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The Unseen Photos – The Untold Stories 1967-1972
212 pages of history captured on camera from the golden years of snowmobile racing. The 4th book in the series, we go back to the beginning and revisit the Early Years of snowmobile racing, uncovering stories never before told and photos that have been hidden for decades. Be one of the first to receive this great new book. Order yours today! Shipping in Late July.
Polaris has determined the fuel pump sender units on all 2005 & 2006 big block 755 & 866 (700 & 900 Cleanfire models) can deteriorate. The deterioration can allow small particles to contaminate the fuel system, including the fuel filter and injectors. This could cause reduced performance, and/or engine damage.
Polaris has developed kits to remedy this situation. All models get a new fuel pump sender unit, and some models get a new fuel filter as well. Owners of these machines should have the appropriate kit installed to prevent fuel system contamination.
Have you ever experienced where your sled bogs when you go off trail into deep snow conditions? As long as you’re running on the trail, it runs fine, but off into the powder and the problem occurs.
Solution? This can be caused by a number of things, but the first thing the gang at Starting Line Products asks is, “Are your exhaust joints sealed with a high temperature silicone, including the silencer-to-bellypan outlet?”
What they have found is the majority of riders are not sealing the silencer outlet to the belly pan. The sleds don’t come this way from the factory, it is something that you have to do additionally. When you run in deep snow, the silencer outlet can get capped (momentarily blocked) off by snow and the exhaust comes back in under the hood. You’d be amazed at how this happens in deep snow, where the spent gasses take the path of least resistance – often up through the airspace between the outlet and the hole in the belly pan.
The exhaust gases are then sucked into the airbox because, in deep snow, the air intake is often partially plugged with snow and the air box vacuum will increase. This exhaust gas has no oxygen in it and thus will not burn. The engine will immediately go rich and the sled will bog.
Sealing the exhaust at all joints and at the silencer to belly pan connection will correct this problem. SLP recommends Permatex brand “Ultra Black†silicone part number 589B, which can be found at most automotive parts stores or can be purchased directly from SLP. As simple as this may sound, it can make all the difference between a good ride in deep powder or a terrible one.
Some owners of the 2007 Summit models fitted with the 800R engine package have experienced a variation in operating RPM and poor backshifting. It has been determined that some of the clutches are binding, both secondary and primary.
In the secondary, a small number of cams could have an outer diameter larger than specification, leading to binding and poor shifting characteristics. In these cases, replacement of the cam is suggesting to eliminate the binding.
In the TRA primary, it has been found that some of the rollers are seizing due to the increased temperatures experienced in some riding conditions. A small number of spider sliders have also been found to be larger than specification, requiring replacement. Dealers that encounter units that exhibit a fluctuation in operating RPM will inspect the primary for freedom of movement of the spider and the rollers. Rollers should be replaced if seized, sliders replaced if binding, and a new spring installed that is less sensitive to friction changes due to temperature. It is important for the rollers and spider to move freely, or shifting characteristics of the TRA will be compromised.
A number of owners of 2007 Yamaha Phazer models have encountered the high coolant temperature indicator coming on, at times when it may not seem appropriate. Usually, this is caused by a build-up of ice at the front heat exchanger, creating a “cave†between the heat exchanger surface and the ice which prevents cooling snow to contact the heat exchanger.
To date, owners who encounter this situation simply tip the sled up and knock out any ice accumulated between the track and the heat exchanger, let the unit cool for a couple of minutes to normal operating temperatures and away they go.
One possibility is to install the radiator fan that comes standard on the Phazer Mountain Lite and the Phazer Venture Lite models. We’re told the ($192 retail) fan just plugs right in to existing wires and helps to keep the coolant temps lower. Those who are knocking the ice out too often for their liking should consider this.
When adjusting the belt deflection and ride height of the drive belt on most of the new Arctic Cats fitted with the ACT drive, you need to add or subtract shims to the external adjuster at the end of the shaft. Problem is, if you want to tighten the belt or get it higher in the secondary, you will need some more shims.
Here are the part numbers for the shims that are offered in three thicknesses. Part # 0648-714 is for the 0.090†shims. Part # 0648-715 is for the 0.030†shims, and part # 0648-716 is for the 0.060 shims. They’re all priced at $0.89 to $0.99 each, so order several of each size for your clutch tuning and belt fit purposes.
Polaris is recommending the replacement of the ACS carb adapters on all 2006 600 HO models, as some of the original carb adapters are experiencing internal separation of the rubber from the bonded metal plate. Dealers have been instructed to replace all model year 2006 600 HO carb adapters with new-style carb adapters, part #1203447.
A number of 2007 Yamaha Phazer models may display an “88†error code, along with the warning indicator and the engine light. This indicates an open or short in the wiring of the reverse indicator switch. The machine can also turn on the reverse light and beep (like it is in reverse) although the machine is clearly moving forward. If this condition exists, reverse gear cannot be selected until the error code is not displayed.
Yamaha has identified a routing issue with the wiring for the reverse indicator switch, as a small number of units appear to have been assembled using a slightly different routing. Yamaha service should be able to assist dealers who encounter this situation.
The bolts that fasten the exhaust manifold to the cylinders may come loose on 2007 Ski-Doo Summit models fitted with the 800R engine. To prevent this from occurring, the bolts should be removed (one at a time) and have Loctite 272 applied, then re-torque to 124-142 inch-pounds.
We’ve encountered a number of riders who’ve been having tuning issues with their sled that have been caused by nothing more than a worn drive belt. We know that it is simple, but sometimes the simple things are what gets overlooked. It seems like some riders think that if the belt is still in one piece and not burned, it must still be good.
If you are experiencing problems with your clutching, eliminate the obvious and make sure you are using a new drive belt. Drive belts wear over time and as they do, the belt-to-sheave clearance and the belt deflection will increase. The belt may visually “look†good, but it can easily be worn (narrowed) to the point that it causes the system to act like it is starting out in “second gearâ€. One easy way to monitor this is to track the belt width. As the belt wears, the low end will become “soft” and the sled may struggle to pull peak rpm. Top speed will decrease and overall response will be reduced. Far too often tuners are running well-used drive belts and trying to tune the rest of the system to this worn component. Clutch and driveline tuning should always be done using a drive belt that is in very good (like new) condition. Otherwise, it could easily be a waste of your time and effort.