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2016 600 Etec stalls when shifting in to reverse

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#1 Dberg600

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Posted 08 August 2019 - 09:13 AM

2016 600 etec with 5000 miles dies out when shifting between forward/reverse/forward.  Works fine if you add a little throttle. Also at times ( usually cold starts ) needs a little throttle to get started.  Not showing any codes.  Changed plugs at 4800 miles didn't cure the problem.

Thanks for the site.



#2 mark32786

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Posted 08 August 2019 - 09:31 AM

Compression check it, pull the belt and try shifting.

#3 krm

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Posted 09 August 2019 - 06:27 AM

Ya,I'd start with checking compression .



#4 Daag44

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Posted 18 August 2019 - 09:37 PM

What rpm does it idle at?


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


#5 IcutMetl

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Posted 19 August 2019 - 07:31 PM

You should never have to touch the gas on an eTec to get it to fire. Is your belt too tight? That may cause it to stall when going to reverse, but it’s definitely a key indicator of low compression as well.

#6 Daag44

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Posted 19 August 2019 - 08:36 PM

The thing I find with reported problems on the forum is that we normally have very little to go by. But we can often reach pretty far with a little deductive thinking. For instance, an ETEC never needs throttle to warm start or to going from forward to reverse and back. So in this case it becomes obvious this 600HOE is not even close to working right. I would add the odd possibility with the clutch, but there is no mention of a problem with cold start.
 
The next clue is a change a spark plugs having no effect. These are pretty good clues that the Engine Management really needs attention. Unless the owner is into troubleshooting, which this thread has shown no input from the Original Poster in 11 days, I think a trip to local dealer would be a good thing.

 

The very first thing I would do before even plugging my CanDoo would be to check the idle rpm. If that is not right then there would be no sense for me to look further. Then I would measure the 55Vdc System Voltage. If that was good then I go on to resetting the TPS. If that didn't help, then I would monitor the 55Vdc System Voltage while it was showing the problem, but I doubt that I would even get that far. The majority of problems are easy to find if you know where to look.

 

Some people like to troubleshoot, and some people don't. The way I see it with no response from the Original Poster in 11 days, my guess is a trip to the local dealer would be a good thing. At least in my neck of woods the BRP dealer is quick to diagnose and fix ETEC problems. In 2019 it has come to the point that the dealers are becoming proficient in troubleshooting the ETEC while quickly falling behind with the older tech like carbs and SDI. It's a good thing in my opinion.


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


#7 A7M266D

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Posted 20 August 2019 - 10:06 AM

2016 600 etec with 5000 miles dies out when shifting between forward/reverse/forward.  Works fine if you add a little throttle. Also at times ( usually cold starts ) needs a little throttle to get started.  Not showing any codes.  Changed plugs at 4800 miles didn't cure the problem.

Thanks for the site.

 

5000 miles?  Ever done a top end?  If not more often than not its down on compression.  If your proficient enough to do a compression test you will know pretty quickly if its internal vs electrical.


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#8 Dberg600

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Posted 20 August 2019 - 11:27 AM

5000 miles? Ever done a top end? If not more often than not its down on compression. If your proficient enough to do a compression test you will know pretty quickly if its internal vs electrical.



#9 Dberg600

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Posted 20 August 2019 - 11:29 AM

Been out of town. Finally got to do a compression test. 132 on the clutch side 123 on the other. Thoughts??

#10 A7M266D

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Posted 20 August 2019 - 12:00 PM

Been out of town. Finally got to do a compression test. 132 on the clutch side 123 on the other. Thoughts??

 

I would focus on the idle rpm, throttle body cleanliness and reed condition.  The throttle body blocks are notorious for rotting on these engines as well.


Edited by A7M266D, 20 August 2019 - 12:01 PM.

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#11 Hockeypuck

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Posted 20 August 2019 - 03:04 PM

Been out of town. Finally got to do a compression test. 132 on the clutch side 123 on the other. Thoughts??

9 lbs is quite a difference... Probably time for a top end and a leak down test...

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#12 Daag44

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Posted 20 August 2019 - 06:50 PM

Been out of town. Finally got to do a compression test. 132 on the clutch side 123 on the other. Thoughts??

 

The difference would be large enough for me to be concerned and extend my testing to find if the problem is with the rings.


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 RFH

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Posted 28 December 2020 - 07:49 PM

Having the same issue on my 2016 600 etec with 3000 miles. Sometimes dies when shifting into reverse or back to forward. Belt deflection is good. Pulled shroud and noticed some sooty residue on PTO side plug and plug wire and back side of head.  I assume from RAVE valve?  Much cleaner on mag side cylinder. Replaced the plug on the PTO side and yes indexed it.  Made no difference. Looked a lot tighter confines to get mag side plug out and didn’t feel like pulling driven clutch etc to get at it.   Still have 2 months on BEST warranty so called the only 3 dealers within 150 miles.  The soonest any of them have an opening in their service department is February 1st. Unbelievable how backed up all of them are.  I’m inclined to just keep using it till then given it still runs good otherwise and if it detonates it’s still under warranty.  My question. Any chance dirty Rave valves could cause this?  They have never been cleaned.  Probably low compression like most have indicated. If so pretty disappointing this motor only gets 3000 miles before it starts dying.  



#14 OldMuskrat

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Posted 05 January 2021 - 10:58 AM

When I read all the suggestions here about compression tests, engine rebuilds, etc., it makes me think, why is it even remotely acceptable that a $10K machine would need this sort of repair after only 5000 miles. The fact is, it's disturbingly common-- just look at ads for used machines (any brand, really) and see how many have had rebuild work done to them. If I was a manufacturer of snowmobiles I would be embarrassed to market such a fragile product.



#15 RFH

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Posted 05 January 2021 - 01:20 PM

I'm with you on this OldMuskrat.  The fact remains that many are willing to pay $13-$15K for a snowmobile with a state of the art 2 stroke engine that are delighted if it gets 6000 trouble free miles.  Wouldn't be acceptable with any other piece of equipment we buy, but in the snowmobile world it somehow is.  I also have a 900 ACE powered sled and going forward all my sleds will be 4 stroke.  I keep my sleds a long time and use them in remote places and reliability is the top priority for me.  I wish BRP would offer 4 strokes in some of their off trail performance sleds like the backcountry. When if get my etec into the shop I will post back with the problem.  







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