The Downfall of the 1000 SDI ??? - Page 21 - Mach Z RT and MXZ 1000 SDI Models - DOOTalk Forums

Jump to content

 






Photo

The Downfall of the 1000 SDI ???


  • Please log in to reply
307 replies to this topic

#301 Daag44

Daag44

    Advanced Member

  • Members
  • PipPipPip
  • 27761 posts
  • Gender:Male
  • Location:South Shore, Quebec
  • Interests:1973 Olympic
  • Sled:2007 1000 SDI

Posted 09 June 2021 - 01:03 AM

V-Block setup Clamped securely
 
The setup will reveal the accuracy. So far, all that I read or heard of were heavy weighted v-blocks. The surfaces that they rest on are rarely if ever true, so I don't know how that works.
 
In the picture below you can see that I am using a massive 80 lb heavy weight i-beam sitting on top of a 17x29 kitchen island. By the way that kitchen island was the best gift ever for my home shop. The i-beam is overkill for what is needed, but from the clamps you can see that it offers many points to clamp the v-blocks securely. I don't want to focus too much on the i-beam, because I have been doing without until recently when I realized that I had a few laying around. Find/make whatever kind of table suits the need. You can make it out of wood, it does not matter as long as it can be made to hold true.
 
 
Stability versus Accuracy
 
The only thing that matters for the setup is that you can rest your hand on any point of the crankshaft and the dial indicator does not move/change. Who cares about a few tenths, but it must remain within at least a half of thou.
 
The setup shown below in the picture has a surprising stability with zero movement, not even one tenth of a thou. This is important, because it took only four pieces of metal and four clamps to make it happen.
 
The v-blocks are nothing more than half inch 4" wide flat bars that I cut to 9 inch length and cut a V in a 45 deg angle. If you don't have the tools to cut the V, please do not bother with make-shift attempts using a common grinder wheel unless you have to. Go to your nearest metal shop and get what you need done. I cut mine using a 12 inch metal cutting saw for a square cut, and finished the v cut with a hack saw then made it nice with common grinder.
 
On a side note, the bar you see on the right is a 2x2x18 true bar. It is true in all faces which is handy to have, but far from necessary for this application. I would have used anything else if I had it in stock. It is the most common tool that I have used in the past 7 years or so for measurements and pictures that I posted on DooTalk.
 
The point of this post and picture is to show how to obtain stability to reach the best measurements without having to worry about all kinds of craziness with true surfaces. The i-beam is so far out of true that any piece of metal you see on the right or left rocks one sixteenth to one eighth of an inch. The i-beam would be useless without clamps.
 
The i-beam offers me is an ideal place to set my clamps in any position for the v-blocks. Note the v-blocks in the picture are set under the mag inner bearing and pto outer bearing. This is just one of many placements of the v-blocks that I have using with only four pieces of steel and four clamps. There are no limitation to location nor trueness.
 
Clamps are your best friend to achieve trueness in your measurements. Before the i-beam, I was able to achieve near same precision using wood and several more clamps. Whatever you do, just make sure it works.
 
 
20210608_204755 - small.jpg

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


#302 Daag44

Daag44

    Advanced Member

  • Members
  • PipPipPip
  • 27761 posts
  • Gender:Male
  • Location:South Shore, Quebec
  • Interests:1973 Olympic
  • Sled:2007 1000 SDI

Posted 09 June 2021 - 01:23 AM

Precision

First I need to explain that while I may be showing the precision to half a thou, I only care to 1 thou at most. If you read 3.5 thou, this is because the needle was in between 3 and 4. If it shows 3.1 to 3.2, then I consider this 3, and the same with 3.8 and 3.9 that I consider 4. It is important to note that I do not put too much emphasis on precision. So please do not worry if you reach more or less precise. In any case I doubt you will be using a dial indicator that is less precise than my own, so you will quickly see what I mean when taking measurements.

There are two points that I want to stress. The first is to look for values that will help determine where and how the crankshaft is crooked. The second is to focus on how to use those values to straighten the crankshaft.

You may hear the fancy runouts @ half a thou (0.0005"). This is nice to have, but it raises the question as to what these means.


Repeatability
 
Repeatability is the most important thing from my experience. Unless you do this on a regular basis to the point of understanding the measurements quickly, then more time is needed for the measurements. If you are a regular owner like myself, then take the time to repeat the measurements.
 
Please do not worry if the measurements showed 3 thou one time, and 4 thou the next. You can get that much discrepancy or more from just turning the crankshaft the opposite direction. You can also get a discrepancy of a few thou if you forget to hold down the v-block securely.


Bearing positions

With 6 bearings used on the 995 SDI crankshaft, or 3 sets of bearings, I name each set as the center bearings for the two in the middle, and the inner bearings and then outer bearings.


Position of the v-blocks and dial indicator
 

Consider where to position the v-blocks. Polaris says the center bearings and Ski-Doo says the inner bearings. I see no reason for not using a combination to determine what  part needs straightening.

 

The dial indicator can be placed forward and aft of the crankshaft to ensure repeatability.

 

 

Crankshaft Bearing Outer Race Trueness

 

A bearing outer race may become oblong from wear and tear. To eliminate this possibility, take a measurement, then follow by lifting the crankshaft from one of the v-blocks to turn the outer race 180 deg for a second measurement. So far all of my measurements have shown to be the same, so I am assuming this crankshaft with used inner and outer bearings do not have this problem.

Soon I will dig deep deeper with actual values and how I use them to straighten the crankshaft as best as I know how.
 


Edited by Daag44, 09 June 2021 - 08:02 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


#303 Lupystoy

Lupystoy

    Member

  • Members
  • PipPip
  • 26 posts
  • Sled:2007 Mach Z-X

Posted 10 June 2021 - 12:14 PM

Nice setup. Hope you can get it all true. It’s a tough job for sure. I’ve only did it once on a built up single cylinder. That was difficult. I can’t imagine a twin or triple.

#304 Lupystoy

Lupystoy

    Member

  • Members
  • PipPip
  • 26 posts
  • Sled:2007 Mach Z-X

Posted 10 June 2021 - 12:24 PM

Oh also. Just curious. What ton was the press you used to push it apart. Thanks

#305 Daag44

Daag44

    Advanced Member

  • Members
  • PipPipPip
  • 27761 posts
  • Gender:Male
  • Location:South Shore, Quebec
  • Interests:1973 Olympic
  • Sled:2007 1000 SDI

Posted 10 June 2021 - 05:08 PM

It was a huge industrial type equipped with a pressure gauge. The drive gears were awfully difficult to press apart. I seem to remember 20 ton jack would do the job. The crankpins were a lot easier. Ideally heat is used to split apart a compress fit, otherwise the parts wear and they loose interference.

 

The straightening part in itself is easier than replacing an idler wheel bearing. For the the previous one I did, I reached 2 thou within 15 min plus the setup time. This one I did in 5 min and reached 1 thou. It was fantastic until I set the crankshaft in the cases and found it was really far out at 5 thou. This is the part that I am leading to.


Edited by Daag44, 10 June 2021 - 05:27 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


#306 Lupystoy

Lupystoy

    Member

  • Members
  • PipPip
  • 26 posts
  • Sled:2007 Mach Z-X

Posted 10 June 2021 - 07:32 PM

Thanks. Good idea on the heat just before it’s pressed apart. Do you use some dry ice on the pins at reassembly time ?
I wonder if the cases are true if the crank goes that far out once it’s placed in there. Looking forward to what you discover.

#307 Daag44

Daag44

    Advanced Member

  • Members
  • PipPipPip
  • 27761 posts
  • Gender:Male
  • Location:South Shore, Quebec
  • Interests:1973 Olympic
  • Sled:2007 1000 SDI

Posted 10 June 2021 - 10:27 PM

I freeze the pins. I think the cases are ok. This evening I managed to complete the work on the pto side, but I didn't try in the case. Ironically I started at 1 thou and ended at 9 to make it straighter. The setup I used to straighten the pto side was with the v-blocks under the mag center and pto inner. The runout is twice than with a vblock under on the outer. the greater the value makes it easier to measure. Once the pto side is straight, then I move the vblock to the inner bearing and keep the vblock under the pto inner. This gives me greater value to work with.

 

With the vblocks under both inner bearings, the pto side is sitting at 1 thou which is good. I just hope it doesn't get worse once I correct the mag side that is sitting at 5 thou, and it remains good once it is set in the cases. That reminds me that I need to get a in-case measurement before straightening the mag side.


Edited by Daag44, 10 June 2021 - 10:39 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


#308 Daag44

Daag44

    Advanced Member

  • Members
  • PipPipPip
  • 27761 posts
  • Gender:Male
  • Location:South Shore, Quebec
  • Interests:1973 Olympic
  • Sled:2007 1000 SDI

Posted Yesterday, 11:03 PM

I managed 1 thou deflection for pto. It may look good, but far from when considering the mag side. My dial indicator extension tip for the mag side is not to be found, so this needs to be ordered to move forward.
 


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





0 user(s) are reading this topic

0 members, 0 guests, 0 anonymous users