06-44
MMC2005-001_06A.FM
SECTION 06 - DRIVE SYSTEM
SPRINGS
The springs used in the TEAM Performance Driv-
en Clutch are measured differently because of the
use of a compression spring instead of a torsion
spring. The first number on our spring which is
measured at 2.2" is the starting rate where the
secondary will begin to open. The second mea-
surement of 1.1" is the final compression achieved
at full shift.
Examples:
140-200 spring vs. 100-200 (The
140-200 spring has a higher starting compres-
sion than 100-200 spring, better throttle re-
sponse than the 100-200, same ending com-
pression meaning the overall RPM's should
run the same with 100-200 spring.)
The higher you go with the ending compression
load, the higher your RPM's will be. For every 20
lbs. of spring added to the final compression load
you will have to go up two degrees in helix angle.
If you take away 20 lbs. of ending compression
you will have to go down two degrees in helix an-
gle.
It is not recommended to shim any springs to
achieve extra RPM's. If the sled you are tuning is
low on RPM's, weight should be removed from
the primary clutch or helix angle should be
dropped to achieve correct and consistent RPM's.
Improper springs, drive clutch ramp, weight or he-
lix combination can result in excessive clutch heat.
If the helix is matched properly with the spring,
drive clutch ramp and weight combination, the re-
sult should be a fast, efficient, cool running clutch
setup.
Relationship Between Drive Clutch
Ramps, Weight, And Spring In
Maintaining Operating RPM
The drive clutch is a RPM sensing unit designed
to transfer the maximum amount of horsepower
from the engine to the ground. This is accom-
plished by ramps, weight and a spring inside the
unit which react to the centrifugal force from the
engine RPM. The spring, ramps and weight work
in combination. In a properly set up clutch, the
maximum desired operating RPM will be reached
immediately after clutch engagement, under full
throttle conditions. To gain optimum power this
RPM should be maintained. As centrifugal force
pushes the weight against the ramps, the mov-
able sheave will force the belt to climb up the drive
clutch sheave and increase vehicle speed. If the
weight is too light, the ramp too steep, or the
spring rate too high, the engine will over rev and
the clutches won't be able to shift all the way out.
If the weight is too heavy, the ramp too shallow or
the spring is too light, the engine RPM will be low.
The result of either condition will be dramatic loss
of horsepower and torque.
ADJUSTING BELT DEFLECTION
ON THE TEAM ROLLER
SECONDARY
1. To adjust the sheaves, loosen the 7/16" jam nut
on the belt width adjuster.
2. Using a 1/8" Allen wrench (PN 920001), adjust
the threaded set screw as needed.
NOTE:
Turn the set screw in (clockwise) to in-
crease the distance between the sheaves and out
(counter-clockwise) to decrease the distance.
Содержание ski-doo MACH Z 1000 SDI
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Страница 196: ...05 72 MMC2005 001_05A FM SECTION 05 ENGINE PREPARATION FUEL TANK AND FUEL PUMP All Models except SDI 2 4 3 1 A33C2VS...
Страница 289: ...SECTION 06 DRIVE SYSTEM MMC2005 001_06A FM 06 27 422 A01D3JA 417 222 562 427 A01D3KA 417 222 677...
Страница 473: ...SECTION 12 SERVICE TOOLS MMC2005 001_12A FM 12 29 N Scratch remover P N 861 774 800 APPLICATION All models...
Страница 476: ...MMC2005 001_13A FM 13 1 SECTION 13 ACCESSORIES TABLE OF CONTENTS 0 ACCESSORIES 13 02...
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