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Renegade Track / Clutch/ Gearing Opinions


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#1 Hermit

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Posted 10 March 2020 - 08:50 AM

So I plan to upgrade the track, gearing and clutching on my 2016 Renegade Sport. The long term goal is to improve overall off trail performance here in the U.P.

The following is a short list I what I am thinking of doing based on talking with other riders and reading reviews here.

What I would like to hear is your opinion and/or pointers on what I am planning, if you think there is a better option I would love to hear it.

 

1. Track upgrade: I have a lead on a good used 146"x2.26 ported track. If I go this route I would be looking at Ice Age rails to extend to 146".

Is there anything else involved with the rail swap or will my existing 137 skid components bolt right in?

Would I need to (or should I) upgrade rear wheels at this time?

Do you think I would see a significant difference with the 146x2.25 track vs just staying at 137" and buying a new 2.313 track (if it would fit)?  Personal experience would be great to hear.

 

2. Clutching: I am pretty set on installing the DJ kit for this upgrade.

 

3. Gearing: I will be honest. I have never messed with the gearing on any of my machines.

What would be the recommended gearing for the 146"x2.25 track?

What would be the gearing for a 137x2.313" track

 

Overall, I know I could sell this machine and get a summit, but I would rather upgrade the machine I have and like.



#2 SoloSldr

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Posted 10 March 2020 - 05:31 PM

I looked at options for extending the SC-5M in a Tundra Sport a while back. It's a semi odd duck skid. Not a lot of options. Ice Age said rails would be around $1200 but I don't remember if I had to send them stock rails to copy. Extensions from Tracks USA might be possible. You'll have to be looking at their pics on Doo page with your skid in front of you. A couple of them look close to matching the rear of your rails and they weren't much help on the phone. Look up Summit Sport gearing or even a little lower. Even the 137x16x2.3 would be a blast with that gearing. More of a 'hair on fire' riding style! You can address the 42" front end and skis after you work out skid selection....



#3 TrevorG1991

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Posted 20 August 2020 - 12:08 PM

So i had the same plan before. 09 renegade x 800, 137 x 16 x 1 3/4 track. I wantrd to go to 146 x 16 x 2.3 to upgrade cause i love my renegade. I bought used ice age rails nd a brand new 146 x 16 x 2.3 track. I was gunna do the swap but then i changed my mind an sold the parts an left it stock.... i ended up buying a 09 summit 163 x 2.25 instead with a blown motor... put a new short block in an was good to go.... the reason for this ws i wanted to keep my renegDe for the praries but also wanted a cheaper mountain sled for the mountains too. I really like the xp models. The track upgrade woulda worked for the renegade but i decided to have 2 sleds compared to 1😎

#4 TrevorG1991

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Posted 20 August 2020 - 12:10 PM

then also didnt havr to worry about changin gears an clutching all th time too

#5 Dynamo^Joe

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Posted 02 September 2020 - 11:55 AM

A Rene 600 sport has about 106hp, tops.  Going to the longer track, you have to gear lower to pull all the muscles out of the lil' 600carby.
Regardless of (146 x 2.25) or (137 x 2.25) you should be at least 19-45 gearing, and this is if you are doing a bunch of trail riding.
The summit 600 carb x 146 has 19-49 gearing.

19-45 will give you 81mph
19-49 will give you 74mph
...but once you start to get a taste of the longer track and have more confidence going in the snow where you dint before, then for sure go 19-49, heck, I'd even go 19-51 with a 106p chain for 71mph maximum speed.  Then you'll say "holy s4it" in the snow for a lil' 600carby.

Price out another sled, what is that value?
Price out the rails, track, gearset, clutch kit and it should overcome the cost of an update sled; but in the end, its what your sledding objective is for the sled you'll own/mod out, etc.

...plus with a Rene, you have the wider front end which is less fun carving in the snow than a 36" summit front end.



#6 Hermit

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Posted 14 September 2020 - 11:05 AM

So  I listened to what DJ said and looked into what it would cost to get to where I wanted to be with my renegade.... and guess what, I decided to sell it and look for a summit.

Long story short, I posted the sled and it sold right away so now I am looking for a Summit 800 etec.

So after snooping around and checking ads I have a few questions.

1. What years of the 800 etec should I stay away from? I was looking at some from 2011 to 2015?

2. Anything wrong with the early years of the 850?



#7 Dynamo^Joe

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Posted 15 September 2020 - 04:10 PM

I would only touch 2013~newer for a summit 800 because of the improved stator guts underneath the flywheel.  (Still though, some 13 stators burned up, but not like the ugh...12's)

13 to finish x 800e are pretty good for the most part.  Parts failing I seen and personal firsthand knowledge were fuel pressure regulator itself, fuel pressure regulator hold-down clamp, fuel pump, 14's having sticking rave valves, but more than likely if you found a 14, it had warranty update on the sticky rave valve solution.  15's had improved reed valves.

 

For the G4 summit, go into the G4 summit section and search.    My 2017 x 850 had the cracked bulkhead, wire harness problems, coolant temp sensor wires broke, pto then mag side piggyback injector wires breaking at the unit, chafed wire harness from too tight of ty-raps.  2x on the electric starter bendix; (this is fkin near a $700CDN fix at the dealer each time) if the engine does not have the pull recoil, I very much recommend to spend the $-raha-$ on the pull start kit and then you won't have down time because of it.  Engine mount updates, gearing updates.  Really, if you found a 17, its high probability all what's gone wrong with it has been fixed. (except for maybe the starter bendix) I hammer my 17 and its a fkin joy to drive.



#8 Daag44

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Posted 15 September 2020 - 07:53 PM

I am going to tell you guys a little secret. Clutch tuners typically know what MY perform (MY = Model Year). They have to, because their products depend on it. I learned this years ago when Dynamo^Joe put up a lot of SDI stuff on his web site, and the only one who has that I know of. So when I am reading his posts, you can bet that I am following.
 
I may be several years behind the 800R E-TEC, but I know 2013+ is the way the go. My own experience stops at MY2016 which was a powerful MY. This has me wonder if the 2016 to the 2018 would be a better bet. So if I were to hazard a guess on the best 800R E-TEC, it would be a 2016-2018. The 800R E-TEC didn't just happen, it went through nine model years! 2010.5 to 2018.
 
I wish that I knew the difference between a 2016, 2017 and 2018 800R E-TEC. But that's where the clutch tuners come into play, because that's what they do, test, test, test.
 
The too tight tie-wrap mentioned on the 850, was a problem that I first saw in a wiring harness of the 1000 SDI for the eRAVE, then the 600/1000 SDI injectors, and last was the 800R E-TEC! These are only the tie/wrap problems that I witnessed first hand. From what I followed on DooTalk and directly from owner experiences, the 850 didn't escape this problem.

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 Turbo?
850 Cente 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 experience
BUDS 3.3.0 won't connect to SDI
BUDS not connecting to HO or SDI - Try a CanDoo
CVT efficiency - BlueMax
Deep snow intake for XP chassis
Diagnoses
E-TEC 600HO Clutching
E-TEC Oil Pump
E-TEC Dial-A-Jet
E-TEC Electric Start troubleshooting
E-TEC Engine Management
E-TEC Stator fault codes P1562 or P1563
E-TEC Capacitor Charge Hold Test and Residual Voltage Test
E-TEC Voltage Rectifier Regulator troubleshooting
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 ?
G4 Clutch Alignment, Engine Movement, Sheave Runout and Clutching
GNR CVT Alignment for the G4
Grip N Rip Clutch Alignment testing
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
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
Oil versus Fuel consumption
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
Stator testing for E-TEC using a T harness/Bridge
Stator testing for 1200 4-TEC
Stator replacement for a 1200 4-TEC
Suspension Adjustment
Triples - Coolant Pump Assembly
Y-Pipe bolts loosening fix


#9 Daag44

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Posted 15 September 2020 - 08:24 PM

Going to a Summit might be the best way to go. For my local ground cover, a 146" x 2"+ is the way to go. To make use of a 154"+ we need to trailer to the northern regions like Mont Valin and Gaspé. There is a balance between need for deep snow and fun with lower snow accumulation. For my local neck of the woods a 146" is a no brainer, and the paddle counts the most. No one of my local group have under 154" except for one BCX who went for 100 to 50/50, but none of them ride locally anymore. 2018 was a strange year for me to see everyone disappear from the trails - poof - gone. It was like what the heck just happened?


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 Turbo?
850 Cente 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 experience
BUDS 3.3.0 won't connect to SDI
BUDS not connecting to HO or SDI - Try a CanDoo
CVT efficiency - BlueMax
Deep snow intake for XP chassis
Diagnoses
E-TEC 600HO Clutching
E-TEC Oil Pump
E-TEC Dial-A-Jet
E-TEC Electric Start troubleshooting
E-TEC Engine Management
E-TEC Stator fault codes P1562 or P1563
E-TEC Capacitor Charge Hold Test and Residual Voltage Test
E-TEC Voltage Rectifier Regulator troubleshooting
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 ?
G4 Clutch Alignment, Engine Movement, Sheave Runout and Clutching
GNR CVT Alignment for the G4
Grip N Rip Clutch Alignment testing
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
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
Oil versus Fuel consumption
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
Stator testing for E-TEC using a T harness/Bridge
Stator testing for 1200 4-TEC
Stator replacement for a 1200 4-TEC
Suspension Adjustment
Triples - Coolant Pump Assembly
Y-Pipe bolts loosening fix


#10 Hermit

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Posted 17 September 2020 - 11:31 AM

Thanks for the info Daag and DJ.

This is exactly what I needed to hear.

So I will look for something in the 2013/14 or newer for the 800.

What is high mileage for these motors?

While shopping around I have been seeing anything from 2000 miles to about 6800 miles.

What mileage should I stay away from? Or should I plan for a rebuild with the higher mileage ones.

thanks!



#11 Daag44

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Posted 18 September 2020 - 05:15 PM

What is high mileage for these motors?
- I would say 8,000 miles is getting up there.
 
What mileage should I stay away from?
- Anything that gets too close to 8,000 miles.
 
Or should I plan for a rebuild with the higher mileage ones.
- Yes, exactly.
 
 
I like to think they can easily reach 10,000+ miles, but at one point it becomes a hit and miss. I find it too easy to miss a long list of things that can go wrong. With a used sled there is no telling what went wrong or for how long before it was addressed. For an original owner who had good luck may find 8,000 miles is too low. For others it was repeated failures around  5,000 miles that drove them to four strokes.
 
I used to have a number of links in my signature that referenced the longevity of the 800R E-TEC. There was really good stuff in there, but I tore it down because there were far too many low mileage failures that presented a disparity between fear and confidence. Some of it gets really complicated too. The chances of reaching high mileage with no issues is proportional to the mileage and number of storage seasons.
 
The longevity is for the most part proportional to the technical know how to recognize, prevent and solve problems early.


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 Turbo?
850 Cente 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 experience
BUDS 3.3.0 won't connect to SDI
BUDS not connecting to HO or SDI - Try a CanDoo
CVT efficiency - BlueMax
Deep snow intake for XP chassis
Diagnoses
E-TEC 600HO Clutching
E-TEC Oil Pump
E-TEC Dial-A-Jet
E-TEC Electric Start troubleshooting
E-TEC Engine Management
E-TEC Stator fault codes P1562 or P1563
E-TEC Capacitor Charge Hold Test and Residual Voltage Test
E-TEC Voltage Rectifier Regulator troubleshooting
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 ?
G4 Clutch Alignment, Engine Movement, Sheave Runout and Clutching
GNR CVT Alignment for the G4
Grip N Rip Clutch Alignment testing
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
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
Oil versus Fuel consumption
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
Stator testing for E-TEC using a T harness/Bridge
Stator testing for 1200 4-TEC
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 18 September 2020 - 05:35 PM

If you have any other questions on the basic stuff, this is the time to ask. I do not know anywhere near what the certified BRP techs know as they work on them every day. Although two strokes are not for everyone. Some techs need a transition phase between ATVs and Snowmobiles before they get into the groove of it, while for other techs it is a passion. As long as you are willing to do the leg work, there is very little you can't do. Most of it is in concepts and approaches.


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 Turbo?
850 Cente 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 experience
BUDS 3.3.0 won't connect to SDI
BUDS not connecting to HO or SDI - Try a CanDoo
CVT efficiency - BlueMax
Deep snow intake for XP chassis
Diagnoses
E-TEC 600HO Clutching
E-TEC Oil Pump
E-TEC Dial-A-Jet
E-TEC Electric Start troubleshooting
E-TEC Engine Management
E-TEC Stator fault codes P1562 or P1563
E-TEC Capacitor Charge Hold Test and Residual Voltage Test
E-TEC Voltage Rectifier Regulator troubleshooting
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 ?
G4 Clutch Alignment, Engine Movement, Sheave Runout and Clutching
GNR CVT Alignment for the G4
Grip N Rip Clutch Alignment testing
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
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
Oil versus Fuel consumption
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
Stator testing for E-TEC using a T harness/Bridge
Stator testing for 1200 4-TEC
Stator replacement for a 1200 4-TEC
Suspension Adjustment
Triples - Coolant Pump Assembly
Y-Pipe bolts loosening fix


#13 Daag44

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Posted 18 September 2020 - 05:51 PM

If you ride at higher throttle, the 2015+ may be a better bet as it got a revised 3D mapping for the exhaust valves. See below for the links and excerpt to a Snowtech article.
 
The earliest production 2015s had cold start plug fouling issues with a colder 8 series plug. I never did figure what was up with this change, because all model years of the 800R E-TECs stayed with the same  7 series NGK PFR7AB. This was followed by an updated map to address the cold start plug fouling issue that can be found at the dealer under Warranty Bulletin 2015-9 for trail sleds & 2015-11 for the Summit and Freeride. I don't believe it will be an issue, so just an FYI  that shows there were changes to later model years.
 
 
RAVE power valves as the transition from stage 2 to stage 3 is smoother and more linear
https://www.snowtech...tec-first-test/
https://www.snowtech...le-test-report/

The running quality of the 800R E-TEC was what we instantly noticed had been improved, yet again. It runs smoother and quieter. We suspect there have been some programming changes to the three-stage RAVE power valves as the transition from stage 2 to stage 3 is smoother and more linear, more predictable and more controllable. The engine just seems to run even smoother and quieter, and with the more linear throttle response it is even more refined than before. For those who know how the 800R E-TEC runs, you will be able to tell the difference in only a few short miles.


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 Turbo?
850 Cente 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 experience
BUDS 3.3.0 won't connect to SDI
BUDS not connecting to HO or SDI - Try a CanDoo
CVT efficiency - BlueMax
Deep snow intake for XP chassis
Diagnoses
E-TEC 600HO Clutching
E-TEC Oil Pump
E-TEC Dial-A-Jet
E-TEC Electric Start troubleshooting
E-TEC Engine Management
E-TEC Stator fault codes P1562 or P1563
E-TEC Capacitor Charge Hold Test and Residual Voltage Test
E-TEC Voltage Rectifier Regulator troubleshooting
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 ?
G4 Clutch Alignment, Engine Movement, Sheave Runout and Clutching
GNR CVT Alignment for the G4
Grip N Rip Clutch Alignment testing
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
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
Oil versus Fuel consumption
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
Stator testing for E-TEC using a T harness/Bridge
Stator testing for 1200 4-TEC
Stator replacement for a 1200 4-TEC
Suspension Adjustment
Triples - Coolant Pump Assembly
Y-Pipe bolts loosening fix





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