Can anyone (Bar??) explain what the numbers mean on primary clutch springs? For example, Dalton has a spring that is 120/230 vs Goodwin Spring 110/250. What is the diff? Thx,
Dalton Spring 120 vs Goodwin 110 means at compressed height of 60.6mm, the Dalton spring has 10lbs more pressure. Same again, Dalton spring 230 vs Goodwin 250 means at compressed height of 29mm, the Goodwin spring has 20lbs more pressure. Your looking at starting and ending compression of the spring. What this all means is the Dalton spring will have a slightly higher engagement than the Goodwin and the Goodwin spring will have a slightly higher finish rpm than the Dalton. Many different Tuning combination. I gave up on Goodwin because they could not supply the springs when needed. So I came up with another combination that works.Can anyone (Bar??) explain what the numbers mean on primary clutch springs? For example, Dalton has a spring that is 120/230 vs Goodwin Spring 110/250. What is the diff? Thx,
Care to share what helix angles were in setup #2?Here is the chart for better viewing.
#1 My Set Up #2 My Set Up #3 Competitors #4 Competitors
Notice how Tune #2, the MPH difference compared to the rest of the Tunes. Also how Tune #2 accelerates hard 0-60mph, shifts out, slows just a tad and then brings the MPH up and out MPH and accelerates the other set ups. I believe what is happening to the Competitors set up is, to aggressive Helix angle at the start loading the engine to hard in mid range once it starts to shift out.
From a standing start, you can really feel the difference with Tune #2 compared to the rest of the tunes. When the other Tunes are slowing in mid range, Tune #2 is taking off, real seat of the pants feel on test track. Now on the trail performance, I prefer Tune #1 over all, in the tight and twisties. It has great back shift and accelerates hard off from the corners from 20 to 60 mph and accelerates hard up to 80/85mph. Tune #2 works well on the trail, just does not have the fun factor (Snap/Jerk when accelerating), Tune #2 is faster and easier to go fast in the tight and twisties due to less track spin and lays the power down. With either Tune #1 or #2, I find I only use 1/4 to 1/2 throttle when accelerating through the apex / coming off the turn, it will pull the skis and rip. Tune #3 and #4 had great initial throttle response but lacked snap coming off from the corner. These are my results and opinions, your results and opinions may and will vary do to set ups and conditions.
I believe any one would be happy with any of the Clutch Set Ups tested compared to Factory Clutching. Just remember, on any given day, conditions, set up and driver, results can vary. Any tuner will tell you that you can lose 10mph from one day to the next and lose to your buddies do to conditions.
I installed the Dalton secondary and primary springs but left the weights stock. Did a couple short test runs. I get a jump to 8000 at initial WOT, then a solid 7800 on hard trail. Drops to 7500 in soft snow. Engagement is about 2500. I'm happy with the resultsI have the Dalton 120/230. I'll try it once the snow flies and post the results
Nice job on the venting, thanks for the info!During early Winter riding, I noticed an excessive amount of heat coming from the side panels. I researched a lot about venting and what other guys where doing. I decide to use Powair (Vacuum Operated Intake Vents). They come in 2 Inch and 3 Inch versions, I used the 3 inch versions. Of all the vents on the market, I liked these the best, from looks and function. I had to modified them to work in the side panels, due to side panel thickness (see photos). One of the performance shops performed a flow test on under hood temps with different vents and found some surprising results. They discovered the vents covered with nylon type material did not flow as much air as the ones with course screen and as a result, the vents covered with nylon type material, had much higher under hood temps. They also discovered that it was more important to get the hot air out by adding more vents to vent air out instead of adding vents to let more air in. They used temp guns to varafie the results. If I come across the post again, I will do a follow up and post the companies name. Link to where I purchased the vents: http://bikemanperformance.com/snowmobile/ski-doo/4-tec/powair-universal-intake-vents.html
Vent in Package.jpg
Powair Vacuum Operated Intake Vent as Package
Vent with seal.jpg
Vent with valve removed - Backside
Front View of Valve
I removed the rubber valve to convert the valve to a flow through valve, requiring no vacuum to open it.