1-4
TURBOCHARGING
Turbocharging is one method of compensating for loss of
air density that works extremely well when applied to
four-cycle internal combustion engines.
Exhaust gasses are directed through the turbocharger tur-
bine wheel which is attached to the compressor through a
common shaft. As the exhaust gasses spin the turbine, the
compressor is spun at very high RPM. Inlet air is drawn into
the compressor, compressed, and routed to the intake mani-
fold of the engine. Intake pressure, therefore, is maintained
at the optimum level as altitude or temperature increases.
The turbocharger output must be regulated to maintain the
optimum manifold pressure throughout the designed oper-
ating range. This is accomplished by regulating the volume
of exhaust gasses passing through the turbine by controlling
a diverter valve (waste gate) at the turbocharger turbine
inlet. At lower altitudes/temperatures, excessive exhaust
gasses are diverted past the turbine and into the exhaust
downstream of the turbocharger thus limiting the compres-
sor output to maintain correct manifold pressure.
As altitude increases, the manifold pressure is held constant
by diverting less exhaust past the turbine, thus increasing
compressor speed. This will continue until the waste-gate is
completely closed at which time manifold pressure will start
to decrease much the same as a normally aspirated engine.
The waste gate is controlled by a spring/diaphragm
mechanism that is connected to the intake manifold by an
air line. A mechanical linkage connects the diaphragm to
the waste gate control arm.
Air is heated by friction and compression through the turbo-
charger and air density is lost by heating the air; therefore, an
after-cooler is installed between the turbocharger compressor
and the intake manifold. This is an air-to-air after-cooler that
uses outside air directed through a radiator-type cooler to
cool the compressed air prior to entering the intake manifold.
SUSPENSION
The different riding styles of the individual operator, the
varying snow conditions, and the type of terrain are all
factors that affect the suspension at high altitude. Trail
riding versus powder snow riding versus combination
riding will all require different suspension settings.
The normal setting for front ski suspension is as little spring
pre-load tension as possible for powder snow riding allow-
ing the skis to float across the snow with the least amount
of resistance. Trail riding will require more spring tension
to carry the varying load more effectively. Many different
settings and spring tensions to consider exist when adjust-
ing for riding style and snow conditions.
The rear suspension has a number of spring settings that
produce different riding characteristics.
The front arm spring and shock will also affect the ride and
handling when either on a trail or in powder snow. A strong
spring setting on this shock will cause the snowmobile to
tend to “dig” more when riding in the powder snow rather
than climbing up on top of the snow. But, it will work more
effectively when riding on a trail. A softer spring setting
will allow the front of the rear suspension to collapse much
quicker and change the angle of the track to the snow. A
more gradual angle will tend to raise the snowmobile up on
the snow rather than digging into it.
Many possible variables and adjustments to the rear sus-
pension exist depending on snow conditions, riding style,
and type of terrain. These adjustments can be made to indi-
vidualize the snowmobile to the riding style of the operator.
M/XF High Country
As snow cover and riding conditions change, several dif-
ferent adjustments can be made to change the ride and han-
dling characteristics for operator preference. Located on
the front suspension arm are limiter straps. They limit the
amount of “fallout” the front arm can have. These straps
may be adjusted in or out due to conditions and riding
style. The more the straps are brought up, the more steering
power the operator has due to the amount of ski pressure.
Another adjustment that can be made on the rear suspen-
sion is the front arm shock spring tension. As trail condi-
tions change, the spring pre-load may be used to decrease
the chance of the front end “bottoming out.” With a stiffer
spring pre-load, the ride of the snowmobile will improve on
the trail but will affect the performance in the deep powder
snow. In deep powder snow, the stiffer spring pre-load will
cause the front-end to “dig” and possibly take longer for it
to plane off. Several different-rate springs are available for
different riding styles and terrain conditions.
On the standard models, the front shock springs are also
individually adjustable for the terrain conditions and
driving style of the operator. The spring adjuster has been
set at the factory so the correct amount of threads are
exposed between the spring adjuster and the shock hous-
ing as an initial setting. Additional ski pressure can be
obtained by tightening the spring tension; ski pressure
can be decreased by relaxing spring tension. Springs with
different spring rates are available for operator choice
and snow conditions.
A limit exists as to how far you can pre-load the springs
before “coil bind” takes effect where the wire on the
spring actually runs into itself and causes binding. Equal
adjustments should be maintained on both sides of the
snowmobile. On the Sno Pro models with air shocks,
they are individually adjustable for the terrain conditions
and driving style of the operator. The shocks are preset at
the factory (see chart) as an initial setting; however, it is
possible to “fine tune” the shocks to match the operator’s
weight, riding style, and terrain conditions.
Checking and adjusting air pressure must be done at riding
temperature (outside). Also, it is advisable to check air pres-
sure when the outside temperature varies more than 25°.
NOTE: Care should be taken to have equal pressure
in the ski shocks before operating the snowmobile.
Finally, track tension should be looked at to make sure that it
is within recommended specifications to affect the efficiency
of the snowmobile. On models with the torque sensing link,
the track is actually tightening as the suspension moves
through its range of motion causing the track to sag in the
middle and rub on the top part of the rear suspension arm.
Initial Setting Chart
Model
Front Shock (Ski)
Rear Arm Shock
M Sno Pro
6.3 kg/cm
2
(90 psi)
10.2-10.6 kg/cm
2
(145-150 psi)
XF Sno Pro
5.3 kg/cm
2
(75 psi)
9.8 kg/cm
2
(140 psi)
Содержание Sno Pro 120
Страница 20: ...1 18 NOTES ...
Страница 29: ...2 9 2 570ENG12 ...
Страница 39: ...2 19 2 500CC2A_12 ...
Страница 45: ...2 25 2 NOTES ...
Страница 47: ...2 27 2 800_12_2 ...
Страница 61: ...2 41 2 Engine Torque Patterns 1100 cc 1100TorquePattern12 ...
Страница 63: ...2 43 2 1100ccZ1RV10 ...
Страница 81: ...2 61 2 1100ccZ1RV10 ...
Страница 82: ...2 62 Engine Torque Patterns 1100 cc 1100TorquePattern12 ...
Страница 141: ...2 121 2 SNO2152 ...
Страница 142: ...2 122 SNO2153 ...
Страница 180: ...3 18 0742 314 0746 520 F5 LXR 800 cc ...
Страница 204: ...3 42 NOTES ...
Страница 260: ...5 26 Troubleshooting Servomotor SERVO1A12 ...
Страница 261: ...5 5 27 SERVO2rv ...
Страница 264: ...Magneto 0746 255 1 ...
Страница 265: ...Main Harness p n 1686 600 F570 p n 1686 601 Bearcat 570 T570 p n 1686 612 Bearcat 570 XT 0746 237 2 ...
Страница 266: ...Main Harness p n 1686 603 F5 LXR 0746 249 3 ...
Страница 269: ...Main Harness p n 1686 588 F 800 M 800 XF 800 0746 242 6 ...
Страница 270: ...Main Harness p n 1686 611 TZ1 Turbo LXR LTD 0746 253 7 ...
Страница 271: ...Main Harness p n 1686 610 TZ1 TZ1 LXR 0746 252 8 ...
Страница 272: ...Main Harness p n 1686 613 Bearcat Z1 XT GS p n 1686 615 Bearcat Z1 XT LTD 0746 511 9 ...
Страница 273: ...Main Harness p n 1686 578 Sno Pro 120 10 0744 204 ...
Страница 274: ...Ignition Main Harness p n 1686 628 Sno Pro 500 11 0745 605 ...
Страница 275: ...Ignition Main Harness p n 1686 657 Sno Pro 600 12 0746 250 ...
Страница 276: ...0745 601 13 Console Harness p n 1686 631 TZ1 LXR TZ1 Turbo LXR LTD ...
Страница 277: ...Hood Harness p n 1686 638 F 800 M 800 XF 800 0746 243 14 ...
Страница 278: ...Console Harness p n 1686 633 Bearcat 570 F570 T570 0746 238 15 ...
Страница 279: ...Console Harness p n 1686 634 F5 LXR 0746 240 16 ...
Страница 280: ...Hood Harness p n 1686 639 F 1100 Turbo M 1100 Turbo HCR XF 1100 Turbo 0746 246 17 ...
Страница 281: ...Hood Harness p n 1686 658 Sno Pro 600 Cross Country p n 1686 664 Sno Pro 600 Sno Cross 18 0746 251 ...
Страница 282: ...0746 254 19 Console Harness p n 1686 547 Bearcat Z1 XT GS p n 1686 549 Bearcat Z1 XT LTD TZ1 ...
Страница 283: ...Hood Harness p n 1686 587 Sno Pro 500 20 0744 201 ...
Страница 284: ...Handlebar Harness p n 1686 652 TZ1 LXR Turbo LXR LTD p n 1686 653 Bearcat Z1 XT GS LTD 0746 513 21 ...
Страница 285: ...Passenger Seat Harness p n 1686 570 22 0744 197 ...
Страница 286: ...Handlebar Harness p n 1686 636 F 800 M 800 XF 800 p n 1686 654 M 800 HCR 0746 244 23 ...
Страница 287: ...Handlebar Harness p n 1686 537 Bearcat 570 F570 T570 0746 239 24 ...
Страница 288: ...Handlebar Harness p n 1686 574 F5 LXR 0744 189 25 ...
Страница 289: ...Handlebar Harness p n 1686 637 F 1100 Turbo M 1100 Turbo XF 1100 Turbo 0746 247 26 ...
Страница 290: ...Handlebar Harness p n 1686 590 Sno Pro 500 27 0744 200 ...
Страница 291: ...Handlebar Harness p n 1686 656 M 1100 Turbo Sno Pro HCR 28 0746 510 ...
Страница 292: ...Misc Groomer Special p n 1686 645 p n 1686 646 p n 1686 647 p n 1686 648 29 0746 241 ...
Страница 460: ...8 26 0744 930 ...