (G) and clean the guillotine (J) with carbon clean or oven cleaner.
2.
3.
Insert the base bolts (K) and torque to 12 ft. lbs. (16 Nm).
4.
Place the bellows washer (F) and the bellows (E) on the valve base.
5.
Apply Loctite 242 to the bellows nut (D) and torque to 12 ft. lbs. (16 Nm).
6.
Install spring (C) and valve cap (B) on to the base and torque the cover bolts (A) to 9 ft.lbs. (12 Nm).
3.24
MAINTENANCE
THERMOSTAT / TEMPERATURE SENSOR
THERMOSTAT REPLACEMENT
1.
2.
3.
4.
A
G9,12
G9,12
F
G
SMALL/LARGE BLOCK LIBERTY
242
G30,40
242
A
G9,12
900 LIBERTY
3.25
MAINTENANCE
900 LIBERTY COOLANT
A
E
C
B
900 LIBERTY
COOLANT BLEEDING
1.
2.
3.
4.
5.
6.
7.
8.
3.26
MAINTENANCE
900 LIBERTY OIL PUMP BLEEDING
Attach the oil lines to the crankcase, and apply the line clips to the fittings.
Fill each line with 2-- stroke engine oil.
After the engine is assembled and in the bulk head you will need to bleed the main line.
Fill the oil bottle so the oil level is over the hose insertion level.
At the main line, clamp and disconnect the line that goes into the in-- line filter. Oil should be present in the line from this filter
to the engine.
6. Air that is in the line that you disconnected can be purged by raising the line higher than the filter and releasing the clamp so
that the air can escape.
7. Repeat this until all air is gone from the line.
8. Place line onto the filter and apply the hose clamp to the barb of the filter and the oil line.
If air is in the oil line at the in-- line filter and the engine has not been removed, start at step 5.
3.27
MAINTENANCE
RECOIL SERVICE
A
I
G H
CAUTION
Wear eye protection when servicing recoil assembly. The spring can unwind suddenly and unexpectedly if handled improperly.
This recoil starter is designed to be used when the engine is not running. The ratchet pawl is designed to reduce the probability
of engagement of pulley and ratchet, in case it was accidently operated when the engine is in reverse rotation.
DISASSEMBLY
1.
2.
3.
4.
If spring tension is relieved and the reel is lifted straight out, the spring will most likely remain in
the housing; however, be sure to heed caution above.
ASSEMBLY
1.
2.
3.
4.
5.
6.
7.
8.
Clean the spring and the recoil housing of any dirt or old grease.
Locate the outside spring hook and place it into the recoil housing. The hook should be lined up with the housing slot.
The spring should be spiraling counterclockwise toward the center.
If you are installing a new spring, you will need hold the spring in place and carefully clip the bands that hold the spring coiled.
If the spring has unwound you will have to clean it and then carefully spiral the spring back into the housing so that the spring is
spiraling counterclockwise.
Lubricate center shaft in the housing and spring with Polaris Premium All Season Grease.
Wind rope in a counterclockwise direction around the outside of reel, as viewed from ratchet side of reel.
Pass the end of rope through rope guide and slide reel down onto shaft and spring, while pulling the recoil rope.
NOTE:
3.28
Make sure that the reel tab engages hook on the end of the spring.
MAINTENANCE
Reinstall ratchet pawl onto the reel face.
NOTE:
Ratchet spring must hold the ratchet in retracted position. The long leg of the spring is on the reel face side.
Reinstall friction plate with one end of the return spring in hole on end of ratchet pawl.
Apply Loctite 242 and reinstall flange nut and torque to 49 in. lbs. (5.6 Nm).
Pull recoil rope to full extension and align notch on outside edge of reel with housing rope guide hole.
Apply Polaris Premium Starter Grease on the face of the reel assembly and the pawl.
Using a needle nose pliers or hooked wire, pull a loop of rope through the notch into center of housing.
Holding side of rope loop attached to reel, wind reel counterclockwise until coil bind is felt. Then unwind reel between one and
two turns.
Pull loop to outside of housing by pulling on rope handle.
Allow rope to fully retract and check for normal recoil and ratchet operation.
3.29
MAINTENANCE
700/800 LIBERTY WATER PUMP BELT
Replace if width is less than
.25 (6.35mm). Nominal
new width is .345
(8.75mm).
Weight Construction
.062 to .090
Wire Suggested
Wide
Enough
to Span
Belt
The water pump belt on Liberty domestic big block twin snowmobile engines should be inspected every 1500 miles. Belts should
be inspected by measuring the width at several locations around the belt. Belt width at any location should not be thinner than
.250 (6.35mm). Replace the belt if you notice any loose cords, broken cracked or missing cogs, and variations in width. If the
water pump belt fails, serious engine damage could result. Nominal thickness of a new belt should be approximately .345
(8.75mm).
Check belt tension by rotating crankshaft 1/8 turn at a time. The tension should be equal at all points of rotation.
1.
A weight is needed to test belt deflection. Construct a weight out of wire and weights such as thick washers. Use the
illustration to assist you . The finished weight should weigh 2 lbs.
Measure the gap between the belt and the straight edge at the point where the weight is hanging.
d.
Measured distance must be between .1 and .25. If the measured distance is more than the specification, try another
waterpump belt.
NOTE: Do not use tools to assemble belt on pulleys. Damage can occur which could shorten belt life. Before installing new
belt, check pulley teeth, remove all foreign material, dirt, and oil. Never install a used belt on a different engine. Install belt so
writing on the belt can be read from the right side of the machine.
3.30
Fuel Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mikuni Component Part Numbers . . . . . . . . . . . . . . . . . . . . . . . . .
Mikuni TM Jet Needle Overview . . . . . . . . . . . . . . . . . . . . . . . . .
Mikuni TM 38/40 Component Explanation . . . . . . . . . . . . . . . . .
Mikuni TM 38/40 Exploded View . . . . . . . . . . . . . . . . . . . . . . . . .
Gasoline Volatility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Two Stroke Pre--Mix Ratio Chart . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Delivery System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Carburetor Component Functions
Float System . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Metering . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Carburetor Components . . . . . . . . . . . . . . . . . . . . .
Fuel Delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pilot Jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pilot Air Screw . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Jetting Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . .
Throttle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Jet Needle/Needle Jet . . . . . . . . . . . . . . . . . . . . . . .
Throttle Opening vs Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mikuni TM Carburetor Service
Disassembly/Assembly . . . . . . . . . . . . . . . . . . . . .
Throttle Synchronization . . . . . . . . . . . . . . . . . . . .
Choke Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Carburetor Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
900 Liberty
Fuel Rail Bleeding Removal/Installation . . . . . . . .
Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TPS Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Throttle Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TPS Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1
4.1 - 4.2
4.3
4.4
4.5
4.6
4.6
4.7
4.8
4.8
4.9
4.10
4.10
4.10
4.10
4.10
4.11
4.11
4.12
4.13 - 4.15
4.16
4.17
4.18
4.19
4.20 - 4.21
4.22
4.23
4.24
4.25
4.26
4.27
FUEL DELIVERY
Whenever 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.
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.
Do not overfill the tank. Do not fill the tank neck.
If you get gasoline in your eyes or if you swallow gasoline, see your doctor immediately.
If you spill gasoline on your skin or clothing, immediately wash it off with soap and water and change clothing.
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.
PART NUMBER
25
3130064
30
3130065
35
3130066
40
3130067
45
3130068
50
3130629
55
3130070
60
3130071
PART
NUMBER
MAIN JET
NUMBER
PART
NUMBER
MAIN JET
NUMBER
PART
NUMBER
MAIN JET
NUMBER
PART
NUMBER
MAIN JET
NUMBER
PART
NUMBER
80
3130099
150
3130113
240
3130127
380
3130140
530 N
3131402
85
3130100
155
3130114
250
3130128
390
3130480
540 N
3131408
90
3130101
160
3130115
260
3130129
400
3130141
550 N
1311409
95
3130102
165
3130116
270
3130130
410
3130599
560
3130151
100
3130103
170
3130117
280
3130131
420
3130142
560 N
3131410
105
3130104
175
3130118
290
3130132
430
3130143
590
3130152
110
3130105
180
3130119
300
3130133
450
3130144
620
3130153
115
3130106
185
3130120
310
3130134
460
3130146
120
3130107
190
3130121
320
3130135
470
3130147
125
3130108
195
3130122
330
3130136
490
3130148
130
3130109
200
3130123
340
3130137
500
3130149
135
1310110
210
3130124
350
3130138
510 N
3131400
140
3130111
220
3130125
360
3130139
520 N
3131401
145
3130112
230
3130126
370
3130290
530
3130150
4.1
FUEL DELIVERY
MIKUNI TM JET PART NUMBERS
JET NEEDLES
PART NUMBER
3130794
3131257
3130795
3131258
3130796
3131259
3130797
3131260
3131250
3131261
3131253
3131262
3131268
3131263
3131313
3131264
3131377
3131265
3131378
3131266
3131207
3131267
3131202
PART NUMBER
3130940
3130773
3130789
3130774
3130790
3130775
3130791
3130776
3130792
3130777
3130793
3130778
3130779
3130780
3131215
3130781
3131252
3130782
3131217
3130783
3131218
3130784
3131219
3130785
3131220
3130786
3130787
3130788
Starter Jet
130
3130805
PART NUMBER
Starter Jet
135
3130767
3131255
Starter Jet
140
3130768
3131249
Starter Jet
145
3130769
3131256
Starter Jet
150
3130770
3131254
Starter Jet
155
3130771
3131203
Starter Jet
160
3130772
PISTON VALVES
STARTER JETS
PART NUMBER
PART NUMBER
PART NUMBER
PART NUMBER
The part numbers for main jets and pilot jets are the same as Mikuni VM round slide carburetors.
Notched Piston Valves have a small notch in the bypass radius.
4.2
FUEL DELIVERY
MIKUNI TM JET NEEDLE OVERVIEW
Leaner
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.
1
2
3
4
5
Richer
O.D.
Straight Portion
E -- Taper
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.
01
Serial Number
- 57
Outside Diameter
J -- Taper
4.3
FUEL DELIVERY
MIKUNI TM 38/40
Gasket
Top Cap
Check Valve
(I)
(J)
Lever
(K) Mixing Body
Piston
Valve(E) Funnel
Fuel Screw(G)
Jet Needle(C)
Main
Jet(F)
Plunger
Pilot Air Jet(A)
Needle Jet (D)
Pilot Jet(F)
Starter Jet(B)
Float/
Needle
& Seat
Asm(H)
Float Body
Ill. 2
Ill. 1
The part numbers for main jets and pilot jets are the same as Mikuni VM round slide carburetors.
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.
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 jets 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(E): The piston valve operates in the same manner as Mikuni VM carburetor round slide valves.
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 washer on main jet that is staked and should not come out.
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 five turns out.
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. 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 (see Ill. 2). 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.
4.4
FUEL DELIVERY
MIKUNI TM 38/40
Top Cap
Gasket
Adjustment Screw
Check Valve
Ring
Lever
Plate
Cap
Guide
Holder
Spring
Plunger
Plate
Packing
E-Ring
Ring
Cap
Funnel
O-ring
Adjuster
Pin
Spring
Main Jet
Piston Valve
Jet Needle
Spring
Pilot Jet
Starter Jet
Float/Needle &
Seat Asm.
Float Bowl
Drain Plug
4.5
FUEL DELIVERY
EXPLANATION OF GASOLINE VOLATILITY
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 driveability problems and hard starting when warm. Some states are limiting the Reid
Vapor number to 9.0 PSI year around to help meet evaporative emissions standards.
Warm Weather
Cold Weather
Class
Pressure
Low
High
7.0 PSI
60 F
110 F +
9.0 PSI
50 F
110 F
10.5 PSI
40 F
97 F
12.0 PSI
30 F
85 F
13.5 PSI
20 F
69 F
32:1
oz. of oil
oz. of oil
13
19
12
26
16
32
20
38
24
Gallons of
Engine
E
i F
Fuell
4.6
FUEL DELIVERY
FUEL DELIVERY SYSTEM
Violet Fuel Line
Vent Line
Fuel
Filter
Weighted Pickup and Line
(Fuel filter on some models)
Fuel
Line
Fuel
Lines
Impulse
Line
Water
Traps
Vent Lines
Crank
Seal
Crank
Seal
Impulse Fitting
at Crankcase
Check
Valves
The fuel system contains many components which directly affect fuel mixture and driveability. When performing diagnosis or
carburetor maintenance, the entire fuel delivery system should be inspected. The illustration below shows parts of the system
requiring periodic maintenance to ensure there is no fuel or air leaks present.
Fuel filters should be replaced at least once per season. More often if any 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 in 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!
NOTE: 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.
4.7
FUEL DELIVERY
MIKUNI CARBURETOR
STARTER PLUNGER
MIXTURE OUTLET
AIR INLET
PILOT SCREW
FLOAT
STARTER JET
STARTER BLEED PIPE
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
VM 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.
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
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.
4.8
FUEL DELIVERY
MIKUNI CARBURETOR
THROTTLE VALVE
JET NEEDLE
NEEDLE JET
VALVE SEAT
PILOT JET
NEEDLE VALVE
MAIN JET
MAIN JET
FUEL DELIVERY
4.9
FUEL DELIVERY
FUEL DELIVERY
The pilot systems 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 regulated by the air screw, and delivered to the engine through
the pilot outlet.
The mixture is regulated to some degree by adjusting the air screw. When the air screw is closed, the fuel mixture is made richer
as the amount of air is reduced. When the air screw is opened, the mixture is made more lean as the amount of air is increased.
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 ccs which passes through
the jet during a one minute interval under a given set of conditions.
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 ccs 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.
Carburetors on most Polaris models are calibrated for an altitude of 0-2000 ft (0-600 meters) and ambient temperatures between
-10_ F to +10_ F (-23_C to -12_C). 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.
CAUTION
NOTE:
4.10
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 Owners Manual Supplements
It is the owners 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.
FUEL DELIVERY
MIKUNI CARBURETOR
CUTAWAY ANGLE
THROTTLE VALVE
JET NEEDLE
AIR FLOW
NEEDLE JET
Throttle Valve
Cutaway
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.
The throttle valves are numbered 1.0, 1.5, 2.0, etc., according to the size of the cutaway. The higher the number, the leaner the
gasoline/air mixture.
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. The chart at right shows the variation of fuel flow based on the height of the E ring.
NEEDLE JET
The needle jet works in conjunction with the jet needle to regulate fuel flow rate. An air bleed opening in the side of the needle
jet brings in air measured by the air jet. This air initiates the mixing and atomizing process inside the needle jet. Mixing is augmented by a projection at the needle jet outlet, called the primary choke. The letter number code stamped on the jet indicates
jet inside diameter.
4.11
FUEL DELIVERY
THROTTLE OPENING VS. FUEL FLOW
Small
Medium
Clearance Clearance
2
3
4
Large
Clearance
4
3
2
50
75
100%
Closed
Throttle
One-half
Throttle
Full
Throttle
DECREASING
INCREASING
15
In a full throttle condition the cross sectioned area between the jet needle and the needle jet is larger than the cross sectioned area
of the main jet. The main jet therefore has greater control over fuel flow.
4.12
FUEL DELIVERY
MIKUNI TM CARBURETOR SERVICE
CAUTION
Wear eye protection when using compressed air or cleaning solvents. Review all fuel system warnings found on page 4.1 before proceeding.
DISASSEMBLY
1.
2.
3.
Rotate the needle keeper far enough to remove the needle and
c-- clip assembly from the slide.
4.
5.
Turn throttle shaft so slide opens all the way. You may have to
turn out slide stop screw for the slide to move farther up the
body.
6.
With slide fully open, pull funnel out from the bottom first.
7.
Check for wear on the face of the slides, and also check the
needle for wear.
4.13
FUEL DELIVERY
8.
Ring
Packing
E-Ring
Cap
Guide
Holder
Spring
Ring
Spring
Piston Valve
Jet Needle
Plunger
9.
NOTE:
11. Remove the two screws holding the float/needle and seat
assembly in position and then remove this assembly.
12. Inspect the contents for wear and debris.
13. Remove the main jet and starter jet and clean out. Look for any
debris.
14. Clean out all passages in carburetor body with carburetor
cleaner. Dry all passages and jets with compressed air.
Screw
Float Bowl
Trap/Drain Plug
Main Jet
15. Replace gaskets and any parts that show wear or damage.
Starter Jet
4.14
FUEL DELIVERY
MIKUNI TM CARBURETOR SERVICE
ASSEMBLY
1.
2.
3.
4.
5.
6.
7.
8.
9.
4.15
FUEL DELIVERY
MIKUNI TM CARBURETOR THROTTLE 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 have a non-adjustable set screw on the throttle shaft. This carburetor is what
the other carburetor is synchronized to and is considered the base carburetor.
1.
2.
3.
On the base carburetor hold the throttle at wide open throttle and
view the position of the carburetor slides. The slides should be
flush with the top of the carburetor intake area.
4.
If they are not flush with the top, hold the base carburetor
throttle wide open and turn the slide stop screw until slide is
flush with the top.
5.
6.
When screw is loose, hold throttle to wide open. Turn offset nut
clockwise to raise or counterclockwise to lower,until throttle
slide is in same position as base carburetor.
7.
8.
4.16
Flush
FUEL DELIVERY
CHOKE ADJUSTMENTS
Choke Toggle Positions
Off
A
B
Half On
Full On
With the dash mounted choke control toggle flipped to the off position, the choke plunger must be seated on the fuel passage way
in the carburetor. If the plunger is not seated on the passage way, the engine will flood or run too rich, causing plug fouling and
very poor engine performance.
If cable slack is too great there will be excessive toggle free play resulting in hard starting. Also, the half on position used for
intermittent applications will not function.
If the choke lever assembly becomes damaged, a lever kit is available. This allows replacement of the lever assembly rather than
the entire cable assembly. Installation instructions are included with the kit.
ADJUSTMENT PROCEDURE
1.
2.
3.
4.
5.
6.
4.17
FUEL DELIVERY
Altitude Compensating Carburetor System (ACCS)
The Altitude Compensating Carburetor System (ACCS) is designed to automatically compensate for changes in altitude. This allows the snowmobile to operate in changing elevations without having to change jets, although extreme
temperatures may require re-jetting for optimum performance. Refer to the jetting compensation chart in the specifications sections.
A vacuum line is connected to the float bowl. The
ACCS valve is connected to this line via the 4-way
manifold. At low altitude the ACCS valve supplies
atmospheric pressure to the vacuum line and the
float bowl (see Ill. 1).
To Float Bowls
Sealed
Bellows
Plunger
This
end
fixed
Ill. 1
D
D
Vacuum from
Venturi
To Float Bowls
Plunger
Sealed
Bellows
This
end
fixed
4.18
Ill. 2
FUEL DELIVERY
FUEL PUMP
The fuel pumps (340/550 style shown). 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 form the carburetor.
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.
MAINTENANCE
The impulse operated diaphragm fuel pump does not require any specific scheduled maintenance. However, the following procedures should be observed.
OPERATION
S
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
S
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
S
Disconnect impulse line from pump. Connect 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.
4.19
FUEL DELIVERY
TROUBLESHOOTING
Fuel system diagnosis should follow a specific path, first examining the fuel tank, then the filters, fuel lines, vent lines, fuel pump,
impulse hose, air box, exhaust system and finally the carburetors.
The following troubleshooting information assumes that the general mechanical condition of the engine (pistons, rings, bearings,
etc.) is good.
When the fuel/air mixture is diagnosed as improper due to spark plug readings, clean the carburetor and blow its passages clear
with compressed air. Use the spark plug firing end condition as a guide for further determination of whether the mixture is too
rich or too lean.
Use the throttle lever to determine at what degree of throttle valve opening the problem exists.
CONDITION
SYMPTOMS
4.20
FUEL DELIVERY
TROUBLESHOOTING TIPS, 1/4-3/8 THROTTLE:
S
4.21
FUEL DELIVERY
900 LIBERTY FUEL RAIL BLEEDING
B
DANGER
4.22
FUEL DELIVERY
900 FUEL PUMP
Regulator
Pump
CONNECTOR
Float
Fuel Pickups
FUEL PUMP: Located inside tank. Provides system with fuel at 4bar (58psi) pressure. If the fuel pump is suspect to be defective
apply 12 VDC to the fuel pump prime (see page 13.44) 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 4 bar.
This fuel pump is non-- serviceable and can not be replaced. If fuel pump fails you will need to replace the whole fuel tank assembly.
The #1 wire is the red wire that provides power from the regulator.
The #2 wire is the Violet/White wire that provides the fuel level signal to the gauge.
The #3 wire is the Brown wire that provides a ground to the chassis for the fuel pump.
The #4 wire is a Brown wire that provides a ground for the fuel level signal.
4.23
FUEL DELIVERY
TPS CHECKING PROCEDURE
If you are replacing or setting the baseline for the TPS these steps will need to be followed in order to ensure proper operation.
ELECTRICAL CHECK
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
4.24
FUEL DELIVERY
THROTTLE BODY
A
LOCK NUT AND
ADJUSTER STYLE
NOT SHOWN
D
E
4.25
FUEL DELIVERY
TPS BASELINE RE--SETTING PROCEDURE
The TPS comes set from the factory and should not need any adjustments. If replacing a TPS or resetting the TPS, Polaris has
developed a TPS test kit for aid in setting the Throttle Position Sensor to specification.
1.
2.
3.
Assemble your TPS sensor tool (PN 2201519) as per the instructions that came with the tool.
Make sure your 9 volt battery is in good condition by inserting the black volt meter probe from your Fluket meter in the black
terminal and the red probe into the pink terminal. Voltage should read 4.99 to 5.01 volts. If not, try a new 9 volt battery.
Insert the red voltmeter lead into the terminal above the pink wire, and the black meter lead to the terminal above the black
wire. Slowly open throttle and check for smooth voltage change.
NOTE:
The Fluke meter will change scales and show O.L. momentarily when throttle is opening.
4.
Remove the throttle cable in order to take the slack out of the cable.
5.
Back off the idle lock nut counterclockwise and then back out the idle adjuster (A) counterclockwise until the screw tip (B)
separates from the adjusted lever tab.
Turn the synchronization screw (C) counterclockwise until the synchronization lever is touching the synchronization screw
hole (D) tab.
Remove the connector from the TPS on the throttle body and install TPS sensor tool on to the TPS.
Place a shop towel under the throttle body incase you loose grip on the spring or thread a small wire around it if it should fall.
Remove the synchronization lever tab spring (E) and gently open and then close the throttle plates with the throttle, allowing
the plate to close gently. Note the voltage at this point.
Insert the synchronization lever tab spring and screw.
Turn the synchronization screw clockwise until the volt meter reads the voltage level that you noted in step #8.
Loosen screws on the TPS sensor (F).
Adjust the TPS sensor until the voltage on the volt meter reads .705 - .715 volts.
Tighten the TPS retaining screws, making sure that the voltage continues to read .705 - .715 volts.
Turn the idle set screw clockwise until the voltage reads .930 volts.
Voltage at the yellow terminal should be .920 - .940 volts at idle. Once the TPS voltage is verified and set, remove the sensor
tool and re-- install the TPS harness.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
BLK/BL
NOTE:
The 900 Libertyt engine TPS is set at .92 - .94 volts at idle.
When the sensor is inoperative or disconnected the system will switch to a LIMP HOME mode. Limp Home mode reduces
performance to a default value and monitors other sensors.
4.26
FUEL DELIVERY
INJECTORS
MAG FULL LOAD INJECTOR: Provide calibrated amount of fuel to the MAG side of the crankcase.
PTO FULL LOAD INJECTOR: Provide calibrated amount of fuel to the PTO side of the crankcase.
MAG INJECTOR
Red / Blue
Injector Power
Yellow
Switched to Ground
PTO INJECTOR
Red / Blue
Injector Power
Green
Switched to Ground
Injectors are color coded and matched to the ECU. If replacement is necessary the injector color that is in the unit will have to
be replaced with the same color.
REPLACEMENT
Handle the injector with extreme care when handling injector(s). The injector(s) should be visually inspected before installation.
If a injector is damaged it should not be used.
If injector replacement is verified through Digital Wrench, you will need to find what color injector is needed by looking at the
top of the ECU.
The top of the ECU will have a color coded decal that indicates what color injectors are used.
Order the same color part number injector and replace injector.
IMPORTANT: If replacing an injector do not drop the injector or damage to the injector tip may occur. Damage to the injector
tip will cause a lean condition on the cylinder that the damaged injector is installed on. This will cause poor running quality and
possible engine damage.
4.27
FUEL DELIVERY
NOTES
4.28
5.1
5.2
5.3
5.4
5.5
5.6
5.8 - 5.10
5.12 -- 5.13
5.14 - 5.16
5.18 - 5.19
5.20 -- 5.21
5.22 - 5.23
5.24 -- 5.25
5.26
5.28 - 5.29
5.30
5.31
ENGINE
ENGINE TORQUE SPECIFICATIONS
When tightening bolts, nuts, or screws, a torque pattern should 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 kgf-m (kilogram force meter) or Nm (Newton Meter).
ENGINE
CYLINDER
HEAD
CYLINDER
BASE
CRANKCASE
8mm
CRANKCASE
10mm
FLYWHEEL
550 (EC55)
24-- 28 ft.lbs.
(33-- 39 Nm)
16.6-- 18 ft.lbs.
(22-- 25Nm)
N/A
60-- 65 ft.lbs.
(83-- 90Nm)
500/600 Libertyt
Small Block
22 ft.lbs.(2ft.lbs.)
29 Nm (3Nm)
32 ft.lbs.(5ft.lbs)
43 Nm (7Nm)
22 ft.lbs.(2ft.lbs.) 28 ft.lbs.(2ft.lbs.)
29 Nm (3Nm)
38 Nm (3Nm)
90 ft.lbs.
(10ft.lbs.)
122 Nm (14Nm)
700/800 Libertyt
Large Block
22 ft.lbs.(2ft.lbs.)
29 Nm (3Nm)
32 ft.lbs.(5ft.lbs)
43 Nm (7Nm)
22 ft.lbs.(2ft.lbs.) 28 ft.lbs.(2ft.lbs.)
29 Nm (3Nm)
38 Nm (3Nm)
90 ft.lbs.
(10ft.lbs.)
122 Nm (14Nm)
900 Libertyt
Large Block
22 ft.lbs.(2ft.lbs.)
29 Nm (3Nm)
34 ft.lbs.(3ft.lbs)
46 Nm (4Nm)
25 ft.lbs.(3ft.lbs.) 28 ft.lbs.(2ft.lbs.)
34 Nm (4Nm)
38 Nm (3Nm)
90 ft.lbs.
(10ft.lbs.)
122 Nm (14Nm
5.1
ENGINE
FUJI TORQUE PATTERNS
EC 55
2
5
11
12
10
2
CYLINDER
BASE
MAG
SIDE
3
CYLINDER
HEAD - 4 STUD
5.2
PTO
SIDE
ENGINE
500/600 LIBERTYT TORQUE PATTERNS
5.3
ENGINE
700/800 LIBERTYT TORQUE PATTERNS
5.4
ENGINE
900 LIBERTYT TORQUE PATTERNS
5.5
ENGINE
TYPICAL ENGINE REMOVAL
NOTE:
CAUTION:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
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.
Wear eye protection to prevent eye injury.
Shut off the fuel flow by turning the shut off valve to the OFF position.
Remove the springs that hold on the exhaust system on.
Remove the pipe and the muffler.
Disconnect battery ground (-- ) from battery (if applicable).
Remove the hood. See page 12.1 for details.
Disconnect the CDI box, spark plug leads, and stator wires.
Remove the air box or plenum (see page 12.1).
Remove the drive belt (see page 3.12 - 3.13).
Use the appropriate clutch puller and remove the drive clutch.
Remove the recoil housing, or you can free recoil rope and remove the grab handle from the rope and secure the rope by tying a
knot in the end of the rope.
Loosen the clamps at the carburetor mounting flanges. Pull carbs from adaptors and secure out of the way. Note the routing of
all cables and hoses for reassembly.
Disconnect oil pump control cable.
Disconnect the oil supply line and plug the end of the line with a spare water trap plug or a small clean bolt/screw.
Remove the fuel pump impulse line
Disconnect coolant supply hoses as necessary at the most convenient location. Drain coolant into suitable container and
discard coolant appropriately.
Remove front and rear engine mount bolts (nuts) that secure engine mount plate (straps) to the chassis.
Check for any cables or lines that may interfere with removing the engine from the bulkhead and remove and secure if any are
in the way.
Remove the engine.
5.6
ENGINE
NOTES
5.7
ENGINE
EC 34 / 55 ENGINE
J G 18,25
C
K
M
G(340)17,22
G(550)24,33
G
B
P
F
8mm
G(340)17,22
G(550)24,33
10mm
G(340)23,32
H
I
5.8
ENGINE
EC 55 ENGINE DISASSEMBLY
NOTE:
CAUTION:
Inspect all parts for wear or damage surring disassembly. Replace all seals, o-- rings, and gaskets with
Genuine Pure Polaris parts during assembly. Refer to the General chapter for general inspection proceedures.
Wear eye protection to prevent eye injury.
1.
Disconnect the coil pack from the recoil cover and the wiring harness.
2.
Loosen carburetor clamps (A) and remove the carburetors from the mounting boots (B).
3.
Remove the oil lines from the carburetors. For assembly pourpouses note where the lines are routed.
4.
5.
Remove both the cylinder head and the exhaust side fan shrouds (C) from the engine assembly.
6.
After removing the fan shrouds, take note of the vibration dampener, (D) located between the cylinders on the intake side.
7.
8.
9.
10. Hold the flywheel with the flywheel holding wrench PN 8700229 and remove the flywheel nut and washer.
11. Using a flywheel puller (PN 2871043), remove the flywheel from the engine. Do not install puller bolts more than 5/16,
(7mm) into flywheel threads or stator damage may result.
12. Remove the flywheel and woodruff key.
13. Remove the stator plate (G). You should be able to carefully remove the stator plate with out removing the stator itself. Keep
track of the locating dowels and where they match up with the crankcase.
14. Remove the oil pump. Note the o-- ring (H) and shims (I) placement.
15. Remove the cylinder head bolts (J) and remove the cylinder head (K).
16. Remove the head gasket (L). During removal, note that the head gasket is stamped with EX and UP.
17. Remove the cylinder base nuts (M) and carefuly remove each cylinder.
18. Remove the reed valve assemblys from the crankcase (N).
19. Using a piston pin puller (PN 2870386), and remove the pistons.
20. Turn the crankcase over and remove the crankcase bolts (O). Turn back over and seperate the case halves.
21. Remove the crankcase seals (P).
22. Remove the oil pump bushing (R), spacer (S), and cross shaft (T), and inspect for any damage.
23. Refer to the General chapter for general engine component inspections and measurement procedures.
5.9
ENGINE
EC 55 ENGINE ASSEMBLY
1.
2.
3.
4.
Insert oil pump cross shaft (T), spacer (S), and bushing (R).
Install a new o-- ring (H) on the oil pump.
Place oil pump aside for later installation.
Set the crankshaft into the lower case half.
NOTE:
Make sure that the crankshaft rotates smoothly and does not bind. Rotate the bearings so that the anti-rotation pins are testing in their appropriate galleries.
5.
Apply 3-- Bondt (PN 2871557) sealer to the top half of the crankcase.
6.
Apply Polaris 2-- stroke engine oil to the oil pump cross shaft in the lower half of the crankcase.
7.
8.
Match the top half of the crankcase to the lower and hold the case halfs together and turn upside down.
9.
Install the crankcase bolts (O) to 17-- 18 ft.lbs (22-- 25Nm) in the pattern on page 5.2.
10. Turn the case over and install the pistons with the arrow on the piston crown facing the flywheel (MAG) side. This will
orentate the piston so that the piston ring locating pins will be on the intake side of the engine.
11. Apply Polaris 2-- stroke engine oil to the wrist pin and small end bearings and install them onto the crankshaft with the piston
installation tool (PN 2830386).
12. Lubricate rings and piston with Polaris 2-- stroke engine oil and install 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 straight up or down.
14. Install the reed valves (N) in the crankcase, and then install new base gaskets.
15. Carefully compress the rings and install each cylinder onto the crankcase.
16. Torque the cylinder base nuts (M) to 24-- 28 ft.lbs. (33-- 39Nm) in the pattern on page 5.2.
17. Install a new head gasket with the EX on the exhaust side and the UP on the intake side of the engine.
18. Insert the head bolts (J) and torque to 18-- 19 ft.lbs. (25-- 27Nm) in the pattern on page 5.2.
19. Insert the locating dowels on the stator housing that match up with the crankcase, route the stator wire harness.
20. Install the flywheel, lockwasher, Woodruff key, and flywheel nut onto the shaft. With the flywheel holding wrench hold the
flywheel and torque the flywheel nut to 60-- 65 ft.lbs. (83-- 90Nm).
21. Install the recoil basket (F).
22. Install the recoil cover (E) onto the stator housing.
23. Install the CDI box on the flywheel cover.
24. Insert the vibration dampener (D) into the cooling fins between the cylinders on the intake side of the engine.
25. Install the two fan shrouds (C) making sure that they interlock before tightening down.
26. Install the oil pump onto the lower case half. Apply blue Loctite 243 to the oil pump mounting screw threads and torque to
48-- 72 in. lbs. (5.5-- 8.3Nm). Make sure you install all oil pump shims (I) in the same order as removal.
27. Install intake boots (B), carburetor clamps (C) and carburetors.
28. Route each oil line on the oil pump to the correct position.
29. Install engine into chassis, bleed the oil pump and premix the first tank of gas at a ratio of 32:1 see page 4.6 for pre-- mix
instructions.
5.10
ENGINE
NOTES
5.11
ENGINE
500/600 LIBERTYT STATOR DISASSEMBLY/ASSEMBLY
G9,12
G9,12
242
242
G90,122
5.12
G5,7
ENGINE
500/600 LIBERTY ENGINE STATOR
RECOIL / STATOR DISASSEMBLY
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.
2.
Remove the recoil basket bolts (A) and the recoil basket (D).
3.
Using a strap wrench PN PU-- 45419 hold the flywheel while taking the flywheel nut (E) and washer (F) 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.
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 (H), and remove the stator (I). Be careful when removing the wires of the stator.
Install the stator (G) and align the timing marks that was noted earlier.
2.
Apply Loctite 242 to the first few threads of the stator bolts (H) and torque to 5 ft.lbs. (7Nm).
3.
Install the flywheel (G) so that it matches up with the index of the woodruff key.
4.
Apply Loctite 242 to the threads of the flywheel nut (E) and place the washer (F) and nut onto the end of the crankshaft.
5.
holding the flywheel with the strap wrench, torque the flywheel nut to 90 ft.lbs. (122Nm).
6.
Install the recoil basket (D) and the recoil basket bolts (C) on the flywheel and torque the bolts to 9 ft.lbs. (12Nm).
7.
Install recoil assembly (B) and torque the recoil assembly bolts (A) to 9 ft.lbs (12Nm).
5.13
ENGINE
500/600 LIBERTYT ENGINE DISASSEMBLY/ASSEMBLY
I
K
L
See page 3.25
R
D
P
R
T
U
5.14
ENGINE
500/600 BLOCK LIBERTY ENGINE
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.
Remove reed valve assembly see page 5.31 for procedure and inspection guidelines.
2.
3.
Remove the head cover (B) and the rubber head seals (C).
4.
5.
Remove the VES assembly, see page 3.23 for procedures and inspection guidelines.
6.
Remove the cylinder nuts (F) and carefully remove the cylinders (G) with a slight rocking motion.
7.
Remove the c-- clips (K) that hold the wrist pin (J) into the piston.
8.
Using the piston pin puller PN 2870386 remove the piston pins (J), and the piston (I) from the crankshaft (P).
9.
Remove the water/oil pump assembly, see page 5.19 for procedures and inspection guidelines.
10. If removing the engine mounting straps (these straps are mounted to the engine and bulkhead) note the direction and
placement of each engine strap.
11. Remove the cylinder base gaskets (L) and replace if damaged.
12. Turn over the crankcase and remove the bottom crankcase bolts (T,U).
13. Turn the crankcase assembly back over and remove the top of the crankcase (N).
14. Remove the crankshaft, and refer to the General chapter for general engine component inspections and measurement
procedures.
5.15
ENGINE
500/600 ENGINE ASSEMBLY
1.
2.
Set the crankshaft (P) with bearings (R) and seals (Q) into the lower crankcase (S).
3.
4.
Fill the cross shaft section with cross shaft break in lube PN 2872435.
5.
Place the top crankcase (N) on top of the lower crankcase and crankshaft assembly.
6.
7.
Assemble the crankcase bolts into the crankcases. Torque the 8mm bolts to 22 ft.lbs (30Nm) and the 10mm bolts to 28 ft. lbs.
(38 Nm).
NOTE:
If you are replacing the small block crankcase, the new case will come with the studs loose, 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. After stud assembly remove the Dri-- Lok residue from the case
assembly before assembly. The long studs are installed to a height of 3.66 (93mm). The small studs
are installed to a height of 2.16 (55mm).
8.
Lubricate the small end bearings 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.
9.
Install new c-- clips (K) 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 2872622.
10. Install the piston rings (H) onto the piston with the bevel side up and the gap facing the piston ring locating pin.
11. Install the base gaskets (L) on the upper crankcase.
12. 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.
13. Install the cylinder base nuts (F) and torque to the sequence and specification outlined on pages 5.1-- 5.5.
14. Install new o-- rings (E) if needed.
15. Install head (D) on cylinders.
16. Install head cover (B) with o-- rings (C) on head.
17. Apply Loctite 242 on head bolt threads (A) and torque to 22ft.lbs.(29Nm).
18. See page 3.25 for thermostat installation.
19. Install VES as outlined on page 3.23.
5.16
ENGINE
NOTES
5.17
ENGINE
500/600 LIBERTYT OIL / WATERPUMP DISASSEMBLY/ASSEMBLY
A
AA
G7,31
D
M
L
M
K
J
H
G
F
10,44
M K
5.18
G F
ENGINE
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.
2.
Carefully pull out the brass bushing (C) and o-- ring (D).
3.
With the crankshaft installed, remove the impeller nut (E) and washer (F).
4.
5.
Remove the cross shaft (L) by hitting the shaft from the waterpump side with a rubber hammer.
6.
Press out the water pump shaft (L) out toward the oil pump side.
7.
8.
Pry out the seal (K) that is behind the mechanical seal.
9.
2.
Insert the cross shaft (L) with the thrust washers (M) into the case from the intake side.
3.
Install the flanged pump bearing (C) with the o-- ring (D) on to the cross shaft.
4.
Install the water pump seal (J). Use water pump seal installation tool PN 2872010 and press it into the case. Make sure that the
sealant on the seal is facing toward the crankcase.
5.
Install oil pump (A) with the gasket (B) onto the crankcase and torque the bolts (AA) to 7 ft.lbs.(31Nm).
6.
Place the flat washer (H), impeller (G), washer (F) and impeller nut (E) onto the other side of the cross shaft.
7.
5.19
ENGINE
700/800 LIBERTYT STATOR / RECOIL
F
E
G9,12
G9,12
A
M
L G22,30
K
242
G9,12
242
H G90,124
P
R
Y
X
W
G10,14 V
U
T
5.20
G9,12
ENGINE
700/800 LIBERTY ENGINE DISASSEMBLY
STATOR / WATER / OIL PUMP DISASSEMBLY
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.
2.
Remove the recoil cover (C), and the recoil basket (E).
3.
Remove the water pump belt (F) and inspect for any cracks or broken drive cogs. See page 3.30 for inspection guidelines.
4.
5.
Hold the flywheel with the flywheel holding tool PN 9800229 and remove the flywheel nut (H) and lock washer.
6.
Install the flywheel puller PN 2871043 and remove the flywheel (I) and Woodruff key.
7.
Locate the pointer mark on the stator plate and make an alignment mark on the stator housing and the stator.
8.
When removing the stator plate (K), carefully remove the grommet (M) and route the wires through the stator housing and
remove the stator.
9.
10. At the bottom of the stator housing check the weep hole on the oil pump side for and signs of leakage or blockage.
11. If crankshaft seal (O) needs to be replaced, drive the seal out from the stator side.
12. Remove the waterpump cover (W) and then remove the impeller (T), nut (U) and washer.
13. Remove the water/oil pump shaft (R) from the stator side and push it out from the impeller side (toward the stator side). If the
bearing (Q) is being replaced you will need to press off the drive gear (P).
14. Inspect the mechanical seal (T) and replace if damaged.
Reassemble the water/oil pump by installing the main seal (O) from the backside until it bottoms out on housing. The spring
on the seal must face toward the crankshaft.
2.
If bearing (Q) was replaced. press on the water pump driven gear (P) onto the water/oil pump shaft if it was removed.
3.
Assemble the water/oil pump shaft (R) and bearing (S) and then place into the stator housing from the stator side.
4.
If replacing the mechanical seal (S) use the installation tool PN 2872389. Install the seal so that the spring is facing toward the
impeller (crankshaft) side.
5.
Install water impeller (T), washer and torque the impeller nut (U) to 10 ft.lbs. (14Nm). Install cover gasket (V) and cover (W)
and torque bolts (X) to 9ft.lbs.(12Nm).
6.
Apply 3 Bond to the pump housing mating surface and carefully install onto the crankcase. Torque the stator housing housing
bolts (L) to 22 ft. lbs. (30Nm).
7.
Carefully route the stator wires through the stator housing. Place grommet in cover.
8.
Apply Loctite 242 to the threads of the stator bolts (J) and align the timing marks on the stator and the stator housing and torque
the stator bolts to 9 ft.lbs.(12Nm).
9.
Install the flywheel and apply Loctite 242 to the threads of the crankshaft. Insert the washer and flywheel nut onto the
crankshaft and hold the flywheel with flywheel holder tool PN 9800229 and torque to 90 ft.lbs. (124Nm). Torque the hose
clamp that mates with the water pump housing to 24 in.lbs.(3Nm).
10. With the belt on the water pump drive gear (G), match the waterpump pulley and the recoil basket and install onto the
flywheel. Torque the recoil basket bolts (D) to 9 ft.lbs. (12Nm). See page 3.30 for installation guidelines.
11. Install recoil cover and torque the cover bolts (B) to 9 ft.lbs.(12Nm). Install oil pump and torque the screws to 7 ft.lbs.(9Nm).
5.21
ENGINE
700/800 LIBERTYT ENGINE
A
242
G22,29
page 3.25
B
C
D
K
L
M
O
N G16,22
R
S
P
Q
242
U
242
G22,30 T
5.22
242
G28,38
ENGINE
700/800 LIBERTY ENGINE
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.
ENGINE DISASSEMBLY
1.
2.
Remove the reed valve assembly, see page 5.31 for procedure.
Remove the cylinder head bolts (A) and remove the head cover (B), o-- rings (C), and head (D). Note the condition of each of
the o-- rings used.
3.
4.
5.
6.
7.
8.
9.
Remove the cylinder base nuts (G), and remove the cylinders (F) by a gentle rocking motion.
Carefully remove the c-- clips holding the piston pins in place.
Remove the pistons (H) and piston pins by using the piston pin puller PN 2870386 and adapter PN 5130971.
Remove the base gasket (I) and discard the old gasket if it is damaged.
If needed, remove the water manifold (L), and o-- rings (K) by removing both screws (N) on the retainer brackets (M).
Flip the crankcase over and remove the 8mm bottom crankcase bolts (T) and the 10mm bolts (U).
Separate the crankcase halves (S, J).
10. Remove the retaining ring (Q), crankshaft assembly (O), remove and inspect the seals (R,P) and refer to the General chapter
for general engine component inspections and measurement procedures.
ENGINE ASSEMBLY
1.
2.
3.
Lubricate the seals (K,P) with Polaris All Season Grease. Make sure that the seals are positioned properly with the lip and
spring facing inward toward the center of the crankshaft.
Install the crankshaft assembly (O), with seals (P,R) and the retaining ring (Q) so that the retaining rings gap is facing straight
upward.
Set the crankshaft assembly in the lower crankcase.
4.
5.
Apply 3 Bond 1215 sealant PN 2871557 the lower (S) crankcase half.
Assemble crankcase halves together (S,J) and torque the crankcase bolts (T,U) in the pattern and specification found on pages
5.1-- 5.5.
6. If water manifold was removed, grease the o-- rings (K) and install them on the water manifold (L).
7. Assemble the water manifold onto the case with the retainer brackets (M) and torque the screws (N) to 16 ft.lbs.(22Nm).
8. Lubricate the small end bearings 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.
9. 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 2872622.
10. Install the piston rings onto the piston with the bevel side up and the gap facing the piston ring locating pin.
11. If base gaskets are damaged, install new base gaskets (D) on the upper crankcase.
12. 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.
13.
14.
15.
16.
17.
Install the cylinder base nuts (G) and torque to the sequence and specification outlined on pages 5.1-- 5.5.
Install new o-- rings (C) if needed.
Install head (D) on cylinders.
Install head cover (B).
Apply Loctite 242 on head bolt (A) threads and torque to 22ft.lbs.(29Nm).
5.23
ENGINE
900 LIBERTY ENGINE REMOVAL
C
A
5.24
ENGINE
900 LIBERTY ENGINE REMOVAL
NOTE:
CAUTION:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
Note the placement of all wire ties (zip ties) and the orientation of all hose clamps.
Wear eye protection to prevent eye injury.
5.25
ENGINE
900 LIBERTYT RECOIL/STATOR DISASSEMBLY/ASSEMBLY
I
D
B
A
H
G G9,16
E G90,122
If the stator was removed, route the wire harness around the inside of the housing and secure the wires with the keeper darts.
Place the stator bolts (G) through the stator (H) and torque bolts to 9 ft.lbs. 1ft.lbs. (16Nm 2Nm).
Secure the non adjustable stator pick ups (I) and torque the screws (J) to 48 in.lbs. 6in.lbs. (5.4Nm 0.7Nm)
Place the flywheel on the crankshaft end and hold the flywheel with the flywheel holder tool PN 8700229 and torque the
flywheel nut to 90 ft.lbs. 10ft.lbs. (122 Nm 14Nm).
Replace the recoil basket (D) onto the flywheel (F) and torque the bolts (C) to 108 in.lbs. 17in.lbs. (12Nm 2Nm).
5.26
ENGINE
NOTES
5.27
ENGINE
900 LIBERTYT ENGINE
G22,29
G
B
H
C
G34,46
J
L
L
M
E
N
G25,34
P G28,38
5.28
ENGINE
900 LIBERTYT ENGINE
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.
DISASSEMBLY
See page 5.31 for reed removal procedure.
See page 5.26 for recoil/stator removal.
See page 4.22 for fuel rail removal.
1.
2.
3.
4.
5.
6.
7.
8.
9.
ASSEMBLY
1.
2.
Lubricate all the crankshaft seals (M) with Polaris All Season Grease. Make sure that the seals are positioned properly with the
lip and spring facing inward toward the center of the crankshaft.
Install the crankshaft assembly (K), with seals (L,M) in the lower crankcase (N).
3.
4.
5.
Fill the cross shaft area with cross shaft break in lube PN 2872435.
Apply 3 Bond 1215 sealant PN 2871557 the lower (N) crankcase half.
Assemble crankcase halves together (I,N) and torque the crankcase bolts (P,Q,R) in the pattern and specification found on
pages 5.1-- 5.5.
6. Lubricate the small end bearings 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.
7. 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 2872622.
8. Install the piston rings onto the piston with the bevel side up and the gap facing the piston ring locating pin.
9. If old base gaskets are damaged, install new base gaskets (D) on the upper crankcase.
10. 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.
11. Install the cylinder base bolts (D) and torque to 34 ft.lbs (46Nm) in the sequence and specification outlined on pages
5.1-- 5.5.
12. Install new head o-- rings (C) if old ones are damaged.
13. Install head (B) on cylinders.
14. Apply Loctite 242 on head bolt (A) threads and torque to 22ft.lbs(29Nm).
5.29
ENGINE
900 LIBERTYT WATER/OIL PUMP CROSS SHAFT
H
I
J
L
J
B
C
D
E
F
G
DISASSEMBLY
1.
2.
3.
4.
5.
Remove the water pump cover bolts (A) and remove the cover (B) and cover o-- ring (C).
Remove the impeller nut and washer (D,E), and remove the impeller (F).
With a scribe or flat head screwdriver carefully pry the water pump seal (G) out of the case.
Remove the oil seal (H) and the retaining ring (I).
At this point you should be able to slide the cross shaft (K) and bearings (J). Note that the gears on the shaft are closer to the
intake side of the crankcase.
ASSEMBLY
1.
2.
3.
4.
5.
Assemble the cross shaft (K) and bearings (J) into the crankcase with the gears on the shaft toward the intake side of the case.
Install the retaining ring (I) and press in the oil seal (H). Make sure that the oil seal is installed with the lip toward the case.
Press the water pump seal (G) into the case. Make sure that the seal has the blue sealant installed toward the case.
Install the impeller, washer and nut then torque the nut to 120 in.lbs. 18in.lbs (14Nm 2Nm).
Install the cover o-- ring (C), cover (B) and torque the cover bolts (A) to 108 in.lbs 17in.lbs (12Nm 2Nm).
5.30
ENGINE
REED VALVES
G9,12
Exaggerated
for illustration
C
D
Remove the carburetor adapter bolts (A), carburetor adaptors (B), reed stuffers (C), and reed assembly (D). 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.
Place the reeds (D), stuffers (C), carburetor adapters (B) into the case and torque the reed assy bolts (A) to 9 ft.lbs.(12Nm).
5.31
ENGINE
NOTES
5.32
Clutch Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clutch Operation Explanation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive Clutch Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive Clutch Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive Clutch Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Polaris P--85 Clutch Exploded View . . . . . . . . . . . . . . . . . . . . . . . .
Drive Clutch Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive Clutch Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive Clutch
Disassembly/Inspection . . . . . . . . . . . . . . . . . . . . . .
Spider Removal / Installation . . . . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Driven Clutch Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TEAM Driven Clutch
Removal / Installation . . . . . . . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Helix Angles and Effects . . . . . . . . . . . . . . . . . . . . .
Spring Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive Belt Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Belt Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Belt Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Belt Deflection / Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clutch Offset / Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Torque Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1
6.2 - 6.3
6.4
6.5 - 6.6
6.7
6.7
6.8
6.9
6.10 - 6.11
6.12 - 6.13
6.13
6.14
6.15
6.16
6.16
6.17
6.18
6.19
6.20
6.20
6.21
6.22
6.23
CLUTCHING
CLUTCH TOOLS
All drive clutch maintenance, disassembly and assembly must be performed only by an authorized Polaris dealer who has attended
current model Dealer Service Seminars, has received a certificate of completion, and displays the Polaris Servicing Dealer decal.
Because of the critical nature and precision balance incorporated into the drive clutch, it is absolutely essential that no attempt
at clutch disassembly and/or repair be made without factory authorized tools and service procedures.
Refer to the Service Tool Catalog (PN PU03-- 141) for photos and descriptions of all tools. A tool catalog update may be available
through the SPX parts department (Phone Number 1-- 800-- 328-- 6657).
TOOLS
Offset Alignment Tool
PS-- 46998
2872084
2872085
5020326
9314177-- A
2870336
2870389
2870338
2870341
2870401
2870402
2870507
2870576
2870910-- A
2870985
2871025
2871173
2871358-- A
Replacement Base
335T51
5130518
8700220
8700221
PS-- 45909
PU-- 45779
6.1
CLUTCHING
CLUTCH OPERATION EXPLANATION
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 converter setup
and adjustments of existing components must be the primary objective in converter operation diagnosis.
CAUTION:
All clutch maintenance repairs must be performed only by an authorized Polaris service technician who has attended a Polaris sponsored service training seminar and understands the proper
procedures as outlined in this manual. Because of the critical nature and precision balance incorporated into the drive clutch, it is absolutely essential that no attempt at clutch disassembly and/or
repair be made without factory authorized special tools and service procedures. Any unauthorized modifications to clutches, such as adding or removing weights, will void the warranty.
9000
8000
RPM
7000
6000
5000
ENGAGEMENT
4000
ENGINE OPERATING
RANGE +250 RPM
3000
NOTE:
6.2
If the weights are too light, or the spring rate too high, the maximum RPM will be too great and the
drive belt will not move into high gear at the top of the clutch.
CLUTCHING
9000
8000
RPM
7000
6000
5000
ENGAGEMENT
4000
3000
NOTE:
ENGINE OPERATING
RANGE +250 RPM
If the weights are too heavy, or spring rate too low, the engine RPM will be low and the drive clutch
will upshift too fast, keeping the engine out of its power band.
9000
8000
RPM
7000
6000
5000
ENGAGEMENT
4000
3000
NOTE:
ENGINE OPERATING
RANGE +250 RPM
If the weights and spring are matched properly, the engine RPM will go to the desired range and remain there on both upshift and backshift.
The driven clutch operates in conjunction with the drive clutch. Its function is to maintain drive belt tension preventing slippage,
and sense variations in load requirements necessary to maintain optimum engine torque output and load requirements from the
track. Output torque is transmitted through the chaincase jackshaft and chaincase to the front drive shaft and track.
When the load on the driven clutch is increased and becomes greater than the torque delivered from the engine, the driven clutch
becomes dominant and overrides the drive clutch. The driven clutch downshifts into a ratio which will match the increased load.
Because the driven clutch can sense and shift into the proper ratio, engine RPM will remain within the specified range.
6.3
CLUTCHING
DRIVE CLUTCH SPRINGS
With the spring resting on a flat surface, measure free length from outer coil surfaces as shown. Refer to the chart above for specific free
length measurements and tolerances.
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.
PART NUMBER
COLOR CODE
WIRE DIAMETER
7041021
7041022
7041063
7041062
7041065
7041060
7041080
7041083
7041102
7041061
7041132
7041168
7041148
7041150
7041286
7041080
7041526
7041781
7041566
7041645
7041818
7041816
7041922
7041988
7042083
7043077
Clear
Black
Purple
Silver
Pink
Orange
Blue/Gold
Red
Yellow
Brown
White
Green
Gold
Red/White
Silver/Gold
Blue
Dark Blue
Dark Blue/White
Almond
Almond/Gold
Black/White
Almond/Black
Almond/Blue
Almond/Red
Black/Green
Black
.157
.140
.168
.208
.177
.196
.207
.192
.192
.200
.177
.177
.207
.192
.218
.207
.218
.225
.207
.207
.218
.200
.218
.207
.218
.225
4.38
4.25
4.37
3.12
4.69
3.37
3.50
3.77
2.92
3.06
2.92
3.05
3.25
3.59
3.05
3.55
3.52
3.52
3.65
4.00
3.52
3.75
3.75
4.29
3.38
2.90
6.4
CLUTCHING
DRIVE CLUTCH WEIGHTS
FULL TAIL WEIGHTS
Weight
Gram Weight
Part Number
S43H
43 grams
1321849
S45H
45 grams
1321850
S47H
47 grams
1321851
S49H
49 grams
1321730
S51H
51 grams
1321731
S53H
53 grams
1321759
S55H
53 grams
1322004
Gram Weight
Part Number
10-- 54 Bushed
541 grams
1321685
10-- 56 Bushed
561 grams
1321684
10-- 58 Bushed
581 grams
1321588
10-- 60 Bushed
601 grams
1321587
10-- 62 Bushed
621 grams
1321586
10-- 64 Bushed
641 grams
1321585
10-- 66 Bushed
661 grams
1321584
10-- 68 Bushed
681 grams
5134428
10-- 70 Bushed
701 grams
5134429
10-- 72 Bushed
721 grams
5134430
10-- 74 Bushed
741 grams
5134431
10 SERIES WEIGHTS
Weight
Gram Weight
Part Number
10M-- R Bushed
44 grams
1321530
10M-- W Bushed
46 grams
1321527
47.5 grams
1321529
10M Bushed
49.5 grams
1321528
10 Bushed
51 grams
1321531
10A-- L Bushed
53 grams
1321589
6.5
CLUTCHING
LETTER AND NUMBERED DESIGNATION WEIGHTS
Weight
Gram Weight
Part Number
M1 (Modified)
46 grams
5630301
06
501 grams
5630243
05
53.58 grams
5630234
15
55.5 grams
5630274
341 grams
5630107
37.51 grams
5630109
K1
391 grams
5630144
P1
421 grams
5630089
J1
441 grams
5630065
G (Modified)
41.5 grams
5630063
08
47.5 grams
5630245
Gram Weight
Part Number
47.5 grams
5630080
51 grams
5610088
53 grams
5630174
04
57.5 grams
5630229
07
52 grams
5630244
02
49 grams
5630225
03
32.5 grams
5630277
Weight Designation
XX
6.6
CLUTCHING
DRIVE CLUTCH IDENTIFICATION
A
C
C
xxx
8/30/00
Every clutch will have the last three digits of the clutch part number, date code and production code stamped here (A) on the clutch
cover (B).
The X (C) is an index mark where the cover, moveable sheave (E) and stationary sheave should match up when the clutch is
assembled.
Cover Bushing
Retaining Ring
Spring
Washer
Jam Nut
Roller
Weight w/Bushing
Weight Pin
Roller Pin
Guide Button
Sleeve Bushing
Shim
Moveable Insert
Spider
Clutch Assembly
(comes less weights and spring)
Spacer
Moveable Sheave
Fixed Sheave
NOTE:
Replacement clutches come complete and balanced without clutch weights and clutch spring. The
clutch cover, spider, and sheaves cannot be purchased separately as replacement parts.
6.7
CLUTCHING
DRIVE CLUTCH REMOVAL
(A)
NOTE:
(B)
4.
Strike the clutch puller with a dead blow hammer, if the clutch does not come off, tighten up the clutch puller some more and
strike it again, repeat until the clutch pops off.
6.8
CLUTCHING
DRIVE CLUTCH INSTALLATION
Domestic Engines
D
NOTE:
1.
2.
3.
4.
5.
6.
Fuji
Always clean the clutch taper before re-- installing clutch on engine.
Slight galling or scoring of the bore taper can usually be corrected by using a tapered reamer (PN 2870576). Place the reamer
in a vise and lubricate the cutting edges with cutting oil (A). Clean the clutch taper by manually rotating the clutch clockwise
on the reamer one or two revolutions. Do not push down on the clutch while turning, just use the weight of the clutch.
Check crankshaft taper for galling or scoring. If necessary clean the taper evenly with 200 grit emery cloth (B).
Both the clutch taper and crankshaft taper should be clean and dry. Do not use harsh cleaners which may cause clutch taper to
corrode, or damage to the crank seal. This may cause difficulty when removing clutch in the future. Clean clutch taper with
lacquer thinner or isopropyl alcohol (C).
Slide clutch fully on crankshaft taper (D).
Install retaining bolt with any spacers washers or o-- rings (E).
Torque retaining bolt to specification. Hold the clutch with the holding wrench (F) PN 931417-- A. Re-- check torque after first
operation or test ride.
NOTE:
Drive Clutch Bolt Torque (Large ID Shaft .75/19mm) 40-- 45 ft.lbs. (55-- 62Nm)
Drive Clutch Bolt Torque (Small ID Shaft .55/14mm) 50 ft.lbs. (69Nm)
6.9
CLUTCHING
DRIVE CLUTCH DISASSEMBLY / INSPECTION
F
N
D
Q
K
A
T
B
M
J
C
A
6.10
CLUTCHING
CAUTION:
1.
2.
3.
4.
5.
6.
9.
10.
11.
12.
13.
14.
Clutch spring is under extreme tension. use CAUTION when disassembling clutch.
Mount the drive clutch securely in a drive clutch holding fixture (PN 2871358).
Remove the jam nut (I) in a counterclockwise direction (standard thread) using the drive clutch spider nut socket
(PN 2871358). ASSEMBLY: Torque to 235 ft.lbs (324 Nm).
Install the spider removal tool (PN 2870341) and remove the spider (E) in a counterclockwise direction (standard thread).
ASSEMBLY: Torque to 200 ft.lbs. (276 Nm).
Measure the total thickness of the spacer washers (K) that are installed under the spider and record the thickness of these
spacer washers. Make sure that you note that the stepped washer (S) is on the top of the spacer stack (T).
Inspect both sheave surfaces (B,C) for wear or damage.
Inspect the moveable sheave bushing (J) for wear or damage.
Using an 1/8, Allen wrench with a 3/8, combination wrench, remove the drive clutch flyweights (N). ASSEMBLY: Install the
weight pin (L) head on the leading side and with nut (M) on trailing side and torque to 30 in.lbs.(3Nm)
Inspect each weight. Surface should be smooth, with no waves or galling. Place bolt inside weight to check flyweight bushing
and pin surface for wear.
NOTE:
15.
16.
17.
18.
19.
Sheaves must be marked to provide a reference point for clutch balance and spider indexing. If
the sheaves are not marked, and spider shim washers are changed or misplaced, the clutch will be
out of balance and must be replaced.
Compress the clutch in the compression tool and lock the compression tool, making sure that all cover bolts (F) are accessible.
Remove the cover bolts and washers evenly and carefully. Do not allow side loading or misalignment of cover, or bushing may
be damaged. ASSEMBLY: Torque cover bolts to 90 in.lbs. (10Nm).
Inspect the cover bushing (G).
DANGER
7.
8.
The flyweight bushing is not replaceable. If flyweight bushing is damaged both the flyweight, pin and
nut will need to be replaced.
Inspect all the rollers (R), bushings (P) and roller pins (Q) by pulling a flat metal rod across the roller.
Roller can also be inspected by rolling with finger to feel for flat spots, roughness, or loose bushing.
Also inspect to see if roller and bushing are separating.
Bushing must fit tightly in roller.
Replace roller and pin if roller fails to roll smoothly (no flat spots) or if the bushing is loose.
6.11
CLUTCHING
DRIVE CLUTCH SPIDER ROLLER REMOVAL / INSTALLATION
B
(optional)
B
(optional)
E
L
ROLLER REMOVAL
1.
2.
3.
4.
5.
With the spider in a vise start removing the spider buttons (A) by drilling a .18 hole in the center of a button on one side of the
spider.
Place spider (E) on a vise or in an arbor press.
Place a pin punch through the spider button hole and drive the opposite button and pin (C) out.
Remove shims (B) (if any are installed) and note their location.
Flip the spider over and tap out the holed button.
ROLLER INSTALLATION
1.
Drive pin into the spider leg .100 - .125 (.25 - .32cm) beyond the first land of the spider leg (F).
CAUTION:
2.
3.
4.
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.
Install one washer (G) on the portion of the pin that is protruding from the spider leg.
Place roller (D) in spider leg and center it on the pin.
Place a second washer on the other side of the roller.
6.12
CLUTCHING
5.
6.
7.
8.
9.
10.
3.
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.
Place the correct number of space washers (B) beneath the spider.
4.
PN 5210754
.050 (1.3mm)
PN 5210753
.032 (.8mm)
PN 5210752
.020 (.5mm)
Install spider washer(s) and spider aligning X s. 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.
Vary the amount and thickness of spacer washers (washer thickness may vary slightly).
(C)
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:
NOTE:
Alignment marks on the sheaves should be with in 1 (.25mm) after final assembly and torquing.
6.13
CLUTCHING
DRIVEN CLUTCH
To service TEAM clutches, use the Clutch Compression Tool Extensions (PS-- 45909) with the Clutch
Compression tool (PN 87000220).
6.14
CLUTCHING
DRIVEN CLUTCH
REMOVAL
1.
2.
3.
After the belt is removed, remove the driven clutch retaining bolt.
4.
NOTE:
5.
Notice the number of shim washers and their thickness of shim washers between driven clutch
and jackshaft bearing.
INSTALLATION
1.
With proper off set alignment achieved as out lined on page 6.22. The driven clutch must float on the jack shaft .020 - .1
(.5-- 2.5mm). Grease flange if needed.
2.
6.15
CLUTCHING
TEAM DRIVEN CLUTCH SERVICE
PS--45909
Index slot
DISASSEMBLY/ASSEMBLY
1.
2.
If the Torxt screws are difficult to remove tap the screw with a punch that is larger than the Torx head
(the larger punch is used to prevent any damage to the Torx points).
3.
Pull and twist upward to remove the helix from the clutch.
4.
Place the clutch extensions PN PS-- 45909 on the clutch compression tool PN 8700220.
5.
Place the Team clutch in the compression tool and apply tension on the roller assembly and lock the handle in place.
6.
Remove the snap ring form the groove through the opening of the compression tool.
7.
Carefully remove the tension on the clutch and remove the roller assembly.
8.
The index slot on the roller assembly is for placing it onto the shaft during assembly.
9.
Inspect the spring for the free length. Inspect the roller assembly for wear. Inspect the shaft for nicks or burrs. If you are
replacing the rollers, remove the outer clip, washer and roller and replace them in the same order as they were removed.
6.16
CLUTCHING
TEAM DRIVEN CLUTCH SPRING DATA
Part Number
Description
Wire Dia.
Free Length
7042181
Black/Yellow
0.200
6.00
145
208
7043058
Red/Black
0.218
4.70
140
240
7043059
Red/Green
0.218
4.77
120
220
7042066
Green/Black
0.200
4.91
135
198
7043061
Red/Silver
0.207
4.95
125
175
7043062
Red/Yellow
0.207
4.40
100
150
7043057
Red/Blue
0.218
4.77
140
200
7043063**
Black/Red
(Black)
0.218
5.14
155
222
7043064
Blue/Black
0.218
4.10
123
203
7043060
Red/White
0.218
4.95
100
200
7043069
Red/Pink
0.235
3.50
140
260
62_ -- 44_
.460
B
A
Measurement of transition
Lowest angle
B
6.17
CLUTCHING
TEAM DRIVEN RAMPS
RAMP PART NUMBER
DESCRIPTION
DESCRIPTION
5133321
66/44--.46
70/48--.36
5133771
58/42--.46 ER
5133491
74/48--.46
70/48--.46
5133772
62/46--.46 ER
5133492
74/48--.46
74/40--.46
5133773
62/42--.46 ER
5133493
72/44--.46
72/40--.46
5133784
58/40--.46 ER
5133494
70/44--.46
70/40--.46
5133785
62/40--.46 ER
5133495
68/44--.46
68/40--.46
5133786
62/44--.46 ER
5133496
66/48--.46
66/40--.46
5133787
60/48--.46 ER
5133497
64/44--.46
64/40--.46
5133788
60/44--.46 ER
5133498
62/44--.46
62/40--.46
5133789
60/46--.46 ER
5133499
58/44--.46
58/40--.46
5134055
54/42 -- .36 ER
5133687
58/44--.46 ER
5134095
56/42 -- .36 ER
5133721
66/44--.46
70/48--.46
5134132
58/42 -- .36 ER
6.18
CLUTCHING
DRIVE BELT DATA
Part No.
Belt Width*
(Projected)
Side
Angle
Overall*
3211042
1.375
(34.93mm)
1.375
(34.93mm)
1.250
(31.75mm)
1.250
(31.75mm)
1.375
(34.93mm)
1.438
(36.53mm)
1.375
(34.93mm)
1.375
(34.93mm)
32
3211045
Center
Outer Notes
to
CircumCenter* ference*
+.100
-- .000
12.00 47.250 Common production belt for P-85 systems
32
12.00
47.125
28
11.00
43.313
28
12.00
45.125
32
12.00
47.188
28
12.50
48.375
28
12.00
47.250
28
12.00
47.250
1.375
(34.93mm)
1.438
(36.52mm)
28
12.00
47.250
28
12.50
48.375
3211074
1.438
(36.52mm)
28
12.00
47.625
3211075
1.438
(36.52mm)
1.438
(36.52mm)
1.438
(36.52mm)
28
12.00
47.625
28
11.50
46.625
28
11.50
46.625
3211058
3211059
3211061
3211065
3211066
3211067
3211070
3211073
3211080
3211078
* Belt dimensions given are 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, clutch set-up must be 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.
S
S
S
S
S
S
S
6.19
CLUTCHING
BELT INSPECTION
1. Measure belt width and replace if worn severely. Generally, belt
should be replaced if clutches can no longer be adjusted to provide
proper belt deflection.
S
S
S
Projected Belt
Width
The top edges have been trimmed on some drive belts. It will
be necessary to project the side profiles and measure from
corner to corner.
Place a straight edge on each side of the drive belt.
Place another straight edge on top of belt.
BELT DIAGNOSIS
Solution
Drive at higher RPM if possible. Gear the machine down. Make sure belt
deflection is at 1.25 to achieve optimum starting ratio
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.
Spinning track while vehicle is stuck (high RPM, low vehicle speed, high
ambient temp. Example: 8000 RPM, 10mph vehicle speed, 60 mph indicated
on speedometer.
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.
Ice and snow piled up between track and tunnel overnight or after stopping
for a long period of time (enough to re-freeze the snow).
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.
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.
Clutch malfunction
6.20
CLUTCHING
BELT DEFLECTION
Belt too tight
Straight Edge
C
Too much belt deflection - If the belt is too long or the center distance 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 (belt too tight) - If the drive belt is too short or the center distance too long, the ratio will again
be incorrect. In addition, the machine may creep when the engine idles, causing damage to the internal face of the drive belt
(B).
Measure belt deflection with both clutches at rest and in their full
neutral position (C).
Place a straight edge on the belt and apply downward pressure
while measuring at the point shown.
TEAM
3.
To adjust the sheaves, loosen the 7/16 jam nut (A) on the belt width
adjuster.
Using a 1/8 Allen wrench, adjust the threaded set screw (B) as
needed. Turn the set screw in (clockwise) to increase the distance
between the sheaves and out (counter clockwise) to decrease the
distance.
Tighten the jam nut after the belt adjustment has been made.
(B)
(A)
6.21
CLUTCHING
CLUTCH OFFSET INSPECTION
Proper offset aligns the fixed sheaves of both clutch assemblies. This
allows the clutches to be aligned throughout the shift range.
1.
2.
3.
4.
MAX .060
6.22
0.00--0.025
CLUTCHING
TORQUE STOP ADJUSTMENT
ENGINE MOUNT TORQUE STOP
Engine Mount
A
B
B
A
Adjust gap between stop and engine
mount to .010 - .030 (.25 - .75 mm)
.005 (.13 mm)
There are two types of torque stops currently used. Refer to the illustrations below for adjustment of each type.
After aligning clutches, adjust torque stop (A) by loosening the lock nut (B) and rotating the stop to the proper clearance as shown.
Hold torque stop and tighten jam nut to 15-17 ft. lbs. (21-24 Nm).
6.23
CLUTCHING
NOTES
6.24
Gearing Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sprockets and Chains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chaincase
Exploded View . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bearing Removal/Assembly . . . . . . . . . . . . . . . . . .
Jackshaft Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive Shaft Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . .
7.1 - 7.2
7.3
7.4
7.5
7.5
7.5
7.6
74
74
1.48
Gear Ratio---->
96.4
99.8
88.3
91.9
95.4
98.9
90.7
94.3
98.0
6250
6500
6750
7000 101.6
116.6
8250 119.7
99.1
95.9
92.7
89.5
86.3
83.1
79.9
76.7
1.68
NR
42
25
1.54
74
37
24
97.5
94.0
90.6
87.1
83.6
98.4
95.0
91.6
88.2
84.8
81.4
99.1
95.8
92.5
89.2
85.9
82.6
79.3
1.63
74
39
24
111.9
114.6
97.4
94.3
91.2
88.0
84.9
81.7
78.6
75.4
1.71
76
41
24
115.3
111.9
96.8
93.5
90.1
86.8
83.5
80.1
1.61
NR
37
23
98.9 110.2
113.8
99.0
95.8
92.6
89.4
86.2
83.0
79.8
76.6
1.68
72
37
22
114.5 111.7
10000 145.1 141.3 137.7 134.3 131.0 127.9 124.9 139.3 135.7 132.2 128.9 125.7 122.7 119.9
113.9
116.9
99.5
96.4
93.3
90.2
87.1
83.9
80.8
77.7
74.6
96.9
93.9
90.9
87.8
84.8
81.8
78.8
75.7
72.7
97.5
94.5
91.6
88.6
85.7
82.7
79.7
76.8
73.8
70.9
114.9
112.0
98.0
95.1
92.2
89.3
86.4
83.6
80.7
77.8
74.9
72.0
69.2
1.86
NR
41
22
115.0
111.9
98.5
95.6
92.8
90.0
87.2
84.4
81.6
78.8
75.9
73.1
70.3
67.5
1.91
NR
42
22
97.5
94.5
91.4
88.4
85.3
82.3
79.2
76.2
73.1
1.76
72
37
21
98.3
95.4
92.5
89.6
86.7
83.9
81.0
78.1
75.2
72.3
69.4
1.86
NR
39
21
98.7
95.9
93.0
90.2
87.4
84.6
81.8
78.9
76.1
73.3
70.5
67.7
1.90
74
40
21
112.8
115.7
112.5 109.9 121.9 118.7
99.0
96.3
93.5
90.8
88.0
85.3
82.5
79.8
77.0
74.3
71.5
68.8
66.0
1.95
74
41
21
99.3
96.7
94.0
91.3
88.6
85.9
83.2
80.6
77.9
75.2
72.5
69.8
67.1
64.4
2.00
NR
42
21
115.7
112.8
112.8
110.0
110.0 107.4
107.3 104.7
97.9
95.0
92.0
89.0
86.1
83.1
80.1
77.2
74.2
71.2
1.81
NR
38
21
90.7 100.6
87.9
85.2
82.4
79.7
76.9
74.2
71.4
68.7
65.9
1.95
76
43
22
115.1
112.1
111.5
1.82
74
40
22
114.2
111.2
1.77
74
39
22
1.73
NR
38
22
91.9 102.2
89.0
86.2
83.3
80.4
77.6
74.7
71.8
68.9
1.87
76
43
23
9750 141.5 137.8 134.3 130.9 127.7 124.7 121.8 135.8 132.3 128.9 125.7 122.6 119.7
114.0
110.8
97.0
94.1
91.2
88.2
85.3
82.3
79.4
76.5
73.5
70.6
1.83
76
42
23
99.4
96.4
93.4
90.4
87.4
84.3
81.3
78.3
75.3
72.3
1.78
NR
41
23
110.9
113.2 110.5
110.5
98.8
95.7
92.6
89.5
86.5
83.4
80.3
77.2
74.1
1.74
NR
40
23
116.3 113.5
116.0
98.2
95.0
91.8
88.7
85.5
82.3
79.2
76.0
1.70
74
39
23
97.5
94.3
91.0
87.8
84.5
81.3
78.0
1.65
74
38
23
89.9 100.1
86.9
83.9
80.9
77.9
74.9
71.9
1.79
NR
43
24
115.7
112.4
98.2
95.1
92.1
89.0
85.9
82.9
79.8
76.7
73.6
1.75
76
42
24
fn:bwgercht.wk4
115.1 112.4
99.9
96.7
93.4
90.2
87.0
83.8
80.6
77.3
1.67
NR
40
24
111.3
114.1
99.9 111.5
90.5 101.0
87.4
84.3
81.2
78.1
74.9
110.8
1.58
74
38
24
1.72
NR
43
25
113.6
113.1
8000 116.1
110.2
7750 112.5
98.2
91.7
88.4
85.1
81.9
78.6
1.64
76
41
25
95.0
94.0
90.6
87.3
83.9
80.6
1.60
76
40
25
97.3
92.9
89.5
86.1
84.8
87.1
6000
82.6
1.56
NR
39
25
Jackshaft RPM
38
37
1.52
25
25
Top Gear---->
FINAL DRIVE
GEARING CHARTS
7.1
7.2
72
76
2.05
Gear Ratio---->
69.7
72.6
75.5
78.4
81.3
84.2
87.1
90.0
92.9
95.8
98.7
101.6
104.5
107.4
110.3
113.2
116.1
62.9
65.6
68.2
70.8
73.4
76.1
78.7
81.3
83.9
86.5
89.2
91.8
94.4
97.0
99.7
102.3
104.9
6000
6250
6500
6750
7000
7250
7500
7750
8000
8250
8500
8750
9000
9250
9500
9750
10000
NR -- Not Recommende d
Jackshaft RPM
37
43
1.85
20
21
Top Gear---->
113.1
110.2
107.4
104.6
101.7
98.9
96.1
93.3
90.4
87.6
84.8
82.0
79.1
76.3
73.5
70.7
67.8
1.90
72
38
20
110.2
107.4
104.6
101.9
99.1
96.4
93.6
90.9
88.1
85.4
82.6
79.9
77.1
74.4
71.6
68.8
66.1
1.95
NR
39
20
107.4
104.7
102.0
99.3
96.7
94.0
91.3
88.6
85.9
83.2
80.6
77.9
75.2
72.5
69.8
67.1
64.4
2.00
NR
40
20
2.10
74
42
20
104.8
102.2
99.5
96.9
94.3
91.7
89.1
86.4
83.8
81.2
78.6
76.0
73.3
70.7
68.1
65.5
62.9
102.3
99.7
97.2
94.6
92.1
89.5
86.9
84.4
81.8
79.3
76.7
74.2
71.6
69.0
66.5
63.9
61.4
2.05
74
41
20
99.9
97.4
94.9
92.4
89.9
87.4
84.9
82.4
79.9
77.4
74.9
72.4
69.9
67.4
64.9
62.4
59.9
2.15
NR
43
20
110.3
107.5
104.8
102.0
99.3
96.5
93.8
91.0
88.2
85.5
82.7
80.0
77.2
74.5
71.7
68.9
66.2
1.95
NR
37
19
107.4
104.7
102.0
99.3
96.7
94.0
91.3
88.6
85.9
83.2
80.6
77.9
75.2
72.5
69.8
67.1
64.4
2.00
72
38
19
104.6
102.0
99.4
96.8
94.2
91.6
88.9
86.3
83.7
81.1
78.5
75.9
73.3
70.6
68.0
65.4
62.8
2.05
72
39
19
102.0
99.5
96.9
94.4
91.8
89.3
86.7
84.2
81.6
79.1
76.5
74.0
71.4
68.9
66.3
63.8
61.2
2.11
NR
40
19
99.5
97.1
94.6
92.1
89.6
87.1
84.6
82.1
79.6
77.1
74.7
72.2
69.7
67.2
64.7
62.2
59.7
2.16
74
41
19
97.2
94.7
92.3
89.9
87.5
85.0
82.6
80.2
77.7
75.3
72.9
70.4
68.0
65.6
63.2
60.7
58.3
2.21
74
42
19
94.9
92.5
90.2
87.8
85.4
83.0
80.7
78.3
75.9
73.6
71.2
68.8
66.4
64.1
61.7
59.3
56.9
2.26
74
43
19
104.5
101.9
99.3
96.7
94.0
91.4
88.8
86.2
83.6
81.0
78.4
75.8
73.1
70.5
67.9
65.3
62.7
2.06
NR
37
18
101.7
99.2
96.7
94.1
91.6
89.0
86.5
83.9
81.4
78.9
76.3
73.8
71.2
68.7
66.1
63.6
61.0
2.11
NR
38
18
99.1
96.7
94.2
91.7
89.2
86.7
84.3
81.8
79.3
76.8
74.4
71.9
69.4
66.9
64.4
62.0
59.5
2.17
72
39
18
96.7
94.2
91.8
89.4
87.0
84.6
82.2
79.7
77.3
74.9
72.5
70.1
67.7
65.2
62.8
60.4
58.0
2.22
72
40
18
94.3
91.9
89.6
87.2
84.9
82.5
80.2
77.8
75.4
73.1
70.7
68.4
66.0
63.7
61.3
58.9
56.6
2.28
NR
41
18
92.1
89.8
87.5
85.2
82.9
80.6
78.2
75.9
73.6
71.3
69.0
66.7
64.4
62.1
59.8
57.5
55.2
2.33
74
42
18
2.18
70
37
17
89.9
87.7
85.4
83.2
80.9
78.7
76.4
74.2
71.9
69.7
67.4
65.2
62.9
60.7
58.4
56.2
53.9
98.7
96.2
93.8
91.3
88.8
86.4
83.9
81.4
79.0
76.5
74.0
71.6
69.1
66.6
64.1
61.7
59.2
2.39
74
43
18
96.1
93.7
91.3
88.9
86.5
84.1
81.7
79.3
76.9
74.5
72.1
69.7
67.3
64.9
62.5
60.1
57.7
2.24
NR
38
17
93.6
91.3
88.9
86.6
84.3
81.9
79.6
77.2
74.9
72.6
70.2
67.9
65.5
63.2
60.9
58.5
56.2
2.29
72
39
17
91.3
89.0
86.7
84.4
82.2
79.9
77.6
75.3
73.0
70.7
68.5
66.2
63.9
61.6
59.3
57.1
54.8
2.35
72
40
17
89.1
86.8
84.6
82.4
80.2
77.9
75.7
73.5
71.3
69.0
66.8
64.6
62.3
60.1
57.9
55.7
53.4
2.41
72
41
17
86.9
84.8
82.6
80.4
78.2
76.1
73.9
71.7
69.6
67.4
65.2
63.0
60.9
58.7
56.5
54.3
52.2
2.47
NR
42
17
84.9
82.8
80.7
78.6
76.4
74.3
72.2
70.1
67.9
65.8
63.7
61.6
59.4
57.3
55.2
53.1
51.0
2.53
74
43
17
FINAL DRIVE
GEARING CHARTS
FINAL DRIVE
HYVOT SPROCKETS
TOP SPROCKETS FOR 3/4 HYVO DRIVE SYSTEMS
TOOTH
Part Number
17T
2900001
18T
2900002
19T
2900003
20T
2900004
21T
2900005
22T
2900006
23T
2900007
24T
2900008
25T
2900009
Part Number
66P
3224071
68P
3224070
70P
3224069
72P
3221110
74P
3221109
76P
3221108
92P
3221158
Reverse Sprockets
37T
2900010
39T
1341243
38T
2900011
40T
1341227
39T
2900012
41T
1341228
40T
2900013
41T
2900014
42T
2900015
43T
2900016
7.3
FINAL DRIVE
CHAINCASE
K
L
M
G
V
T
7.4
Q
P
FINAL DRIVE
CHAINCASE
REMOVAL
1.
2.
3.
4.
5.
6.
7.
8.
9.
BEARING REMOVAL
1.
2.
3.
BEARING ASSEMBLY
1.
2.
3.
Apply Loctite 680 to the outer race of the new bearing and press it into the chaincase from the snap ring side. Press on the outer
race only, or damage may occur to bearing.
Replace the snap ring (H).
Press in new seals (C,T) in the back of the chaincase until the outer edge it flush with the chaincase shoulder.
JACKSHAFT REMOVAL
1.
2.
3.
4.
JACKSHAFT INSTALLATION
1.
2.
3.
4.
5.
6.
7.
7.5
FINAL DRIVE
DRIVE SHAFT
REMOVAL/INSTALLATION
1.
2.
3.
4.
Remove the speedo from the driveshaft bearing that is located under the drive clutch.
5.
Drain the chaincase, and remove the upper and lower sprockets.
6.
Remove the driveshaft by pushing it through the bearing on the chaincase through the bearing hole on the other side of the
bulkhead.
7.
Install in reverse order. During installation note the assembly of the o-- ring on the drive shaft. See illustration below.
7.6
8.1
8.2
8.3
8.3 - 8.4
8.4
8.4 - 8.5
8.6 - 8.10
8.11
BRAKES
HYDRAULIC BRAKE SYSTEM OVERVIEW
E
End
View
C
F
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.
WARNING
Never overfill the reservoir. This could alter brake function, resulting in system component
damage or sever personal injury or death.
This system also incorporates a diaphragm (E) as part of the cover gasket and a vent port (F) located between the gasket and the
cover. The combination diaphragm and vent 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.
8.1
BRAKES
BRAKE BLEEDING - FLUID CHANGE
B
A
6.
Fluid may be forced from compensation port (B) when brake lever is
pumped. Place diaphragm (C) in reservoir to prevent spills. Do not
install cover.
7.
8.
9.
8.2
No Closer Than
1/2 (1.3 cm)
Lever Travel
BRAKES
HAYEST MASTER CYLINDER
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
14
12
13
6
7
8
10
11
2.
Remove the handlebar protector pad from the outlet end of the
handlebar master cylinder to access the brake fluid line connector.
SRemove handlebar cover strips
SRemove two screws
SRemove holding clip in front of cover
SRemove handlebar pad
3.
4.
5.
CAUTION: Remove switch pack wires from the maser cylinder housing with extreme care and note where they are
routed for later installation.
8.3
BRAKES
6.
Remove master cylinder cover screws and cover. Pour out the
fluid in the reservoir into a container. Unscrew the brake fluid line
from the master cylinder outlet using a shop cloth to catch the
remaining fluid. Drain the fluid from the brake line into the
aforementioned container and discard the fluid.
INSPECTION
Due to the critical nature of these parts and procedures, be sure you
have thoroughly read and understand Hydraulic Brake Operation.
1.
Thoroughly clean all brake parts with isopropyl alcohol and either
wipe dry with a clean lint free cloth or lightly blow dry with an air
hose. Examine all parts carefully for signs of excessive wear,
damage, or corrosion. Replace any parts found to be damaged.
Check park lever spring for breakage.
2.
To remove the lever from the housing, squeeze the lever handle
and actuate the parking brake lever enough distance for the head of
the pivot pin to clear the park brake lever.
3.
Remove the snap ring and push the pivot pin up through the hole.
Remove the pivot pin and the lever.
4.
Lift the housing tab on the outlet end of the housing to release the
cartridge assembly, allowing the cartridge to be pushed out the
back of the housing.
8.4
BRAKES
5.
6.
7.
8.
Install the lever and pivot pin by actuating the parking brake
lever enough distance for the head of the pivot pin to clear the
park brake lever.
8.5
BRAKES
9.
Align the lever pivot hole with the housing pivot hole. Push pivot
pin down though the pivot hole and then install snap ring.
10. Install brake line by starting 2-- 3 threads, apply sealant, and
tighten snug.
11. Mount the master cylinder and switch pack to the handlebars
making sure the wires are not pinched or twisted.
Start all four screws prior to tightening. Tighten top two screws first,
followed by bottom two. Do not over tighten. This will create a gap
approximately .050-.100, between LH control and master cylinder at
the bottom of the assembly. There should not be a gap at the top when
correct tightening/torque sequence has been followed. Torque to
24-28 in.lbs.(2.7-3.2 Nm).
Master Cylinder Control Torque 24-28 in. lb. (2.7-3.2 Nm)
12. Tighten brake line connector at outlet to 12-- 16 ft.lbs. plus two
turns.
8.6
BRAKES
13. Fill reservoir with clean DOT 3 brake fluid.
14. Bleed brakes as outlined in this chapter. Check entire system for
leaks and fill reservoir to fluid level line.
15. Install master cylinder reservoir cover and gasket. Torque screws
to 15-18 in.lbs. (1.7-2.0 Nm.)
2.
Squeeze the lever handle and actuate the parking brake lever
enough distance for the head of the pivot pin to clear the park
brake lever.
8.7
BRAKES
3.
Remove snap ring and push pivot pin up through the hole.
4.
Install the new lever by actuating the parking brake lever enough
distance for the head of the pivot pin to clear the park brake lever.
2.
Align the lever pivot hole with the housing pivot hole.
3.
Push the pivot pin down through the hole and install snap ring.
4.
8.8
BRAKES
PARK BRAKE LEVER AND/OR SPRING REMOVAL
1.
2.
Using a small screwdriver, lift long spring arm out of its notch in
the housing.
3.
Place the spring on the upper pivot post of the park lever with the
formed spring arm fit into its position on the outer part of the park
lever. The straight spring arm will be pointing towards the back.
8.9
BRAKES
2.
Rotate
3.
Release the straight arm of the spring and push the park lever pivot
post down into position.
4.
With a small screwdriver, push the straight spring arm down until
it snaps into the notch in the housing.
5.
8.10
BRAKES
BRAKE PAD REPLACEMENT
WARNING
CAUTION
The riders safety depends on correct installation. Follow the procedures carefully.
Wear eye protection when servicing brake assembly.
The caliper assembly is mounted on the chaincase, which allows ease of brake pad and caliper service. Measure brake pads from
the back of the backing plate to the surface of the friction material as shown in illustration.
Replace pads when worn beyond service limit.
1
ITEMS
1.
2.
3.
4.
5.
6.
Piston
Piston Seal
Spring Clip
Brake Pads
Bleeder Screw
Caliper
REPLACEMENT
1.
Clean any dirt from caliper and bolts. Brake cleaner may be
used to aid in cleaning of components.
2.
3.
6
3
Piston must not be forced back into the caliper at an angle or bore damage may occur.
Minimum Pad
Thickness
.250
(6.35mm)
Release park brake lock before driving or brake system failure or fire may result.
Apply brake lever to release parking brake.
8.11
BRAKES
NOTES
8.12
9.1
9.2
9.3
9.4
9.5
9.5
9.5
9.6
9.7
9.8 - 9.9
9.10
9.10
9.11 - 9.12
9.12
9.13 - 9.14
9.14
9.15
9.16
9.16
9.17
STEERING
FRONT SUSPENSION - TRAIL/600/700/800 RMK
9.1
STEERING
FRONT SUSPENSION - 600/800 SWITCHBACK
9.2
STEERING
IQ FRONT SUSPENSION
9.3
STEERING
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:
Always follow rod end engagement guidelines on page 9.5. Maximum setup width must be checked whenever front suspension
components are adjusted or replaced.
- Tie rods and tie rod ends
- Radius rods and radius rod ends
-
Steering arms
Shock absorbers, shock mounts, springs
All related fasteners - check torque. Refer to steering exploded views at the beginning of this section.
Grease all fittings.
C-1018
.623 - .625
(15.82 - 15.87 mm)
45 (114.3 cm.)
45 (114.3 cm.)
=.623-.625 (5/8)
(15.83-15.88 mm)
9.4
STEERING
CAMBER DEFINITION
S
S
S
Front View
Support
Edge
Mounting
Surface
Incorrect
Correct
Jam Nut
Tie Rod Or
Radius Rod
Diameter Of Rod
End x 2 = Minimum
Thread Engagement Thread Engagement
11mm x 2 = 22mm
Minimum Thread Engagement =22mm
9.5
STEERING
IFS STEERING ALIGNMENT SPECIFICATIONS
The following information is to be used for 2005 Polaris Snowmobile front suspension setup. The data in the following table is
based on the 2005 Polaris factory settings. Maximum Width and Camber measurements are to be taken with the front end
elevated and shocks at full extension. Toe alignment is measured at ride height.
Suspension Type
Camber
42.5 EDGE
42.5
600, 800 Switchback
42.31
42.31
(107.4 cm.)
.82
.82
(2.08 cm.)
40.90
(104cm.)
.735
(1.87cm.)
39.50
(100cm.)
2.46
(6.2cm.)
Toe Out
(At Ride Height)
ALL MODELS
IQ RMK
900 RMK
1/8 -- 3/8
TOE OUT
At Normal Ride
Height
WIDTH NOTE: Width is measured in inches from the center of the spindles near the grease fitting for the ski mount bolt located
at the base of the spindle. The tolerance on this measurement is 1/4.
TOE ADJUSTMENT NOTE: Toe is measured in inches with the machine 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 behind the ski mount bolt, preferably
on the center line of carbide skags. Note: Measurements to points on the skis may be inaccurate.
Camber measurement is taken in inches from top of alignment bar to the top of ski mount hole in the spindle (bushing removed).
9.6
STEERING
SPINDLE CENTERING / SET UP WIDTH / CAMBER ADJUSTMENT
Prior to performing steering alignment, the suspension should be inspected for damage or wear and replacement parts installed
as required. See inspection section in this chapter.
WARNING
A maximum set up width is listed in the chart in this chapter. Maximum set up width is the maximum allowable distance
between ski spindle centers with front end of vehicle off the ground and suspension fully extended. The Maximum Set Up
Width specifications are maximum width measurements, and are critical to ensure adequate torsion bar engagement with
the trailing arm. 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.
2.
3.
Make sure the track is properly aligned. Refer to Maintenance Chapter for procedure. This will be used as a reference point for
final toe out measurement.
Support the front of the machine 1-2 (2.5-5.1 cm.) with the skis off the floor.
Remove skis and ski pivot bushings.
4.
5.
6.
Spindle To Chassis
Centering
Left = Right 1/8.
Camber / Width / and Centering are dimension that depend on each other. Each one should be checked after any changes made.
Straight Edge
Measure the center to center of the spindles with the front end elevated and
suspension fully extended to determine set up width. Using a straight edge
scribe a mark in the center of the spindle. As close to the base of the spindle
tube as possible
9.7
STEERING
CAMBER ADJUSTMENT
B
A
Measure Here
CAUTION
WARNING
Radius Rods must remain parallel to the bulkhead after rod end jam cuts are tightened to specification. See illustration on page 9.5 for illustration.
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.
Determine which spindle requires the greatest amount of correction by installing the alignment bar through one side to the
opposite spindle. Remove the bar and install it through the other side to the opposite spindle.
2.
Using a 3/8 (1 cm.) drive 11/16 (1.7 cm.) crow foot wrench and 20 (51 cm.) long 3/8 (1 cm.) drive extension, loosen the
radius rod end jam nut. Remove the lower radius rod bolt from the spindle requiring the most camber correction. Adjust the
opposite side next.
3.
EDGE: To adjust camber, change lower radius rod length (A) until alignment bar measurement is within specified range for
each spindle. Refer to charts on page 9.6 for camber specifications.
4.
IQ: To adjust camber, change the upper rod end length (B) until alignment bar measurement is with the specified range for
each spindle. Refer to charts on page 9.6 for camber specifications.
5.
Tighten all jam nuts. Torque radius rod attaching bolts to specification.
6.
Radius Rod End Jam Nut Torque 8-14 ft. lbs. (11-19 Nm)
Radius Rod Attaching Bolt Torque 3/8(outer) 28-30 ft. lbs. (38.6-41.4 Nm)
7/16 (inner top) 35-40 ft. lbs. (48-55 Nm)
1/2 (inner bottom) 40-50 ft. lbs.(55-69 Nm)
9.8
STEERING
CAMBER INSPECTION EXAMPLE
All Models - Elevate Front End - Shocks Installed
Typical CRC Shown - Style varies by model
Suspension Free Hanging With
IFS Shocks Installed
EXAMPLE:
Specified Camber = 3/4 (19mm)
Specified Tolerance = 5/16 (8mm)
Acceptable Range = 7/16 - 1 1/16 (11-27mm)
Refer to specification chart
Range
Specified Camber
9.9
STEERING
HANDLEBAR CENTERING
1.
2.
3.
4.
5.
Handlebar Centering
A
B
7.
8.
Install skis.
9.
With the front of the machine still securely supported off the
ground, install a block or spacer between the rear of the ski
frame and the bottom of the trailing arm.
10. Adjust toe so skis / carbides are parallel - zero toe out or toe in
with toe alignment travel bar installed. Measure from equal
point on skag centerline to straightedge to determine the
amount of adjustment required per ski. Measuring from points
on skis may vary and should not be used.
A
10
10
Straightedge
Against Track
11. To adjust toe, hold tie rod flats or support edge of tie rod end
with a wrench or flat stock to keep it from rotating. Loosen jam
nuts on each end of both tie rods. Turn tie rod as required to
adjust toe.
12. Hold tie rod and tighten jam nuts. Be sure to position inner and
outer tie rod ends parallel to their respective mounting surface as
shown. When tie rod ends are properly tightened, the tie rod
should rotate freely approximately 1/8 turn. See page 9.5.
9.10
10 10
Toe Measurement
STEERING
SKI SPINDLE BUSHING REMOVAL
1.
2.
Slide spindle and ski assembly out bottom of trailing arm and
Inspect spindle for wear or damage.
3.
Bushings
Washer
Grease spindle shaft and new bushings with Polaris All Season
Grease.
9.11
STEERING
5.
6.
7.
Steering arm orientation is important to ensure proper steering tie rod end thread engagement and steering performance.
Always mark steering arms and spindles before removal for reference upon reassembly. When installing new parts or after
steering arm installation, refer to the illustrations and text below. Always verify proper steering operation after completing adjustments or repairs.
1.
2.
3.
9.12
Forward
Correct
As Close To
90 As Possible
Threads engage
tie rod at least
3/4 (19mm).
90
Steering Arm
Bolt Torque
30 ft. lbs.
(41.5 Nm)
STEERING
SKI INSTALLATION
Ski Spindle
Ski Saddle
Front
of ski
Rubber
Ski
Stop
Forward
9.13
STEERING
SKI INSTALLATION
Ski
Washer
2.
Using a small pin punch, tap out the rivet mandrels in the center of
the torsion bar support rivets.
3.
Using a 1/4 bit, drill out the center portion of the rivets.
4.
5.
6.
These high strength Q rivets are the only replacement rivets recommended for this application.
2.
3.
4.
9.14
STEERING
IQ SWAY BAR REPLACEMENT
D
B
A
SWAYBAR REMOVAL/INSTALLATION
1.
2.
3.
4.
5.
9.15
STEERING
HANDLEBAR TORQUE AND SEQUENCE
1.
2.
Using a 7/16 (11 mm) wrench, loosen four nuts on bottom of adjuster block. Turn handlebar to left or right for access to back
nuts.
3.
Adjust handlebar to the desired height. Be sure that handlebars, brake lever and throttle lever operate smoothly and do not hit
the fuel tank, windshield or any other part of the machine when turned fully to the left or right.
IMPORTANT: When adjusting the handlebar, be sure the serrations in handlebar and adjuster block match before torquing.
4.
Torque the handlebar adjuster block bolts to specification following sequence shown. The gap should be equal at front and
rear.
Handlebar Adjuster Block Bolt Torque Socket Screws
5.
3
4
9.16
50%
5
50%
5
60%
6
40%
4
STEERING
IQ STEERING SPINDLE ASSEMBLY
RMK
FUSION
9.17
10.1
10.2
10.3
10.4
10.5
10.5
10.6
FRONT SUSPENSION
SUSPENSION ADJUSTMENT PROCEDURES
FRONT SUSPENSION SETUP 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.
Turning
clockwise increases
preload
Low Preload
High Preload
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.
Always leave
at least
one thread
showing
above nut
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.
S Remove the existing spring and install the next highest rate
spring, or
S 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 equipped with Ryde FX,
Indy Select or Fox shocks.
Push jounce
bumper down
as far as it
will go on
shock rod
Shock rod
10.1
FRONT SUSPENSION
IFS SHOCK SPRINGS
Part
Number
Total # of
Coils
Active
# of
Coils
Rate
(#/in)
Free
Length
Wire
Dia.
End Dia
#1
End Dia
#2
O.D.
Tabbed
Application
7041396-067
13.35
11.35
50.00
11.88
.283
1.89
2.25
2.82
Yes
Ryde FX
7041398-067
12.72
10.72
75.00
11.88
.312
1.89
2.25
2.88
Yes
Ryde FX
7041405-067
13.40
11.40
7041489-067
14.70
7041491-067
13.00
7041520-067
10.60
7041528-067
65.00
11.88
.306
1.89
2.25
2.82
Yes
Ryde FX
74/120
11.30
.312
1.89
1.89
2.75
Yes
Fox
11.00
185.00
13.50
.438
1.90
2.48
3.60
Yes
8.60
90.00
10.50
.283
1.89
1.89
2.57
No
17.57
74/160 var
11.30
.306
1.89
1.89
2.53
Yes
7041529-067
19.39
50/140 var
11.30
.283
1.89
1.89
2.50
Yes
7041530-067
14.42
70/105 var
10.50
.283
1.89
1.89
2.50
Yes
7041549-067
9.17
140.00
10.75
.331
1.89
2.25
2.75
Yes
Ryde FX
7041550-067
8.29
120.00
10.80
.306
1.89
2.25
2.75
Yes
Ryde FX
7041551-067
9.55
100.00
10.75
.306
1.89
2.25
2.75
Yes
Ryde FX
7041552-067
9.09
80.00
10.75
.283
1.89
2.25
2.75
Yes
Ryde FX
7041553-067
11.46
60.00
11.33
.283
1.89
2.25
2.75
Yes
Ryde FX
80.00
10.75
.283
1.89
1.89
2.75
Yes
Fox
70.00
10.50
.263
1.89
1.89
2.53
No
7041554-067
9.09
7041571-067
10.40
7041573-067
9.28
160.00
10.00
.331
1.89
1.89
2.91
Yes
Fox
7041574-067
10.32
140.00
10.25
.331
1.89
1.89
2.91
Yes
Fox
7041575-067
10.36
120.00
11.42
.331
1.89
1.89
2.87
Yes
Fox
7041576-067
9.55
100.00
10.80
.306
1.89
1.89
2.86
Yes
Fox
7041591-067
12.79
80.00
12.25
.306
1.89
1.89
2.75
Yes
7041598-067
9.71
105.00
9.33
.312
1.89
2.25
2.894
Yes
7041613-067
14.01
75.00
11.88
.295
1.89
1.89
2.62
Yes
7041668-067
6.94
70.00
4.00
.219
1.89
1.89
2.34
No
7041669-067
6.27
80.00
4.00
.218
1.89
1.89
2.33
No
7041670-067
6.28
90.00
4.00
.225
1.89
1.89
2.35
No
7041671-067
11.71
160.00
9.00
.331
1.89
1.89
2.56
No
Fox
7041672-067
10.63
180.00
9.00
.331
1.89
1.89
2.56
No
Fox
7041673-067
12.72
200.00
9.00
.362
1.89
1.89
2.62
No
Fox
7041674-067
12.72
220.00
9.00
.362
1.89
1.89
2.62
No
Fox
7041677-067
10.43
140.00
9.00
.306
1.89
1.89
2.52
No
Fox
7041678-067
8.65
100.00
7.00
.262
1.89
1.89
2.43
No
7041683-067
12.12
80.00
11.88
.312
1.89
1.89
2.87
Yes
Ryde FX
7041698-067
5.84
100.00
4.00
.225
1.89
1.89
2.35
No
Fox
7041699-067
5.75
120.00
4.00
.235
1.89
1.89
2.37
No
Fox
7041701-067
10.57
120.00
9.00
.295
1.89
1.89
2.49
No
Fox
7041820-067
5.98
140.00
4.00
.250
1.89
1.89
2.43
No
Fox
7041821-067
5.91
160.00
4.00
.262
1.89
1.89
2.49
No
Fox
7041826-067
9.19
160.00
7.00
.306
1.89
1.89
2.54
No
Fox
7041826-067
8.85
180.00
7.00
.312
1.89
1.89
2.54
No
Fox
7041828-067
9.61
200.00
7.00
.331
1.89
1.89
2.59
No
Fox
7041829-067
8.92
220.00
7.00
.331
1.89
1.89
2.59
No
Fox
10.2
8.40
Fox
FRONT SUSPENSION
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.
Coil Spring
Length
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.
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.
Installed
Length
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.
10.3
FRONT SUSPENSION
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.
ADJUSTMENT
Locate the adjustment screw near the base of the shock. NOTE: This adjustment is easiest to make with the machine tipped
on its side.
WARNING
Be sure to shut off the fuel supply before tipping the machine to prevent fuel spillage and flooding of the carburetors.
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.
of the suspension. Access to the adjuster is not possible if reversed. Fox Shocks should be installed with the charge fitting up.
Threaded Adjustment
Collar
Adjustment
Screw
10.4
FRONT SUSPENSION
SHOCK INFORMATION
IFS SHOCKS
IFS Shocks
Shock PN
Extended
Length(in)
Collapsed
Length (in)
Stroke(in)
Shock
Rod (in)
Shaft Part #
PSI
7042197
17.28
13.78
5.26
.49
N/A
N/A
N/A
7042059*
17.25
12.0
5.25
.49
7.46
1700025
200
7043049
17.02
11.27
5.75
.49
N/A
N/A
N/A
7043090*
17.00
11.20
5.80
.49
6.54
1700072
200
7043083*
17.69
12.56
5.13
.49
7.77
1700194
200
C
O
M
P
R
E
S
SS
I
O
N
7042059
.700X.012
.900X.010
1.00X.008
1.10X.012
1.25X.015
.900X.008
1.00X.006
1.30X.006
7043090
C
O
M
P
R
E
SS
S
I
O
N
.700X.015
.800X.006
.900X.006
1.00X.006
1.10X.008
1.25X.006
.800X.008
1.10X.006
C
O
M
P
R
E
S
SS
I
O
N
7043083
.700X.012
.900X.010
1.00X.008
1.10X.012
1.25X.015
.900X.008
1.00X.006
1.30X.006
1.30X.008
PISTON ORIFICE
R
E
EB
O
U
N
D
.086
1.25X.010
1.10X.010
1.00X.008
.900X.008
.800X.008
PISTON ORIFICE
R
EE
B
O
U
N
D
.081
PISTON ORIFICE
.086
1.25X.008
1.10X.008
1.00X.008
.900X.008
.800X.008
.700X.008
R
E
EB
O
U
N
D
1.25X.010
1.10X.010
1.00X.008
.900X.008
.800X.008
10.5
FRONT SUSPENSION
IQ SPINDLE REPLACEMENT
I
K
G
J
H
B
C
A
SPINDLE REMOVAL
1.
2.
3.
4.
5.
Remove the flanged nut (A) on the lower spherical bearing (B).
Remove the retaining ring (C) on the lower portion of the spherical bearing.
Remove the camber bolt (D) from the top of the spindle.
Remove the steering arm from the spindle.
Replace the spindle.
SPINDLE REPLACEMENT
1.
2.
3.
4.
10.6
11.1
11.2
11.3
11.4
11.4
11.5
11.6
11.7 -- 11.8
11.9
11.9
11.10
11.10
11.11
11.12
11.13
11.14
11.15
11.16
11.17
11.18
11.19
11.20 - 11.24
11.25
REAR SUSPENSION
REAR SUSPENSION
REMOVAL
This system consists of a right side mounted chaincase with right side mounted brake assembly.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
INSTALLATION
1.
2.
3.
4.
5.
With the machine on its side, insert the front of the suspension assembly into the chassis first.
Carefully turn the machine upright and support it like you did when removed the suspension.
Align the suspension rails with the track clips.
Lower the machine so that you can align the suspension bolts, through the chassis and into the suspension mounts.
Adjust the track tension to the correct specification found on page 3.10.
11.1
REAR SUSPENSION
REAR SUSPENSION OPERATION
REFER TO SPECIFICATIONS SECTION FOR SUSPENSION TYPE / MODEL APPLICATION
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 suspensions 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 page 11.4.
11.2
REAR SUSPENSION
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.
This unique feature is applied to the EDGE rear suspensions.
Front Torque
Arm (FTA)
Rear Scissor
FRSS
RRSS
FRSS with short (low) leg to rear. Note the front torque arm must collapse further to collapse rear
torque arm.
Front Torque
Arm (FTA)
Rear Scissor
FRSS RRSS
FRSS with long (high) leg to rear. Note this forces rear scissor to collapse with less front torque arm
movement than when in short position. This keeps the rails more parallel to the chassis.
11.3
REAR SUSPENSION
FRONT TORQUE ARM LIMITER STRAP ADJUSTMENT
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.
RRSS - low
position shown
Be sure rear scissor stop face is square with the face of the scissor arm
to ensure complete contact.
RRSS - high
position shown
Low
Low
High
11.4
REAR SUSPENSION
REAR TORSION SPRING TENSION
Rear spring tension adjustments are made by rotating the eccentric spring block (A) as shown with the engine spark plug tool.
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.
Torsion Spring
Load reduces
opening angle
Load
Wire
Dia.
A
A
A
Soft Tension Long End to Front
11.5
REAR SUSPENSION
ROUND SPRINGS VS SQUARE SPRINGS
Many snowmobiles now utilize a square profile rear torsion spring. Square springs are lighter in weight (1.5 lbs.), and smaller
in packaging. The square coils take up less room, therefore allowing the carrier wheels to be positioned more inward in the tunnel.
Another benefit of the square profile spring is the ability to maintain the same characteristics of the round spring, but have fewer
coils of wire.
The square profile springs will not retrofit to previous models. The length of the coil stack is shorter on the square springs and
the inside diameter of the coil stack is also smaller.
The spring rates between the round wire springs and the square wire springs are identical. For example: 7041465-067 has same
spring rate as 7041631-067 even though the wire diameter is different. The chart below shows equal spring rates between round
wire and square wire torsion springs.
Square wire torsion springs will not fit in machines that come with round wire springs standard.
4.5
3.5
Last 3 digits of part number
Round Spring
11.6
Square Spring
REAR SUSPENSION
TORSION SPRINGS
TORSION SPRING DETAIL
SPRING
PN
WIRE
DIA (IN)
LEG 1
(IN)
LEG 2
(IN)
SHAPE
COIL ID
(IN)
# OF
COILS
OPEN
ANGLE _
SPRING
WDTH
7041371
7041372
.4375
16.50
4.50
Round
2.72 - 2.81
8.68
45
4.45
7041377
7041378
.406
406
16 50
16.50
4 50
4.50
Round
2 72 - 2.81
2.72
2 81
8 68
8.68
55
4 14
4.14
7041394
7041395
.406
406
17 20
17.20
Round
1 90 - 1.99
1.90
1 99
8 65
8.65
55
4 23
4.23
7041406
7041407
.421
421
17 20
17.20
Round
1 90 - 1.99
1.90
1 99
8 65
8.65
55
4 38
4.38
7041415
7041416
.406
406
14 65
14.65
4 50
4.50
Round
1 90 - 1.99
1.90
1 99
8 71
8.71
77
4 30
4.30
7041417
7041418
.421
421
14 65
14.65
4 50
4.50
Round
1 90 - 1.99
1.90
1 99
8 71
8.71
77
4 38
4.38
7041419
7041420
.437
437
14 65
14.65
4 50
4.50
Round
1 90 - 1.99
1.90
1 99
8 71
8.71
77
4 54
4.54
7041461
7041462
.421
421
16 50
16.50
4 50
4.50
Round
1 90 - 1.99
1.90
1 99
8 71
8.71
77
4 38
4.38
.406
406
16 50
16.50
4 50
4.50
Round
1 90 - 1.99
1.90
1 99
8 71
8.71
77
4 30
4.30
.437
16.50
4.50
Round
1.90 - 1.99
8.71
77
4.44
7041467
7041468
.437
17.2
Round
1.91 - 1.99
8.71
55
4.54
7041487
7041488
.437
17.2
Round
1.91 - 1.99
8.71
77
4.54
7041521
7041522
.406
16
Round
2.09 - 2.17
7.73
82
3.80
7041533
7041534
.437
17.2
2.75
Round
1.68 - 1.74
5.85
126
3.15
7041627
7041628
.347
16.5
4.5
Square
1.82 - 1.88
7.71
77
3.45
7041629
7041630
.359
16.5
4.5
Square
1.79 - 1.85
7.71
77
3.46
7041631
7041632
.375
16.5
4.5
Square
1.86 - 1.92
7.71
77
3.74
7041655
7041656
.405
16.5
4.5
Square
1.86 - 1.92
7.71
77
4.0
7041763
7041764
.359
16.5
4.5
Square
1.79 - 1.85
7.71
84
3.46
7041463
7041464
7041465
7041466
11.7
REAR SUSPENSION
TORSION SPRINGS
TORSION SPRING DETAIL
SPRING
PN
WIRE
DIA (IN)
LEG 1
(IN)
LEG 2
(IN)
SHAPE
COIL ID
(IN)
# OF
COILS
OPEN
ANGLE _
SPRING
WDTH
7041856
7041857
.359
16.5
4.5
Square
1.79 - 1.85
7.71
85
3.46
7041895
7041896
.375
16.5
4.5
Square
2.225
6.71
90
3.52
7041897
7041898
.405
16.5
4.5
Square
2.225
6.75
90
3.55
7041902
7041903
.359
16.5
4.5
Square
1.79 - 1.85
7.75
90
3.5
7041911
7041912
.347
16.5
4.5
Square
1.82 - 1.88
7.75
90
3.49
7041940
7041941
.405
16.5
4.5
Square
2.232
6.71
77
3.55
7041942
7041943
.375
16.5
4.5
Square
2.225
6.71
77
3.52
7042064
7042065
.359
16.5
4.5
Square
1.95 - 2.01
7.64
50
3.45
7042068
7042069
.359
16.5
4.5
Square
1.95 - 2.01
8.64
47
3.75
7042079
7042080
.375
16.5
4.5
Square
1.98
8.64
47
3.94
7042101
7042102
.347
15.625
3.75
Square
1.69 - 1.71
6.71
77
3.45
7042139
7042140
.375
17.7
Square
2.35
6.71
77
3.1
7042157
7042158
.359
15.625
3.75
Square
1.82 - 1.84
6.71
77
3.46
7042159
7042160
.347
15.625
3.75
Square
1.89 - 1.91
6.71
77
3.45
7042240
7042241
.405
17.7
Square
2.35
6.71
77
3.25
11.8
REAR SUSPENSION
HI-FAX REPLACEMENT - ALL MODELS
EDGE
New Hi-Fax are best used in deep snow conditions. Marginal snow or
hard-pack conditions are better suited to worn Hi-Fax, or Hi-Fax
which have been cured or broken in.
HI-FAX REMOVAL
1.
4.
Lightly coat Hi-Fax track clip area with a lubricant such as LPS2 or
WD-40 to ease installation.
Wide Hi-Fax should be narrowed on the leading sides to allow it to fit
through narrow windows.
2.
3.
Remove clip.
2.
3.
11.9
REAR SUSPENSION
Typical Suspension Lubrication / Torque Specifications
3/8 top shock mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3/8 suspension mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7/16 suspension mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Shock rod bolts (do not over torque) . . . . . . . . . . . . . . . . . . . . . . . . . . .
*Shock rods must pivot freely after torquing
L
L
L
L
Torsion Spring
Idler Wheel
Rear Track Shock
Bogie Wheel
Rail Tip
Rail Bumper
Slide Rail
11.10
REAR SUSPENSION
Switchbackt / EDGE 136 Suspension Set Up
11.11
REAR SUSPENSION
Edge RMK 144 / 151 / 159 / 166
900 RMK = 5
11.12
REAR SUSPENSION
Front Torque Arm Limiter Strap Adjustment
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.Below is and example of what the hang tag
Powder - Hardpack
n Front Torque Arm n Front Torque Arm low position for maximum
standard position for
lift and floatation.
overall handling and speed
over snow
Hardpack
n Front Torque Arm High position for
increased control and less
transfer.
* More detailed instructions and options are found on troubleshooting and set-up decals under the hood.
High
Standard
Low
CAUTION
This unit is equipped with a deep lug track. High speed use on hardpack surfaces
is not recommended. Track lug damage may occur. High speed use should be
kept to a minimum with frequent slow-speed intervals for track cooling.
9918423
11.13
REAR SUSPENSION
SHOCK INFORMATION
FRONT TRACK SHOCKS
Front Track Shocks
Shock PN
Extended
Length(in)
Collapsed
Length (in)
Stroke(in)
Shock
Rod (in)
Shaft Part #
PSI
7042085
12.49
8.92
3.58
.43
N/A
N/A
N/A
*7042084
12.51
8.92
3.59
.49
4.77
1700182
200
7043048
12.49
8.92
3.58
.43
N/A
N/A
N/A
*7042335
12.51
8.92
3.59
.49
4.77
1700182
200
Extended
Length(in)
Collapsed
Length (in)
Stroke(in)
Shock
Rod (in)
Shaft Part #
PSI
7042058
16.71
10.96
5.75
.49
N/A
N/A
N/A
*7042176
16.61
10.97
5.64
.49
1.80
1700024
200
7043047
16.71
10.96
5.75
.49
N/A
N/A
N/A
*7043046
16.61
10.97
5.64
.49
1.80
1700220
200
11.14
REAR SUSPENSION
FTS SHOCK VALVING SPECIFICATIONS
C
O
M
P
R
E
S
SS
I
O
N
7042084
.700X.012
.800X.008
.900X.010
1.00X.008
1.10X.008
1.25X.012
.900X.008
1.30X.006
PISTON ORIFICE
R
EB
O
U
N
D
.070
1.25X.010
1.10X.012
1.00X.010
.900X.010
.800X.010
.700X.010
C
O
M
P
R
E
S
SS
I
O
N
7042335
.700X.012
.800X.008
.900X.010
1.00X.008
1.10X.008
1.25X.012
.900X.008
1.30X.006
PISTON ORIFICE
R
EB
O
U
N
D
.070
1.25X.010
1.10X.012
1.00X.010
.900X.010
.800X.010
.700X.010
7042176
.700X.012
.800X.008
.900X.008
1.10X.008
1.25X.006
1.00X.006
1.10X.006
1.25X.006
PISTON ORIFACE
.094
1.25X.012
R
E
EB
O
U
N
D
1.25X.012
1.10X.015
1.00X.012
.900X.012
.800X.012
.700X.012
C
O
M
P
R
E
S
SS
I
O
N
7043046
.700X.012
.800X.010
.900X.008
1.10X.008
1.25X.006
1.00X.008
1.10X.008
1.25X.008
PISTON ORIFACE
R
EB
O
U
N
D
.081
1.25X.012
1.10X.015
1.10X.015
1.00X.012
.900X.012
.800X.015
.700X.015
11.15
REAR SUSPENSION
RYDE FX OPTIONAL VALVING LISTED BY SHOCK PART NUMBER
Refer to the appropriate parts manual for a complete listing of Ryde FX shock parts.
.....
.....
.....
.....
.....
.....
.....
.....
.....
.....
.....
.....
.....
.....
.....
.....
.....
.....
.....
11.16
Description
0.700 x 0.004
0.800 x 0.004
0.900 x 0.004
0.700 x 0.006
0.800 x 0.006
0.900 x 0.006
1.000 x 0.006
1.100 x 0.006
1.250 x 0.006
1.300 x 0.006
0.700 x 0.009
0.800 x 0.009
0.900 x 0.008
1.000 x 0.008
1.100 x 0.008
1.250 x 0.008
1.300 x 0.008
0.700 x 0.010
0.800 x 0.010
Part No.
1700095
1700126
1700131
1700136
1700141
1700084
1700090
1700096
1700127
1700132
1700137
1700142
1700085
1700091
1700120
1700128
1700133
1700138
1700143
Description
. . . . 0.900 x 0.010
. . . . 1.000 x 0.010
. . . . 1.100 x 0.010
. . . . 1.250 x 0.010
. . . . 1.300 x 0.010
. . . . 0.700 x 0.012
. . . . 0.800 x 0.012
. . . . 0.900 x 0.012
. . . . 1.000 x 0.012
. . . . 1.100 x 0.012
. . . . 1.250 x 0.012
. . . . 1.300 x 0.012
. . . . 0.700 x 0.015
. . . . 0.800 x 0.015
. . . . 0.900 x 0.015
. . . . 1.000 x 0.015
. . . . 1.100 x 0.015
. . . . 1.250 x 0.015
. . . . 1.300 x 0.015
REAR SUSPENSION
SHOCK REBUILDING TOOLS
SPECIAL TOOLS PART NUMBERS
Part No.
2200421
2201639
2201640
2870623
2870803
PS-- 45259
Description
Gas Shock Recharging Kit
Shock Shaft Seal Protector 1/2diameter
Shock Shaft Seal Protector 5/8diameter
Shock Absorber Spring Compression Tool
Shock Spring Pre-- Load Adjustment Tool
Gas Fill Tool
Description
Shock body Holding Tool
Shock Rod Holding Tool 1/2 rod
Shock Rod Holding Tool 5/8 rod
Fox Shock Spanner
Fox Shock IFP Depth Tool
Fox Inner Tube Puller PS 2
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
11.17
REAR SUSPENSION
TYPICAL 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 direction of valve piston before disassembly. The side with the greater number of slots should face the IFP (nut end
of the shaft).
.800 x .010
.900 x .010
5-C
1.00 x .010
4-C
1.100 x .010
3-C
2-C
1-C
Piston Orientation
Side with greater # of
slots must face nut end
(Toward nut & IFP)
1.300 x .010
Toward Shaft
(Fewer slots)
1.300 x .012
Slots
Piston*
Orifice
Rebound Stack
1-R
1.250 x .010
2-R
1.100 x .010
3-R
1.000 x .010
4-R
.900 x .010
5-R
.800 x .010
6-R
.700 x .010
Nut End
Changing oil Shocks is recommended annually and should be included when performing end of season storage preparation. For
competition use, shocks should be disassembled, inspected and serviced more frequently.
11.18
REAR SUSPENSION
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.
Gas Shock Recharging Kit
PN 2200421
DANGER
Extreme caution should be observed while handling and working with high pressure service
equipment. Wear a face shield, safety glasses, and ear protection during service of these shocks.
Extreme caution should be observed while handling and working with high pressure service equipment. Wear a face shield, safety
glasses, and ear protection during service of these shocks.
Care should be observed while handling the inflater needle and pressure gauges. Maintain your equipment and keep it in good
condition. If injury should occur, consult a physician immediately.
Extreme cleanliness is of utmost importance during all disassembly and reassembly operations to prevent any dirt or foreign particles from getting into the shocks.
Keep the parts in order as they are disassembled. Note the direction and position of all internal parts for reassembly.
11.19
REAR SUSPENSION
RYDE FXT SHOCK MAINTENANCE
Procedures for the proper disassembly and assembly of RydeFX gas charged IFP and emulsion mono-- tube shock absorbers.
DANGER
Before servicing a gas shock it is important that all the gas pressure be discharged from the unit.
Refer to the instructions listed below for the proper procedure of discharging the gas pressure
from a shock. Protective eyewear should be worn to avoid risk of injury while servicing RydeFX
gas charged mono-- tube shocks.
Wash the shock body in parts cleaner; then dry with compressed
air to remove sand and dirt.
WARNING: When using compressed air to dry components, protective eyewear should be worn to avoid risk of injury.
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.
(PICTURE 2)
DEPRESSURIZING SHOCK:
A) Internal Floating Piston Shocks, using a slotted screwdriver,
loosen the pressure valve assembly counter-- clockwise two full
revolutions allowing the gas pressure to fully escape past the pressure valve assembly O-- ring.
11.20
REAR SUSPENSION
B) 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.
WARNING
7
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. (PICTURE 8) Note:
Not applicable for emulsion shock.
Clean the inside of the shock body using clean parts--cleaning solvent and blow dry using compressed air.
11.21
REAR SUSPENSION
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).
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
being missing.
Flats
Nut
Shims
Shaft
10
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.
(PICTURE 11)
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.
The next points on IFP are not applicable for emulsion shocks.
Proceed to assembly of the pressure valve on next page.
Thread the positioning head onto the I.F.P locator tool and adjust
the top of the value indicator to the appropriate measurement.
(PICTURE 12)
11
12
11.22
REAR SUSPENSION
Apply a thin film of oil onto the floating wear band and O--ring and
install the floating piston into the top of the shock body, positioning it below the counterbore. (PICTURE 13)
13
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. (PICTURE 14)
14
15
11.23
REAR SUSPENSION
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. (PICTURE 17)
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.
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
17
Using an open face spanner wrench tighten cylinder head securely into the shock cylinder. (PICTURE 18)
18
After being compressed, the piston rod should fully extend from
the shock body once the shock has been pressurized.
Install the small button head screw in the pressure valve assembly and tighten securely. (PICTURE 20)
Reinstall sleeve and bushings in lower shock mount.
19
20
11.24
REAR SUSPENSION
Suspension Troubleshooting
Problem
Solution
Steering is heavy
11.25
REAR SUSPENSION
NOTES
11.26
12.1
12.1
12.1
12.2
12.3
12.3
12.3
12.3
12.4
12.5
12.6
12.7
12.8
12.8
12.8
12.9 - 12.10
12.11 -- 12.13
CHASSIS
EDGE HOOD REMOVAL
DANGER
Exhaust system temperatures can exceed 900_ F (500_ C). Serious burns may occur if this inspection
is performed without allowing adequate time for the exhaust system to cool.
Never perform this procedure with the engine running.
INSTRUMENT REMOVAL/INSTALLATION
1. Open the hood.
2. Remove the plenum from the underside of the hood.
3. Keep track of the plenum filters.
4. Remove the instrument holder from the back of the gauge.
5. Pull the gauge out from the front.
Installation is the reverse order if removal.
12.1
CHASSIS
900 RMK HOOD
12.2
CHASSIS
900 RMK HOOD
DANGER
Exhaust system temperatures can exceed 900_ F (500_ C). Serious burns may occur if this inspection
is performed without allowing adequate time for the exhaust system to cool.
Never perform this procedure with the engine running.
1.
2.
3.
4.
Open front Nosepan flap and remove the four (4) bumper screws.
Remove the center bumper nylock nut and bolt.
Remove bumper.
Remove the intake from the under side of the hood (C).
Disconnect the MFD harness from the gauge.
Remove the MFD screws (D).
Remove the MFD (E).
12.3
CHASSIS
SEAT / FUEL TANK
E
F
H
12.4
CHASSIS
SEAT / FUEL TANK REMOVAL
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
12.5
CHASSIS
FUSION CONSOLE
IQ CONSOLE REMOVAL
1.
2.
3.
4.
5.
12.6
CHASSIS
SEAT COVER
(1)
(2)
(3)
Staple Sequence
SEAT REMOVAL
1.
Remove the seat assembly by removing the 2 bolts that hold the rear of the seat onto the chassis. Install in reverse order and
make sure that the tabs in the front of the seat are lined up correctly.
Remove seat
Remove the covering by removing the staples that hold it on.
Remove the seat foam if replacing the tail light assembly see page 12.8.
Place the seat foam on the seat base.
Drape the new cover over the seat foam.
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.
CAUTION
7.
8.
9.
10.
11.
12.
13.
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.
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.
Align the two sewn seams located at the rear of the seat cover with the two back corners of the seat base.
Pull the vinyl tight and tack the seat cover to the plastic seat base in each corner. Use two or three staples per corner.
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.
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.
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.
Trim excess vinyl from the bottom around the back of the seat area only after a satisfactory fit is obtained.
12.7
CHASSIS
HOOD REPAIR
Crack
Crack
Drill holes here
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.
Close tool flap cover, making sure it is aligned properly, and mark
grommet holes.
2.
Align twist lock with mark from step 13. Verify alignment with
grommet in tool flap.
3.
4.
5.
Trim excess vinyl from the bottom around the back of the seat area
only after a satisfactory fit is obtained.
6.
Tool Flap
Cover
Grommets
After removal of seat cover, drill out three rivets from top of taillight.
2.
3.
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.
12.8
CHASSIS
NOSEPAN REPLACEMENT PROCEDURE
IMPORTANT: 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: The rivet for polyethylene nosepans is PN 7621467.
NOTE: Rivet holes may require drilling into the bulkhead.
NOTE:
1. When transfer drilling holes do not force pan into a position which is not uniform with the
other side. (Use the same method to drill both sides)
2. Rivet holes across from one another in unison.
12.9
CHASSIS
IQ NOSEPAN REPLACEMENT PROCEDURE
IMPORTANT: 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: The rivet for polyethylene nosepans is PN 7621467.
NOTE: Rivet holes may require drilling into the bulkhead.
12.10
CHASSIS
DECAL REMOVAL / APPLICATION
Before you begin, read these instructions and check to be sure all parts and tools are accounted for.
Please retain these installation instructions for future reference and parts ordering information.
Squeegee
Cleaning Solution:
99% water 1% mild dishwashing detergent
Use safety glasses and rubber gloves when performing this procedure.
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.
2.
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.
12.11
CHASSIS
4.
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
cleaner.
6.
Carefully remove any masking tape that you may have used to
protect other decals.
7.
It is extremely important to remove all traces of dirt and debris from the hood where the decal is to be
applied. Left over debris will be magnified through the chrome decals.
DECAL INSTALLATION INSTRUCTIONS
All decals should be applied indoors, free from dust, dirt, cold air, and
humidity. Room temperature must be between 40_ and 100_ F. 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.
2.
Place the decal in the area to be installed and make sure that
everything lines up properly.
3.
When youre 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 a squeegee on the decal with
the chrome exposed, the chrome will be damaged.
CAUTION
Once the adhesive sticks, it can be very difficult to pull the decal
back off of the hood. Use extreme care!
12.12
CHASSIS
5.
CAUTION
If 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.
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.
Decals
12.13
CHASSIS
NOTES
12.14
13.7
13.7
13.8
13.9
13.9
13.10
13.11
13.11
13.11
13.12
13.12
13.13
13.13
13.13
13.14
13.17
13.18 13.22 13.24
13.25
13.26
13.27
13.28
13.29
13.30
13.31
13.32 13.34 13.36
13.37 13.39
13.40
13.41
13.42 13.44
13.22
13.23
13.33
13.35
13.38
13.43
ELECTRICAL
Typical Multimeter Usage
Multimeter Usage
The easiest and most accurate method for testing modern electrical components is with a digital multitester. Any good quality multitester will work. However, due to ease of operation and durability,
Polaris recommends the Fluke Model 73 (PN 2870659), or Tektronix DMM155. See photo at right. This instrument will provide a digital readout of the measured value of the test being performed.
Common
(Black Lead)
Listed below are the dial symbols, their meaning and what the dial
setting can be used for.
Off = Instrument Off
S
S
17.29 VAC
~
+
_
S
S
S
S
12.95 VDC
V
+
_
Test DC regulator
Test voltage drop for bad connections
Test supply voltage to electric fuel gauge
13.1
ELECTRICAL
= Ohms, resistance - measuring component resistance values - testing coils, wiring, etc.
Used to test resistance to the flow of electricity in a circuit or component. A reading of OL means an open circuit or infinite resistance.
Sometimes the leads themselves will have some resistance. Touch
the leads together and subtract this resistance from the component
reading to achieve the actual reading.
00.2
Test Method
1.
+
_
S
S
S
14.00 AC
A~
+
_
1.
2.
3.
4.
5.
6.
Make sure red lead is in the 10A terminal of the meter and the black lead is in the Com (--) terminal of the meter.
Disconnect battery ground wire(s) from battery (--) terminal.
Connect red meter lead to battery (--) terminal.
Connect black meter lead to harness ground wires and cable.
CAUTION:
Do not operate electric starter (if equipped) or meter damage may occur.NOTE: When using the DC Amp settings, the
red test lead must be moved to the 10A socket on the front of the instrument.
Usage
S
S
Testing key off current draw and Testing charging system break even RPM
Testing key on current draw and Testing DC current flow (direction), is battery charging?
13.2
ELECTRICAL
IGNITION TIMING
TIMING
DEGREES
NOTE:
30
25
20
15
10
5
0
1000
2000
RPM
3000
4000
Always verify timing of engine at room temperature (68_ F / 20_ C) only, and at the proper RPM.
If applicable make sure the key switch is in the PREMIUM mode and the TPS is unplugged.
To obtain the best ignition timing accuracy and reduce the chance of error, the ignition timing specification is given at a flat
portion of the advance curve. This flat portion on the curve is where the base ignition timing is specified. Refer to the specification
chapter for model specific timing specification. Ignition timing must be checked at the specified RPM, or an inaccurate timing
will result.
If engine damage has occurred due to a suspected ignition related problem, verify the ignition timing is correct at the specified
operating RPM.
TIMING PROCEDURE
Refer to the model timing specifications for correct timing.
Remove the MAG side spark plug.
Install the dial indicator into the spark plug hole. You may need to use a different adaptor depending the size of the spark plug
hole.
Find out the measurement for degrees that is specified for the model that you are checking by taking you base timing degree and
cross referencing it to the appropriate engine listed on the chart on page 13.4 and write it down.
Rotate the crankshaft by hand while observing the dial indicator. As the piston touches the indicator plunger, the dial will begin
to rotate. Find the point where the pointer stops rotating and reverses direction. This will be Top Dead Center (TDC).
While holding the crankshaft with the piston at TDC, zero the dial indicator by rotating the bezel until the 0 until it is aligned
with the pointer.
Rotate the crankshaft in the opposite direction of rotation .250 Before Top Dead Center (BTDC). This will be 2 1/2 pointer revolutions.
At this point you will rotate the crankshaft the specified measurement that you wrote down earlier.
While holding the crankshaft at this correct timing position, mark the flywheel with a white marker or white paint directly in-- line
with the stationary pointer in the timing window on the recoil side.
Once the flywheel is marked, remove the dial indicator and replace the spark plug and cap.
Connect a good quality timing light to the engine (follow the timing light manufactures instructions).
Disconnect the TPS if applicable.
Place sled on track stand and start the engine and increase engine RPM to the point specified in the timing specification. Hold
the throttle to maintain specified timing RPM.
13.3
ELECTRICAL
If the ignition timing specification is listed in degrees only, convert to either inches or mm BTDC and use a dial indicator to
verify timing marks. Disconnect the TPS (Throttle Position Sensor) connector from carburetors on models with TPS.
NOTE: Due to differing rod lengths and engine strokes, consult the engine model list for correct engine.
13.4
ELECTRICAL
Timing Procedure - All Models
NOTE: Always check ignition timing with the engine at room temperature only (20_C/68_F), and with the key switch in
the PREMIUM mode (if applicable).
1. Refer to the timing specification charts at the beginning of this section to determine the proper ignition timing for the
engine you are working on.
2. Use a dial indicator to place the piston in the proper timing position and mark the flywheel at this point (follow
procedure outlined in this chapter).
3. Connect an accurate tachometer and a good quality timing light to the engine according to manufacturers
instructions. Disconnect the TPS (Throttle Position Sensor) connector from carburetors on models with TPS.
4. Start engine and increase RPM to the point specified in
Acceptable Variance
the timing specifications in Chapter 1. Hold the throttle
to maintain specified timing RPM.
Flywheel
Flywheel Lines
5. Point the timing light at the timing inspection hole.
Rotation
6. With your head positioned so there is a straight line
Stationary
between your eye, the stationary pointer and the
Pointers
crankshaft center line, note the relative position
between the marked flywheel line and the stationary
pointer. If the stationary pointer is aligned with the mark
NOTE: Acceptable variance is usually
made in Step 2, (or within the acceptable + variance) the
one line on either side of the dial indicated
timing is correct.
timing mark.
7. If the pointer is outside the variance, the stator will have
to be rotated either with crankshaft rotation (to retard the
Liquid Cooled
timing) or against rotation to advance it.
NOTE: Rotate stator plate approximately the same distance as the marks must move.
NOTE: 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 retaining screws can be accessed through the flywheel.
8.
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.
2.
Fill battery with electrolyte to the upper level marks on the case.
3.
Set battery aside and allow it to cool and stabilize for 30 minutes.
4.
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. If the level becomes low after this point, add only distilled water.
5.
6.
Check specific gravity of each cell with a hydrometer to ensure each has a reading of 1.270 or higher.
13.5
ELECTRICAL
Battery Testing
There are three easy tests which can determine battery condition. Whenever the complaint is related to either the starting or charging systems, the battery should be checked first.
Lead-acid 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 sulfation will form on the plates, reducing their efficiency and possibly ruining the battery.
Conventional
Lead-acid
Yumacron
Type
100% Charged
12.60V
12.70V
75% Charged
12.40V
12.50V
50% Charged
12.10V
12.20V
25% Charged
11.90V
12.0V
0% Charged
Less Than
11.80V
Less Than
11.9V
State Of Charge*
Conventional
Lead-acid
Yumacron
Type
100% Charged
1.265
1.275
75% Charged
1.210
1.225
50% Charged
1.160
1.175
25% Charged
1.120
1.135
0% Charged
Less Than
1.100
Less Than
1.115
Detail A
*at 80 F
NOTE: Subtract .01 from the specific gravity for electrolyte at 40 F and compare these values to the chart.
13.6
ELECTRICAL
Load Test
NOTE: This test can only be performed on machines equipped with electric start. This test cannot be performed if the
engine or starting system is not working properly.
A battery may indicate a fully charge condition on the OCV test and the specific gravity test, but still not have the storage
capacity necessary to properly function in the electrical system. For this reason, a battery capacity or load test should
be conducted whenever poor battery performance is encountered.
To perform the test, hook a multitester to the battery in the same manner as in the OCV test. The reading should be
12.6 volts or greater. Engage the electric starter and view the registered battery voltage while cranking the engine.
Continue the test for 15 seconds. During this cranking period, the observed voltage should not drop below 9.5 volts.
If the beginning voltage is 12.6 or higher and the cranking voltage drops below 9.5 volts during the test, replace the
battery.
Freezing Point
1.265
-75 F
1.225
-35 F
1.200
-17 F
1.150
+5 F
1.100
+18 F
1.050
+27 F
Charging Procedure
Charge battery with a charger no larger than 1/10 of the batterys amp/hr rating for as many hours as needed to raise the
specific gravity to 1.270 or greater.
WARNING
WARNING
Battery electrolyte is poisonous. It contains acid!
Serious burns can result from contact with the skin,
eyes, or clothing.
ANTIDOTE:
EXTERNAL: Flush with water.
INTERNAL: Drink large quantities of 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.
Batteries produce explosive gases. Keep sparks,
flame, cigarettes, etc. away. Ventilate when charging
or using in closed space. Always shield eyes when
working near batteries.
KEEP OUT OF REACH OF CHILDREN.
13.7
ELECTRICAL
Dynamic Testing of the Electric Starting System
Condition: Starter fails to turn motor or motor turns slowly.
NOTE: Be sure the engine crankshaft is free to turn before proceeding. For this test a digital multitester must be used.
Meter connections are shown later in this chapter.
With tester on VDC, place tester black lead on battery
Remove battery, test and/or service. Install a fully
negative (-) terminal and tester red lead on battery posi- charged shop battery to continue the test.
tive (+) terminal. (A) Page 13.9. Reading should be
12.6V or greater. Is it?
(Continue with left column)
No!
Yes#
Disconnect red engagement coil wire from start solenoid. Connect black tester wire to an appropriate
ground and red lead to red harness wire at solenoid.
(F) page 9.13. Rotate ignition key to the start position.
Meter should read battery voltage. Does it?
No!
Yes#
Reconnect solenoid, connect tester black lead to batClean battery to solenoid cable ends or replace cable.
tery positive terminal and red tester lead 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?
No!
Yes#
Connect black tester lead to solenoid end of battery to
solenoid cable and red tester lead to solenoid end of
solenoid to starter cable. (C) Page 13.9. Turn key to
start position. The reading must be less than .1V DC.
Is it?
No!
Yes#
Connect black tester lead to starter frame. Connect red Clean ends of engine to battery negative cable or retester lead to battery negative (-) terminal. (E) Page
place cable.
13.9. Turn key to start position. The reading should
be less than .1V DC. Is it?
No!
Yes#
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.
13.8
ELECTRICAL
Starter Motor Static Testing
+-
1.
Remove starter motor and disassemble. (See page 9.14 for exploded view) Mark end covers and housing for proper
reassembly.
2.
3.
4.
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.
Using a digital multitester, 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 multitester, 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.
13.9
ELECTRICAL
Starter Assembly
Ring Gear
Brush and
Spring
Armature
1.
2.
Lightly grease drive end bushing and install drive end frame on armature.
3.
4.
While holding negative brushes out against their springs, slide brush plate down onto the commutator.
5.
While holding positive brush springs to the side, slide positive brushes into their holders and correctly position the
springs on top of the brushes.
6.
Using a non-petroleum grease, lubricate brush end bushing and slide it onto end of armature.
7.
Align threaded holes in brush plate and install dust cover and screws.
8.
9.
Lightly grease pinion shaft and install pinion, spring stopper and snap ring.
13.10
ELECTRICAL
Starter Solenoid Bench Test
The only test which can be done on the bench is the pull in coil
resistance, which should be 3.4 ohms.
Starter Installation
1.
2.
3.
4.
8mm Drive End Mount Bolt Torque 15 ft. lbs. (21 Nm)
+
_
Ring Gear
.100
6mm Drive End Mount Bolt Torque 5 ft. lbs. (6.9 Nm)
Starter Pinion
Gear
Unregulated Voltage
1.
Test resistance of lighting coil and compare to specifications in the model specific wiring diagram. Reminder: Meter
resistance must be subtracted from reading.
NOTE: 0.3 to 0.5 ohms may be less than the internal resistance of your meter leads or meter. Before measuring the
stator resistance, short the meter leads together and read the display and record this measurement. Subtract this reading from the stator resistance readings.
EXAMPLE: Short meter leads together, meter reads 0.7 ohms. Measure stator resistance, meter reads 1.10 ohms.
Subtract 0.7 ohms (meter/lead resistance) from 1.10 ohms (reading obtained when checking yellow lead to brown lead).
True reading is: 1.10 ohms (observed reading when checking stator)
--0.7 ohms (meter/lead resistance)
= 0.4 ohms (true stator resistance)
2.
3.
4.
5.
15-45 VAC
+
_
13.11
ELECTRICAL
Short Circuit Current (AC Amp Test)
1.
2.
3.
4.
5.
Regulated Voltage
1.
2.
3.
4.
5.
6.
Polaris Snowmobiles:
500 Classic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 pulse
340, 550, 600 Classic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 pulse
Tachometers:
Tachometers for snowmobiles will have an identification marking on the back side. For example: The tachometer for a
600 Classic will have 6 pulse (or 6P) written on it.
2-Pulse
13.12
6-Pulse
ELECTRICAL
Headlight Bulb Filament Continuity Test
1.
2.
3.
4.
4.
5.
6.
Low
Grn
Yel
Yel/Rd
High
D
D
High/Low Switch
6.
7.
8.
2.
3.
Off
Blk
Brn
On
Ignition Switch
13.13
ELECTRICAL
Ignition Switch Testing (Electric Start Models)
Off
NOTE: Refer to the appropriate model and year wiring diagram for
ignition switch wire colors and connections.
Brn
On
Start
1.
2.
With the key in the off position, check the resistance between
the G (Ground, brown) terminal and the M (Mag, black)
terminal. This reading must be less than .4 ohms.
3.
4.
Move the tester lead from the G terminal to the switch housing
and re-check the reading. It should also be an open circuit
(OL).
5.
6.
Turn the key to the start position. The reading should be less than .4 ohms. Readings other than the ones listed
indicate a defective switch.
Blk
D
D
R/W
13.14
TEMP _F (_C)
RESISTANCE RANGE
68 (20)
2189 - 2675
149 (65)
455 - 556
203 (95)
197 - 240
239 (115)
120 - 147
275 (135)
77 - 94
ELECTRICAL
Off Idle Switch
Auxiliary Kill
Switch Contacts
Insulator
Ignition Primary
Conductor
Plungers
Outward
Idle Switch
Engine Ground
Throttle Control
Cutaway
The speed control assurance consists of two series connected switches. If one or both switch plungers are positioned
inward, the circuit is open and the engine will run.
At idle, with the throttle lever properly adjusted, the bottom switch circuit is open and the plunger is inward. The top
switch circuit is closed, and the plunger is outward. The speed control circuit is open, allowing the engine to run.
As the throttle lever is actuated to an off idle position, the top switch circuit is opened (plunger in) and the bottom switch
circuit is closed (plunger out). The speed control circuit is still open, allowing the engine to run.
In the event the carburetor or controls malfunction and allow the throttle cable to become slack, the circuit will close
(both switch plungers out), grounding the ignition system and causing the engine to stop.
CAUTION:
After any idle speed adjustments are made, the throttle lever to throttle block clearance and oil pump adjustment must
be checked and adjusted.
NOTE: When adjustments are made on models which have more than one carburetor, refer to Section 6, Carburetion,
for proper carburetor synchronization adjustments.
13.15
ELECTRICAL
Speed Control Assurance Replacement
Auxiliary shut-off and speed control assurance switches are connected and replaced as a unit from the back side of
the throttle block.
1.
2.
3.
Remove the two screws securing the two speed control assurance switches.
4.
5.
2.
3.
+
_
Fuel Gauge
Ohms
Range
Empty
95
90 - 97.5
Full
4.5 - 13
Diode
Fuse
(0.2A)
Pur/Wh
13.16
Brn
Yel
ELECTRICAL
Condition: No Spark
Disconnect the single black (black/white) wire from the CDI Module to the
ignition kill circuit. Does it have a spark?
Yes!
No#
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?
Yes!
No#
Isolate which components resistance is not within specs. Remove the flywheel and stator. Recheck the resistances; look for pinched or bare
harness wires; or replace the coil.
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.)
Remove the ignition kill circuit by disconnecting the single black wire between
the CDI module and the machine harness. Is the timing now correct?
Check the ignition switch, throttle safety switches, kill switch and
harness for damage which can cause intermittent shorting
problems. Correct the problem.
Yes!
No#
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?
Replace the module with the correct part and readjust the ignition
timing.
No!
Yes#
Check the resistance of the coils under the flywheel. Compare these to
values on wiring diagram. Are they within limits?
Check the wiring connecting the coils and/or replace the coils as
necessary.
No!
Yes#
13.17
ELECTRICAL
500/600/700/800 TPS SETTING PROCEDURE
The TPS comes set from the factory and should not need adjustment. However, upon removal of the TPS, you must
mark the TPS position on the carburetor and replace it in the exact same position as removal. Polaris has developed
a TPS test kit for aid in setting the Throttle Position Sensor to specification.
TPS Testing
1.
Red
Black
Pink
2.
3.
13.18
ELECTRICAL
4.
6.
13.19
ELECTRICAL
TPS Adjustment
1.
2.
Decrease
3.
13.20
Increase
ELECTRICAL
4.
5.
13.21
ELECTRICAL
900 THROTTLE BODY
D
E
13.22
ELECTRICAL
TPS SETTING PROCEDURE
The TPS comes set from the factory and should not need any adjustments. If replacing a TPS or resetting the TPS, Polaris has
developed a TPS test kit for aid in setting the Throttle Position Sensor to specification.
1.
2.
3.
Assemble your TPS sensor tool (PN 2201519) as per the instructions that came with the tool.
Make sure your 9 volt battery is in good condition by inserting the black volt meter probe from your Fluket meter in the black
terminal and the red probe into the pink terminal. Voltage should read 4.99 to 5.01 volts. If not, try a new 9 volt battery.
Insert the red voltmeter lead into the yellow terminal, and black lead to the black terminal. Slowly open throttle and check for
smooth voltage change.
NOTE:
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
The Fluke meter will change scales and show O.L. momentarily when throttle is opening.
Turn the idle set screw (A) counter clockwise until the screw tip (B) separates from the adjusted lever tab.
Turn the synchronization screw (C) counter clockwise until the synchronization lever is touching the synchronization screw
hole (D) tab.
Remove the connector from the TPS on the throttle body and install TPS sensor tool on to the TPS.
Place a shop towel under the throttle body incase you loose grip on the spring.
Remove the synchronization lever tab spring (E) and gently open and then close the throttle plates with the throttle, allowing
the plate to close gently. Note the voltage at this point.
Insert the synchronization lever tab spring and screw.
Turn the synchronization screw clockwise until the volt meter reads the voltage level that you noted in step #8.
Loosen screws on the TPS sensor (F).
Adjust the TPS sensor until the voltage on the volt meter reads .705 - .715 volts.
Tighten the TPS retaining screws, making sure that the voltage continues to read .705 - .715 volts.
Turn the idle set screw clockwise until the voltage reads .930 volts.
Voltage at the yellow terminal should be .93 volts +.02v at idle. Once the TPS voltage is verified and set, remove the sensor
tool and re-- install the TPS harness.
BLK/BL
NOTE:
When the sensor is inoperative or disconnected the system will switch to a LIMP HOME mode. Limp Home mode reduces
performance to a default value and monitors other sensors.
13.23
ELECTRICAL
900 LIBERTY TEMPERATURE LIGHT
The TEMP light (A) is controlled by the CDI using water temperature input from the water temp sensor (B), throttle position input
(TPS) and RPM input. The water temp sensor is a thermistor. As the temperature increases the resistance decreases. Each input
has thresholds programmed into the CDI for when to illuminate the TEMP light according to coolant temp, throttle position (TPS)
and engine speed (RPM).
For example, the TEMP light will come on at idle (under 2000 RPM, 0% throttle) and coolant temperature of 230_F (110_C).
Timing retard initiates at 176_F and a TPS of over 80-- 100%. For more severe conditions, the engine fail-- safe is turned on at high
TPS input and high temps.
TEMP _F (_C)
RESISTANCE RANGE
68 (20)
2189 - 2675
149 (65)
455 - 556
203 (95)
197 - 240
239 (115)
120 - 147
275 (135)
77 - 94
13.24
ELECTRICAL
900 LIBERTYT DETONATION SENSOR (DET)
A detonation sensor monitors the engine and responds to detonation by automatically reducing the engine timing and adding fuel.
The activated sensor reduces engine detonation by compensation of timing and fuel. This results in decreased engine RPM and
performance.
This sensor detects engine knock by converting pressure pulses from the engine and converting the pulses to a voltage. The ECU
has a threshold voltage to differentiate between normal and damaging detonation. This system operates similar to existing DET
system, but this system can compensate with timing and fuel delivery.
DET TROUBLESHOOTING
Use this chart to determine causes and solutions for detonation. If none of these conditions exists and the sensor remains activated
you may need to remove the sensor from the engine and test run the unit, and if the conditions are gone you will need to check
the possible causes again. If the conditions remain the same you may need to replace the sensor.
Possible Cause
Solution
EFFECT OF DET
Basic concept of the detonation system is to avoid damage to the engine from detonation while developing the maximum power
of the engine safely.
The system starts with a predetermined engine perimeters.
If the system senses detonation that is beyond a preset limit, the system retards the ignition timing to reduce the detonation and
prevent engine damage.
When the detonation returns to a permissible level, the system will incrementally advance the spark to increase the output of the
engine in a safe manner.
13.25
ELECTRICAL
IQ FUSION/RMK COOLANT TEMPERATURE SENSOR
Resistance
Installation Torque
29 ft.lbs. (39.2Nm)
13.26
ELECTRICAL
EXHAUST TEMPERATURE SENSOR
CONNECTION
CHANGE
04152004
K-- Type resistive sensor with resistive characteristics that change due to temperature. The ECU senses this change in resistance
and uses this information to correct fuel and/or timing. This sensor is difficult to measure if temperature is below 392_F (200_C).
Disconnected or Default temperature is 1100_F (593 _C)
Resistance Values
Resistance
13.27
ELECTRICAL
CRANK POSITION SENSOR
B
STATOR
A&B
C
E
E
C
D
C
FLYWHEEL
The 5 tooth crank position sensor (A) picks up all 5 flywheel teeth (C).
The 2 tooth crank position sensor (B) picks up 2 off set flywheel teeth (D).
Both crank position sensors will have a gap (E) to the flywheel pick up of .035 (.90mm).
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.
S
S
S
S
13.28
ELECTRICAL
SPEED SENSOR
Speedo Pick up
located on the drive shaft
BRN
GRN/RED
OR/W
SPEED SENSOR: This is a hall effect sensor that measures the speed of the drive shaft to give you the speed of the track.
SPEED SENSOR (2410376)
PIN
COLOR
ITEM
VALUE
Red
Gauge
White
Ck w/ hall sensor
Black
Signal Ground
Continuity to Ground
13.29
ELECTRICAL
OIL LEVEL SENDER
B
Oil Level
Ground
The float (A) moves up and down the sender shaft (B) and ECU sends a signal to the MFD when the level get to the point where
you need to add more oil. The oil level signal is measured in resistance, FULL is open and <10 at lower level.
This sensor is pressed in and has a snug fit to the tank by the grommet.
OIL LEVEL SENSOR
COLOR
ITEM
VALUE
Violet
Oil Level
Brown
Ground
Ground
13.30
ELECTRICAL
ENGINE / CHASSIS CONNECTION LOCATION
13.31
ELECTRICAL
ECU PLUG CONNECTION #1
CONNECTION TO CHASSIS
TO REGULATOR
RECTIFIER
PTO
INJECTOR
MAG INJECTOR
13.32
ELECTRICAL
ECU PLUG #1
PIN
#
COLOR
ITEM
PIN
#
COLOR
ITEM
Orange
Regulator Rectifier
18
Orange
Regulator Rectifier
19
Red/Black
White/Green
20
Black/Blue
Sensor Ground
Yellow/Red
Tachometer Signal
21
Black
Blue/Red
22
Black/Red
Soft Stop
Green
PTO Injector
23
Blue
24
White/Black
Yellow
MAG Injector
25
Green/Blue
Solenoid Ground
26
Red
10
Orange
Regulator Rectifier
27
11
White/Blue
28
Brown
Ground
12
29
Black/White
Diagnostic
13
Grey
Reverse Switch
30
Green/Blue
Hot/DET Lamp
14
Red/Blue
31
White
Reverse Lamp
15
32
Light Green/
Red
16
Red/Blue
33
Orange/Green
17
34
Brown/WHite
13.33
ELECTRICAL
ECU PLUG CONNECTION #2
To ECU
DET Sensor
To Magneto (coil)
To Magneto
Crank Position Sensor
EV Solenoid
TPS
13.34
#1 MAG Coil
(white cover)
ELECTRICAL
ECU PLUG #2
PIN
#
COLOR
ITEM
PIN
#
COLOR
ITEM
White
CPS (2 tooth)
18
White/Red
CPS (2 tooth)
19
Purple
Detonation Sensor
Green
CPS (5 tooth)
20
Black/Blue
White/Green
CPS (5 tooth)
21
Black/Blue
22
Black/Blue
23
Brown
Pink
Digital Wrench
24
Brown
Orange
25
Brown
Black/Yellow
26
Red
10
27
White/Yellow
EV Solenoid
11
Yellow
28
12
Aqua
TPS Signal
29
13
30
Red/White
14
Red/Blue
Digital Wrench
31
Blue/Yellow
Injector Coil
15
Gray
Digital Wrench
32
Blue/Yellow
Injector Coil
16
Black/White
Diagnostic Lamp
33
Green/Red
17
Black/Red
34
Green/Yellow
13.35
ELECTRICAL
STATOR
COILS
G/R
G/R - G/Y=15
G/Y
G/Y - BR/W=15
BR/W
G/R - BR/W = 30
STATOR (4010727)
COLOR
CHARGE
CPS
Charge Coil
Yellow
Charge Coil
Yellow
Charge Coil
GRN/ GRN
WHT
Red/ Red
White
Crank Position Sensor (2 Tooth) Locates TDC and RPM. Machine will
not run with out.
Green/Red
Green/Yellow
Blue/Yellow
Resistance between
White/Red and White =
190 15%
Resistance between
Green/Red and Green/
Yellow = 15
Brown / White
INJECTORS
VALUE
Yellow
COILS
SYSTEM FUNCTION
Resistance between
Green/Red and Brown/
White = 30
~ to Grd
STATOR: Supplies the system with 3 Phase AC current to power the system (300 watts).
COILS: Troubleshooting: If gauge and lights cut out above 3500 RPM charge coil is suspect to failure. Brown/White when disconnected will have no continuity to engine ground.
13.36
ELECTRICAL
COIL / EV SOLENOID
COLOR
ITEM
VALUE
COLOR
ITEM
VALUE
BLK/RED
ECU
.45 15%
BLK/Y
ECU
.45 15%
BRN
Ground
.45 15%
BRN
Ground
.45 15%
18K20%
18K20%
EXHAUST VALVE SOLENOID: This solenoid will open and close the exhaust port vacuum at a calibrated TPS and RPM. Helps
provide maximum power across the power band. 15 from W/Y to RED on the solenoid. Fail safe mode will keep the valves
closed and the unit will have no top end.
EXHAUST VALVE SOLENOID
COLOR
ITEM
VALUE
W/Y
ECU
switches to ground
Red
BATT +
Batt Voltage
13.37
ELECTRICAL
EV SOLENOID
Below 6800 RPM
ECU
ECU
W/Y R
W/Y R
Hose
Hose
Wire
Solenoid
Open
Solenoid
Closed
T-Fitting
T-Fitting
Inlet Hole
from Cylinder
Inlet Hole
from Cylinder
Spring
Spring
Bellows
Inlet Hole
from Cylinder
Outlet Hole
13.38
Spring
Spring
Bellows
Bellows
Bellows
Exhaust
Valve
Inlet Hole
from Cylinder
Outlet Hole
Exhaust
Valve
Exhaust
Valve
Exhaust
Valve
ELECTRICAL
REGULATOR RECTIFIER
AC IN
DC OUT
COLOR
ITEM
Yellow
Yellow
Yellow
Orange
Orange
To ECU
Orange
Brown
Brown
Red
To Chassis plug
Red
13.39
ELECTRICAL
CAPACITOR
CAPACITOR: The function of the capacitor is to act like a battery in a non-- battery system. The capacitor makes the chassis
side power signal stable. WIth out the capacitor in the system the unit will not run correctly at idle.
CAPACITOR
COLOR
ITEM
VALUE
RED/WHT
Chassis Power
28000uF
BRN
Chassis Ground
28000uF
TESTING CAPACITOR
1.
2.
Use a 12 volt battery and hook up the positive (+) to the Red/White wire and the negative (-- ) to the brown wire. Let the
capacitor take a charge for 10 seconds.
Using a multimeter check the power that is in the capacitor. The power may slowly go down.
13.40
ELECTRICAL
CHASSIS RELAY
CHASSIS RELAY: Controls the power distribution to the chassis separate from the rest of the system. The relay will close at
a set RPM, when the system can support the chassis load, and open when engine RPM drops past a calibrated histories or 700
RPM. Voltage Boost kicks in at 700 RPM, the relay opens, the stator power is boosted and allocated to the fuel pump and ignition
components.
CHASSIS RELAY (recoil area)
COLOR
ITEM
VALUE
Red / White
Power
Chassis Power
Red
Reg Out
Regulated Power
White / Blue
ECU
CHASSIS GROUND
CHASSIS GROUND
CHASSIS GROUND: Located behind the left hand foot well the chassis ground provides current path to ground. If ground
is disconnected, all the current will run through ECU and damage the internal components of the ECU.
13.41
ELECTRICAL
CHASSIS HOOD CONNECTOR #1
13.42
PIN
COLOR
ITEM
Brown
Lamp Ground
Yellow / Red
Tachometer
Red /White
Battery (+)
Speed Signal
Brown
Ground
Yellow
High Beam
Violet
Oil Level
Orange
Brake Lamp
Black / White
Diagnostic Lamp
Blue / White
Hot/DET lamp
White
Reverse Lamp
Green
Low Beam
VALUE
14 VDC
Open Full
< 10 Empty
ELECTRICAL
CHASSIS HOOD CONNECTOR #2
COLOR
ITEM
VALUE
Blue / Red
Violet / White
Fuel Level
Full 0-- 5
Empty 95-- 100
White / Red
Mode SW
White / Black
Set SW
Orange / White
5 Volts
Orange / Black
Gauge connector 1
Future Operation
13.43
ELECTRICAL
DIGITAL WRENCH POWER PLUG
OR
R/W
BLK/BLU
BROWN
LIGHTS DIAGNOSTIC
PUMP PRIME
DIAGNOSTIC PORT
The diagnostic port is used with the Digital Wrench diagnostic program. The communication cable hooks to this port to communicate to the ECU when powered up with the power up port.
PUMP PRIME
Applying 12 VDC to this by using the M-- 10 ACE pig tail tool (PN PA-- 46355-- 2). This will cycle the fuel pump and pressurize
the fuel rail. Apply positive (+) power to the RED wire and the negative (-- ) to the BROWN wire. This will be used when priming
the fuel pump after engine rebuild.
13.44
TRAIL RMK
14.1
WIRING DIAGRAMS
WIRING DIAGRAMS
14.2
14.3
WIRING DIAGRAMS
WIRING DIAGRAMS
14.4
14.5
WIRING DIAGRAMS
WIRING DIAGRAMS
14.6
14.7
WIRING DIAGRAMS
Numbers
2 --- pulse and 6 pulse Alternators, 13.12
550 Engine Assembly, 5.10
550 Engine Disassembly, 5.9
700/800 Waterpump Belt, 3.30
900 FUSION Specifications, 1.101.12
A
Air Filter, 3.4
Auxiliary Shut---Off Switch Testing, 13.16
Chaincase
Bearing Assembly, 7.5
Bearing Removal, 7.5
Removal, 7.5
Chaincase Exploded View, 7.4
Chassis Ground, 900 Liberty, 13.41
Chassis Hood Connector #1, 900 Liberty, 13.42
Chassis Relay, 900 Liberty, 13.41
Choke Adjustments, 4.17
Clutch Alignmnt Adjustment, 6.22
Clutch Offset Adjustment, 6.22
Clutch Offset Inspection, 6.22
Clutch Operation, 6.26.4
Clutch Tools, 6.1
Coil, 900 Liberty, 13.37
Battery
Battery Charging, 13.7
Battery Filling, 13.7
Battery Storage, 13.7
Battery Testing, 13.6
Load Test, 13.7
Brake System
Bleeding, 3.18
Bleeding/Fluid Change, 8.2
Compensating Port, 8.1
Maintenance, 3.17
Service, 8.38.11
Subassembly, 8.4
Crankcase
Bearing Fit, 2.13
Inspection, 2.13
C
Camber
Adjustment, 9.8
Definition, 9.5
Inspection, 9.9
Range, 9.9
Capacitor, 900 Liberty, 13.40
Carbide to Ski Placement, 9.16
Carburetor, Troubleshooting, 4.19
Care, 3.20
Chaincase, 3.8
Cooling System
900 Fusion, 2.22
Coolant Level, 2.21
Overview, 2.21
Crankshaft
Connecting Rod Small End Inspection, 2.14
Indexing, 2.152.17
Main Bearing Inspection, 2.13
Needle Bearing Inspection, 2.14
Piston Pin, 2.14
Runout Inspection, 2.17
Truing, 2.16
Crankshaft Position Sensor, 900 Liberty, 13.28
Cylinder
Honing
Cleaning, 2.13
De---Glazing, 2.12
Oversize, 2.12
Procedure, 2.12
Selection, 2.12
Head Inspection, 2.10
Measurements, 2.10
D
Decal Removal/Installation, 12.1112.14
DET Sensor, 900 Liberty, 13.25
Digital Wrench
Diagnostic Port, 13.44
Power Plug, 13.44
Drive Belt
Data, 6.19
Deflection, 6.21
Diagnosis, 6.20
Inspection, 6.20
Drive Clutch
Assembly, 6.13
Disassembly, 6.106.12
Exploded View, 6.7, 6.14
Identification, 6.7
Installation, 6.9
Removal, 6.8
Spider, Removal/Installation, 6.12
Springs, 6.4
Weights, 6.56.7
Driven Clutch
Installation, 6.15
Removal, 6.15
Types, 6.14
Drive Shaft, Removal/Installation, 7.6
Driven Clutch Deflection Adjustment, 6.21
E
ECU Plug #1, 900 Liberty, 13.3213.34
ECU Plug #2, 900 Liberty, 13.3413.36
ECU Powerup Port, 13.44
Edge Driveshaft Bearing, 3.6
G
Gasoline Volatility, 4.6
Gearing Charts, 7.17.3
General Service Precautions, 2.4
Handlebar
Adjustment, 3.16
I
IFS Shock Information, 10.5
IFS Shock Springs, 10.2
Front Track Shock Valving Specification, 11.15
IFS Shock Valving Specification, 10.6
Rear Track Shock Valving Specification, 11.15
IFS Specifications, 9.6
Ignition Switch Testing, 13.1313.15
Insterment Removal/Installation, Edge, 12.1
Intake Air Tempurature Sensor, 900 Liberty, 13.27
IQ
Air Intake, 3.22
900 Exhaust System, 3.21
900 Fusion Oil Pump Bleeding, 3.27
Cooling System Maintenance, 3.26
Fuel Rail Bleeding, 4.21
IQ Spindle Assembly, 9.17
J
Jackshaft Bearing, 3.6
Jackshaft Installation, 7.5
Jackshaft Removal, 7.5
L
Lamp Diagnostic Connector, 13.44
Lubrication Points, 3.6
M
Maintenance Program, 3.13.4
Master Cylinder Exploded View, 8.3
Master Cylinder Inspection, 8.4
Master Cylinder Removal, 8.3
MFD Removal, 900 Liberty, 12.3
Mikuni
Component Operation, 4.84.13
Float, 4.8
Fuel Delivery, 4.10
Fuel Metering, 4.8
Jet Needle, 4.11
Main Jet, 4.10
Needle jet, 4.11
Pilot Air Screw, 4.10
Pilot Jet, 4.10
Throttle Opening vs. Fuel Flow, 4.12
Throttle Valve, 4.11
Exploded View, 4.5
jet Needle Overview, 4.3
Jetting Guidelines, 4.10
TM 38/40 Components, 4.4
Mikuni Part Numbers
Jets, 4.1
Main Jet, 4.1
Pilor Air Jets, Short,4 .2
Pilot Air Jets, Long, 4.2
Piston Valves, 4.2
Notched, 4.2
Starter Jets, 4.2
TM Jet Needles, 4.2
Mikuni TM Carburetor
Assembly, 4.15
Disassembly, 4.134.15
Throttle Synchronization, 4.16
Model Number Designation, 2.1
N
Nosepan Replacement, 12.9
800 RMK, 12.10
O
Oil Filter, 3.5
Oil Level Sensor, 900 Liberty, 13.30
Oil Pump
Adjustment, 2.20
Bleeding, 2.19
Operation, 2.18
Troubleshooting, 2.18
Open Circuit Voltage Test, 13.6
Rear Suspension
Installation, 11.1
Lubrication Points, Torque Specifications, 11.10
Removal, 11.1
S
Seat Cover, 12.7
Seat Removal, 12.7
900 Fusion, 12.412.6
Sediment Trap, 3.4
Suspension Set Up
Edge 136, 11.11
RMK, 11.12
Switchback, 11.11
Sway bar Replacement, IQ, 9.15
T
Tail Light Replacement, 12.8
Tap Drill Sizes
Metric, 2.7
SAE, 2.7
Team Driven Clutch
Assembly, 6.16
Disassembly, 6.16
Ramps, 6.18
Ramps Explination, 6.17
Spring Data, 6.17
Thermostat, 3.25
U
Unregulated Voltage, 13.11
V
Vehicle Identification Number (VIN), 2.2
Model Number Key, 2.2
Wiring Diagram
600/800/700 RMK, 14.2
Trail RMK, 14.1
CVR_9919302
9/23/04
9:17 AM
Page 1
SERVICE MANUAL
TRAIL RMK
600 RMK
700 RMK
800 RMK
900 RMK
600 SWITCHBACK
800 SWITCHBACK
PART #
9919302
9919302
PN 9919302