November 24, 2005
For the past few years we’ve been telling you about how great titanium (ti) springs are, but we’re getting feedback that they do not last when used in primary clutches. They are awesome in suspension applications, but feedback from the field indicates they simply do not last when placed under torsional vibration loads (as found in clutches).
The springs are wearing away the inner coils at the ends of the springs, as evidenced by a little pile of titanium dust down in the belly pans. Primary springs collapse the ends of the spring first, and due to the torsional vibration loads the springs are wearing away the coils where the contact is occurring. The wear can be witnessed on springs after only 500 miles or so. We have springs with these flat spots on the coils.
We’re told this is why none of the performance shops are using them any longer, and existing stock is being blown out at ridiculous prices. We’ve heard there may be some design changes occurring to remedy this situation, but we have no experience with the so-called revised designs. If any of these “new†design Ti springs remedy this situation, we’ll let you know.
For now, stay with shot-peened chrome-silicon wire springs; they’re not perfect, but they’re the best proven method we currently have to work with.
Read the more recent report on this topic from the Jan/Feb 2006 issue
November 24, 2005
A number of you observed we really like the new Arctic Cat Crossfire. Yes, we do. The consensus of our test staff was, “This is the first Firecat that we’ve truly felt was a better all-around machine than our first ZR 900.†This speaks volumes.
However, a number of you complained about the lack of reverse, mechanical or push-button electronic. There are a number of aging riders who simply won’t buy a sled that does not have reverse capability, regardless of how great the rest of the sled is.
We hear you.
Past that, the ability to carry gear and extra gas is paramount in selection for a long-distance touring or cruising application, and the Crossfire provides ample cargo capacity. You can load up the storage compartments with food, water, gloves, tools, and gas for multi-hundred miles rides. And the biggie – the riding position. We knew the M7 was on the right track, and the Crossfire brings the ergonomic advantages of the M7 to the trail. Tall riders will feel more at home on this platform than any other.
One observation was, in comparison to the Renegade, that it needs an integrated spare fuel tank like a REV, but the Crossfire carries the extra two gallons in the main tank!
We’ve also learned more details of the current production run of Crossfires; the gearing of the initial (pre-production) January build units was fairly tall (65-55 Diamond Drive) but this was reduced to 60-60 for the February build units and this is what the current build comes with. The first units were a bit sluggish down low in sticky or deeper snow, so this is a welcome change.
Some early units had coupler blocks and some didn’t; all current build units do have the coupler blocks installed as a method of adjusting the weight transfer and maintaining ski pressure.
There has also been a change in the coil springs on the front suspension and in the sway bar to the units currently in production; early (January and February) units had dual-rate 60-120 front springs with a 1/2†sway bar; this has been changed to straight rate 120 pound springs and a slightly softer 7/16†sway bar to help carry the front end a bit better. The dual-rate springs were awesome on flat smooth trails, but the rest of the time the straight rate springs were a better choice.
November 24, 2005
For almost ten years we have been weighing our sleds with all of the gas and injection oil removed. While more difficult than simply filling them up and weighing them, we have done it this way to avoid providing an incentive to manufacturers to install smaller gas tanks in an effort to make their sled “look†lighter than the competition.
Now with the introduction of 4-stroke models, we have been troubled by the removal of injection oil from the 2-strokes but leaving the oil in the 4-strokes. This really isn’t a fair way of comparison. Yet, we don’t want to provide a method of manipulating the numbers with smaller fuel tanks.
In our last issue, we presented two sets of data – one set using our “old†traditional method of weighing sleds, and a second set with all of the mountain sleds fully loaded. After much discussion, we now believe it would be of service to all involved to, from this point forward, present sled weights as fully loaded with gas and oil, but only if the fuel tank capacity is stated. AND, this will be a measured fuel capacity, from completely empty to the bottom of the filler neck; not the “rated†capacity as provided by the OEMs.
We believe that by providing the data in this manner you will get a better understanding of the actual real-world weight of each machine and performance capability. For those of us who value fuel capacity so highly, we will ONLY run sled weights with fuel capacity. About the only problem with this method is the data will not be a direct comparison to our previously published weights. Not perfect, but it should be the more accurate comparison between 2-strokes and 4-strokes. The one who provides the least weight and the greatest range is the winner in our minds.
November 24, 2005
Dale Fett of Fett Brothers Performance in Frazee, Minnesota provided the following insight in regards to the new carb inserts (VIPs) from Thunder Products.
“We tested the VIP carb units from Thunder Products in two different snowmobiles; a 2002 Arctic Cat 800 twin and a 2003 Ski-Doo 600, with both sleds having over 2000 miles prior to testing.
The Cat had exhaust probes and showed a rise in temps at idle of about 200 degrees. When accelerating with VIP units, temps climb much faster toward optimum operating temperatures and do so smoothly. Without the VIPs, the temps rise and then fall slightly as they finally stabilize at wide open throttle. With the VIPs, jetting has to be richened slightly in the low to mid range circuits for safe engine performance.
Both sleds showed no noticeable gain in a standing drag race from a closed throttle to wide open. Instead, the gain showed up in trail type riding conditions, the typical on-and-off throttle as the sled is driven from corner to corner or bursting through rough ditches. Here is where the difference is felt as the sled runs crisper, has more throttle response and accelerates harder.
The second advantage we saw was a cure for erratic idle that most current sleds (with TM flatslide carbs) seem to exhibit today. On a stock sled after coming to a stop the idle likes to run high then settle down. With the VIPs in place the idle would drop to standard rpm and stay thereâ€.
November 24, 2005
A number of Yamaha 4-stroke riders commented on the lack of mention of the cost of injection oil and oil loss characteristics of 2-strokes vs. 4-strokes. One Yamaha RX Warrior rider stated, “A 2-stroke takes a quart of injection oil (expensive synthetic stuff now days) about every 90-150 miles. A Yamaha 4-stroke at most will burn 1 quart every 1,000 miles. Even when you factor in oil changes and filters, the cost of operation of an oil injection 2-stroke is much greater, even if the fuel economy is similar.†We agree that this is a valid point.
Another stated, “With a 2-stroke, 100% of the oil is consumed, making it a 100% oil loss system. On a 4-stroke, even if you use a quart every 1,000-2,000 miles, the majority of the oil is captured during the oil change. The amount of lubricating oil being placed into the environment is much less.†Another valid point.
November 24, 2005
One of the concepts that busy lifestyles seem to overlook is that of “balanceâ€. Think of it as a “give and takeâ€, where one needs to balance their taking and consuming with giving and producing. If everyone was a “takerâ€, who would do all of the giving?
This fundamental principal applies to snowmobiling. Every time we ride a groomed trail, a club spent hours brushing, grooming and maintaining it for your enjoyment. But what did you give in return?
Most riders believe it is their tourism dollar that is their form of “givingâ€, or their trail permit that should be enough. Fact is, these dollars don’t make it often enough to the club who does all of the work. They need you on THEIR membership list. Are you?
Why is it so many snowmobilers do not belong to a local snowmobile club of any sort, either where they live or ride? Nor do they belong to a state snowmobile association. Nor do they belong to a fight-to-ride group or land use group, like the Blue Ribbon Coalition. With the amount of money invested in the toys, wouldn’t you think each and everyone of us would be doing everything possible to ensure the continued access to the land and trails we hold so dear to our hearts?
Here’s our challenge; every one of us needs to increase our memberships in all of these organizations. Strength is in numbers, and snowmobilers are grossly outnumbered when it comes to political issues that are dealt with on a daily basis by all of these organizations
Further, each of us needs to lean on our riding buddies to do the same. Anytime you go somewhere and enjoy the land or the trails they have to offer, it is the LEAST you can do to join their club. Clubs are not for the locals only, they should be joined by everyone who rides in that area! You may not be able to volunteer your labor to help maintain and groom the trails, but you can sure show your support in the form of joining and contributing.
Ideally, it could become near cult-status to be a member in more clubs than anyone else you know. This should be sheik, a cool thing to boast about, that you are such a staunch supporter of your sport that you belong to clubs in four or five states! Don’t stop with the local clubs, join the state snowmobile associations also. They need your name on a “paid†list to demonstrate their support in their political battles, fighting to keep the land you use open for future generations. They also need your money to fight the mounting legal battles against well-funded city-slickers who don’t have a clue what really happens in the forest, but are so gullible to contribute to every “save the forest†campaign that shows up in their mailbox or at their door.
Most local club memberships amount to a measly $20, as do most state associations. If this is too much to ask for to support the club that grooms the trails you ride on, then maybe you shouldn’t have bought such expensive equipment!
I can already hear the whiners now. “We already pay registration fees, gas taxes, and we spend gobs of cash in their communities at the motels, food & drink establishments and on gas. They already get a bunch of our money!†Do you really think much of that cash ever sees the clubs and state associations we’re talking about? Yes, gas tax revenues and trail permits do end up fueling the grooming funds in many areas, but with something like only 3% of northern states’ populations involved in the sport of snowmobiling, those who support us and provide the path of enjoyment for all of us need our help. Yes, you spend a lot of money on this sport already, but an attitude of complacency is only going to catch us all flat-footed. When you pull up to your “favorite trail†only to find a “closed†sign on it because some new landowner shut us out, don’t complain. Don’t complain when a law is changed regarding where and when we can ride. It happened to personal watercraft, and it can happen to us. Curfews are already being imposed in some areas, how far behind could outright closure be?
If we can afford all of the cash it takes to buy our adrenaline-infused toys, then we can squeeze out a few extra bucks and add our names to the lists of those who are doing their part. Clubs could provide stickers or something that could be worn or displayed like stars on a general (remember all of the club patches riders used to sew onto their nylon suits back in the late 60s & early 70s?). He who wears the most stars should be held in high regard, as they clearly care for the future of our sport enough to take the time and effort to be counted.
I’ll be the first to admit that local clubs really don’t do a great job at making visitors aware of who they are and how to join, but stop in and talk to any of the businesses who are map advertisers and they usually will know the info you are seeking.
It is the hard-cores, the readers of SnowTech, that continue to provide the fuel for the fire in this sport. SnowTech readers are the ones who continue to buy new sleds, regardless of what they see outside their windows at home. We know there is good snow somewhere, and we’re willing to go find it. We truly are a special and unique group, and we need to flex our muscle and show everyone just how special we really are. Don’t be a cheapskate or freeloader. An investment in our clubs and associations is an investment in our own future and the future of this sport.
November 18, 2005
….The 1984 John Deere Sprintfire claimed a dry weight of only 334 pounds (!) using a direct-drive system that eliminated over 40 parts. This was the only liquid-cooled direct drive sled on the market, powered by a 340cc engine, making it the lightest liquid-cooled sled on the snow at that time.
November 15, 2005
Oval racing has had its ups-and-downs over the years due to an array of circumstances, not the least being politics. Oval racing has always risen above the destructive forces that get in the way. There is no substitute for the high-speed, heart-stopping show found only in oval-racing. Oval racing remains the most dramatic and exciting form of snowmobile competition. That’s why it will always be at the forefront of fan interest. After all, it is the “Indy Racing†of snowmobiling.
A new program has emerged to enhance the oval racing scene. The collective efforts of Millennium Technologies, V-Force Reed Valve Systems and the race-tracks of “Beausejour,†Plymouth,†“Eagle River†and “Valcourt†brings back to the mix a component that has been missing on the circuit. It is called the “Oval Challenge.†This joining of forces to provide more prestige and money to the race driver at these top race sites will carry profound benefits to the oval racing world and racing in whole. Racing can never be successful without the commitment of those who provide the ways and means that keep it moving forward.
These are the components of the Oval Challenge:
All four promoters will put up $2,500 for the race at their track to be paid out in separate checks from any other purses. Classes will be Pro Stock 600 and Pro Champ. Payout for the Pro /Stock 600 would be first-$500, second-$300 and third-$200. The pay out for the Pro Champ would be first-$750, second-$500 and third-250.
At the end of the fourth race, high points would be tallied up and the top three in each class would divvy up $15,000. That pay out would be Pro Stock 600 first-$3,000, second-$2,500 and third-$1,000. Pro Champ pay out would be first-$4,000, second-$3,000 and third-$1,500.
The point system will be first-10 points, second-9 points, third-8 points, fourth-7 points, fifth- 6 points, sixth-5 points, seventh-4 points, eighth-3 points, ninth-2 points and tenth-1 point. Points will only be tallied on class finals and participants must run all four races to qualify.
Participants must have both sponsors’ logos on the hood of their sled. The pay out will be at the winner’s association year-end banquet.
Move over race world, Captain Oval is coming back with vim, vigor and a new incentive; decorated with dollars.
November 2, 2005
For 2006 Arctic Cat is returning to the track with what they hope is the toughest, most durable Sno Pro 440 to date. The 2006 Sno Pro 440 claims to deliver an unmatched power-to-weight ratio in a chassis that will provide better cornering and suspension capabilities. Arctic Cat race engineers have been working non-stop to refine and improve the components that win races.
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Key Features include:
*An all-new, three position, adjustable steering post angle allows two forward positions for racer comfort and mobility.
*Suspension components have been upgraded in the front and rear which increase handling capabilities in rough terrain.
*Quicker throttle response, enhanced bottom end, and increased horsepower throughout the engine’s power band.
*Multiple areas of the chassis, engine, and suspension components have been strengthened for race-after-race winning longevity.
*The front and rear arm shocks, have been separated for quicker valving calibration changes, and offer more external adjustability
Chassis/Suspension Features:
*Front spindles have been revised with a stronger extrusion for the ultimate in durability.
*Front end steering support down tubes have been added to increase strength and reduce front end chassis flex.
*New Fox Float ski shocks have a larger air chamber and different valving code. Running a higher air pressure results in carrying the sled higher and also allows the shock to stroke deeper into the travel.
*A new center link has been added to the steering system that reduces flexing of the steering (bell crank) tubes. Front ski alignment will be more consistent and steering will be more precise.
*The front upper a-arms have been improved for strength with a new cross brace that minimizes flexing.
*Rear shocks are new. The front arm shock is compression adjustable and has position sensitive valving. End result is a plush initial ride and improved bottoming control. The rear arm shock has compression and rebound adjustability for the ultimate in fine tuning.
Engine/Drivetrain Features:
*440cc engine with revised intake flanges, V-Force reeds, and a new boost bottle, provide quicker throttle response, enhanced bottom end, and increased horsepower from low to high end.
*New TEAM Industries slip gear reduces the peak shock loads to the drive system, which increase the chain and drive system life.
*The TEAM Industries driven clutch has been lightened for less rotating mass.
*Refined chain tension pad has more initial sur face, which reduces the amount of pad wear.
*A new plate brace has been added to the engine to reduce movement and relieve stress on the engine mounts. It also improves clutch alignment consistency and decreases premature drive belt wear.
*A revised muffler exhaust outlet decreases engine bogging while landing in deep holes or whoop sections
November 2, 2005
***After reading this article, be sure to read Diamond Drive Service CAUTION***
With an increasing number of Arctic Cats now fitted with the radically-different Diamond Drive gearbox, the number of questions and curiosity surrounding these units is increasing.
First off, about the only service the units should require is to drain and replace the lube in the gearbox. This should be done, at a minimum, annually (once a year). When performing this service, we want to carefully measure the amount of fluid that is drained and to inspect the fluid so we can determine if there is moisture entering the case. Ideally there should only be three ounces of lube in the case; some units could have slightly more, but anything over four ounces can cause problems.
You can get the lube right from an Arctic Cat dealer, or better yet you can get an entire kit from the designers of the Diamond Drive system, Black Diamond. Their lube kit, that includes a precise amount of higher-quality synthetic lube than what Cat uses, along with a new o-ring for the drain plug and a tube of gearbox sealant so you can remove the cover and perform a full inspection. (Do NOT use chaincase lube or you will pay dearly for that mistake!)
If all you want to do is replace the lube, you can do that, too. Flip the machine up on it’s right side and you will find a drain plug on the lower rear of the gearbox behind the drive shaft up inside of the tunnel (on the first year ZR 900s it’s down under the secondary clutch on the other side of the gearbox). Have something ready to catch the lube (a measuring device like a Ratio-Rite works good) and remove the drain plug. Once all of the lube has drained (it is slow to drain, as the gearbox is vented through the airspace around some of the threads) you will want to measure the oil once it is done draining as this will indicate if we are losing fluid through a leak (this happened to one of our 2006 Crossfire 700s).
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We’ve heard a number of units may have seals that were installed backwards during assembly at the factory. This can allow water to enter the gearbox, and can lead to problems like what we experienced on our 2005 F6 this past season – “freezing” of the gearbox when it gets cold. It could also lead to excessive pressure in the gearbox, causing a “hydro lock” and, of course, rust. If the lube has a yellow appearance to it, there very likely is water entering the gearbox.
Once the lube is completely drained, place the sled on it’s left side. Here is where the trick starts – you will have to put a hose on the bottle if it is not equipped with one, and direct it into the hole. Don’t spill any, if you do, determine how much you spilled and only add that much. Do NOT overfill the case, this will cause big problems! Replace the plug and you’re done.
We’ve also heard a small number of units slipped out of the factory with zero lube in the gearboxes. If you got one of these, you wouldn’t have made it more than a couple of miles and the gearbox would have failed. But if you picked up a 2005 unit and haven’t used it yet, it would be wise to verify there is actually fluid in there before blasting off on your first ride, only to be seriously disappointed. Granted, not many units got out with this condition, but strange things happen when we’re talking about mass production on an assembly line.
You can also upgrade many of the secondary clutch components with higher quality, better fitting and more secure components from the aftermarket. Both of the threaded plastic adjusters that fit into the secondary can be replaced with billet pieces that will not move or break like the plastic pieces, providing more security to the belt fit. Realize the outer piece has left-hand threads on some 2005 and all 2006s, while the older units had right-hand threads (less secure due to the direction of rotation of the clutch).
Special thanks go to Black Magic Racing and Black Diamond for their assistance in preparing this article.
***After reading this article, be sure to read Diamond Drive Service CAUTION***
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