2002 polaris xc sp manual

Elevate rear of machine so track is off floor. Rotate driven clutch counterclockwise to move all chain slack to the tensioner side. Lock the brake lever. Loosen adjuster bolt jam nut. Finger tighten adjuster bolt until it can no longer be adjusted by hand. Tighten jam nut while holding adjuster bolt. The chain is now tensioned. Release brake lever lock. Drive Chain Tension - Chaincase cover removed To obtain correct chain tension: 1. Remove drain plug F and drain oil into a suitable container.

Dispose of properly. Remove the chaincase cover. Refer to illustration 1. The chain is adjusted by loosening the adjusting bolt locknut C and turning adjusting bolt D until correct chain deflection is obtained. Lock the adjusting bolt locknut C while holding a wrench on the adjusting bolt D to prevent it from turning. Reinstall the chaincase cover and drain plug.

Add Polaris synthetic chaincase lubricant PN through the dipstick opening to the level described above. The riding characteristics of the snowmobile will be affected by lack of lubrication of these shafts.

Order PN Never remove the pressure cap when the engine is warm or hot. If the pressure cap is to be removed, the engine must be cool. Severe personal injury could result from steam or hot liquid. Use of a non-standard pressure cap will not allow the recovery system to function properly. If the cap should need replacement, install the correct Polaris cap with the same pressure rating. Refer to the appropriate parts manual. Coolant Level Coolant level in the reservoir or surge tank must be maintained between the minimum and maximum levels to prevent overheating and serious engine damage.

Do not use tap water in the system or reduced cooling or filter contamination may result. Replace coolant every 2 years or if contaminated. Inspect coolant filter annually for contamination and replace if necessary. Check Valves - tapered side points in flow direction. Allow the system to cool completely. Fill the reservoir with coolant to the maximum indicated mark. With pressure cap removed, add coolant and fill to the top of the filler neck.

Reset idle to specified RPM after bleeding. Bleeding the Cooling System - Surge Tanks If the cooling system should become low in the surge tank, the system must be bled of any trapped air using the following procedure:. Fill the surge tank with coolant to the maximum indicated mark.

Start the engine and loosen the bleed screw on the top of the water pump until trapped air has been purged. Tighten the bleed screw. Loosen the bleed screw at the end and top of the water outlet manifold until trapped air has been purged.

Recheck the surge tank coolant level and add coolant again if necessary. When performing the following checks and adjustments, stay clear of all moving parts to avoid serious personal injury. Never make this maintenance check with the engine running as serious personal injury can result. Using a hoist, safely lift and support the rear of the snowmobile off the ground.

Rotate the track by hand to check for any possible damage. To inspect track rods, carefully examine the track along the entire length of each rod, bending the track and inspecting for breakage. The three most common places where breakage occurs are shown in the illustration. If any rod damage is found, the track should be replaced. Broken track rods are a serious hazard, since they can cause a rotating track to come off the machine.

Never operate or rotate a torn or damaged track under power. Serious personal injury or death may occur. Track Alignment Track alignment affects track tension. Misalignment will cause excessive wear to the track, hifax, and slide rail. A periodic check should be made to see that the track is centered and running evenly on the slide rails. NOTE: If excessive hi-fax wear occurs due to poor snow conditions, additional wheel kits are available.

Safely support the rear of the machine with the track off the ground. Start the engine and apply a small amount of throttle until the track turns slowly at least five complete revolutions. Stop the engine. Inspect track alignment by looking through the track window to make sure the rails are evenly spaced on each side. If the track runs to the left, loosen left locknut and tighten the left adjusting bolt.

If the track runs to the right, loosen right locknut and tighten the right adjusting bolt. After adjustments are complete, be sure to tighten locknuts and idler shaft bolts.

Torque to specification. Turn the machine off. Lift the rear of the machine and safely support it off the ground. Place a 10 lb. Check for proper slack between the track clip wear surface and the hi-fax C.

NOTE: Measure at the point where the weight is hanging. If the track needs adjustment: 5. Loosen rear idler shaft bolts D on both sides of the machine. Loosen track adjusting bolt locknuts A. Tighten or loosen the track adjusting bolts B evenly as necessary to obtain proper track tension. Tighten idler shaft bolts and adjuster bolt locknuts.

NOTE: Track alignment affects track tension. Misalignment will cause excessive wear to the track and slide rail. Excessive Hi Fax wear will appear on units with track tension set too tight. However, the heat range of spark plugs is of utmost importance. A spark plug with a heat range which is too high will cause engine damage. A spark plug with a heat range which is too low will cause excessive fouling. In selecting a spark plug heat range for production, a manufacturer is forced to assume that the engine is going to be operated under extreme heavy duty conditions.

This protects the engine from internal damage in the event that the purchaser actually does operate the engine in this manner. This selection however, could cause the customer who normally operates the engine under medium or light duty to experience spark plug failure.

CAUTION: A plug with a heat range which is too high may cause engine damage if the engine is operated in conditions more severe than that for which the spark plug was intended. A new engine can cause temporary spark plug fouling even though the heat range is correct, due to the preservative which has been added during assembly of the engine to combat rust and corrosion.

Avoid prolonged idle speeds, as plug fouling and carbonization will result. Always use resistor type spark plugs. NOTE: Incorrect fuel mixture can often cause a spark plug to appear to be too dark or too light in color. Before changing spark plug heat ranges, be sure the correct jetting is installed in the carburetors and proper carburetor function is verified. The spark plug and its condition is indicative of engine operation.

The spark plug firing end condition should be read after the engine is warmed up and the vehicle is driven at higher speeds. Immediately check the spark plug for correct color. Normal The insulator tip is gray, tan, or light brown. There will be a few combustion deposits.

The electrodes are not burned or eroded. This indicates the proper type and heat range for the engine and the service. NOTE: The tip should not be white. A white insulator tip indicates overheating, caused by use of an improper spark plug or incorrect carburetion adjustments.

Wet Fouled The insulator tip is black. A damp oily film covers the firing end. There may be a carbon layer over the entire nose. Generally, the electrodes are not worn. General causes are excessive oil, use of non-recommended injection oil, excessive idling, idle too low or too rich, or weak ignition output. Inspect electrodes for wear and carbon buildup. Look for a sharp outer edge with no rounding or erosion of the electrodes. Clean with electrical contact cleaner or a glass bead spark plug cleaner only.

Measure gap with a wire gauge and adjust to specifications by bending ground electrode carefully. Coat spark plug threads with a small amount of anti-seize compound.

Install spark plug and torque to specification. Inspect the condition of the drive belt. Inspect clutch sheaves for damage, wear, or belt residue. Clean with non-oil base cleaner such as isopropyl alcohol. To ensure belt life, install belts so they operate in the same direction of rotation. Position the identification numbers so that you can read them standing on left side of machine.

This will keep the belt rotating in the same direction. If belt has been operated with numbers readable from right side of machine, re-install belt in this direction. Belt Removal 1. Be sure key switch is off and engine has come to a complete stop. Remove the retaining knob or pin and open the clutch guard.

Apply brake or lock parking brake if so equipped. Grasp belt firmly midway between clutches and pull upward and rearward to open the driven clutch sheaves. Remove the belt from the driven clutch and then from the drive clutch. Belt Installation 1. Drop the drive belt over the drive clutch and pull back the slack. Turn the driven clutch moveable sheave clockwise while at the same time pushing inward and forcing the belt down between the sheaves.

Hold the belt down between the sheaves and roll the bottom portion over the outer clutch sheave. Once installed, be sure to work the belt to the outer edge of the sheave. Be sure to release parking brake if applied. Close the clutch guard and reinstall the retaining knob or pin. Belt Inspection 5. Refer to PVT Section for belt inspection and width measurement. Measure belt length with a tape measure around the outer circumference of the belt. Belts which measure shorter or longer than a nominal length may require driven clutch or engine adjustment to obtain proper belt deflection.

Replace belt if worn past the service limit. Belts with thin spots, burn marks, etc. See Troubleshooting Chart at the back of this chapter for possible causes. NOTE: If a new belt is installed, check belt deflection. Install so part numbers are easily read from left side of machine.

Refer to the specification charts for belt specifications and measurement procedures. The headlight can be adjusted for vertical aim using the following procedure: 1.

Measure the distance from the floor to the center of the headlight and make a mark on the wall. Start the engine and turn the headlight switch to high beam. Observe the headlight aim. NOTE: Rider weight must be included on the seat. If necessary, the headlight aim can be adjusted by turning the adjustment knob located inside the hood just below the headlamp opening. Turn knob in or out as needed for proper aim. Oil from skin leaves a residue, causing a hot spot which will shorten the life of the lamp.

Pinch ends of spring together and lift until it releases from spring retainer. Lift spring carefully around wire harness and flip to outside of housing. With wire harness attached to bulb, withdraw bulb from housing. Grasp bulb by metal base and carefully separate bulb from harness.

Installing Low Beam Bulb 1. Hold bulb by metal base only and install into wire harness. Insert bulb into housing. Carefully flip spring back into housing placing it around wire harness. Squeeze spring together until it is over spring retainer and release. Verify headlight aim. Remove wire harness. Remove bulb from housing and replace with new bulb. Remove 5 Phillips screws from taillight lens. Working from front to back, carefully pry lens away from housing and remove. Pull bulb straight out from socket and insert new bulb.

Reinstall lens. NOTE: Turn handlebar to left or right for access to back nuts. Adjust handlebar to the desired height. Be sure that handlebars, brake lever and throttle lever operate smoothly and do not hit the gas tank, windshield or any other part of the machine when turned fully to the left or right.

Torque the handlebar adjuster block bolts to specification. Maintain an equal gap at front and rear of block. Replace handlebar cover. Handlebar Adjuster Block Bolt Torque 11 - 13 ft. Improper adjustment of the handlebars, or incorrect torquing of the adjuster block tightening bolts can cause limited steering or loosening of the handlebars, resulting in loss of control. Measure the clearance between the lever and handlebar grip. Inspection should be made with the lever firmly depressed.

If excessive brake pad clearance should develop, the caliper must be disassembled, cleaned, and repaired. See chapter 8 for brake service information. Mechanical Brake Lever Travel Measure the clearance between the lever and brake block. Inspection should be made with lever firmly depressed. Excessive travel indicates a need to adjust the brake cable adjuster. Refer to chapter 8 for brake adjustment information. Add Polaris brake fluid as required to bring the level up to the top of the fluid level mark on the inside of the reservoir B.

NOTE: On some models, the brake fluid level can be seen through the plastic reservoir. The fluid should be maintained between the minimum and maximum marks on the reservoir for those models. Inspect the reservoir to be sure it contains the correct amount of fluid.

Use only Polaris DOT 3 high temperature brake fluid. Change fluid every 2 years or whenever the fluid is dark or contamination is suspected. Master Cylinder Fluid Level. Do not over fill the master cylinder. Fluid expansion could cause brakes to lock, resulting in serious injury or death.

Once a bottle of brake fluid is opened, use what is necessary and discard the rest. Do not store or use a partial bottle of brake fluid.

Brake fluid is hygroscopic, meaning it rapidly absorbs moisture from the air. This causes the boiling temperature of the brake fluid to drop, leading to early brake fade and the possibility of serious injury.

Bleeding the Hydraulic Brake System Air in the hydraulic brake system will cause a springy or spongy brake lever action. Bleeding is necessary to remove air from the system. Remove brake fluid master cylinder reservoir cover and gasket. Contact with decals, paint, and many plastics will cause damage. Use proper precautions when handling brake fluid. Fill the master cylinder reservoir and replace gasket and cover. Slip a rubber tube over the ball of the bleeder valve and direct the flow of fluid into a container.

Never re-use brake fluid. Squeeze brake lever a full stroke. Close bleeder valve first and then release brake lever. A Repeat steps 4 and 5 until fluid flows from bleeder valve in a solid stream free of air bubbles.

Do not allow reservoir to run dry or air will be drawn into system. Re-fill reservoir to proper level after bleeding operation. Do not overfill the master cylinder. Replace gasket and cover. During the bleeding procedure make sure to keep the reservoir as level as possible to minimize the possibility of air entering the system. This clearance is controlled by the throttle cable sleeve s and the idle speed screw s. Throttle Lever Freeplay -. If the idle speed screw s is adjusted inward and the cable sleeve s is not adjusted to take up the throttle lever to throttle block clearance, the engine may misfire or kill upon initial throttle opening.

CAUTION: After any idle speed adjustments are made, the throttle lever to throttle block clearance and oil pump adjustment must be checked and adjusted. Due to break-in or replacement of components, the reverse shift mechanism may require adjustment. Loosen jam nuts on linkage rod A. Turn the threaded linkage rod B to lengthen or shorten the throw until reverse engages fully. Clean and touch up with paint any rusted or bare metal surfaces.

Ensure that all corrosive salt and acids are removed from surfaces before beginning preservation with waxes and rust inhibitors grease, oil, or paint. If the machine is equipped with a battery, disconnect the battery cables and clean the cables and battery posts. Fill battery to proper level with distilled water and charge to full capacity. Remove and store the battery in a cool dry place. The machine should be stored in a dry garage or shed out of the sunlight and covered with a fabric snowmobile cover.

Do not use plastic to cover the machine; moisture will be trapped inside causing rust and corrosion problems. Controls And Linkage All bushings, spindle shafts and tie rod ends should be coated with a light coat of oil or grease.

Throttle controls and cables should be lubricated. Force a small amount of lubricant down cables. Electrical Connections Separate electrical connector blocks and clean corrosive build-up from connectors. Lubricate or pack connector blocks with Nyogelt grease and reconnect. Replace worn or frayed electrical wire and connectors. Clutch And Drive System Remove drive belt and store in a cool dry location. Lubricate sheave faces and ramps of drive and driven clutches with light oil or rust inhibitor.

All lubrication applied as a rust preventative measure must be cleaned off before installing belt for service and operating machine. Chaincase Lubricant Change chaincase lubricant as outlined in this section.

Remove the outer cover and clean the chaincase thoroughly. To prevent corrosion, always grease jackshaft and drive shaft clutch side bearings with premium all season grease. Loosen driven clutch retaining bolt and pull clutch outward to expose bearing.

Push clutch back on shaft and replace clutch retaining bolt. Adjust pilot air screw. Synchronize carburetor slide valves at idle.

Adjust engine idle RPM. Adjust throttle lever free play. Synchronize oil pump lever. Inspect vent lines for wear or kinking. Remove chaincase cover, flush chaincase, inspect. Change primary fuel filter and oil filter. Check fuel and oil line condition and routing. Clean or replace. Change shock oil Fox annually before storage. S Variable Exhaust System - if applicable. Disassemble and clean components. ACCS A. Inspect vent lines. Check for proper hose routing; tightness of banjo bolts and line fasteners.

Check for system fluid leaks. Visually inspect pads for wear damage or looseness. Flush brake fluid and change every two years. Check brake pad and brake disc condition and mounting. Adjust brake to proper specifications. Inspect brake light, tail light, oil light and all electrical accessories. Check coolant level and specific gravity. Check coolant hose, routing and clamps. Inspect heat exchangers condition and fasteners. Check coolant recovery line one way check valve must hold pressure where applicable.

Pressure test cooling system. Fan Cooled: Inspect cooling fins and shrouds. Inspect chaincase seals. Check condition of drive shaft and jackshaft bearings. Lubricate greaseable bearings with Premium All Season grease. Inspect and adjust reverse cable if applicable. Remove ski pivot bushings and lubricate. Inspect ski wear bars. Check camber alignment and lubricate spindles. Remove radius rod end bushings, lubricate and reinstall, inspect all radius rod ends.

Check handlebar centering and lubricate all steering pivots. Torque tie rod end bolts and jam nuts. Inspect steering arms and torque bolts. Inspect handlebar bolt torque. Lubricate rear suspension pivot shafts. Torque suspension mounting bolts and check all rear suspension fasteners and components. Inspect rear suspension wheels, bearings and hi-fax. Inspect track for damage. Adjust tension and alignment. For optimum performance and reliability, repeat the above mainte- nance and inspections annually preferably before off-season stor- age or every miles, except where noted.

When operating in loose powder snow, check top of foam filter periodically to remove any accumulation of snow. This can cause carburetor icing resulting in poor fuel economy or carburetor malfunction. The trap consists of a hose with a plug which should be inspected for contamination at least every miles km. Cleaning Procedure - Plug 1. Turn the fuel tank supply valve off. Position a container or shop towels to catch the contaminated gasoline. Slide the clamp 1 away from the drain plug 2 and remove the drain plug from the sediment tube.

Wipe off residue from plug and reinstall with clamps. Continue until all the traps have been emptied. This filter should be changed annually or every miles km. In- spect oil line condition at miles km.

NOTE: The direction of the arrows indicates the direction of the flow through the filters. Edge models utilize a special oil filter 3 that is built into the oil sending unit located in the bottom of the oil tank.

It should be replaced every other season. NOTE: After changing the oil filter, the oil injection system must be bled of all trapped air. See your dealer for instructions or have your dealer perform the filter change and bleeding operation for you. Be sure to work in a well ventilated area away from anything which may cause the fuel to ignite such as open flames, sparks, heaters, trouble lights, ciga- rettes, etc. Normal deterioration from weather and fuel compounds can occur.

Do not use pliers or a similar tool to remove fuel lines. Damage could occur. Do not kink the fuel line.

If a fuel has been dam- aged or kinked, replace it. Remove weight from the component being greased to permit better penetration and flushing of the joint. S Spindles, left and right. S Rear suspension pivot shafts. S Lubricate both front ski pivots at fitting as shown using Polaris All Season grease. S Grease jackshaft and driveshaft clutch side bearings. S Use an aerosol lubricant on the steering post support bracket.

S Grease steering post lower pivot. S Grease center steering arm bell crank , pitman arm, and idler arm where applicable. NOTE: A grease gun kit complete with grease and adaptors is available to lubricate all fittings on Polaris snow- mobiles.

Jackshaft Bearing Greasing Loosen driven clutch retaining bolt and pull clutch outward to ex- pose bearing. Use a point type grease gun fitting to inject grease through hole in flangette into bearing until grease purges out in- side or outside bearing seal. Push clutch back onto shaft and re- place clutch retaining bolt. Driveshaft Bearing Greasing Inject grease into fitting on speedometer drive adaptor until grease purges out inside or outside bearing seal.

Push on pump housing to apply tension to belt and hold in this position. Tighten pump mounting bolts. Apply light pressure at center of belt span. Check total deflection of belt span and compare to specifications. Re-adjust if necessary. Proper oil level is de- termined by checking the level on the dipstick with machine placed on a level surface. Add oil through dipstick opening to maintain proper level. Use Polaris chaincase oil. Do not overfill. Excessive wear to chain, sprockets and bearings may result.

Drive Chain Tension - Chaincase cover installed To obtain correct chain tension: 1. Elevate rear of machine so track is off floor. Rotate driven clutch counterclockwise to move all chain slack to the tensioner side.

Lock the brake lever. Loosen adjuster bolt jam nut. Finger tighten adjuster bolt until it can no longer be adjusted by hand. Tighten jam nut while holding adjuster bolt. The chain is now tensioned. Release brake lever lock. Drive Chain Tension - Chaincase cover removed To obtain correct chain tension: 1. Remove drain plug F and drain oil into a suitable container. Dispose of properly.

Remove the chaincase cover. Refer to illustration 1. The chain is adjusted by loosening the adjusting bolt locknut C and turning adjusting bolt D until correct chain deflection is obtained. Lock the adjusting bolt locknut C while holding a wrench on the adjusting bolt D to prevent it from turning.

Reinstall the chaincase cover and drain plug. Add Polaris synthetic chaincase lubricant PN through the dipstick opening to the level described above. PN Qt. PN Gallon PN 2. The riding characteristics of the snowmobile will be affected by lack of lubrica- tion of these shafts. NOTE: A grease gun kit complete with grease and adaptors is available to lubricate all fittings on Polaris snowmobiles.

Order PN Refer to the following diagrams for suspension lubrication points. If the pressure cap is to be removed, the engine must be cool. Severe personal injury could result from steam or hot liquid. Use of a non-standard pressure cap will not allow the recovery system to function properly.

If the cap should need replacement, install the correct Polaris cap with the same pressure rating. Refer to the appropriate parts manual. Coolant Level Coolant level in the reservoir or surge tank must be maintained between the minimum and maximum levels to prevent overheating and serious engine damage.

Do not use tap water in the system or reduced cooling or filter contamination may result. Replace coolant every 2 years or if contaminated. Inspect coolant filter annually for contamination and replace if necessary. Allow the system to cool completely.

Fill the reservoir with coolant to the maximum indicated mark. With pressure cap removed, add coolant and fill to the top of the filler neck. Reset idle to specified RPM after bleeding. Bleeding the Cooling System - Surge Tanks If the cooling system should become low in the surge tank, the system must be bled of any trapped air using the fol- lowing procedure: 1.

Fill the surge tank with coolant to the maximum indicated mark. Start the engine and loosen the bleed screw on the top of the water pump until trapped air has been purged. Tighten the bleed screw. Loosen the bleed screw at the end and top of the water outlet manifold until trapped air has been purged.

Recheck the surge tank coolant level and add coolant again if necessary. Using a hoist, safely lift and support the rear of the snowmobile off the ground. Rotate the track by hand to check for any possible dam- age.

To inspect track rods, carefully examine the track along the entire length of each rod, bending the track and inspecting for breakage. The three most common places where breakage occurs are shown in the illustration.

If any rod damage is found, the track should be replaced. Never operate or rotate a torn or damaged track under power. Serious personal injury or death may occur. Track Alignment Track alignment affects track tension. Misalignment will cause ex- cessive wear to the track, hifax, and slide rail. A periodic check should be made to see that the track is centered and running evenly on the slide rails. NOTE: If excessive hi-fax wear occurs due to poor snow conditions, additional wheel kits are available.

Safely support the rear of the machine with the track off the ground. Start the engine and apply a small amount of throttle until the track turns slowly at least five complete revolutions. Stop the engine. Inspect track alignment by looking through the track window to make sure the rails are evenly spaced on each side.

If the track runs to the left, loosen left locknut and tighten the left adjusting bolt. If the track runs to the right, loosen right locknut and tighten the right adjusting bolt. After adjustments are complete, be sure to tighten locknuts and idler shaft bolts.

Torque to specification. EDGE 10 lbs. Turn the machine off. Lift the rear of the machine and safely support it off the ground. Place a 10 lb. Check for proper slack between the track clip wear surface and the hi-fax C.

NOTE: Measure at the point where the weight is hanging. Weight 4. Loosen rear idler shaft bolts D on both sides of the machine. Loosen track adjusting bolt locknuts A.

Tighten or loosen the track adjusting bolts B evenly as necessary to obtain proper track tension. Tighten idler shaft bolts and adjuster bolt locknuts. NOTE: Track alignment affects track tension. Misalignment will cause excessive wear to the track and slide rail. Excessive Hi Fax wear will appear on units with track tension set too tight.

However, the heat range of spark plugs is of utmost importance. A spark plug with a heat range which is too high will cause engine damage. A spark plug with a heat range which is too low will cause excessive fouling. In selecting a spark plug heat range for production, a manufacturer is forced to assume that the engine is going to be operated under extreme heavy duty conditions.

This protects the engine from internal damage in the event that the purchaser actually does operate the engine in this manner. This selection however, could cause the cus- tomer who normally operates the engine under medium or light duty to experience spark plug failure. CAUTION: A plug with a heat range which is too high may cause engine damage if the engine is operated in conditions more severe than that for which the spark plug was intended.

A new engine can cause temporary spark plug fouling even though the heat range is correct, due to the preserva- tive which has been added during assembly of the engine to combat rust and corrosion. Avoid prolonged idle speeds, as plug fouling and carbonization will result. Always use resistor type spark plugs. NOTE: Incorrect fuel mixture can often cause a spark plug to appear to be too dark or too light in color.

Before changing spark plug heat ranges, be sure the correct jetting is installed in the carburetors and proper carburetor function is verified. The spark plug and its condition is indicative of engine operation. The spark plug firing end condition should be read after the engine is warmed up and the vehicle is driven at higher speeds.

Immediately check the spark plug for correct color. Normal The insulator tip is gray, tan, or light brown. There will be a few combustion deposits. The electrodes are not burned or eroded.

This indicates the proper type and heat range for the engine and the service. NOTE: The tip should not be white. A white insulator tip indicates overheating, caused by use of an improper spark plug or incorrect carburetion adjustments.

Wet Fouled The insulator tip is black. A damp oily film covers the firing end. There may be a carbon layer over the entire nose. Generally, the electrodes are not worn. General causes are excessive oil, use of non-recommended injec- tion oil, excessive idling, idle too low or too rich, or weak ignition output. Inspect electrodes for wear and carbon buildup.

Look for a sharp outer edge with no rounding or erosion of the electrodes. Clean with electrical contact cleaner or a glass bead spark plug cleaner only.

Measure gap with a wire gauge and adjust to specifications by bending ground electrode carefully. Coat spark plug threads with a small amount of anti-seize compound. Install spark plug and torque to specification. Spark Plug Torque: Ft. Lbs Inspect clutch sheaves for damage, wear, or belt residue.

Loctite Primer T - 6 Oz. Loctite RC - 10cc Retaining Compound. Metal Polish - 8 Oz. DOT 3 Brake Fluid. Fogging Oil. Nyogelt Grease. Fox Shock Oil. Premium All Season Grease 14 oz. Premium All Season Grease 3 oz. Polaris Battery Tender. Carbon Clean Fuel System Additive. T-9 Metal Protectant. Crankcase Sealant 3 Bond Part Number ACV: Alternating current voltage. Air Gap Spark Test: A good check for ignition voltage and general ignition system condition.

Several testers are available commercially. Alternator: Electrical generator producing alternating current voltage. Bore: Diameter of cylinder. Bump Steer: When skis toe in and toe out through suspension travel. Ignition system which stores voltage generated by the stator plate exciter coil in a capacitor or condenser in CDI box. At the proper moment a voltage generated by the stator plate pulser coil closes an electronic switch thyristor in the CDI box and allows the voltage in the capacitor to discharge into the primary windings of the ignition coil.

Center Distance: Distance between center of crankshaft and center of driven clutch shaft. Chain Pitch: Distance between chain link pins No. Polaris measures chain length in number of pitches. Clutch Buttons: Plastic bushings which transmit rotation of the clutch to the movable sheave in the drive and driven clutch.

Clutch Offset: Drive and driven clutches are offset so that drive belt will stay nearly straight as it moves along the clutch face as the engine torques back. Clutch Weights: Three levers in the drive clutch which relative to their weight, profile and engine RPM cause the drive clutch to close.

Coil: A winding of wire around an iron core which has the ability to generate an electrical current when a magnetic field passes through it. Compression: Reduction in volume or squeezing of a gas. Measure at various points especially at PTO.

Maximum allowable run-out is. DCV: Direct current voltage. Dial Bore Gauge: A cylinder measuring instrument which uses a dial indicator. Good for showing taper and out-of-round in the cylinder bore. Displacement: The volume of the cylinder displaced by Bore2 x Stroke x 3. Electrical Open: Open circuit. Electrical Short: Short circuit. An electrical circuit which is completed before the current reaches the intended component. End Seals: Rubber seals at each end of the crankshaft.

Flat Head Bolt: To be used where finished surfaces require a flush fastening unit. Foot Pound: Ft. A force of one pound at the end of a lever one foot in length, applied in a rotational direction.

Unit of weight in the metric system. Head Volume: Cylinder head capacity in cc, head removed from engine with spark plug installed. They dissipate engine heat to the atmosphere.

Hex Head Bolt: Standard type of wrench-applied hexagon head, characterized by clean, sharp corners trimmed to close tolerances. Recommended for general commercial applications. The special slide material which fits onto the bottom of the suspension rails. High Side: Sled pushes or tips up toward outside of turn. High Tension Wire: The heavy insulated wire which carries the high secondary voltage from the coil to the spark plug.

Hole Shot: A term used when machine starts a race from a dead stop. Holed Piston: Piston in which a hole has formed on the dome. Possible causes: 1 detonation; 2 pre-ignition.

Ignition Coil: A type of transformer which increases voltage in the primary windings approx. Secondary voltage is high enough to arc the air gap at the spark plug. Ignition Generating Coil: Exciter coil or primary charge coil. Stator plate coil which generates primary ignition voltage. CDI system uses one ignition generating coil.

Inch Pound: In. Metric equivalent of PSI. Keystone Ring: A piston ring with bevel on upper surface. Metric equivalent of ft.