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The Downfall of the 1000 SDI ???


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#256 RX7MachZ

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    https://youtu.be/odJNXaMQEfY

    BTW: Amsoil is good for everything, including making french fries. It's perfect in every regard and tastes great.
    In fact: Re-using Amsoil containers to store Walmart oil gives the cheaper oil special properties not available to the average consumer.
  • Sled:2006 Mach Z "X" / 2013 800R E-tec

Posted 21 December 2020 - 07:15 AM

Unless your using kilometers and liters. Or making this WAY more complicated than it needs to be.

Sent from my SM-N960U using Tapatalk

Current sleds:
2006 Mach Z X and a 2013 800r E-tec
1996 Arctic Cat Puma 340
1975 Arctic Cat Cheeta ROTARY


#257 RX7MachZ

RX7MachZ

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  • Interests:RX-7's, rotory engines
    https://youtu.be/odJNXaMQEfY

    BTW: Amsoil is good for everything, including making french fries. It's perfect in every regard and tastes great.
    In fact: Re-using Amsoil containers to store Walmart oil gives the cheaper oil special properties not available to the average consumer.
  • Sled:2006 Mach Z "X" / 2013 800R E-tec

Posted 21 December 2020 - 09:13 AM

Breaking this down to the most simple unit of measure:

 

Let's ASSume that the rider prefers to run a gasoline to oil ratio of 32:1. We should skip the whole imperial/metric confusion factor.  Riding in Quebec with an odometer that reads in miles makes for on trail oil ratio computation confusing because the pumps read in liters.

 

 (Don't forget your solar powered eye dropper).  At a 32:1 ratio you should use 32 drops of gasoline to every 1 drop of oil through the oil injection pump.  Listen up...  Don't let the long line of riders behind you at the pump interfere with your accurate measurement of drops. Those riders will wait, they aren't going anywhere without fuel.

 

There is a small problem here.  The viscosity of gasoline and 2 stroke oil is vastly different.  By volume 2 stroke oil is more dense and your drops will be more dense per volume.  I offer the following equation:

 

2 stroke oil viscosity paralleled to volumetric gravity surface tension is a follows.  This is per metric ton, so you may have to convert:  Mineral oil density changes with temperature.

 

So here it is:

 

The difference between gasoline and 2 stroke oil density when compared to viscosity is:  The gasoline weight 3 cubed to the sum in Kelvin (degrees) of 32/5's x 5.5632590 the root squared, then subtract the delusion ( :wub: )  factor of the fuel by other contaminants such as seafoam (-1.0003451298) .  Write this number down.  Carefully measure 32 drops of fuel (This only works with BP premium)  Weigh that on a gram scale.  Using the TAR button on the scale add the corrected factor from above for one drop of oil and multiply that by the number you wrote down in the previous step.  You may have to perform this several times and take an average of the results for accuracy.

 

Oh....  I forgot to mention that you must mix the fuel and oil and wait 10 minutes at 70 degrees Fahrenheit for a truly accurate reading.

 

 

OMG, Did you check the output of your oil pump at your average riding throttle position beforehand?  Stop... Proceed to step 1.

 

 

 

 

 

In an effort to simplify: I've taken the opportunity to add clarification.

 

If you are using Imperial stay using imperial.  If you are using metric...  keep using metric.  

 

I'll use Imperial in the following example:  Reset the sleds odometer, record how many miles you travel during your trip. Then over the course of the ride keep the fuel pump receipts of the fuel you purchased.  Stuff them in your pocket.  At then end of the day, add up the number of gallons the of fuel you bought from those receipts.  Now fill the oil tank to the same level it was when you started riding that morning measure how much oil it takes.  Remember that amount in your head (This is usually in oz).

 

Here is the tricky part.  Multiply he number of gallons by 128 (There are 128 oz in a US gallon) divide that number by the number of oz of oil used.   That's the average oil ratio of the day.  

 

Here is an example.  I used 32 gallons of gas and 1 gallon of oil.  4096/128=32:1

 

You can use the number of miles ridden to figure all sorts of interesting and mostly non-essential things such as oil used per mile! MPG. The sky's the limit.  

 

 

 

 

Here is the biggest catch....

 

It is possible to burn through an entire tank of fuel and not move.  If you let the sled sit still and burn through a whole tank of fuel at idle without moving your results may not be accurate of real world conditions.  ONLY attempt this with a fan cooled engine.


Current sleds:
2006 Mach Z X and a 2013 800r E-tec
1996 Arctic Cat Puma 340
1975 Arctic Cat Cheeta ROTARY


#258 Daag44

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  • Sled:2007 1000 SDI

Posted 21 December 2020 - 09:55 AM

That's exactly how I made the chart!!!


Air/Fuel Ratio for two and four strokes
Air/Fuel Ratio for 1200 with boost
Air/Fuel Ratio is measured through emissions
Wideband and EGT
Wideband readings of Air/Fuel Ratio on a two stroke
600 SDI MY2004 Lean/Hot spot running 6900-7000 rpm @ 40-45% Throttle Opening
800R Cranking Compression
800R Oil Injection / Premix combo
800R P-TEK Electrical Troubleshooting #1 and #2 
800R Turbo
850 Center Oil line for coolant pump melted
850 Main Oil line caught fire #1 and #2
900 ACE Turbo - muffler turning red hot
1200 4-TEC Mapping
1200 4-TEC MY 2009 to 2011 Fuel Line issues that could cause a fire
Batteries
Belt Blowers: Overview of UPMICHIGANDER's and Ronn's experience
BUDS 3.3.0 won't connect to SDI
BUDS not connecting to HO or SDI - Try a CanDoo
Crankshaft runout - maximum allowable specs 
CVT efficiency - BlueMax
Deep snow intake for XP chassis
Electrical - ECM drivers for Ignition Coils and E-TEC injectors 
Electrical - Diagnoses of a failed ECM
Electrical - 30A Battery Charging Fuse Socket Diagnoses and Relay
Electrical - Relay Coil Wine
Electrical - Relay Testing
Electrical - Battery Charging Relay Diagnostic 
Electrical - Troubleshooting with BRP video 
Electrical - Solder vs Crimp
Electrical - Diagram for Fanners on page 3
Engine Break-In 
Engine Weight 
E-TEC 600HO Clutching
E-TEC Oil Pump
E-TEC Dial-A-Jet
E-TEC Electric Start troubleshooting
E-TEC Engine Management
E-TEC eRAVE position code recurring
E-TEC Stator fault codes P1562 or P1563
E-TEC Capacitor Charge Hold Test and Residual Voltage Test
E-TEC Voltage Rectifier Regulator troubleshooting
E-TEC Power Fades are not normal and can be fixed
Fuel Issues: Could new Ester type oxygenated additives be deteriorating the Fuel Sender Grommet?
Fuel pump and regulator replacement for ACE, E-TEC and SDI
Gasoline quality and storage
Bad Gas for a Two Stroke - Is it a Myth ?
GNR CVT Alignment for the G4
Grip N Rip Clutch Alignment testing
G4 Clutch Alignment, Engine Movement, Sheave Runout and Clutching
G4 850 Throttle Jerkiness solved with clutching
G4 850 Snappy throttle/clutch engagement
G4 850 pDrive tech - A question of Engineering
G4 Steering
G4 850 Tuned Pipe @ 12.6 lbs and Muffler @ 15.4 lbs vs 800R and 800RE muffler weight
Longevity - 800R E-TEC 
Mikuni o-ring for carb float assembly - Arctic Cat part# 6505-875 or from Amazon and eBay
Muffler Red Hot
Off-trail riding for flatlanders
Oil versus Fuel consumption
Pictures - How to resize and upload to DooTalk
Pictures - How to post with the correct orientation
Pipe Pressure testing on a dyno
Pipe Pressure testing from LRD (#1) and (#2)
Pipe Pressure testing results from BRP
Power Loss - How to diagnose in the field
Power at the Crankshaft vs Track - BlueMax
Power Curves: 600 HOE (E-TEC)
Power Curves: 600 vs 800 vs 850 vs 1000 vs 1200
Power Curves: 1000 vs 800 vs 600
Power curves: 800RE 2010.5 to 2016 vs 2016.5 850
Quebec/NY State border crossing
REV Gen1 Gauge Display stuck on "SCALE"
REV Gen1 Volt and Temp Gauge install
REV Gen1 electrical connectors for sensors and MPEM (Multi Purpose Engine Module)
Seafoam for E-TEC injectors
Shortblock or Rebuild?
Ski-Doo Snowmobile Tech Training
Spark Plugs cracked
Squish - The limit
Squish - A discussion on head design
Stator and Relay Diagnostic 
Stator testing for E-TEC using a T harness/Bridge
Stator testing for 1200 4-TEC
Stator Removal on page 3
Stator replacement for a 1200 4-TEC
Suspension Adjustment
Triples - Coolant Pump Assembly
Y-Pipe bolts loosening fix


#259 Daag44

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  • Interests:1973 Olympic
  • Sled:2007 1000 SDI

Posted 04 January 2021 - 02:36 AM

From the Originals
 
2005s were already reaching 10,000 miles by 2006.
This was in stock form with the oil bumped and XPS Mineral.
Back then there were real problems with the oil pump adjustments.
It affected all Gen1 REV and RT sleds.
This has been shown in various BRP Bulletins and Tech Manuals.
The worst RTs were getting 60:1 to 70:1 which is crazy lean.
This came from various owners and BRP Techs who were servicing the RT.
 
 
Break-In Oil Consumption
 
By the time I was looking into this,
BRP were already instructing the dealers to bump the oil consumption for Break-In.
I got lucky and found one with a new shortblock installed by a BRP dealer in Iberville, QC.
I opened the panel and saw oil dripping everywhere lol
The oil cable was set to 12-13mm which is dumping a LOT of oil into the engine.
It is roughly a half a tank of oil for a tank of gas.
This is fine, but it does not fit the needs for the difference break-in methods.
 
 
Setting the Oil Pump for Hard Break-In
 
I recommend 14mm plus 100:1 premix.
Feel free to give it more or less as this is only my own baseline.

This is not the smartest way to Break-In a snowmobile two stroke.
The craziness comes from the bike world which I fully disagree with.
I mention it because I know it will be done by many.
And no, it is not the end of the world lol
I know people personally on DooTalk who do this, and I do not give them any grief.
But none of the two I am thinking of hold it wot for long, and they rarely do even out of break-in.
One of them has been doing this for years on his E-TECs, and has owned and RT.
The other does this with the RTs, but he uses a LOT of oil and premix.
The E-TECs are already setup to dump oil for those who will do this hard break-in.
For the SDI this needs to be done manually.
So if you use this method, please give them more oil.
 
 
Progressive Break-In
 
I recommend 16mm plus 100:1 premix.
Feel free to give it more or less as this is only my own baseline.
 
In 2013 I seeked help from Joey [email protected] to tune an 880 Big Bore.
In one call I got animated recounting how the owner had taken a different path,

The engine had been poorly tuned and broken in too hard too early.
I was not happy and looking for solace and I was glad that he shared the same views.
I said something to the effect that he had a dyno,
So he must see the results of proper Break-In with hard coatings like Nikasil!
And he was seeing it, so I mentioned that he should make this known!
Eventually he did with the video below.
Joey gets a lot of recommendations, so this was just a drop in the bucket.
 


Edited by Daag44, 04 January 2021 - 02:41 AM.

Air/Fuel Ratio for two and four strokes
Air/Fuel Ratio for 1200 with boost
Air/Fuel Ratio is measured through emissions
Wideband and EGT
Wideband readings of Air/Fuel Ratio on a two stroke
600 SDI MY2004 Lean/Hot spot running 6900-7000 rpm @ 40-45% Throttle Opening
800R Cranking Compression
800R Oil Injection / Premix combo
800R P-TEK Electrical Troubleshooting #1 and #2 
800R Turbo
850 Center Oil line for coolant pump melted
850 Main Oil line caught fire #1 and #2
900 ACE Turbo - muffler turning red hot
1200 4-TEC Mapping
1200 4-TEC MY 2009 to 2011 Fuel Line issues that could cause a fire
Batteries
Belt Blowers: Overview of UPMICHIGANDER's and Ronn's experience
BUDS 3.3.0 won't connect to SDI
BUDS not connecting to HO or SDI - Try a CanDoo
Crankshaft runout - maximum allowable specs 
CVT efficiency - BlueMax
Deep snow intake for XP chassis
Electrical - ECM drivers for Ignition Coils and E-TEC injectors 
Electrical - Diagnoses of a failed ECM
Electrical - 30A Battery Charging Fuse Socket Diagnoses and Relay
Electrical - Relay Coil Wine
Electrical - Relay Testing
Electrical - Battery Charging Relay Diagnostic 
Electrical - Troubleshooting with BRP video 
Electrical - Solder vs Crimp
Electrical - Diagram for Fanners on page 3
Engine Break-In 
Engine Weight 
E-TEC 600HO Clutching
E-TEC Oil Pump
E-TEC Dial-A-Jet
E-TEC Electric Start troubleshooting
E-TEC Engine Management
E-TEC eRAVE position code recurring
E-TEC Stator fault codes P1562 or P1563
E-TEC Capacitor Charge Hold Test and Residual Voltage Test
E-TEC Voltage Rectifier Regulator troubleshooting
E-TEC Power Fades are not normal and can be fixed
Fuel Issues: Could new Ester type oxygenated additives be deteriorating the Fuel Sender Grommet?
Fuel pump and regulator replacement for ACE, E-TEC and SDI
Gasoline quality and storage
Bad Gas for a Two Stroke - Is it a Myth ?
GNR CVT Alignment for the G4
Grip N Rip Clutch Alignment testing
G4 Clutch Alignment, Engine Movement, Sheave Runout and Clutching
G4 850 Throttle Jerkiness solved with clutching
G4 850 Snappy throttle/clutch engagement
G4 850 pDrive tech - A question of Engineering
G4 Steering
G4 850 Tuned Pipe @ 12.6 lbs and Muffler @ 15.4 lbs vs 800R and 800RE muffler weight
Longevity - 800R E-TEC 
Mikuni o-ring for carb float assembly - Arctic Cat part# 6505-875 or from Amazon and eBay
Muffler Red Hot
Off-trail riding for flatlanders
Oil versus Fuel consumption
Pictures - How to resize and upload to DooTalk
Pictures - How to post with the correct orientation
Pipe Pressure testing on a dyno
Pipe Pressure testing from LRD (#1) and (#2)
Pipe Pressure testing results from BRP
Power Loss - How to diagnose in the field
Power at the Crankshaft vs Track - BlueMax
Power Curves: 600 HOE (E-TEC)
Power Curves: 600 vs 800 vs 850 vs 1000 vs 1200
Power Curves: 1000 vs 800 vs 600
Power curves: 800RE 2010.5 to 2016 vs 2016.5 850
Quebec/NY State border crossing
REV Gen1 Gauge Display stuck on "SCALE"
REV Gen1 Volt and Temp Gauge install
REV Gen1 electrical connectors for sensors and MPEM (Multi Purpose Engine Module)
Seafoam for E-TEC injectors
Shortblock or Rebuild?
Ski-Doo Snowmobile Tech Training
Spark Plugs cracked
Squish - The limit
Squish - A discussion on head design
Stator and Relay Diagnostic 
Stator testing for E-TEC using a T harness/Bridge
Stator testing for 1200 4-TEC
Stator Removal on page 3
Stator replacement for a 1200 4-TEC
Suspension Adjustment
Triples - Coolant Pump Assembly
Y-Pipe bolts loosening fix


#260 Daag44

Daag44

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  • 27556 posts
  • Gender:Male
  • Location:South Shore, Quebec
  • Interests:1973 Olympic
  • Sled:2007 1000 SDI

Posted 04 January 2021 - 05:13 AM

G4 850 Oil Strategy
 
In an attempt to collect oil for the Big End rod bearings on the upright Evinrude two strokes, BRP devised an oil collector for the oil entrainment to the big end bearings through centrifugal force. BRP called it a <receiving platform>, but you can call it a catch pan if you like lol  This is where the idea for the 850 appears to stems from. You can read all of the technical terms in the link provided below.
 
Crankshaft for a two-stroke engine
 
Essentially not enough of the oil mist was reaching the big end, so a method was devised to collect the oil in a way that it could flow directly to the big end bearings.
 
The oil collector on a Ski-Doo 850 is vertical which seems to work too. But what happens when you lay the sled over for a while? One collector becomes right side up like the Evinrude, while the other is upside down and draining into the end bearing. I can only imagine the oil on that one side spills back into the collector when bringing the sled back onto the skis. But does it have anything to do with the oil entrainment being deleted from the end to center bearings for MY2019? I think there is much more to it, but it does raise questions. These thoughts were expanded further in an 850 thread linked in the following thread:  850 changes through the years
 
 
Conclusion
The conclusion that I make for the 1000 SDI is that it already works with the right amount of oil, and premixing a given amount pushes the protection even further especially when the engine is over fueled to cool it down when the engine or exhaust temperatures are too high. The big end bearings did show to fair better with the XPS Mineral recipe, but at the time this was found BRP was just about to seek help from Lube Tech in 2008 to devise an oil that was needed for the Direct Injection 800R E-TEC that was in R&D. For all I know, the latest XPS Synthetic recipe may do as well or better. I don't know if it would do better, but I do know that BRP spent millions to devise an oil that would work for a large bore DI. Keep in mind that Direct Injection is conducive to fuel impregnation on the cylinder walls which makes it a little tricky. I believe the fuel impregnation was in part responsible for the position of the Fuel Injectors further on the exhaust side and a 6 degree angle towards the intake side. You can imagine if these details were that important, so was the oil formula to make it all work as a system.
 
Where it gets tricky in making such an assumption without questioning any change to the Mineral recipe. It is possible and likely that BRP applied to their Mineral at least some what they learned from the Synthetic R&D. It could be the main difference is the base stock and that one or more ingredients in their 10% additive package are missing, or maybe they are included. At the 3m25s mark of their Oil Matters video, they do speak of exclusive elements for the XPS oils, but they don't mention Synthetic versus Mineral. So while we don't know how much of the R&D extends to the Mineral formula, we can assume that it does to a reasonable degree.
 
Does it matter? Yes and No. We know the Big End fared better with the XPS Mineral of its time, and top end fared better with the XPS Synthetic of its time. The days of looking for 10,000 miles on the RT Mach Z seems to be over. However, there are riders who prefer streamlining their oil with only one brand whether it be XPS, Maxima, Klotz, or Mystic.

 
Crank Web Oil Collector - 3 JPG.jpg
 
Crank Web Oil Collector 2.jpg
 
Crank Bearings - Oil Passages 3 JPG.jpg

 

850 Crankshaft 2.jpg

 

850 Crankshaft 1.jpg


Edited by Daag44, 04 January 2021 - 05:11 PM.

Air/Fuel Ratio for two and four strokes
Air/Fuel Ratio for 1200 with boost
Air/Fuel Ratio is measured through emissions
Wideband and EGT
Wideband readings of Air/Fuel Ratio on a two stroke
600 SDI MY2004 Lean/Hot spot running 6900-7000 rpm @ 40-45% Throttle Opening
800R Cranking Compression
800R Oil Injection / Premix combo
800R P-TEK Electrical Troubleshooting #1 and #2 
800R Turbo
850 Center Oil line for coolant pump melted
850 Main Oil line caught fire #1 and #2
900 ACE Turbo - muffler turning red hot
1200 4-TEC Mapping
1200 4-TEC MY 2009 to 2011 Fuel Line issues that could cause a fire
Batteries
Belt Blowers: Overview of UPMICHIGANDER's and Ronn's experience
BUDS 3.3.0 won't connect to SDI
BUDS not connecting to HO or SDI - Try a CanDoo
Crankshaft runout - maximum allowable specs 
CVT efficiency - BlueMax
Deep snow intake for XP chassis
Electrical - ECM drivers for Ignition Coils and E-TEC injectors 
Electrical - Diagnoses of a failed ECM
Electrical - 30A Battery Charging Fuse Socket Diagnoses and Relay
Electrical - Relay Coil Wine
Electrical - Relay Testing
Electrical - Battery Charging Relay Diagnostic 
Electrical - Troubleshooting with BRP video 
Electrical - Solder vs Crimp
Electrical - Diagram for Fanners on page 3
Engine Break-In 
Engine Weight 
E-TEC 600HO Clutching
E-TEC Oil Pump
E-TEC Dial-A-Jet
E-TEC Electric Start troubleshooting
E-TEC Engine Management
E-TEC eRAVE position code recurring
E-TEC Stator fault codes P1562 or P1563
E-TEC Capacitor Charge Hold Test and Residual Voltage Test
E-TEC Voltage Rectifier Regulator troubleshooting
E-TEC Power Fades are not normal and can be fixed
Fuel Issues: Could new Ester type oxygenated additives be deteriorating the Fuel Sender Grommet?
Fuel pump and regulator replacement for ACE, E-TEC and SDI
Gasoline quality and storage
Bad Gas for a Two Stroke - Is it a Myth ?
GNR CVT Alignment for the G4
Grip N Rip Clutch Alignment testing
G4 Clutch Alignment, Engine Movement, Sheave Runout and Clutching
G4 850 Throttle Jerkiness solved with clutching
G4 850 Snappy throttle/clutch engagement
G4 850 pDrive tech - A question of Engineering
G4 Steering
G4 850 Tuned Pipe @ 12.6 lbs and Muffler @ 15.4 lbs vs 800R and 800RE muffler weight
Longevity - 800R E-TEC 
Mikuni o-ring for carb float assembly - Arctic Cat part# 6505-875 or from Amazon and eBay
Muffler Red Hot
Off-trail riding for flatlanders
Oil versus Fuel consumption
Pictures - How to resize and upload to DooTalk
Pictures - How to post with the correct orientation
Pipe Pressure testing on a dyno
Pipe Pressure testing from LRD (#1) and (#2)
Pipe Pressure testing results from BRP
Power Loss - How to diagnose in the field
Power at the Crankshaft vs Track - BlueMax
Power Curves: 600 HOE (E-TEC)
Power Curves: 600 vs 800 vs 850 vs 1000 vs 1200
Power Curves: 1000 vs 800 vs 600
Power curves: 800RE 2010.5 to 2016 vs 2016.5 850
Quebec/NY State border crossing
REV Gen1 Gauge Display stuck on "SCALE"
REV Gen1 Volt and Temp Gauge install
REV Gen1 electrical connectors for sensors and MPEM (Multi Purpose Engine Module)
Seafoam for E-TEC injectors
Shortblock or Rebuild?
Ski-Doo Snowmobile Tech Training
Spark Plugs cracked
Squish - The limit
Squish - A discussion on head design
Stator and Relay Diagnostic 
Stator testing for E-TEC using a T harness/Bridge
Stator testing for 1200 4-TEC
Stator Removal on page 3
Stator replacement for a 1200 4-TEC
Suspension Adjustment
Triples - Coolant Pump Assembly
Y-Pipe bolts loosening fix


#261 Daag44

Daag44

    Advanced Member

  • DOOCrew
  • 27556 posts
  • Gender:Male
  • Location:South Shore, Quebec
  • Interests:1973 Olympic
  • Sled:2007 1000 SDI

Posted 24 February 2021 - 04:58 PM

Mach Z 1000 SDI Suspension
 
 
The 2006-2007 Mach Z X had the best ride out of all three model years. Not bad, but with the advent of the latest 2022 Mach Z 900TR, it may be time up the game. So far it has all been about the CVT and engine reliability, and the suspension means very little if the engine does not work. On the same token, if the suspension and ride is not known to be excellent, then there is no incentive to get the engine working reliably. This is a perfect example of the chicken and egg idiom.

The following is what I have for the suspension setup provided by Hygear. I have not done this, so please allow me to filter the information for anyone who wishes to take advantage of a setup that was once deemed top of the line for the Mach Z RT. In red are the quotes from BlueMax that I used to verify with Hygear this afternoon if they were accurate. I told them that I was on DooTalk and asked if it was accurate enough to share. I was told it was fine and they can still supply this setup on special demand. In other words there is currently no demand, so they don't have anything ready to ship. The point for this post is that it can still be done.


Quotes from BlueMax

The aftermarket shock setups use longer shocks with greater travel but build in sag (like racing ATV suspension) to maintain the original lower ride height.

By using multiple springs and valving, the aftermarket setups eliminate Mach Z bottoming. There are other advantages due to the additional shock length and travel when crossing lakes at high speeds since the skis remain in contact with the snow instead of remaining in the air.

https://www.dootalk....s/#entry1694595


The front HPG shocks came with triple springs, center HPG shock ran dual springs and the rear was either an HPG or Ohlin.   Those Hygear shock systems are hard to beat for the Mach Z.
https://www.dootalk....s/#entry9231777

Air/Fuel Ratio for two and four strokes
Air/Fuel Ratio for 1200 with boost
Air/Fuel Ratio is measured through emissions
Wideband and EGT
Wideband readings of Air/Fuel Ratio on a two stroke
600 SDI MY2004 Lean/Hot spot running 6900-7000 rpm @ 40-45% Throttle Opening
800R Cranking Compression
800R Oil Injection / Premix combo
800R P-TEK Electrical Troubleshooting #1 and #2 
800R Turbo
850 Center Oil line for coolant pump melted
850 Main Oil line caught fire #1 and #2
900 ACE Turbo - muffler turning red hot
1200 4-TEC Mapping
1200 4-TEC MY 2009 to 2011 Fuel Line issues that could cause a fire
Batteries
Belt Blowers: Overview of UPMICHIGANDER's and Ronn's experience
BUDS 3.3.0 won't connect to SDI
BUDS not connecting to HO or SDI - Try a CanDoo
Crankshaft runout - maximum allowable specs 
CVT efficiency - BlueMax
Deep snow intake for XP chassis
Electrical - ECM drivers for Ignition Coils and E-TEC injectors 
Electrical - Diagnoses of a failed ECM
Electrical - 30A Battery Charging Fuse Socket Diagnoses and Relay
Electrical - Relay Coil Wine
Electrical - Relay Testing
Electrical - Battery Charging Relay Diagnostic 
Electrical - Troubleshooting with BRP video 
Electrical - Solder vs Crimp
Electrical - Diagram for Fanners on page 3
Engine Break-In 
Engine Weight 
E-TEC 600HO Clutching
E-TEC Oil Pump
E-TEC Dial-A-Jet
E-TEC Electric Start troubleshooting
E-TEC Engine Management
E-TEC eRAVE position code recurring
E-TEC Stator fault codes P1562 or P1563
E-TEC Capacitor Charge Hold Test and Residual Voltage Test
E-TEC Voltage Rectifier Regulator troubleshooting
E-TEC Power Fades are not normal and can be fixed
Fuel Issues: Could new Ester type oxygenated additives be deteriorating the Fuel Sender Grommet?
Fuel pump and regulator replacement for ACE, E-TEC and SDI
Gasoline quality and storage
Bad Gas for a Two Stroke - Is it a Myth ?
GNR CVT Alignment for the G4
Grip N Rip Clutch Alignment testing
G4 Clutch Alignment, Engine Movement, Sheave Runout and Clutching
G4 850 Throttle Jerkiness solved with clutching
G4 850 Snappy throttle/clutch engagement
G4 850 pDrive tech - A question of Engineering
G4 Steering
G4 850 Tuned Pipe @ 12.6 lbs and Muffler @ 15.4 lbs vs 800R and 800RE muffler weight
Longevity - 800R E-TEC 
Mikuni o-ring for carb float assembly - Arctic Cat part# 6505-875 or from Amazon and eBay
Muffler Red Hot
Off-trail riding for flatlanders
Oil versus Fuel consumption
Pictures - How to resize and upload to DooTalk
Pictures - How to post with the correct orientation
Pipe Pressure testing on a dyno
Pipe Pressure testing from LRD (#1) and (#2)
Pipe Pressure testing results from BRP
Power Loss - How to diagnose in the field
Power at the Crankshaft vs Track - BlueMax
Power Curves: 600 HOE (E-TEC)
Power Curves: 600 vs 800 vs 850 vs 1000 vs 1200
Power Curves: 1000 vs 800 vs 600
Power curves: 800RE 2010.5 to 2016 vs 2016.5 850
Quebec/NY State border crossing
REV Gen1 Gauge Display stuck on "SCALE"
REV Gen1 Volt and Temp Gauge install
REV Gen1 electrical connectors for sensors and MPEM (Multi Purpose Engine Module)
Seafoam for E-TEC injectors
Shortblock or Rebuild?
Ski-Doo Snowmobile Tech Training
Spark Plugs cracked
Squish - The limit
Squish - A discussion on head design
Stator and Relay Diagnostic 
Stator testing for E-TEC using a T harness/Bridge
Stator testing for 1200 4-TEC
Stator Removal on page 3
Stator replacement for a 1200 4-TEC
Suspension Adjustment
Triples - Coolant Pump Assembly
Y-Pipe bolts loosening fix


#262 RX7MachZ

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    https://youtu.be/odJNXaMQEfY

    BTW: Amsoil is good for everything, including making french fries. It's perfect in every regard and tastes great.
    In fact: Re-using Amsoil containers to store Walmart oil gives the cheaper oil special properties not available to the average consumer.
  • Sled:2006 Mach Z "X" / 2013 800R E-tec

Posted 25 February 2021 - 12:39 PM

Mach Z 1000 SDI Suspension


The 2006-2007 Mach Z X had the best ride out of all three model years. Not bad, but with the advent of the latest 2022 Mach Z 900TR, it may be time up the game. So far it has all been about the CVT and engine reliability, and the suspension means very little if the engine does not work. On the same token, if the suspension and ride is not known to be excellent, then there is no incentive to get the engine working reliably. This is a perfect example of the chicken and egg idiom.

The following is what I have for the suspension setup provided by Hygear. I have not done this, so please allow me to filter the information for anyone who wishes to take advantage of a setup that was once deemed top of the line for the Mach Z RT. In red are the quotes from BlueMax that I used to verify with Hygear this afternoon if they were accurate. I told them that I was on DooTalk and asked if it was accurate enough to share. I was told it was fine and they can still supply this setup on special demand. In other words there is currently no demand, so they don't have anything ready to ship. The point for this post is that it can still be done.


Quotes from BlueMax

The aftermarket shock setups use longer shocks with greater travel but build in sag (like racing ATV suspension) to maintain the original lower ride height.

By using multiple springs and valving, the aftermarket setups eliminate Mach Z bottoming. There are other advantages due to the additional shock length and travel when crossing lakes at high speeds since the skis remain in contact with the snow instead of remaining in the air.

https://www.dootalk....s/#entry1694595


The front HPG shocks came with triple springs, center HPG shock ran dual springs and the rear was either an HPG or Ohlin. Those Hygear shock systems are hard to beat for the Mach Z.
https://www.dootalk....s/#entry9231777

You should start a suspension thread

Sent from my SM-N960U using Tapatalk

Current sleds:
2006 Mach Z X and a 2013 800r E-tec
1996 Arctic Cat Puma 340
1975 Arctic Cat Cheeta ROTARY


#263 MrGutz

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Posted 25 February 2021 - 03:36 PM

You should start a suspension thread

Sent from my SM-N960U using Tapatalk

 

Oil and Can Thread!!!

LOL

GutZ


It's not what you do, It's how you do it.... It's not what you've got, It's how you use it.


#264 MotoRudyX

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  • Sled:2007 Renegade 1000 SDI

Posted 25 February 2021 - 06:38 PM

You should start a suspension thread

Sent from my SM-N960U using Tapatalk

I second that!  Charles, my 14 year old Adrenaline shocks are starting to let me down a little when following Mike.  Let me know when we have a consensus and what's the best performance bargain is for my Rene.  



#265 Daag44

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Posted 25 February 2021 - 07:38 PM

I second that!  Charles, my 14 year old Adrenaline shocks are starting to let me down a little when following Mike.  Let me know when we have a consensus and what's the best performance bargain is for my Rene.  

 
I think the Renegade with its long tunnel and larger heat exchanger is a good condidate for an Expert model type upgrade. Just add the Summit chaincase ;) 


Air/Fuel Ratio for two and four strokes
Air/Fuel Ratio for 1200 with boost
Air/Fuel Ratio is measured through emissions
Wideband and EGT
Wideband readings of Air/Fuel Ratio on a two stroke
600 SDI MY2004 Lean/Hot spot running 6900-7000 rpm @ 40-45% Throttle Opening
800R Cranking Compression
800R Oil Injection / Premix combo
800R P-TEK Electrical Troubleshooting #1 and #2 
800R Turbo
850 Center Oil line for coolant pump melted
850 Main Oil line caught fire #1 and #2
900 ACE Turbo - muffler turning red hot
1200 4-TEC Mapping
1200 4-TEC MY 2009 to 2011 Fuel Line issues that could cause a fire
Batteries
Belt Blowers: Overview of UPMICHIGANDER's and Ronn's experience
BUDS 3.3.0 won't connect to SDI
BUDS not connecting to HO or SDI - Try a CanDoo
Crankshaft runout - maximum allowable specs 
CVT efficiency - BlueMax
Deep snow intake for XP chassis
Electrical - ECM drivers for Ignition Coils and E-TEC injectors 
Electrical - Diagnoses of a failed ECM
Electrical - 30A Battery Charging Fuse Socket Diagnoses and Relay
Electrical - Relay Coil Wine
Electrical - Relay Testing
Electrical - Battery Charging Relay Diagnostic 
Electrical - Troubleshooting with BRP video 
Electrical - Solder vs Crimp
Electrical - Diagram for Fanners on page 3
Engine Break-In 
Engine Weight 
E-TEC 600HO Clutching
E-TEC Oil Pump
E-TEC Dial-A-Jet
E-TEC Electric Start troubleshooting
E-TEC Engine Management
E-TEC eRAVE position code recurring
E-TEC Stator fault codes P1562 or P1563
E-TEC Capacitor Charge Hold Test and Residual Voltage Test
E-TEC Voltage Rectifier Regulator troubleshooting
E-TEC Power Fades are not normal and can be fixed
Fuel Issues: Could new Ester type oxygenated additives be deteriorating the Fuel Sender Grommet?
Fuel pump and regulator replacement for ACE, E-TEC and SDI
Gasoline quality and storage
Bad Gas for a Two Stroke - Is it a Myth ?
GNR CVT Alignment for the G4
Grip N Rip Clutch Alignment testing
G4 Clutch Alignment, Engine Movement, Sheave Runout and Clutching
G4 850 Throttle Jerkiness solved with clutching
G4 850 Snappy throttle/clutch engagement
G4 850 pDrive tech - A question of Engineering
G4 Steering
G4 850 Tuned Pipe @ 12.6 lbs and Muffler @ 15.4 lbs vs 800R and 800RE muffler weight
Longevity - 800R E-TEC 
Mikuni o-ring for carb float assembly - Arctic Cat part# 6505-875 or from Amazon and eBay
Muffler Red Hot
Off-trail riding for flatlanders
Oil versus Fuel consumption
Pictures - How to resize and upload to DooTalk
Pictures - How to post with the correct orientation
Pipe Pressure testing on a dyno
Pipe Pressure testing from LRD (#1) and (#2)
Pipe Pressure testing results from BRP
Power Loss - How to diagnose in the field
Power at the Crankshaft vs Track - BlueMax
Power Curves: 600 HOE (E-TEC)
Power Curves: 600 vs 800 vs 850 vs 1000 vs 1200
Power Curves: 1000 vs 800 vs 600
Power curves: 800RE 2010.5 to 2016 vs 2016.5 850
Quebec/NY State border crossing
REV Gen1 Gauge Display stuck on "SCALE"
REV Gen1 Volt and Temp Gauge install
REV Gen1 electrical connectors for sensors and MPEM (Multi Purpose Engine Module)
Seafoam for E-TEC injectors
Shortblock or Rebuild?
Ski-Doo Snowmobile Tech Training
Spark Plugs cracked
Squish - The limit
Squish - A discussion on head design
Stator and Relay Diagnostic 
Stator testing for E-TEC using a T harness/Bridge
Stator testing for 1200 4-TEC
Stator Removal on page 3
Stator replacement for a 1200 4-TEC
Suspension Adjustment
Triples - Coolant Pump Assembly
Y-Pipe bolts loosening fix


#266 Daag44

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  • Sled:2007 1000 SDI

Posted 26 February 2021 - 11:33 AM

Dealers do not want to work on the 1000 SDI
 
 
Unfortunately this is still a reality. I have heard this story too many times. Owner goes to the dealer for service and gets literally laughed at for owning a Mach Z and is told to get rid of it. This is from multiple dealers and independent shops. We may make it look easy, but if you go out there to get service, expect stones and buses thrown at you from everyone around you including those you consider to be your best friends. No one will support you other than one in 1000 who experienced the various things to keep an eye on.
 
I was not kidding when titling the topic The Downfall of the 1000 SDI.
 
Below is a recent example of what someone with Mach Z experience has accomplished with the E-TEC after battling the 1000 SDI. The example is from Alaska, so this is happening from East to West.
 
how to swap ecu?
Started By alaskan9974, Feb 22 2021 08:43 PM

Air/Fuel Ratio for two and four strokes
Air/Fuel Ratio for 1200 with boost
Air/Fuel Ratio is measured through emissions
Wideband and EGT
Wideband readings of Air/Fuel Ratio on a two stroke
600 SDI MY2004 Lean/Hot spot running 6900-7000 rpm @ 40-45% Throttle Opening
800R Cranking Compression
800R Oil Injection / Premix combo
800R P-TEK Electrical Troubleshooting #1 and #2 
800R Turbo
850 Center Oil line for coolant pump melted
850 Main Oil line caught fire #1 and #2
900 ACE Turbo - muffler turning red hot
1200 4-TEC Mapping
1200 4-TEC MY 2009 to 2011 Fuel Line issues that could cause a fire
Batteries
Belt Blowers: Overview of UPMICHIGANDER's and Ronn's experience
BUDS 3.3.0 won't connect to SDI
BUDS not connecting to HO or SDI - Try a CanDoo
Crankshaft runout - maximum allowable specs 
CVT efficiency - BlueMax
Deep snow intake for XP chassis
Electrical - ECM drivers for Ignition Coils and E-TEC injectors 
Electrical - Diagnoses of a failed ECM
Electrical - 30A Battery Charging Fuse Socket Diagnoses and Relay
Electrical - Relay Coil Wine
Electrical - Relay Testing
Electrical - Battery Charging Relay Diagnostic 
Electrical - Troubleshooting with BRP video 
Electrical - Solder vs Crimp
Electrical - Diagram for Fanners on page 3
Engine Break-In 
Engine Weight 
E-TEC 600HO Clutching
E-TEC Oil Pump
E-TEC Dial-A-Jet
E-TEC Electric Start troubleshooting
E-TEC Engine Management
E-TEC eRAVE position code recurring
E-TEC Stator fault codes P1562 or P1563
E-TEC Capacitor Charge Hold Test and Residual Voltage Test
E-TEC Voltage Rectifier Regulator troubleshooting
E-TEC Power Fades are not normal and can be fixed
Fuel Issues: Could new Ester type oxygenated additives be deteriorating the Fuel Sender Grommet?
Fuel pump and regulator replacement for ACE, E-TEC and SDI
Gasoline quality and storage
Bad Gas for a Two Stroke - Is it a Myth ?
GNR CVT Alignment for the G4
Grip N Rip Clutch Alignment testing
G4 Clutch Alignment, Engine Movement, Sheave Runout and Clutching
G4 850 Throttle Jerkiness solved with clutching
G4 850 Snappy throttle/clutch engagement
G4 850 pDrive tech - A question of Engineering
G4 Steering
G4 850 Tuned Pipe @ 12.6 lbs and Muffler @ 15.4 lbs vs 800R and 800RE muffler weight
Longevity - 800R E-TEC 
Mikuni o-ring for carb float assembly - Arctic Cat part# 6505-875 or from Amazon and eBay
Muffler Red Hot
Off-trail riding for flatlanders
Oil versus Fuel consumption
Pictures - How to resize and upload to DooTalk
Pictures - How to post with the correct orientation
Pipe Pressure testing on a dyno
Pipe Pressure testing from LRD (#1) and (#2)
Pipe Pressure testing results from BRP
Power Loss - How to diagnose in the field
Power at the Crankshaft vs Track - BlueMax
Power Curves: 600 HOE (E-TEC)
Power Curves: 600 vs 800 vs 850 vs 1000 vs 1200
Power Curves: 1000 vs 800 vs 600
Power curves: 800RE 2010.5 to 2016 vs 2016.5 850
Quebec/NY State border crossing
REV Gen1 Gauge Display stuck on "SCALE"
REV Gen1 Volt and Temp Gauge install
REV Gen1 electrical connectors for sensors and MPEM (Multi Purpose Engine Module)
Seafoam for E-TEC injectors
Shortblock or Rebuild?
Ski-Doo Snowmobile Tech Training
Spark Plugs cracked
Squish - The limit
Squish - A discussion on head design
Stator and Relay Diagnostic 
Stator testing for E-TEC using a T harness/Bridge
Stator testing for 1200 4-TEC
Stator Removal on page 3
Stator replacement for a 1200 4-TEC
Suspension Adjustment
Triples - Coolant Pump Assembly
Y-Pipe bolts loosening fix


#267 Gin la pine

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Posted 26 February 2021 - 12:01 PM

Dealers do not want to work on the 1000 SDI
 
 
Unfortunately this is still a reality. I have heard this story too many times. Owner goes to the dealer for service and gets literally laughed at for owning a Mach Z and is told to get rid of it. This is from multiple dealers and independent shops. We may make it look easy, but if you go out there to get service, expect stones and buses thrown at you from everyone around you including those you consider to be your best friends. No one will support you other than one in 1000 who experienced the various things to keep an eye on.
 
I was not kidding when titling the topic The Downfall of the 1000 SDI.
 
Below is a recent example of what someone with Mach Z experience has accomplished with the E-TEC after battling the 1000 SDI. The example is from Alaska, so this is happening from East to West.
 
how to swap ecu?
Started By alaskan9974, Feb 22 2021 08:43 PM

The truth is they dont know how...lol and they aint got time to loose....They move sled and most peeps changing every 2 years....crazy i know.... Qualified tech in anyfield is something rarer and rarer.....



#268 Daag44

Daag44

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  • Gender:Male
  • Location:South Shore, Quebec
  • Interests:1973 Olympic
  • Sled:2007 1000 SDI

Posted 26 February 2021 - 02:38 PM

The truth is they dont know how...lol and they aint got time to loose....They move sled and most peeps changing every 2 years....crazy i know.... Qualified tech in anyfield is something rarer and rarer.....

 
And they don't have any advantage. You may not remember that I had brought my engine to Saint-Germain on a Friday, and all the things that I was told was so gnawing at me on my way home that I returned early the next morning to pick it up. It was 10 hours for both trips lol  The following week I made a 6 hour return trip to take my engine out of my trunk to set it on the counter in front of you personally asking you to get it properly inspected. How much time did it take, 30min maybe an hour? You brought it back and showed me the obvious problems. <Charles, with your thumb nail you can obviously see the wear on the pto end bore is not right.> I was literally dumb struck as I had never had to deal with these things in the past. What got to me is when you said the cases were shot, the crankshaft was shot, the monoblock was shot, and the pistons/rings were shot. This was still a running engine lol

 

At least Saint-Gremain - and we are not going to mention names - I was told it needed a couple of used oem pistons................ You essentially told me that it was so far gone it was a lost cause! You gave me l'heure juste (aka an honest account) which I am eternally grateful. Ironically I was had never been as..... not happy with foul language as those 3 hours riding back home. Oddly I needed to edit to avoid even the explanation to foul language. Hopefully foul is not a bad word lol

There is a reason why Rx7MachZ and I have spent years sorting through this mess. We have earned the advantage, but I do not believe many realize what advantage this can be. For this reason when someone asks me if they should buy one, my instincts tell me heck no! Who is going to stand beside you when a big rod craps? You are not going to find solace with online. The best you can do is what you did for me, and maybe it will eventually translate for the next guy.
 
BRP told me to find a sponsor asap. You were my first sponsor, then came RX7MachZ, BlueMax, and later [email protected] I can count the number of people who care on one hand. Obviously there are many more who get it, but today I have only two people to count on.


Edited by Daag44, 26 February 2021 - 03:47 PM.

Air/Fuel Ratio for two and four strokes
Air/Fuel Ratio for 1200 with boost
Air/Fuel Ratio is measured through emissions
Wideband and EGT
Wideband readings of Air/Fuel Ratio on a two stroke
600 SDI MY2004 Lean/Hot spot running 6900-7000 rpm @ 40-45% Throttle Opening
800R Cranking Compression
800R Oil Injection / Premix combo
800R P-TEK Electrical Troubleshooting #1 and #2 
800R Turbo
850 Center Oil line for coolant pump melted
850 Main Oil line caught fire #1 and #2
900 ACE Turbo - muffler turning red hot
1200 4-TEC Mapping
1200 4-TEC MY 2009 to 2011 Fuel Line issues that could cause a fire
Batteries
Belt Blowers: Overview of UPMICHIGANDER's and Ronn's experience
BUDS 3.3.0 won't connect to SDI
BUDS not connecting to HO or SDI - Try a CanDoo
Crankshaft runout - maximum allowable specs 
CVT efficiency - BlueMax
Deep snow intake for XP chassis
Electrical - ECM drivers for Ignition Coils and E-TEC injectors 
Electrical - Diagnoses of a failed ECM
Electrical - 30A Battery Charging Fuse Socket Diagnoses and Relay
Electrical - Relay Coil Wine
Electrical - Relay Testing
Electrical - Battery Charging Relay Diagnostic 
Electrical - Troubleshooting with BRP video 
Electrical - Solder vs Crimp
Electrical - Diagram for Fanners on page 3
Engine Break-In 
Engine Weight 
E-TEC 600HO Clutching
E-TEC Oil Pump
E-TEC Dial-A-Jet
E-TEC Electric Start troubleshooting
E-TEC Engine Management
E-TEC eRAVE position code recurring
E-TEC Stator fault codes P1562 or P1563
E-TEC Capacitor Charge Hold Test and Residual Voltage Test
E-TEC Voltage Rectifier Regulator troubleshooting
E-TEC Power Fades are not normal and can be fixed
Fuel Issues: Could new Ester type oxygenated additives be deteriorating the Fuel Sender Grommet?
Fuel pump and regulator replacement for ACE, E-TEC and SDI
Gasoline quality and storage
Bad Gas for a Two Stroke - Is it a Myth ?
GNR CVT Alignment for the G4
Grip N Rip Clutch Alignment testing
G4 Clutch Alignment, Engine Movement, Sheave Runout and Clutching
G4 850 Throttle Jerkiness solved with clutching
G4 850 Snappy throttle/clutch engagement
G4 850 pDrive tech - A question of Engineering
G4 Steering
G4 850 Tuned Pipe @ 12.6 lbs and Muffler @ 15.4 lbs vs 800R and 800RE muffler weight
Longevity - 800R E-TEC 
Mikuni o-ring for carb float assembly - Arctic Cat part# 6505-875 or from Amazon and eBay
Muffler Red Hot
Off-trail riding for flatlanders
Oil versus Fuel consumption
Pictures - How to resize and upload to DooTalk
Pictures - How to post with the correct orientation
Pipe Pressure testing on a dyno
Pipe Pressure testing from LRD (#1) and (#2)
Pipe Pressure testing results from BRP
Power Loss - How to diagnose in the field
Power at the Crankshaft vs Track - BlueMax
Power Curves: 600 HOE (E-TEC)
Power Curves: 600 vs 800 vs 850 vs 1000 vs 1200
Power Curves: 1000 vs 800 vs 600
Power curves: 800RE 2010.5 to 2016 vs 2016.5 850
Quebec/NY State border crossing
REV Gen1 Gauge Display stuck on "SCALE"
REV Gen1 Volt and Temp Gauge install
REV Gen1 electrical connectors for sensors and MPEM (Multi Purpose Engine Module)
Seafoam for E-TEC injectors
Shortblock or Rebuild?
Ski-Doo Snowmobile Tech Training
Spark Plugs cracked
Squish - The limit
Squish - A discussion on head design
Stator and Relay Diagnostic 
Stator testing for E-TEC using a T harness/Bridge
Stator testing for 1200 4-TEC
Stator Removal on page 3
Stator replacement for a 1200 4-TEC
Suspension Adjustment
Triples - Coolant Pump Assembly
Y-Pipe bolts loosening fix


#269 Daag44

Daag44

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  • Gender:Male
  • Location:South Shore, Quebec
  • Interests:1973 Olympic
  • Sled:2007 1000 SDI

Posted 10 April 2021 - 02:27 AM

The sponsor effect
 
Since 2012 Rx7MachZ and I have been working towards simplifying what we do to make the 1000 SDI reliable. BlueMax was the obvious driving force to keep the focus on making sure the engine was working right and much attention on the CVT. I got lucky and seen him work his magic for 3 full years which was essentially shouldering newbies like myself.
 
Rx7MachZ was an original owner with experience in factory setup engine failures. When I first met him his Mach Z had pod filters, wiring mods, fuel pressure gauge and a wideband. For this past 2021 season - 9 years later - he ran a Mach Z with none of this and crossed the 5,000 mile mark with no issues. Ironically he was back to a factory setup. It the end it was all about being comfortable with the engine and knowing how to avoid the pitfalls.
 
If you decide to attempt this on your own by simply reading the archives, or if you develop an unquenchable thirst to find the perfect recipe, then I wish you luck.

Air/Fuel Ratio for two and four strokes
Air/Fuel Ratio for 1200 with boost
Air/Fuel Ratio is measured through emissions
Wideband and EGT
Wideband readings of Air/Fuel Ratio on a two stroke
600 SDI MY2004 Lean/Hot spot running 6900-7000 rpm @ 40-45% Throttle Opening
800R Cranking Compression
800R Oil Injection / Premix combo
800R P-TEK Electrical Troubleshooting #1 and #2 
800R Turbo
850 Center Oil line for coolant pump melted
850 Main Oil line caught fire #1 and #2
900 ACE Turbo - muffler turning red hot
1200 4-TEC Mapping
1200 4-TEC MY 2009 to 2011 Fuel Line issues that could cause a fire
Batteries
Belt Blowers: Overview of UPMICHIGANDER's and Ronn's experience
BUDS 3.3.0 won't connect to SDI
BUDS not connecting to HO or SDI - Try a CanDoo
Crankshaft runout - maximum allowable specs 
CVT efficiency - BlueMax
Deep snow intake for XP chassis
Electrical - ECM drivers for Ignition Coils and E-TEC injectors 
Electrical - Diagnoses of a failed ECM
Electrical - 30A Battery Charging Fuse Socket Diagnoses and Relay
Electrical - Relay Coil Wine
Electrical - Relay Testing
Electrical - Battery Charging Relay Diagnostic 
Electrical - Troubleshooting with BRP video 
Electrical - Solder vs Crimp
Electrical - Diagram for Fanners on page 3
Engine Break-In 
Engine Weight 
E-TEC 600HO Clutching
E-TEC Oil Pump
E-TEC Dial-A-Jet
E-TEC Electric Start troubleshooting
E-TEC Engine Management
E-TEC eRAVE position code recurring
E-TEC Stator fault codes P1562 or P1563
E-TEC Capacitor Charge Hold Test and Residual Voltage Test
E-TEC Voltage Rectifier Regulator troubleshooting
E-TEC Power Fades are not normal and can be fixed
Fuel Issues: Could new Ester type oxygenated additives be deteriorating the Fuel Sender Grommet?
Fuel pump and regulator replacement for ACE, E-TEC and SDI
Gasoline quality and storage
Bad Gas for a Two Stroke - Is it a Myth ?
GNR CVT Alignment for the G4
Grip N Rip Clutch Alignment testing
G4 Clutch Alignment, Engine Movement, Sheave Runout and Clutching
G4 850 Throttle Jerkiness solved with clutching
G4 850 Snappy throttle/clutch engagement
G4 850 pDrive tech - A question of Engineering
G4 Steering
G4 850 Tuned Pipe @ 12.6 lbs and Muffler @ 15.4 lbs vs 800R and 800RE muffler weight
Longevity - 800R E-TEC 
Mikuni o-ring for carb float assembly - Arctic Cat part# 6505-875 or from Amazon and eBay
Muffler Red Hot
Off-trail riding for flatlanders
Oil versus Fuel consumption
Pictures - How to resize and upload to DooTalk
Pictures - How to post with the correct orientation
Pipe Pressure testing on a dyno
Pipe Pressure testing from LRD (#1) and (#2)
Pipe Pressure testing results from BRP
Power Loss - How to diagnose in the field
Power at the Crankshaft vs Track - BlueMax
Power Curves: 600 HOE (E-TEC)
Power Curves: 600 vs 800 vs 850 vs 1000 vs 1200
Power Curves: 1000 vs 800 vs 600
Power curves: 800RE 2010.5 to 2016 vs 2016.5 850
Quebec/NY State border crossing
REV Gen1 Gauge Display stuck on "SCALE"
REV Gen1 Volt and Temp Gauge install
REV Gen1 electrical connectors for sensors and MPEM (Multi Purpose Engine Module)
Seafoam for E-TEC injectors
Shortblock or Rebuild?
Ski-Doo Snowmobile Tech Training
Spark Plugs cracked
Squish - The limit
Squish - A discussion on head design
Stator and Relay Diagnostic 
Stator testing for E-TEC using a T harness/Bridge
Stator testing for 1200 4-TEC
Stator Removal on page 3
Stator replacement for a 1200 4-TEC
Suspension Adjustment
Triples - Coolant Pump Assembly
Y-Pipe bolts loosening fix


#270 Daag44

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  • Location:South Shore, Quebec
  • Interests:1973 Olympic
  • Sled:2007 1000 SDI

Posted 10 April 2021 - 03:35 AM

Wiring Mods
 

Battery ground and ground loops
 
Ground Loops

 
 
The above links are the references I have for you to read before making any wiring mods on the 1000 SDI. I helped IcutMetl to sort through a wiring mess done by a local shop that made a poor attempt at the notorious wiring mod on this forum. It was easy for me since I had done my own wiring mod, and I knew the notorious wiring mod by heart. It was the first and last time that I would do this. Fortunately it worked, but it was still not right of me to do this.
 
The short version, the only wire that should reach the battery ground pole is the one that attaches to the frame - aka Chassis Ground.
 
Ok, so you may have wired the heated visor directly to the battery and never had a problem in over 20 years. I am a believer that it is your sled and do what you like. At the very least I ask to try to understand why the OEMs for all autos and powersports wire the grounds the way they do. This way you can read through the wiring mods and realize what was said about the OEMs shaving a few pennies was complete BS. Several posts back I did mention BRP's own wiring mod for the 1000 SDI, but this was simply a larger wire and not a change in circuits.
 
For a comparison, imagine a friendly and self proclaimed electrical expert wiring a outlet for your entertainment unit to the same circuit as the sump pump or washing machine. Both of these appliances cause a surge in the wiring circuit due to the inductive load when the motor starts. In other words the voltage drops. The thing is this surge can also backfeed through the sensitive electronics of the  entertainment unit.
 
I am only asking to think through any wiring mods. In 2021 there are thousands more resources that can be found online.

 

 

How To Properly Ground An Automotive Electrical System


Edited by Daag44, 10 April 2021 - 03:40 AM.

Air/Fuel Ratio for two and four strokes
Air/Fuel Ratio for 1200 with boost
Air/Fuel Ratio is measured through emissions
Wideband and EGT
Wideband readings of Air/Fuel Ratio on a two stroke
600 SDI MY2004 Lean/Hot spot running 6900-7000 rpm @ 40-45% Throttle Opening
800R Cranking Compression
800R Oil Injection / Premix combo
800R P-TEK Electrical Troubleshooting #1 and #2 
800R Turbo
850 Center Oil line for coolant pump melted
850 Main Oil line caught fire #1 and #2
900 ACE Turbo - muffler turning red hot
1200 4-TEC Mapping
1200 4-TEC MY 2009 to 2011 Fuel Line issues that could cause a fire
Batteries
Belt Blowers: Overview of UPMICHIGANDER's and Ronn's experience
BUDS 3.3.0 won't connect to SDI
BUDS not connecting to HO or SDI - Try a CanDoo
Crankshaft runout - maximum allowable specs 
CVT efficiency - BlueMax
Deep snow intake for XP chassis
Electrical - ECM drivers for Ignition Coils and E-TEC injectors 
Electrical - Diagnoses of a failed ECM
Electrical - 30A Battery Charging Fuse Socket Diagnoses and Relay
Electrical - Relay Coil Wine
Electrical - Relay Testing
Electrical - Battery Charging Relay Diagnostic 
Electrical - Troubleshooting with BRP video 
Electrical - Solder vs Crimp
Electrical - Diagram for Fanners on page 3
Engine Break-In 
Engine Weight 
E-TEC 600HO Clutching
E-TEC Oil Pump
E-TEC Dial-A-Jet
E-TEC Electric Start troubleshooting
E-TEC Engine Management
E-TEC eRAVE position code recurring
E-TEC Stator fault codes P1562 or P1563
E-TEC Capacitor Charge Hold Test and Residual Voltage Test
E-TEC Voltage Rectifier Regulator troubleshooting
E-TEC Power Fades are not normal and can be fixed
Fuel Issues: Could new Ester type oxygenated additives be deteriorating the Fuel Sender Grommet?
Fuel pump and regulator replacement for ACE, E-TEC and SDI
Gasoline quality and storage
Bad Gas for a Two Stroke - Is it a Myth ?
GNR CVT Alignment for the G4
Grip N Rip Clutch Alignment testing
G4 Clutch Alignment, Engine Movement, Sheave Runout and Clutching
G4 850 Throttle Jerkiness solved with clutching
G4 850 Snappy throttle/clutch engagement
G4 850 pDrive tech - A question of Engineering
G4 Steering
G4 850 Tuned Pipe @ 12.6 lbs and Muffler @ 15.4 lbs vs 800R and 800RE muffler weight
Longevity - 800R E-TEC 
Mikuni o-ring for carb float assembly - Arctic Cat part# 6505-875 or from Amazon and eBay
Muffler Red Hot
Off-trail riding for flatlanders
Oil versus Fuel consumption
Pictures - How to resize and upload to DooTalk
Pictures - How to post with the correct orientation
Pipe Pressure testing on a dyno
Pipe Pressure testing from LRD (#1) and (#2)
Pipe Pressure testing results from BRP
Power Loss - How to diagnose in the field
Power at the Crankshaft vs Track - BlueMax
Power Curves: 600 HOE (E-TEC)
Power Curves: 600 vs 800 vs 850 vs 1000 vs 1200
Power Curves: 1000 vs 800 vs 600
Power curves: 800RE 2010.5 to 2016 vs 2016.5 850
Quebec/NY State border crossing
REV Gen1 Gauge Display stuck on "SCALE"
REV Gen1 Volt and Temp Gauge install
REV Gen1 electrical connectors for sensors and MPEM (Multi Purpose Engine Module)
Seafoam for E-TEC injectors
Shortblock or Rebuild?
Ski-Doo Snowmobile Tech Training
Spark Plugs cracked
Squish - The limit
Squish - A discussion on head design
Stator and Relay Diagnostic 
Stator testing for E-TEC using a T harness/Bridge
Stator testing for 1200 4-TEC
Stator Removal on page 3
Stator replacement for a 1200 4-TEC
Suspension Adjustment
Triples - Coolant Pump Assembly
Y-Pipe bolts loosening fix





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