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Grip N Rip Clutch Alignment testing


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#1 Grip N Rip

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Posted 01 December 2018 - 11:26 AM

Been doing some testing with our 2017 850 Renegade and also our 2019 850 Summit.  Both sleds have been shimmed with our alignment tool and have our Poly torque stop.

 

2017 Renegade has holes drilled in the side panel in the same area as the 19 vent to help with air flow.  I use a Razorback belt temp gauge to monitor belt temps, not measuring clutch sheave temps yet.  Belt temp ranges from 125-140 most of the time, can get it up to 150 climbing in a foot of powder but you have to work it pretty hard.  Once you get the belt hot and take it easier the belt temp will drop back down, something it didn't do before shimming.  After running it hard and you stop the belt temp will go up 10-20 degrees for 15 seconds or so and then start to drop.  This is telling me that the sheaves are warmer than the belt and it's the heat going into the belt as the sheaves transfer the heat to the belt.  I'm measuring the belt temp when it is in the secondary.  Once you start moving again the temps drop back down to the normal range.  After 100 miles of testing I put Laflamme Racing clutch weights in the primary, only change.  Overall the belt temp went down a few degrees with this change.  Last year with the sled stock the belt temp would get up to 180 just trail riding 50-70 mph.  Overall very happy with the results, hopefully everyone that used our tool is finding an improvment.  Very little belt smear on the primary, last season had much more.

 

2019 Summit 154.  Shimmed motor and installed poly stop before riding so don't have a before and after.  First ride out the belt temp was 110-125 most of the time but the air temp was about 10 degrees.  Clutches were nice and clean.  Second time out belt temp was 120-135 and air temp was 30 so air temp really affects it quite a bit.  Can get it up to 140-145 on long runs hard on the throttle runs  Did more testing yesterday with camera looking at primary clutch bolt to verify work done with the Renegade, overall matched up well.  Going to keep the .75" preloader load for a good spot to align the clutches.  Did some cam testing without the clutch guard on and noticed a good 20 degrees higher belt temps without it.  Temps went back down after putting it back on. 

 

The Summit comes with a 531 belt which was quite a bit longer than the older BRP belts.  I just got a Seek thermo cam to see if it would be a good tool to fine tune the clutch offset number.  Thought was to take video of the secondary to see if one side was hotter that would be caused by the belt rubbing the sheave more if the offset was off.  Put a couple links here, these are first tests with Summit, one is with 3mm shim in QRS and other is with 1.5mm shim.  Overall the video gave more questions than answers and I think it will get some discussion going.  It looks like the stationary sheave on the P drive with the wobble is causing more heat on that side of the belt.  Some have mentioned that when they gun the sheaves the wobble sheave is always the hottest, could be from wobble or just it's getting all the heat from the crank, not sure.  Need to do more testing to try and figure that out.

 

 

https://www.youtube....h?v=PGOUgG1XOyg

 

https://www.youtube....h?v=WWSW_EWX76s



#2 gulahus

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Posted 01 December 2018 - 11:34 AM

Is it possible to see the measurements taken from this two sleds? Zero load and 7,5 load.


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#3 Grip N Rip

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Posted 01 December 2018 - 11:47 AM

Is it possible to see the measurements taken from this two sleds? Zero load and 7,5 load.


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This is the 2019 Summit, I'll have to dig for the Renegade.

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#4 Wink1

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Posted 01 December 2018 - 12:10 PM

Great work. Thanks for posting.

#5 Murphyboy

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Posted 01 December 2018 - 12:28 PM

After doing quite a few 0 to 80 runs my primary was 140 and the secondary 140 outer and 130 inner. Did not measure belt temp. 35 degree outdoor temp. Only had room for 80 mph and now the snow is gone.



#6 DITCHBANGERPRO

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Posted 01 December 2018 - 01:00 PM

thanks for putting the time and effort, the inside sheave will always be warmer , so not necessary its the wobble..tra's were the same



#7 Daag44

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Posted 01 December 2018 - 04:52 PM

- pDrive, TRA, HPV and QRS -

Belt follows fixed wobble.

Movable wiggles to follow wobble.


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


#8 Daag44

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Posted 01 December 2018 - 04:55 PM

Wobble hotter than wiggle :lol:


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


#9 *Ace-driver

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Posted 01 December 2018 - 04:59 PM

Jesus Daag, those posts were useless. Lol.

#10 Jeb©

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Posted 01 December 2018 - 05:37 PM

Been doing some testing with our 2017 850 Renegade and also our 2019 850 Summit.  Both sleds have been shimmed with our alignment tool and have our Poly torque stop.

 

2017 Renegade has holes drilled in the side panel in the same area as the 19 vent to help with air flow.  I use a Razorback belt temp gauge to monitor belt temps, not measuring clutch sheave temps yet.  Belt temp ranges from 125-140 most of the time, can get it up to 150 climbing in a foot of powder but you have to work it pretty hard.  Once you get the belt hot and take it easier the belt temp will drop back down, something it didn't do before shimming.  After running it hard and you stop the belt temp will go up 10-20 degrees for 15 seconds or so and then start to drop.  This is telling me that the sheaves are warmer than the belt and it's the heat going into the belt as the sheaves transfer the heat to the belt.  I'm measuring the belt temp when it is in the secondary.  Once you start moving again the temps drop back down to the normal range.  After 100 miles of testing I put Laflamme Racing clutch weights in the primary, only change.  Overall the belt temp went down a few degrees with this change.  Last year with the sled stock the belt temp would get up to 180 just trail riding 50-70 mph.  Overall very happy with the results, hopefully everyone that used our tool is finding an improvment.  Very little belt smear on the primary, last season had much more.

 

2019 Summit 154.  Shimmed motor and installed poly stop before riding so don't have a before and after.  First ride out the belt temp was 110-125 most of the time but the air temp was about 10 degrees.  Clutches were nice and clean.  Second time out belt temp was 120-135 and air temp was 30 so air temp really affects it quite a bit.  Can get it up to 140-145 on long runs hard on the throttle runs  Did more testing yesterday with camera looking at primary clutch bolt to verify work done with the Renegade, overall matched up well.  Going to keep the .75" preloader load for a good spot to align the clutches.  Did some cam testing without the clutch guard on and noticed a good 20 degrees higher belt temps without it.  Temps went back down after putting it back on. 

 

The Summit comes with a 531 belt which was quite a bit longer than the older BRP belts.  I just got a Seek thermo cam to see if it would be a good tool to fine tune the clutch offset number.  Thought was to take video of the secondary to see if one side was hotter that would be caused by the belt rubbing the sheave more if the offset was off.  Put a couple links here, these are first tests with Summit, one is with 3mm shim in QRS and other is with 1.5mm shim.  Overall the video gave more questions than answers and I think it will get some discussion going.  It looks like the stationary sheave on the P drive with the wobble is causing more heat on that side of the belt.  Some have mentioned that when they gun the sheaves the wobble sheave is always the hottest, could be from wobble or just it's getting all the heat from the crank, not sure.  Need to do more testing to try and figure that out.

 

 

https://www.youtube....h?v=PGOUgG1XOyg

 

https://www.youtube....h?v=WWSW_EWX76s

cool stuff. I will throw something out for discusssion. the 3mm video shows slight less belt heat, more on the movable secondary side- may be normal as that side is slipping on belt more or it is picking up heat from stationary primary sheave, either way my initial thought would the 3mm is better. I know you have your own offset numbers for your tool but would you mind sharing what 3mm took you X measurement to?

 

Regarding your 2019 summit, that should have from the factory the stiffest mag mount offered, do you notice any primary clutch temp differences vs the gade? 

 

Thanks for all the work you are doing.


"I predict future happiness for Americans if they can prevent the government from wasting the labors of the people under the pretense of taking care of them." � Thomas Jefferson

#11 Daag44

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Posted 01 December 2018 - 07:07 PM

Jesus Daag, those posts were useless. Lol.


My own high tech hula hoop explanation to why the fixed sheave of the primary and secondary are hotter  lol


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


#12 Daag44

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Posted 01 December 2018 - 07:08 PM

Anyone watch the videos to see which is better? I see one that looks better than the other.


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


#13 London

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Posted 01 December 2018 - 07:15 PM

Anyone watch the videos to see which is better? I see one that looks better than the other.


3mm looks to be slightly better, but the 3mm pull sounds to be slightly less throttle to the ear.

#14 Daag44

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Posted 01 December 2018 - 07:43 PM

3mm looks to be slightly better, but the 3mm pull sounds to be slightly less throttle to the ear.

 

I was thinking the same. From the sheave angles one should be better than the other @ different positions of the belt in the clutches. So one should be better at higher shift while the other better at lower shift. It's still real hard to tell the difference between the two. That's where comparing extremes really helps, like adding a no shim comparison.


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
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#15 London

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Posted 01 December 2018 - 08:17 PM

I was thinking the same. From the sheave angles one should be better than the other @ different positions of the belt in the clutches. So one should be better at higher shift while the other better at lower shift. It's still real hard to tell the difference between the two. That's where comparing extremes really helps, like adding a no shim comparison.

 

Yes, need extreme of no shim and 3mm at trail cruising speed and 1000' full throttle pull. 






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