2005 Deep Snow - 9919302

CVR_9919302 9/23/04 9:17 AM Page 1
2005 DEEP SNOW SERVICE MANUAL

2005 DEEP SNOW
SERVICE MANUAL
TRAIL RMK
600 RMK
700 RMK
800 RMK
900 RMK
600 SWITCHBACK™
PART # 800 SWITCHBACK™
9919302
9919302 PN 9919302
UNDERSTANDING SAFETY LABELS AND INSTRUCTIONS
Throughout these instructions, important information is brought to your attention by the following symbols:
NOTE: S A NOTE provides key information to clarify instructions.
A CAUTION indicates special precautions that must be taken to avoid personal injury,
CAUTION:
or snowmobile or property damage.
Failure to follow DANGER instructions will result in severe injury or death to the operator,
DANGER
bystander or person inspecting or servicing the snowmobile.
WARNING
Failure to follow WARNING instructions could result in severe injury or death to the operator, bystander or person inspecting
or servicing the snowmobile.
CAUTION:
A CAUTION indicates special precautions that must be taken to avoid personal injury, or snowmobile or property damage.
NOTE:
A NOTE provides key information to clarify instructions.
Trademarks
Polaris acknowledges the following products mentioned in this manual:
FLEXLOC, Registered Trademark of SPS Technologies

Loctite, Registered Trademark of the Loctite Corporation
STA-BIL, Registered Trademark of Gold Eagle
FOX, Registered Trademark of Fox Shox
Nyogel, Trademark of Wm. F. Nye Co.
Fluke, Registered Trademark of John Fluke Mfg. Co.
Mity Vac, Registered Trademark of Neward Enterprises, Inc.
Ammco, Registered Trademark of Ammco Tools, Inc.
Torx, Registered Trademark of Textron
Hilliard, Trademark of the Hilliard Corporation
Willwood, Trademark of the Willwood Corporation
2005 DEEP SNOW
MANUAL
Foreword SPECIFICATIONS 1
This manual is designed primarily for use by certified
Polaris snowmobile service technicians in a properly
equipped shop. Persons using this manual should have GENERAL 2
a sound knowledge of mechanical theory, tool use, and
shop procedures in order to perform the work safely and
correctly. The technician should read the text and be fa- MAINTENANCE 3
miliar with service procedures before starting the work.
Certain procedures require the use of special tools. Use
only the proper tools, as specified. Cleanliness of parts FUEL DELIVERY 4
and tools as well as the work area is of primary impor-
tance. ENGINE 5
All references to left and right side of the vehicle are
from the operator’s perspective when seated in a normal
riding position. CLUTCHING 6
This manual includes 2005 Model Year information,
along with service specifications. A table of contents is FINAL DRIVE 7
placed at the beginning of each chapter, and an
alphabetic index is provided at the end of the manual for
location of specific page numbers and service BRAKE SYSTEM 8
information. Keep this manual available for reference
in the shop area.
STEERING 9
At the time of publication all information contained in
this manual was technically correct. However, all
materials and specifications are subject to change FRONT SUSPENSION 10
without notice.
Comments or suggestions about this manual may be
directed to: REAR SUSPENSION 11
Polaris Sales Inc.
Snow Engineering Publications Department
CHASSIS / HOOD 12
2100 Hwy 55 Medina, Minnesota 55340.
2005 DEEP SNOW MANUAL ELECTRICAL SYSTEM 13

(PN9919302)
WIRING DIAGRAMS 14
Copyright 2004 Polaris Sales Inc. Printed in U.S.A.
i
INTRODUCTION
NOTES
ii
TRAIL RMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 - 1.3
600 RMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 - 1.5
700 RMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 - 1.7
800 RMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 - 1.9
900 RMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.10 - 1.11
600 SWITCHBACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.12 - 1.13
800 SWITCHBACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.14 - 1.15
SPECIFICATIONS
NOTES
1.1
SPECIFICATIONS
MODEL: . . . . . . . . . . . . . . TRAIL RMK
MODEL NUMBER: . . . . S05NJ5BS(A)
ENGINE MODEL: . . . . . EC55PM071
ENGINE CARBURETION
Engine Type Libertyt Mikuni

Type
VM34SS w/ACCS
Engine Displacement cc’s 544 Main Jet 260 PTO / 250 MAG
Bore in / mm 2.87” / 73mm Pilot Jet 35
Stroke in / mm 2.56” / 65mm Jet Needle 6DEH11 / 3
Cylinders 2 Needle Jet Q-- 0 (480)
Piston / Cylinder Clearance .0045 - .0053” Throttle Gap UnderCutaway .250”
in / mm .114 - .135mm in / mm 6.35mm
.015 - .022”
Piston Ring End Gap in / mm Cutaway 3.0
.4 - .55mm
Piston Marking 5MD Valve Seat 1.5 Viton
Piston Ring Marking N Starter Jet 1.5
Operating RPM ±200 7000 Fuel Screw N/A
Idle RPM ±200 1600 Pilot Air Jet N/A
Air Screw 1.0 Turns
Engagement RPM ±300 3800 87 Oct. NonOxy /
Fuel Octane (R+M/2)
89 Oct. Oxy
AMBIENT TEMPERATURE
Altitude Below -30°F
-30 F -30_ to --10_F --10_to +10_F +10_to +30_F +30_to +50_F Above +50_F
Below -34°C -34_to -23_C -23_ to --12_C -12_to --1_C -1_to +10_C Above +10_C
290/280 280/270 270/260 260/250 250/240 240/230

0--600
#3 #3 #3 #3 #3 #3
(0--2000)
600--1200 290/280 280/270 270/260 260/250 250/240 240/230
(2000--4000) #3 #3 #3 #3 #3 #3
1200--1800 290/280 280/270 270/260 260/250 250/240 240/230
(4000--6000) #3 #3 #3 #3 #3 #3
Meters
1800--2400
(Feet) 290/280 280/270 270/260 260/250 250/240 240/230
(6000--8000)
(6000 8000)
#3 #3 #3 #3 #3 #3
2400--3000
290/280 280/270 270/260 260/250 250/240 240/230
(8000--10000)
(8000 10000)
#3 #3 #3 #3 #3 #3
3000--3700
290/280 280/270 270/260 260/250 250/240 240/230
(10000--12000)
(10000 12000)
#3 #3 #3 #3 #3 #3
DRIVE CLUTCH DRIVEN CLUTCH

Altitude Shift Clutch Clutch Driven Chaincase
Weight Spring Spring Helix Gearing
0-900 Dark Blue / 40°
40
10 64 Bushed
10--64 Red / Blue 19 43 74P
19--43
(0-3000) White Team Reverse
900-1800 Dark Blue / 40°
40
Meters
M t 10 62 Bushed
10--62 Red / Blue 19 43 74P
19--43
(Feet)
1800-2700 Dark Blue / 40°
40
10 60 Bushed
10--60 Red / Blue 19 43 74P
19--43
2700-3700 Dark Blue / 40°
40
10 58 Bushed
10--58 Red / Blue 19 43 74P
19--43
1.2
SPECIFICATIONS
DRIVE CLUTCH CHAINCASE
Type P-- 85 Center DIstance 7.92” / 20.12cm.
Shift Weights 10-- 60 Bushed Gearing : Chain 19-- 43 :74P
Drive Spring Red/Blue Reverse Electronic Reverse
DRIVEN CLUTCH Brake Pads Type 81
Type Team Roller Reverse
Brake Type Air Cooled
Spring Dark Blue/White
40_
Helix Angle CAPACITIES
Team Reverse
BELT Fuel Tank 11.8 Gal. / 45 Liters
Belt Part Number 3211078 Oil Tank 3.25 Qts / 3 Liters
Belt Width (Projected) 1.438” / 3.65cm. Coolant N/A
Side Angle (Overall) 28_ Chain Case Oil 9 fl. oz. / 266 ml
Outside Diameter 46.625” / 118.4cm. SLED DIMENSION
Unit Length / Height / 121” / 48” / 48”
Center Distance 11.5” / 29.2cm.
Width in / cm. 308 / 122 / 122 cm.
FRONT SUSPENSION REAR SUSPENSION

Type EDGE RMK (V/ESC) Type EDGE RMK
Standard IFS Shocks 7042197 Nitrex Standard FTS 7042085 Nitrex
Standard IFS Spring Rate 80#/in. Standard FTS Spring Rate 170#
Standard Spring Pre-- Load .75”/1.9cm Standard Spring Pre-- Load N/A
Premium IFS Shocks 7042059 Arvin IFP Premium FTS 7042084 Arvin IFP
Premium Spring Rate 75#/In. Premium Spring Rate 170#
2.98” (7.57cm) from bottom
9.75”/24.8cm Installed
Premium Spring Pre-- Load Premium Spring Pre-- Load of shock body to bottom of
length
spring retainer
Standard RTS Select / PN 7042058
Front Vertical Travel 7 6” / 19.3cm.
7.6” 19 3cm
Premium RTS Arvin IFP C/A 7042176
TRACK Torsion Spring .347” (Sq) x 77_
15”/136”/1.25” (38 cm./345
Width / Length / Lug Height
cm./3.18 cm.) See page 11.7 for optional springs
Track Tension See page 3.10
ELECTRICAL
NGK BR9ES
Flywheel I.D. FP9312 Spark Plug / Gap
.028” / .70mm
CDI Marking CU7236 Voltage Regulator

LR7
Alternator Output 240 watts Magneto Pulses 6
Ignition Timing (see conver
conver- 27 @3000 RPM±1.5_
27_@3000 RPM±1.5 Standard Accessory
y
Electric Start
sion chart page 13.4) 14_@6500 RPM±1.5_ Premuim Optional
1.3
SPECIFICATIONS
MODEL: . . . . . . . . . . . . . . 600 RMK 144”
MODEL NUMBER: . . . . S05NK6ES(A)
ENGINE MODEL: . . . . . S2712--6044--PI6E
ENGINE CARBURETION

Type
TM 38
Engine Displacement cc’s 599 Main Jet 310
Bore in / mm 3.04” / 77.25mm Pilot Jet 45
Stroke in / mm 2.52” / 64mm Jet Needle 9DGI01-- 60 / 2
Cylinders 2 Needle Jet P-- 8
Piston / Cylinder Clearance .0045 - .0059” Throttle Gap UnderCutaway .11”
in / mm .115 - .149mm in / mm 2.7mm
.014 - .020”
Piston Ring End Gap in / mm Cutaway 1.5 (N)
.14 - .20mm
Piston PN 3021308 Valve Seat 1.5
Piston Ring Marking N/A Starter Jet 140
Operating RPM ±200 8000 Fuel Screw 1.0 Turns
Engagement RPM ±300 3900 Air Screw .75
87 Oct. NonOxy /
Exhaust Valve Spring Green/White Fuel Octane (R+M/2)
89 Oct. Oxy
AMBIENT TEMPERATURE
450 430 420 400 380 370

0--600
#4 #4 #3 #3 #3 #3
(0--2000)
600--1200 410 390 380 360 340 330
(2000--4000) #4 #3 #3 #3 #3 #2
1200--1800 380 360 350 330 320 300
(4000--6000) #3 #3 #3 #3 #2 #2
Meters
1800--2400
(Feet) 360 340 320 310 290 280
(6000--8000)
(6000 8000)
#3 #3 #3 #2 #2 #2
2400--3000
340 320 300 290 270 260
(8000--10000)
(8000 10000)
#3 #3 #2 #2 #2 #2
3000--3700
330 310 290 280 260 240
(10000--12000)
(10000 12000)
#3 #2 #2 #2 #2 #2

0--900
10 60 Bushed
10-60
(0-3000)
900-1500
10 58 Bushed
10-58
(3000-5000)
1500-2100
10 56 Bushed
10-56
Meters (5000-7000) 56 / 42 -- .36
36
(Feet) Black/Green 7043063 19--39 : 72P
2100-2700 ER
10 54 Bushed
10-54
(7000-9000)
2700-3350
10AL Bushed
(9000-11000)
3350-4000
10 Bushed
(11000-13000)
1.4
SPECIFICATIONS
Type P-- 85 Center Distance 7.92” / 20.12cm.
Shift Weights 10-- 54 Bushed Gearing : Chain 19-- 39 : 72 P
Drive Spring Black/Green Reverse Electronic Reverse
Brake Type Liquid Cooled
Spring 7043063
Helix Angle 54 / 42 - .36 Reverse CAPACITIES
Belt Width (Projected) 1.438” / 3.65cm. Coolant 5 Qts / 4.7 Liters
Side Angle (Overall) 28_ Chain Case Oil 9 fl. oz. / 299ml
Unit Length / Height / 124” / 48” / 45.5”
Width in / cm. 315 / 122 / 116cm.

Standard IFS Spring Rate 100# Standard FTS Spring Rate 170#
Standard Spring Pre-- Load 9.75”/24.7cm Installed Standard Spring Pre-- Load 7.375”/18.7 Installed
Premium Spring Rate 100# Premium Spring Rate 170#
Premium Spring Pre-- Load 4.25”/10.8cm Premium Spring Pre-- Load 2.98”/7.6cm
Standard RTS 7042085 Select
Front Vertical Travel 7 6”/19 3cm
7.6”/19.3cm
Premium RTS 7042176 Arvin IFP C/A
TRACK Torsion Spring .359/47_
15”/144”/2” (38 cm./366
cm./5 cm.) See page 11.7 for optional springs
ELECTRICAL
Champion RN57YCC /
Flywheel I.D. 4010677 Spark Plug / Gap
.028” / .70mm
CDI Marking 4010834 Voltage Regulator T1
Ignition Timing (see conver
conver- 24 @3500 RPM±1.5_
y
Electric Start
sion chart on page 13.4) w/TPS Disconnected Premium Optional
1.5
SPECIFICATIONS
MODEL: . . . . . . . . . . . . . . 700 RMK
MODEL NUMBER: . . . . S05N(K,L)7CS(A)
ENGINE MODEL: . . . . . S2775--7070--PI7C
ENGINE CARBURETION

Type
TM 40
Stroke in / mm 2.68” / 68mm Jet Needle 9DGN5-- 57 / 2
Piston / Cylinder Clearance .0044” - .0058” Throttle Gap UnderCutaway 0.098”
in / mm .111 - .147mm in / mm 2.5mm
Piston Ring End Gap .012” - .018”
Cutaway 2.0
in / mm .304 - .457 mm
Engagement RPM ±300 3800 Air Screw 1.0 Turns
87 Oct. NonOxy /
Exhaust Valve Spring Orange Fuel Octane (R+M/2)
89 Oct. Oxy
AMBIENT TEMPERATURE
500 490 470 450 430 410

0--600
#4 #4 #3 #3 #3 #3
(0--2000)
600--1200 470 450 430 410 390 380
(2000--4000) #4 #3 #3 #3 #3 #2
1200--1800 440 420 400 380 370 350
(4000--6000) #3 #3 #3 #3 #2 #2
Meters
M t
1800--2400
(Feet) 400 380 360 340 330 310
(6000--8000)
(6000 8000)
#3 #3 #3 #2 #2 #2
2400--3000
360 340 320 300 290 270
(8000--10000)
(8000 10000)
#3 #3 #2 #2 #2 #2
3000--3700
320 300 290 270 250 230
(10000--12000)
(10000 12000)
#3 #2 #2 #2 #2 #2

Altitude EV Spring
Shift Clutch Clutch Driven Chaincase
Weight Spring Spring Helix Gearing Recommendation
0--600
10 64 Bushed
10--64 Black/Green
(0-2000) Altitude EV Spring
600-1200 meters(feet)
10 62 Bushed
10-62 Black/Green
(2000-4000)
0--1200 Green/Yellow
1200-1800
(4000-6000)
10 60 Bushed
10-60 Black/Green (0--4000)
Meters 56 / 42 -- .36
36
(Feet) 7043063 19--39 : 72P
1800-2400 ER
10 58 Bushed
10-58 Black/Green
(6000-8000) 1200--3600
Orange
2400-3000 (4000--12000)
10--56 Bushed Black/Green
(8000-10000)
3000-3600
10--54 Bushed Black/Green
(11000-12000)
1.6
SPECIFICATIONS
Type Team Roller Reverse Brake Type Liquid Cooled
Driven Spring 7043063 CAPACITIES
Helix Angle 58 / 42 - .36 Reverse Fuel Tank 11.8 Gal. / 45 Liters
BELT Oil Tank 3.25 Qts / 3 Liters
Belt Part Number 3211080 Coolant 5 Qts. / 4.7 Liters
Belt Width (Projected) 1.438” / 3.65cm. Chain Case Oil 9 fl. oz. / 266ml
Side Angle (Overall) 28_ SLED DIMENSION
Outside Diameter 46.625” / 118.4cm.
Width in / cm. (144”) 315 / 122 / 116 cm.
Width in / cm. (151”) 330 / 122 / 116 cm.

7.6”/19.3cm
TRACK Torsion Spring .359/47_
15”/144”/2” (38 cm./366
cm./5 cm.)
15”/151”/2” (38 cm./384 See page 11.7 for optional springs
cm./5 cm.)
Track Tension See Page 3.10
ELECTRICAL
Champion RN57YCC .025”
/ .70mm
Ignition Timing(see conver- 20 @ 2000 RPM Standard Accessory
Electric Start
sion chart on page 13.4) w/ TPS Disconnected Premium Optional
1.7
SPECIFICATIONS
MODEL: . . . . . . . . . . . . . . 800 RMK
MODEL NUMBER: . . . . S05N(M,K,L)8CS(A,B)
ENGINE CARBURETION

Type
TM40
Stroke in / mm 2.76” / 70mm Jet Needle 9DGN6-- 57 / 2
Piston / Cylinder Clearance .006 - .0074” Throttle Gap UnderCutaway 0.102”
in / mm .152 - .188mm in / mm 2.6mm
Piston Ring End Gap .016 - .022”
Cutaway 2.0
in / mm .40 - .559mm
Engagement RPM ±300 3800 Air Screw .75 Turns
87 Oct. NonOxy /
Exhaust Valve Spring Pink Fuel Octane (R+M/2)
89 Oct. Oxy
AMBIENT TEMPERATURE
510N 490 470 450 430 410

0--600
#5 #3 #4 #4 #3 #3
(0--2000)
600--1200 480 470 450 430 410 390
(2000--4000) #4 #4 #4 #3 #3 #2
1200--1800 450 430 410 390 370 350
(4000--6000) #4 #4 #3 #3 #2 #2
Meters
M t
1800--2400
(Feet) 410 390 370 350 330 310
(6000--8000)
(6000 8000)
#4 #3 #3 #2 #2 #2
2400--3000
370 350 330 310 290 270
(8000--10000)
(8000 10000)
#3 #3 #2 #2 #2 #2
3000--3700
340 320 300 280 260 240
(10000--12000)
(10000 12000)
#3 #2 #2 #2 #2 #1

Altitude EV Spring
Shift Clutch Clutch Driven Chaincase
Weight Spring Spring Helix Gearing Recommendation
0--900
10 66 Bushed
10-66
(0-3000) Altitude EV Spring
900-1500 meters(feet)
10 64 Bushed
10-64
(3000-5000)
0--1200 Pink/Yellow
1500-2100
(5000-7000)
10 62 Bushed
10-62 (0--4000)
Meters 58 / 42 -- .36
36
(Feet) Black/Green 7043063 19--39 : 72P
2100-2700 Rev.
10 60 Bushed
10-60
(7000-9000) 1200--3600 Pink
2700-3350 (4000--12000)
10--58 Bushed
(9000-11000)
3350-4000
10--56 Bushed
(11000-13000)
1.8
SPECIFICATIONS
Type P-- 85 Center DIstance 7.92” / 20.12cm.
Type Team Roller Reverse Brake Type Liquid Cooled
Driven Spring 7043063 CAPACITIES
Helix Angle 58 / 42 - .36 Reverse Fuel Tank 11.8 Gal. / 45 Liters
BELT Oil Tank 3.25 Qts / 3 Liters
Belt Part Number 3211080 Coolant 5 Qts / 4.7 Liters
Belt Width (Projected) 1.438” / 3.65cm. Chain Case Oil 9 fl. oz. / 266 ml
Side Angle (Overall) 28_ SLED DIMENSION
124” / 48” / 45.5”
Outside Diameter 46.625” / 118.4cm.
Unit Length / Height / 315 / 122 / 116 cm.
Width in / cm. 130” / 48” / 45.5”
330 / 122 / 116 cm.

7.6”/19.3cm
TRACK TORSION SPRINGS
15”/144”/2” (38 cm./366
Width / Length / Lug Height Torsion Spring .359/47_
cm./5 cm.)
15”/151”/2” (38 cm./384
cm./5 cm.) See page 11.7 for optional springs
Track Tension See Page 3.10
3 10
ELECTRICAL
Champion RN57YCC/ .025”
Flywheel PN 4010677 Spark Plug / Gap
/ .64mm
CDI PN 4010842 Voltage Regulator T1
Ignition Timing(see conver

conver- 29 @3250 RPM±1.5_
y
Electric Start
sion chart on page 13.4) w/ TPS disconnected Premium Optional
1.9
SPECIFICATIONS
MODEL: . . . . . . . . . . . . . . 900 RMK
MODEL NUMBER: . . . . S05P(L,M)8DS(A,B,C,D)
ENGINE MODEL: . . . . . S2884--8686--PI8D
ENGINE FUEL SYSTEM

Engine Type Liberty Type Clean Fire Injection
Engine Displacement cc 866 Regulator Pressure 4 Bar (58psi)
Bore in / mm 3.46”/ 83mm THROTTLE BODY
Stroke in / mm 3.15” / 80mm Throttle Body Bore Size in/cm 2” / 51mm
Cylinders 2 TPS voltage @ idle .92 - .94
Piston / Cylinder Clearance .0045” - .0098”
Throttle Body Manufacture Mikuni
in / mm .114 - .249
.016” - .022”
Piston Ring End Gap in / mm DRIVE CLUTCH
.406-- .56
Piston Marking 3021327 Type P-- 85
Piston Ring Marking N/A Center Distance in/cm 11.5” / 29.2
Operating RPM ±200 7400 Spring Black / Green
*Idle RPM ±200 1400 Shift Weight 10-- 70
Engagement RPM ±300 3700 DRIVEN CLUTCH
Exhaust Valve Spring Purple Type TEAM
CHAINCASE Spring 7043058
Center Distance in/cm 11.35” / 28.83cm Helix 62/46-- 36 ER
Gearing 19 : 39 - 90P BELT
Reverse Electronic Width in/cm 1.438” / 3.652cm
Brake Pads 2202727 Length in/cm 46.625” / 118.4275cm
Brake Type Type 94 (DOT 4) Part Number 3211080
CAPACITIES DIMENSIONS
128 / 325
Fuel Tank gal./l 10.8 / 40.9 Length in/cm
134 / 340
Oil Tank qts./l 3 / 2.8 Height in/cm 46.5 / 118
Coolant qts. / l 6.7 - 6.9 / 6.3 - 6.4
Width in/cm 46 33 / 118
46.33
Chain Case Oil oz. / ml 11 / 325.3

0-900
10 -74
10- 74
(0-3000)
900-1500
10 -74
10- 74
(3000-5000)
1500-2100
10 -72
10- 72
Meters (5000-7000)
Bl k/G
Black/Green 7043058 62/46 -36
62/46- 36 ER 19 : 39 -- 90P
(Feet) 2210-2700
10 -70
10- 70
(7000-9000)
2700--3350
10--68
(9000--11000)
3350--4000
10--66
(11000--13000)
Idle RPM is factory set and is adjusted automatically through the barometric sensor inside the ECU. DO NOT attempt to adjust
idle on the throttle body or engine performance may be affected.
1.10
SPECIFICATIONS
Type IQ Type IQ
Standard IFS Shocks 7043049 AFX Standard FTS 7043048 FX
Stock IFS Spring Rate 110# Standard FTS Spring Rate 170#
Stock Spring Pre-- Load 11.38” / 29cm Installed Standard Spring Pre-- Load Fixed
Premium Spring Rate 100# Premium FTS Spring Rate 170#
Premium FTS Spring Pre--
Premium Spring Pre-- Load 10” / 25.4cm Installed 7.25” / 18.4 cm Installed
Load
Front Vertical Travel 8.84 in / 22.4cm Standard RTS 7043047 AFX
TRACK Premium RTS 7043046 Arvin IFP/Res CA
Width in/cm 15/38.1 TORSION SPRINGS
151/384
Length in/cm 159/404 Stock Torsion Spring .359/77_
166/422
(151) 2 or 2.4/5 or 6.1
Lug Height in/cm (159) 2 or 2.4/5 or 6.1 Light Torsion Spring .347/77_
(166) 2.4/6.1
Track Tension See page 3.10 Heavy Torsion Spring .375/77_
ELECTRICAL
Champion RN57YCC /
.025mm(.003”)
Base ECU 4011081 Voltage Regulator 4010866
Alternator Output 400watts Stator 4010727
conver- 14_ @ 3000RPM Electric Start TBD
sion chart on page 13.4)
1.11
SPECIFICATIONS
MODEL: . . . . . . . . . . . . . . 600 SWITCHBACKt
MODEL NUMBER: . . . . S05NS6ES(A)
ENGINE MODEL: . . . . . S2709--6044--PI6E
ENGINE CARBURETION

Type
TM 38
Bore in / mm 3.04” / 77.25mm Pilot Jet 50
Stroke in / mm 2.52” / 64mm Jet Needle 9DGI01-- 60 / 4
Piston / Cylinder Clearance .0045”-- .0059” Throttle Gap UnderCutaway 0.079”
in / mm .115 - .149mm. in / mm 2.0mm
Piston Ring End Gap .014-- .020”
Cutaway 1.5
in / mm .356 - .508mm
87 Oct. NonOxy /
Exhaust Valve Spring Green/White Fuel Octane (R+M/2)
89 Oct. Oxy
AMBIENT TEMPERATURE
450 430 420 400 380 370

0--600
#5 #5 #4 #4 #4 #4
(0--2000)
600--1200 410 390 380 360 340 330
(2000--4000) #5 #4 #4 #4 #4 #3
1200--1800 380 360 350 330 320 300
(4000--6000) #4 #4 #4 #4 #3 #3
Meters
M t
1800--2400
(Feet) 360 340 320 310 290 280
(6000--8000)
(6000 8000)
#4 #4 #4 #3 #3 #3
2400--3000
340 320 300 290 270 260
(8000--10000)
(8000 10000)
#4 #4 #3 #3 #3 #3
3000--3700
330 310 290 280 260 240
(10000--12000)
(10000 12000)
#4 #3 #3 #3 #3 #3

0--900
10 60 Bushed
10-60 22 40:74P
22--40:74P
(0-3000)
900-1500
10 58 Bushed
10-58 22 40:74P
22--40:74P
(3000-5000)
1500-2100
10 56 Bushed
10-56 22 40:74P
22--40:74P
Meters (5000-7000) 56 / 42 -- .36
36
(Feet) Black/Green 7043063
2100-2700 ER
10 54 Bushed
10-54 19 39:72P
19--39:72P
(7000-9000)
2700-3350
10AL Bushed 19--39:72P
(9000-11000)
3350-4000
10 Bushed 19--39:72P
(11000-13000)
1.12
SPECIFICATIONS
Drive Spring Black / Green Reverse Electronic Reverse
Driven Spring 7043063
Helix Angle 56 / 42 - .36 Reverse CAPACITIES
Belt Width (Projected) 1.438” / 3.65cm. Coolant 5 Qts / 4.7 Liters
Width in / cm. 315 / 122 / 119 cm.

Type EDGE RMK Type EDGE RMK
IFS Shocks 7043083 Alum IFP FTS 7042084 Arvin IFP
IFS Spring Rate 100#/in

100#/in. FTS Spring Rate 170#/in
170#/in.
IFS Spring Pre-- Load 10.5” / 26.7cm Installed

FTS Pre-
Pre - Load 2 98” / 7.6
2.98” 7 6 cm.
cm
Front Vertical Travel 7.1-- 7.4 / 18 - 18.8cm.
TRACK
RTS 7042176 Arvin IFP C/A
Width 15” / 38 cm.
Length 144” / 366 cm. Torsion Spring .359” (Sq) x 47_
Lug Height 1.25” / 3.175 cm.
Optional
p springs
p g see ppage
g 11.7
3 10
ELECTRICAL
Champion RN57YCC .028”
/ .70mm

conver- 24 @3000 RPM±1.5_
24_@3000 RPM±1.5 Electric Start Accessory
sion chart on page 13.4) w/TPS Disconnected
1.13
SPECIFICATIONS
MODEL: . . . . . . . . . . . . . . 800 SWITCHBACKt
MODEL NUMBER: . . . . S05NSCS(A)
ENGINE CARBURETION

Type
TM 40
Stroke in / mm 2.76” / 70mm Jet Needle 9DGN6-- 57/4
Piston / Cylinder Clearance .006 - .0074” Throttle Gap UnderCutaway 0.079”
in / mm .152 - .188mm in / mm 2.0mm
Piston Ring End Gap .016 - .022”
Cutaway 2.0
in / mm .406 - .559mm
87 Oct. NonOxy /
Exhaust Valve Spring Pink / Yellow Fuel Octane (R+M/2)
89 Oct. Oxy
AMBIENT TEMPERATURE
510N 490 470 450 430 410

0--600
#5 #4 #4 #4 #3 #3
(0--2000)
600--1200 480 470 450 430 410 390
(2000--4000) #4 #4 #4 #3 #3 #2
1200--1800 450 430 410 390 370 350
(4000--6000) #4 #4 #3 #3 #2 #2
Meters
M t
1800--2400
(Feet) 410 390 370 350 330 310
(6000--8000)
(6000 8000)
#4 #3 #3 #2 #2 #2
2400--3000
370 350 330 310 290 270
(8000--10000)
(8000 10000)
#3 #3 #2 #2 #2 #2
3000--3700
340 320 300 280 260 240
(10000--12000)
(10000 12000)
#3 #2 #2 #2 #2 #1

0--600
10 66 Bushed
10-66 23 39:74P
23--39:74P
(0-2000)
600-1200
10 64 Bushed
10-64 23 39:74P
23--39:74P
(2000-4000)
1200-1800
10 62 Bushed
10-62 23 39:74P
23--39:74P
Meters (4000-7000) 58 / 42 -- .36
36
(Feet) Black/Green 7043063
1800-2400 ER
10 60 Bushed
10-60 21 41:74P
21--41:74P
(6000-8000)
2400-3000
10--58 Bushed 21--41:74P
(8000-10000)
3000-3600
10--56 Bushed 21--41:74P
(10000-12000)
1.14
SPECIFICATIONS
Drive Spring Black / Green Reverse Electronic Reverse
Driven Spring 7043063
Driven Helix Angle 58/42-- .36 ER CAPACITIES
Belt Width (Projected) 1.438” / 3.65cm. Coolant 5 Qts/ 4.7 Liters
Width in / cm. 315 / 122 / 119 cm.

Type EDGE RMK Type EDGE RMK
IFS Shocks 7043083 Alum IFP FTS 7042084 Arvin IFP
IFS Spring Rate 100#/in

100#/in. FTS Spring Rate 170#/in
170#/in.
IFS Spring Pre-- Load 10.5” / 26.7cm Installed

FTS Pre-
Pre - Load 2 98” / 7.6
2.98” 7 6 cm.
cm
Front Vertical Travel 7.1-- 7.4 / 18 - 18.8cm.
TRACK
RTS 7042176 Arvin IFP C/A
Width 15” / 38 cm.
Length 144” / 366 cm. Torsion Spring .359” (Sq) x 47_
Lug Height 1.25” / 3.175 cm.
Optional
p springs
p g see ppage
g 11.7
3 10
ELECTRICAL
Champion RN57YCC /
Flywheel PN 4010677 Spark Plug / Gap
.025” / .70mm
CDI PN 4010841 Voltage Regulator T1

conver- 29 @3250 RPM±1.5_
29_@3250 RPM±1.5 Electric Start Accessory
sion chart on page 13.4) w/TPS Disconnected
1.15
SPECIFICATIONS
NOTES
1.16
2005 Model Number Designation . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
Tunnel Decal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
Vehicle Identification Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
2005 Publication Part Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3
General Service Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4
Standard Torque Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5
Decimal Equivalents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6
Tap Drill Sizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7
Conversion Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8
Piston Wash and Spark Plug Color . . . . . . . . . . . . . . . . . . . . . . . . 2.9
Cylinder Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10
Piston Measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11
Cylinder Honing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.12
Port Chamfering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13
Connecting Rod Bearing Inspection . . . . . . . . . . . . . . . . . . . . . . . 2.14
Crankshaft Indexing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.15 - 2.17
Oil Pump Operation and Troubleshooting . . . . . . . . . . . . . . . . . . . 2.18
Oil Pump Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.19
Oil Pump Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.20
Cooling System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.21
900 Fusion Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.22
GENERAL INFORMATION
2005 MODEL NUMBER DESIGNATION
EXAMPLE: S05NB4BS
S 05 N B 4 B S #
Option
ModelYear Engine Size VIN
Identifier Model Line Model Type Engine modifier Identifier
(2nd/3rd Dig- (cc) Identifier
(1st Digit) (4th Digit) (5th Digit) (6th/7th Digit) (9th
it) (6th Digit) (8th Digit)
Digit)
S=Snow 05=2005 M=Fusion A=50th Anniv Spe- 0=0-- 99cc 1A=121 F/C OHV 4 cycle Fuji E=Europe unit
cial
N=Edge B=Basic or Stan- 1=100-- 199 3A=340 F/C Piston Port S=Standard
dard Production
Unit
P=IQ RMK D=Classic 2=200-- 299cc 4B=488 L/C Piston Port
S=Gen II E=M-- 10 Perfor- 3=300-- 399cc 4C=440 EV L/C Case Reed (Dom)
mance
W=Mini Indy J=136 RMK 4=400-- 499cc 5B=544 F/C Cylinder Reed
K=144 RMK 5=500-- 599cc 5C=500 EFV L/C Case Reed 2 Cyl
(Dom)
L=151 RMK 6=600-- 600cc 6E=600 EV L/C Case Reed 2 Cyl
(Dom)
M=159 RMK 7=700-- 799cc 7C=700 EV L/C Case Reed 2 Cyl
(Dom)
N=166 RMK 8=800-- 899cc 7D=780 4-- stroke EFI 2 Cyl (Dom)
P=Performance 9=900+cc 8C=800 EV L/C Case Reed 2 Cyl
(Dom)
S=Switchback 8D=866 EV SDI Case Reed
T=Touring
U=Utility
X=Racer/Pro X
TUNNEL DECAL
MODEL NO. MADE IN U.S.A. PATENT NOTICE
Mfd. by Polaris Industries Inc.. in Roseau, MN under one or
V.I.N. NO. more of the following patents:
U.S. Patents Patented Canada
THIS VEHICLE CONFORMS TO ALL APPLICABLE 882,491/71
3,605,511 3,613,810 5,050,559
U.S. FEDERAL AND STATE REQUIREMENTS AND 3,580,647 3,867,991 5,048,503 883,694/71
CANADA MOTOR VEHICLE SAFETY STANDARDS 3,483,766 4,793,950 5,056,482 864,394/71
IN EFFECT ON THE DATE OF MANUFACTURE. 3,533,662 5,038,881 5,099,813 Canadian Rd.
3,545,821 5,172,675 5,074,271 34,573/71
3,605,510 5,090,386 5,191,531 34,572/71
MFD. DATE: 3,525,412 5,050,564 3,613,811 1,227,823/87
7072133
These numbers should be referred to in any correspondence regarding warranty, service or replacement parts.
The machine model and serial number identification decal is located on the right front side of the tunnel. The serial number is
permanently stamped into the tunnel. The model number is embossed on the decal.
Whenever corresponding about an engine it is important that the engine model and serial numbers be called out. Laser engraved
model and serial numbers are located on the crankcase (intake side).
2.1
GENERAL INFORMATION
VEHICLE IDENTIFICATION NUMBER
Current snowmobiles have a 17 digit Vehicle Identification Number (VIN). The VIN is organized as follows: Digits 1-3: World
Manufacturer Identifier. For Polaris, this is SN1. Digits 4-9: Vehicle Descriptor Section. Digits 10-17: Vehicle Indicator Section.
Digits 4-8 of the VIN identify the body style, type, engine type, and series. The VIN and the model number must be used with
any correspondence regarding service or repair.
World Mfg. ID Vehicle Descriptor Vehicle Identifier

Example of 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
Current S N 1 S B 5 B S 0 2 2 0 0 0 0 0 0
VIN Number Body Style Engine Series Model

Year Individual Serial No.
Size Engine Check Manufacturing.
Type Modifier Digit Location Code
Vehicle Identification Number / Model Number Key

Body Style Type Engine Size Engine Modifier Series
L=Lite B=Base Model 1=100-199 cc’s A=Fan S=Domestic
N=Edge D=Deluxe 2=200-299 cc’s B=Liquid Twin U=Europe
S=Gen II P=Performance 3=300-399 cc’s C=Case Reed Twin
W=Mini R=RMK 4=400-499 cc’s D=Liquid Triple
S=SKS 5=500-599 cc’s E=Case Reed Triple
T=Touring 6=600-699 cc’s
U=Utility 7=700-799 cc’s
X=Racer 8=800-899 cc’s
2.2
GENERAL INFORMATION
PUBLICATION PART NUMBERS
Owners Manual Parts
Model Model No. Owner’s Manual Microfiche
Supplement Manual
Trail RMK S05NJ5BS(A) 9919706 9919097 9919276 9919277
600 RMK S05NK6ES(A) 9919706 9919098 9919278 9919279
700 RMK S05N(K,L)7CS(A) 9919706 9919381 9919278 9919279
9919383 (144)
800 RMK S05N(M,K,L)8CS(A,B) 9919706 9919384 (151) 9919278 9919279
9919385 (159)
9919104 (151)
900 RMK S05P(L,M)8DS(A,B,C,D) 9919077 9919105 (159) 9919292 9919293
9919106 (166)
600 Switchback S05NS6ES(A) 9919076 9919095 9919280 9919281
800 Switchback S05NSCS(A) 9919076 9919095 9919280 9919281
SERVICE MANUALS
Service Manuals 2004
2000-- 2005
9919307
120 XC SP / PRO X
Trail Sport
9919300
500 Indy, Supersport
Touring
9919304
340 Edge Touring, Trail Touring (Deluxe), Widetrak LX, 600 Edge Touring (50th), 800 Edge Touring
Frontier
9919305
Frontier Touring
Classic
9919301
340 Classic, 500 Classic, 550 Classic, 600 Classic, 800 Classic
Deep Snow
9919302
Trail RMK, 600/700/800 RMK, 600/800 Switchbackt, 900 RMK
Performance
9919303
500/600/700/800 XC SP, 900 Fusion
2005 Specification Handbook 9919311

2005 Snowmobile Wallcharts 9919309
Track Poster 9918459
Flat Rate Manual 9919308
Snowmobile Care and Adjusting for the Perfect Ride (DVD) (2004) 9918923
Snowmobile Care and Adjusting for the Perfect Ride (VHS) (2004) 9918908
2005 Snowmobile Quick Start Guide (DVD) (2005) 9919129
2.3
GENERAL INFORMATION
GENERAL SERVICE PRECAUTIONS
In order to perform service work efficiently and to prevent costly errors, the technician should read the text in this manual,
thoroughly familiarizing him/herself with procedures before beginning. Photographs and illustrations have been included with the
text as an aid. Notes, cautions and warnings have also been included for clarification of text and safety concerns. However, a
knowledge of mechanical theory, tool use and shop procedures is necessary to perform the service work safely and satisfactorily.
Use only genuine Polaris service parts.
Cleanliness of parts and tools as well as the work area is of primary importance. Dirt and foreign matter will act as an abrasive
and cause damage to precision parts. Clean the snowmobile before beginning service. Clean new parts before installing.
Watch for sharp edges which can cause personal injury, particularly in the area of the tunnel. Protect hands with gloves when
working with sharp components.
If difficulty is encountered in removing or installing a component, look to see if a cause for the difficulty can be found. If it is
necessary to tap the part into place, use a soft face hammer and tap lightly.
Some of the fasteners in the snowmobile were installed with locking agents. Use of impact drivers or wrenches will help avoid
damage to fasteners.
Always follow torque specifications as outlined throughout this manual. Incorrect torquing may lead to serious machine
damage or, as in the case of steering components, can result in injury or death for the rider(s).
If a torquing sequence is indicated for nuts, bolts or screws, start all fasteners in their holes and hand tighten. Then, following
the method and sequence indicated in this manual, tighten evenly to the specified torque value. When removing nuts, bolts or
screws from a part with several fasteners, loosen them all about 1/4 turn before removing them.
If the condition of any gasket or O-Ring is in question, replace it with a new one. Be sure the mating surfaces around the gasket
are clean and smooth in order to avoid leaks.
Some procedures will require removal of retaining rings or clips. Because removal weakens and deforms these parts, they
should always be replaced with new parts. When installing new retaining rings and clips use care not to expand or compress them
beyond what is required for installation.
Because removal damages seals, replace any oil or grease seals removed with new parts.
Polaris recommends the use of Polaris lubricants and greases, which have been specially formulated for the top performance
and best protection of our machines. In some applications, such as the engine, warranty coverage may become void if other brands
are substituted.
Grease should be cleaned from parts and fresh grease applied before reassembly of components. Deteriorating grease loses
lubricity and may contain abrasive foreign matter.
Whenever removing or reinstalling batteries, care should be taken to avoid the possibility of explosion resulting in serious
burns. Always disconnect the negative (black) cable first and reconnect it last. Battery electrolyte contains sulphuric acid and is
poisonous! Serious burns can result from contact with the skin, eyes or clothing. ANTIDOTE: External - Flush with water.
Internal - Drink large quantities or water or milk. Follow with milk of magnesia, beaten egg, or vegetable oil. Call physician
immediately. Eyes - Flush with water for 15 minutes and get prompt medical attention.
2.4
GENERAL INFORMATION
DECIMAL EQUIVALENTS
1/64 . . . . . . . . . . . . . . . . . . .0156
1/32 . . . . . . . . . . . . . .0312 . . . . . . . . 1 mm = .0394″
3/64 . . . . . . . . . . . . . . . . . . .0469
1/16 . . . . . . . . . . . . .0625
5/64 . . . . . . . . . . . . . . . . . . .0781 . . . . . . . . 2 mm = .0787″
3/32 . . . . . . . . . . . . . .0938
7/64 . . . . . . . . . . . . . . . . .1094 . . . . . . . . 3 mm = .1181″
1/8 . . . . . .125
9/64 . . . . . . . . . . . . . . . . . . .1406
5/32 . . . . . . . . . . . . .1563 . . . . . . . . 4 mm = .1575″
11/64 . . . . . . . . . . . . . . . . . .1719
3/16 . . . . . . . . . . . . .1875 . . . . . . . . 5 mm = .1969″
13/64 . . . . . . . . . . . . . . . . . .2031
7/32 . . . . . . . . . . . . .2188
15/64 . . . . . . . . . . . . . . . . . .2344 . . . . . . . . 6 mm = .2362″
1/4 . . . . .250
17/64 . . . . . . . . . . . . . . . . . .2656 . . . . . . . . 7 mm = .2756″
9/32 . . . . . . . . . . . . .2813
19/64 . . . . . . . . . . . . . . . . . .2969
5/16 . . . . . . . . . . . . .3125 . . . . . . . . 8 mm = .3150″
21/64 . . . . . . . . . . . . . . . . . .3281
11/32 . . . . . . . . . . . .3438 . . . . . . . . 9 mm = .3543″
23/64 . . . . . . . . . . . . . . . . . .3594
3/8 . . . . .375
25/64 . . . . . . . . . . . . . . . . . .3906 . . . 10 mm = .3937″
13/32 . . . . . . . . . . . .4063
27/64 . . . . . . . . . . . . . . . . . .4219 . . . . . . . . 11 mm = .4331″
7/16 . . . . . . . . . . . . .4375
29/64 . . . . . . . . . . . . . . . . . .4531
15/32 . . . . . . . . . . . .4688 . . . . . . . . 12 mm = .4724″
31/64 . . . . . . . . . . . . . . . . . .4844
1/2 . . . . .5 00 . . . . . . . . . . . . . . . . . 13 mm = .5118″
33/64 . . . . . . . . . . . . . . . . . .5156
17/32 . . . . . . . . . . . .5313
35/64 . . . . . . . . . . . . . . . . . .5469 . . . . . . . . 14 mm = .5512″
9/16 . . . . . . . . . . . . .5625
37/64 . . . . . . . . . . . . . . . . . .5781 . . . . . . . . 15 mm = .5906″
19/32 . . . . . . . . . . . .5938
39/64 . . . . . . . . . . . . . . . . . .6094
5/8 . . . . .625 . . . . . . . . . . . . . . . . . 16 mm = .6299″
41/64 . . . . . . . . . . . . . . . . . .6406
21/32 . . . . . . . . . . . .6563 . . . . . . . . 17 mm = .6693″
43/64 . . . . . . . . . . . . . . . . .6719
11/16 . . . . . . . . . . . .6875
45/64 . . . . . . . . . . . . . . . . . .7031 . . . . . . . . 18 mm = .7087″
23/32 . . . . . . . . . . . .7188
47/64 . . . . . . . . . . . . . . . . . .7344 . . . . . . . . 19 mm = .7480″
3/4 . . . . .750
49/64 . . . . . . . . . . . . . . . . . .7656
25/32 . . . . . . . . . . . .7813 . . . . . . . . 20 mm = .7874″
51/64 . . . . . . . . . . . . . . . . . .7969
13/16 . . . . . . . . . . . .8125 . . . . . . . . 21 mm = .8268″
53/64 . . . . . . . . . . . . . . . . . .8281
27/32 . . . . . . . . . . . .8438
55/64 . . . . . . . . . . . . . . . . . .8594 . . . . . . . . 22 mm = .8661″
7/8 . . . . .875
57/64 . . . . . . . . . . . . . . . . . .8906 . . . . . . . . 23 mm = .9055″
29/32 . . . . . . . . . . . .9063
59/64 . . . . . . . . . . . . . . . . .9219
15/16 . . . . . . . . . . . .9375 . . . . . . . . 24 mm = .9449″
61/64 . . . . . . . . . . . . . . . . . .9531
31/32 . . . . . . . . . . . .9688 . . . . . . . . 25 mm = .9843″
63/64 . . . . . . . . . . . . . . . . . .9844
1 . . . . . . 1.000
2.5
GENERAL INFORMATION
STANDARD TORQUE SPECIFICATIONS
The following torque specifications are to be used as a general guideline when torque value is not specified. There are exceptions
in the steering, suspension, and engine areas. Always consult the torque chart and the specific manual section for torque values of
fasteners.
Bolt Size Threads/In Grade 2 Grade 5 Grade 8

(MM/Thread)
Torque in. lbs. (Nm)
#10 - 24 . . . . . . . . . . . 27 (3.1) . . . . . . . . . . . . . 43 (5) . . . . . . . . . . . . . . 60 (6.9)
#10 - 32 . . . . . . . . . . . 31 (3.6) . . . . . . . . . . . . . 49 (5.6) . . . . . . . . . . . . 68 (7.8)
Torque ft. lbs. (Nm)*
1/4 - 20 . . . . . . . . . . . 5 (7) . . . . . . . . . . . . . . . 8 (11) . . . . . . . . . . . . . . 12 (16)
1/4 - 28 . . . . . . . . . . . 6 (8) . . . . . . . . . . . . . . . 10 (14) . . . . . . . . . . . . . 14 (19)
5/16 - 18 . . . . . . . . . . . 11 (15) . . . . . . . . . . . . . 17 (23) . . . . . . . . . . . . . 25 (35)
5/16 - 24 . . . . . . . . . . . 12 (16) . . . . . . . . . . . . . 19 (26) . . . . . . . . . . . . . 29 (40)
3/8 - 16 . . . . . . . . . . . 20 (27) . . . . . . . . . . . . . 30 (40) . . . . . . . . . . . . . 45 (62)
3/8 - 24 . . . . . . . . . . . 23 (32) . . . . . . . . . . . . . 35 (48) . . . . . . . . . . . . . 50 (69)
7/16 - 14 . . . . . . . . . . . 30 (40) . . . . . . . . . . . . . 50 (69) . . . . . . . . . . . . . 70 (97)
7/16 - 20 . . . . . . . . . . . 35 (48) . . . . . . . . . . . . . 55 (76) . . . . . . . . . . . . . 80 (110)
1/2 - 13 . . . . . . . . . . . 50 (69) . . . . . . . . . . . . . 75 (104) . . . . . . . . . . . . 110 (152)
1/2 - 20 . . . . . . . . . . . 55 (76) . . . . . . . . . . . . . 90 (124) . . . . . . . . . . . . 120 (166)
*To convert ft. lbs. to Nm multiply foot pounds by 1.356.

*To convert Nm to ft. lbs. multiply Nm by .7376.
2.6
GENERAL INFORMATION
SAE TAP DRILL SIZES
Thread Size Drill Size Thread Size Drill Size
#0-80 3/64 1/2-13 27/64
#1-64 53 1/2-20 29/64
#1-72 53 9/16-12 31/64
#2-56 51 9/16-18 33/64
#2-64 50 5/8-11 17/32
#3-48 5/64
5/8-18 37/64
#3-56 45
#4-40 43 3/4-10 21/32
#4-48 42 3/4-16 11/16
#5-40 38 7/8-9 49/64
#5-44 37 7/8-14 13/16
#6-32 36 1-8 7/8
#6-40 33 1-12 59/64
#8-32 29 1 1/8-7 63/64
#8-36 29 1 1/8-12 1 3/64
#10-24 24 1 1/4-7 1 7/64
#10-32 21
1 1/4-12 1 11/64
#12-24 17
#12-28 4.6mm 1 1/2-6 1 11/32
1/4-20 7 1 1/2-12 1 27/64
1/4-28 3 1 3/4-5 1 9/16
5/16-18 F 1 3/4-12 1 43/64
5/16-24 I 2-4 1/2 1 25/32
3/8-16 O 2-12 1 59/64
3/8-24 Q 2 1/4-4 1/2 2 1/32
7/16-14 U 2 1/2-4 2 1/4
7/16-20 25/64 2 3/4-4 2 1/2
3-4 2 3/4
METRIC TAP DRILL SIZES

Tap Size Drill Size Decimal Equivalent Nearest Fraction
3 x .50 #39 0.0995 3/32
3 x .60 3/32 0.0937 3/32
4 x .70 #30 0.1285 1/8
4 x .75 1/8 0.125 1/8
5 x .80 #19 0.166 11/64
5 x .90 #20 0.161 5/32
6 x 1.00 #9 0.196 13/64
7 x 1.00 16/64 0.234 15/64
8 x 1.00 J 0.277 9/32
8 x 1.25 17/64 0.265 17/64
9 x 1.00 5/16 0.3125 5/16
9 x 1.25 5/16 0.3125 5/16
10 x 1.25 11/32 0.3437 11/32
10 x 1.50 R 0.339 11/32
11 x 1.50 3/8 0.375 3/8
12 x 1.50 13/32 0.406 13/32
12 x 1.75 13/32 0.406 13/32
2.7
GENERAL INFORMATION
CONVERSION CHART
Unit of Measure Multiplied by Converts to

ft. lbs. x 12 = in. lbs.
in. lbs. x .0833 = ft. lbs.
ft. lbs. x 1.356 = Nm
in. lbs. x .0115 = kg-m
Nm x .7376 = ft. lbs.
kg-m x 7.233 = ft. lbs.
kg-m x 86.796 = in. lbs.
kg-m x 10 = Nm
in. x 25.4 = mm
mm x .03937 = in.
in. x 2.54 = cm
mile (mi.) x 1.6 = km
km x .6214 = mile (mi.)
Ounces (oz) x 28.35 = Grams (g)
Grams (g) x 0.035 = Ounces (oz)
cc’s x .03381 = Fluid Ounces (oz)
lb. x .454 = kg
kg x 2.2046 = lb.
Cubic inches (cu in) x 16.387 = Cubic centimeters (cc’s)
Cubic centimeters (cc’s) x 0.061 = Cubic inches (cu in)
Imperial pints (Imp pt) x 0.568 = Liters (l)
Liters (l) x 1.76 = Imperial pints (Imp pt)
Imperial quarts (Imp qt) x 1.137 = Liters (l)
Liters (l) x 0.88 = Imperial quarts (Imp qt)
Imperial quarts (Imp qt) x 1.201 = US quarts (US qt)
US quarts (US qt) x 0.833 = Imperial quarts (Imp qt)
US quarts (US qt) x 0.946 = Liters (l)
Liters (l) x 1.057 = US quarts (US qt)
US gallons (US gal) x 3.785 = Liters (l)
Liters (l) x 0.264 = US gallons (US gal)
Pounds - force per square inch (psi) x 6.895 = Kilopascals (kPa)
Kilopascals (kPa) x 0.145 = Pounds - force per square inch (psi)
Kilopascals (kPa) x 0.01 = Kilograms - force per square cm
Kilograms - force per square cm x 98.1 = Kilopascals (kPa)
°C to °F: 9 (°C + 40) ÷ 5 -- 40 = °F

°F to °C: 5 (°F + 40) ÷ 9 -- 40 = °C
2.8
GENERAL INFORMATION
PISTON WASH AND SPARK PLUG COLOR
Changing temperature, barometer, altitude, and fuel supply are just a few of the factors that can affect the day to day performance
of your engine. That is why using Exhaust Gas Temperatures (EGTs) are important for maintaining optimum performance. There
are two methods for helping you determine what the EGTs are for your machine. Piston wash and the coloring of your spark
plug.The piston wash is by far the most valuable tool in concluding EGTs, with the spark plug color running a distant second.
Use the illustrations below to help you establish the EGTs for your machine.
Piston Wash Spark Plug Color
n Wet and Black wash indicates too rich a fuel

mixture
n If the plug is wet or very dark, the fuel is
Wash running too rich.
Correct
Correct
n If the wash is 1/4” - 3/8” and cocoa
brown, the machine’s EGTs are just right.
Dry n If the plug is light to cocoa brown, the ma-
chine’s EGTs are just right.
n A dry, ash colored piston indicates too lean a

mixture for the operating conditions.
n A ash white plug with speckles indicates too
lean a mixture for the operating conditions.
Once the proper jetting is established, you can reference the EGT gauge for your baseline numbers. Then, if there is a rise or
fall of 25 degrees, you must jet accordingly to return your EGTs to the baseline numbers.
2.9
GENERAL INFORMATION
CYLINDER INSPECTIONS
CYLINDER HEAD INSPECTION

Limit .003” (.08mm)
Inspect each piston dome area of the cylinder head for warping by plac-
ing a straight edge across the dome area.
With a feeler gauge measure any gap under the straight edge.
Replace cylinder head if measurement exceeds the service limit of
.003” (.08mm).
Cylinder Head Warp

NOTE: Service Limit .003” (.08mm)
CYLINDER MEASUREMENT
Inspect each cylinder for wear, scratches, or damage. If no damage is evident, measure the cylinder for taper and out of round
with a telescoping gauge or a dial bore gauge. Measure the bore 1/2, from the top of the cylinder; in line with the piston pin and
90_ to the pin to determine if the bore is out of round. Repeat the measurements at the middle of the cylinder and the bottom
of the cylinder to determine taper or out of round at the bottom. Use the chart below and record all measurements.
S Cylinder Taper Limit: .002” MAX

S Cylinder Out of Round Limit: .002”
TOP
Ty
Tx Ty
Top Tx
MIDDLE
Mx My
My
Middle Mx
BOTTOM
Bx By
By
Out of round =
Tx--Ty and By--Bx Bottom Bx
Taper Limit=
Ty--By and Tx--Bx
2.10
GENERAL INFORMATION
PISTON INSPECTION / MEASUREMENT
B Piston Ring C Piston Ring

A
1/2″ (1.3cm.)
1/2″ (1.3cm.)
Cylinder
Feeler Gauge
90° to pin
Up
D
DOMESTIC ENGINES - Measure 3/8″ (10.0mm)
up from bottom of skirt
Straight Edge
FUJI ENGINES - Measure 1/2″ (12.7mm) up

from bottom of skirt Keystone Piston Ring Cutaway
Check piston for scoring or cracks in piston crown or pin area. Excessive carbon buildup below the ring lands is an indication
of piston, ring or cylinder wear.
For Libertyt engines, measure piston outside diameter at a point 3/8” (10mm) up from the bottom of the skirt at a 90_ angle
to the direction of the piston pin (diagram A).
For Fuji engines, measure piston outside diameter at a point that is 1/2” (12.7mm) up form the bottom of the skirt at a 90_ angle
to the direction of the piston pin (diagram A).
NOTE: The piston must be measured at this point to provide accurate piston to cylinder measurements.
Subtract this measurement from the minimum cylinder measurement recorded previously when you recorded the cylinder mea-
surements. If clearance exceeds the service limit, the cylinder should be re-bored and new pistons and rings installed. Refer to
piston to cylinder clearance limits in the General Information section listed per model.
PISTON RING INSTALLED GAP

Position the ring 1/2“ (1.3 cm) from the top of the cylinder using the piston to push it squarely into place. Measure installed gap
with a feeler gauge at both the top and bottom of the cylinder (diagram B).
A difference in end gap indicates cylinder taper. The cylinder should be measured for excessive
NOTE:
taper and out of round. Replace rings if the installed end gap exceeds the service limit.
NOTE: Always check piston ring installed gap after re-boring a cylinder or when installing new rings.
NOTE: Piston rings are installed with marking or beveled side up see diagram D.
2.11
GENERAL INFORMATION
CYLINDER HONING
The cylinder bore must be de-glazed whenever new piston rings are installed. A light honing with fine stones removes only a
very small amount of material. A proper crosshatch pattern is important to provide a surface that will hold oil, and allow the rings
to seat properly. If the crosshatch is too steep, oil retention will be reduced. A crosshatch angle which is too shallow will cause
ring vibration, poor sealing, and overheating of the rings due to blow-by and reduced contact with the cylinder wall. Service life
of the pistons and rings will be greatly reduced.
CYLINDER HONE SELECTION
A Nikasil cylinder can be lightly honed with

NOTE: a soft stone hone but can not be oversized.
DE--GLAZING
If cylinder wear or damage is minimal, honing the cylinder lightly with EXAMPLE OF A CROSS HATCH PATTERN
finish stones. Follow the procedure outlined above
HONING TO OVERSIZE (340 AND 500 FUJI ENGINES ONLY)

If cylinder wear or damage is excessive, it will be necessary to oversize the cylinder using a new oversize piston and rings. This
may be accomplished by either boring the cylinder and then finish honing to the final bore size, or by rough honing followed by
finish honing.
Portable rigid hones are not recommended for oversizing cylinders, cylinder boring, and finish honing.
NOTE: The use of an arbor type honing machine is recommended.
For oversize honing always wet hone using honing oil and a coarse roughing stone. Measure the new piston at room temperature
(see piston measurement) and rough hone to the size of the piston or slightly larger. Always leave .002” - .003“ (.05 - .07 mm)
for finish honing. Complete the sizing with fine grit stones to provide the proper cross-hatch finish and required piston clearance.
Inspect cylinder for taper and out-of-round. Taper or out-of-round on the finished bore should not exceed .0004“ (.002mm).
NOTE: Always check piston to cylinder clearance and piston ring installed gap after boring/honing is complete.
HONING PROCEDURE
Wash the cylinder with solvent.
Clamp the cylinder in a soft jawed vise by the exhaust port studs.
Place hone in cylinder and tighten stone adjusting knob until stone contacts the cylinder walls (DO NOT OVERTIGHTEN).
Cylinders may be wet or dry honed depending on the hone manufacturer’s recommendations. Wet honing removes more material
faster and leaves a more distinct pattern in the bore. Using a 1/2“ (13 mm) drill motor rotating at a speed of 300-500 RPM, run
the hone in and out of the cylinder rapidly until cutting tension decreases. Remember to keep the hone drive shaft centered to
prevent edge loading and always bring the stone approximately 1/2“ (1.3 cm) beyond the bore at the end of each stroke.
Release the hone at regular intervals to inspect bore size and finish.
2.12
GENERAL INFORMATION
PORT CHAMFERING
Remove the sharp edges at the bottom and top of each port whenever boring or honing is performed. Make sure there are no sharp
edges.
It is very important that the cylinder be thoroughly cleaned after honing to remove all grit material.
Wash the cylinder in a solvent, then in hot soapy water. Pay close attention to areas where the cylinder
IMPORTANT: sleeve meets the aluminum casting (transfer port area). Use electrical contact cleaner if necessary to
clean these areas. Rinse thoroughly, dry with compressed air, and oil the bore immediately with Polaris
Premium 2 Cycle Lubricant.
CLEANING THE CYLINDER AFTER HONING

It is very important that the cylinder be thoroughly cleaned after honing to remove all grit material. Wash the cylinder in a solvent,
then in hot soapy water. Pay close attention to areas where the cylinder sleeve meets the aluminum casting (transfer port area).
Use electrical contact cleaner if necessary to clean these areas. Rinse thoroughly, dry with compressed air, and oil the bore im-
mediately with Polaris Premium 2 Cycle Lubricant.
Always check piston to cylinder clearance and piston ring installed gap after boring/honing is
NOTE:
complete!
CRANKCASE INSPECTION / BEARING FIT

Any time crankshaft bearing failure occurs and the case is to be reused,
Polaris recommends checking the bearing fit into the case halves using
the following procedure.
With case halves cleaned, press a replacement bearing into each of the
main bearing journals to determine a basic amount of press fit.
NOTE: Crankcase Bearing Interference Fit:.001” - .002” (.026 - .051mm)
Do a comparison check of all journals by manually forcing the bearing into the bearing seats noting if
NOTE: any are noticeably loose or tight. Normal hand installation will be an indication of the recommended
interference fit. If the bearing falls out of the case when the case is inverted, or if the crankcase bear-
ing surface is severely galled or damaged, the case should be replaced
CRANKSHAFT MAIN BEARING INSPECTION

Clean crankshaft thoroughly and oil main and connecting rod bearings with Polaris engine oil. Carefully check each main bearing
on the shaft.
Due to extremely close tolerances, the bearings must be inspected visually, and by feel. Look for signs
of discoloration, scoring or galling. Turn the outer race of each bearing. The bearings should turn
NOTE: smoothly and quietly. The inner race of each bearing should fit tightly on the crankshaft. The outer
race should be firm with minimal side to side movement and no detectable up and down movement.
Replace any loose or rough bearings.
2.13
GENERAL INFORMATION
CONNECTING ROD (BIG END) BEARING INSPECTION
Measure connecting rod big end side clearance with a feeler gauge. 500/600 Libertyt Engines should have a clearance of
(.28 - .75mm) and 700/800/900 Libertyt Engines should have (.28 - .70mm) and be equal on all rods (within .002″) Rotate rod
on crankshaft and check for rough spots. Check radial end play in rod by supporting rod against one thrust washer and alternately
applying up and down pressure. Replace bearing, pin, and thrust washers if side clearance is excessive or if there is any up and
down movement detectable in the big end bearing.
Within .002” (.05mm)
Specialized equipment and a sound knowledge

of crankshaft repair and straightening is required
to perform crankshaft work safely and correctly.
NOTE:
Crankshaft repair should be performed by
trained Polaris service technicians in a properly
equipped shop.
PISTON PIN / NEEDLE BEARING INSPECTION

Clean needle bearing in solvent and dry with compressed air.
Inspect needle cage carefully for cracks or shiny spots which indicate
wear. Replace needle bearings if worn or cracked, and always replace
them if piston damage has occurred.
Visually inspect piston pin for damage, discoloration, or wear. Run your
fingernail along the length of the pin and replace it if any rough spots,
galling or wear is detected.
CONNECTING ROD SMALL END INSPECTION

Clean small end of connecting rod and inspect inner bore with a magni-
fying glass. Look for any surface irregularities including pitting, wear,
or dents.
Run your fingernail around the inside of the rod and check for rough
spots, galling, or wear.
Oil and install needle bearing and pin in connecting rod. Rotate pin
slowly and check for rough spots or any resistance to movement. Slide
pin back and forth through bearing while rotating and check for rough
spots.
With pin and bearing centered in rod, twist ends back and forth in all
directions to check for excessive axial play. Pull up and down evenly
on both ends of pin to check for radial play. Replace pin and bearing
if there is any resistance to rotation or excessive axial or radial move-
ment. If play or roughness is evident with a new pin and bearing, replace
the connecting rod.
2.14
GENERAL INFORMATION
CRANKSHAFT INDEXING
.100 ATDC .100 ATDC

Dial Indicator Dial Indicator
MAG PTO
Degree Degree
Wheel Wheel
Crankshaft center line
Disconnect battery ground cable and ALL spark plug high tension leads: ground high tension
CAUTION: leads to engine. Disconnect lanyard (if equipped) and or press engine stop switch before proceed-
ing with this following procedure.
Polaris crankshafts are pressed together or ‘‘indexed” so the connecting rod journal center lines are 180_ (twins).
It is sometimes necessary to check multi-cylinder crankshafts to verify that one cylinder has not been forced out of position rela-
tive to the other cylinder or cylinders. Some causes for out-of-index crankshafts include but are not not limited to:
S Hydraulock from water or fuel
S Impact to drive clutch from foreign object or accident
S Abrupt piston or other mechanical failure
S Engine lock-- up due to drive belt failure
REQUIRED SERVICE: Belt Removal, Drive Clutch Removal
Securely fasten a degree wheel on the flywheel or PTO end of crankshaft. Use a large degree wheel for more accuracy, and make
sure it is mounted concentrically with the crankshaft center line.
Sharpen a coat hanger or section of welding rod and anchor it to a convenient spot. Point the sharpened end at the outer perimeter
of the degree wheel.
Install a dial indicator into the magneto end cylinder spark plug hole. (The ignition timing is referenced by the magneto end.)
With the indicator installed on the MAG cylinder rotate the engine to bring the piston to top dead center (TDC).
Locate TDC as accurately as possible by finding the center of the point where there is no piston movement then ‘‘Zero” the dial
indicator at this point. Continue to rotate the crankshaft in the normal direction of rotation until the dial indicator reads .100”
(2.54mm) after top dead center (ATDC).
Bend the pointer or move the degree wheel until the pointer aligns with a 180_ mark on the degree wheel.
With the pointer aligned, make sure the degree wheel and pointer are secured and will not move out of position. Re-check accura-
cy of this location a few times. The pointer should align with the 180_ mark when the dial indicator reads .100“ (2.54mm) ATDC.
IMPORTANT: Do not move the crankshaft, degree wheel or pointer after the initial setting on the MAG end cylinder -
simply read the wheel and dial indicator.
Remove the dial indicator and install in PTO cylinder. Repeat finding TDC. Note the degree wheel indication when the dial indica-
tor reads .100” ATDC. It should be 180_ (± 2_) from the MAG cylinder mark.
2.15
GENERAL INFORMATION
Symptoms of an out of index crankshaft can include:
S Difficulty calibrating carburetor (repetitive plug fouling on one cylinder with no other cause)
S Unexplained piston failure on one cylinder (i.e. severe detonation, broken ring lands, piston holing)
S Excessive vibration of engine, backfiring, etc.
S Rough idle, poor top speed.
CRANKSHAFT TRUING
Lubricate the bearings and clamp the crankshaft securely in the holding fixture. If truing the crankshaft requires striking with a
hammer, always be sure to re-check previously straightened areas to verify truing. Refer to the illustrations below. Use Crank-
shaft alignment kit PN 2870569.
The Rod Pin position in relation to the dial indicator tells you what action is required to straighten
NOTE:
the shaft.
HIGH .004 (.1mm)

To correct a situation like the one shown in illustration 1, strike the A HIGH .004 (.1mm)
shaft at point A with a brass hammer.
B
SUPPORT CRANKSHAFT
AT THESE TWO BEARINGS
1
HIGH .002 (.05mm)

HIGH .005 (.13mm)
To correct a situation like the one shown in illustration 2, squeeze the

crankshaft at point A. you will use the tool from the alignment kit PN
2870569.
A A
HIGH .002 (.05mm)

A A HIGH .005(.13mm)
If the crank rod pin location is 180_ from the dial indicator (opposite
that shown in illustrating 2), it will be necessary to spread the crank-
shaft at the A position as shown in illustration 3. When rebuilding and
straightening a crankshaft, straightness is of utmost importance. Run-
3
out must be as close to zero as possible.
2.16
GENERAL INFORMATION
CRANKSHAFT RUNOUT INSPECTION
1/2” (12.7mm) Measure where taper starts
Flywheel (MAG) side PTO Side
When checking the crankshaft runout on the MAG side measure the runout 1/2” (12.7mm) from the bearing flat.
When checking the crankshaft runout from the PTO side, measure runout where the taper starts after the bearing flat.
Acceptable crankshaft runout

(in crank fixture) is
NOTE:
Libertyt Engines .000” - .00015” (0-- .04mm)
FUJI Engines .000” - .0024” (0-- .07mm)
2.17
GENERAL INFORMATION
OIL PUMP OPERATION AND TROUBLESHOOTING
BANJO TYPE
PRESS IN TYPE
Any time the engine is disassembled or repaired, it is important that the oil supply from the pump to
the engine be checked.
NOTE: Banjo type or pressed in valves should open with 2 to 7 lbs. of pressure. Perform this test with 40:1
premix in the fuel tank.
Install new sealing washers upon installation on either side of the banjo check valve.
With engine in chassis, oil reservoir full, and pump bled, remove two oil feed line banjo bolts (A) from their location on the
manifold or carburetors.
Loosely thread the banjo bolts back into the manifold or carburetors.
Place oil feed lines with their check valves away from the clutch area.
Start the engine and let it idle at normal idle RPM.
Drops of oil should be visible from the banjo check valves after the engine is idled one to two minutes, with a drop occurring
approximately every few seconds
If oil does not flow from one of the check valves, remove oil line from check valve and again idle engine. If oil then flows, the
check valve is defective and must be replaced.
If oil does not flow with check valves removed from their feed lines, the malfunction is one of the following:
S Inline filter blocked.
S Air not bled from oil pump.
S Feed lines leaking.
S Oil tank vent restricted or kinked.
S Defective pump.
2.18
GENERAL INFORMATION
OIL PUMP BLEEDING
(A)
(A)
FUSION OIL PUMP
Any time the engine is disassembled or repaired, it is important that the oil supply from the pump
NOTE:
to the engine be checked.
IMPORTANT: The oil pump must always be bled following any service to the injector system or engine.
Fill oil reservoir with the appropriate Polaris injector oil. This will add pressure to the oil lines to aid in bleeding the air out.
Loosen bleed screw (A). After :30 seconds or so, oil should flow from beneath the screw head to indicate the pump is free of air.
Tighten bleed bleed screw securely.
2.19
GENERAL INFORMATION
OIL PUMP ADJUSTMENT PROCEDURE
Figure 2 Figure 3
.010-.030, (.25-.8 mm)

Throttle Freeplay Figure 4
REQUIRED SERVICE: Carburetor synchronization.

VM TYPE: Verify that carburetor slides leave their respective resting positions upon opening within .01, to .03, of throttle cable
movement, not throttle lever movement. See figure 2.
TM TYPE: Verify that carburetor slides are within .0625” of each other when passing the top of the carburetor throat. You may
have to move slides with the starter lever.
Adjust throttle cable freeplay to .010, - .030, (.25 - .8mm).
Set idle to specified idle speed listed in the specifications chapter.
Verify that the oil pump alignment lines are aligned at the point where the carburetor slides begin to raise from their resting posi-
tions. Note: Marks may not line up without throttle engagement. See figure 3.
Make adjustments so that the lines are at the position shown in figure 4.
Torque cable locknuts to 10 - 20 in.lbs.
NOTE: Use a mirror when aligning the oil pump marks whenever the oil pump is difficult to view.
THROTTLE BODY TYPE (900)

All you need to do for the 900 oil pump is to verify that the oil pump marks line up (figure 4) when the throttle is in the idle position.
You may need a mirror to see the marks straight on. If the line does not line up (figure 3) you will need to adjust the oil cable
at the throttle bell housing.
To adjust this loosen the lock nut and thread the barrel nut in or out depending on the direction you need the line to move.
Moving the barrel nut in will adjust the line more to the top.
DO NOT adjust the idle. This is all set at the factory and should not be tapered with.
2.20
GENERAL INFORMATION
COOLING SYSTEM OVERVIEW
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.
DANGER 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 coolant bottle must be maintained between the MINIMUM and MAXIMUM levels to prevent overheating
and serious engine damage.
RECOMMENDED COOLANT
Use a 60/40 mixture of antifreeze and distilled water depending on the freeze protection required for your area.
Do not use tap water in the system or reduced cooling or filter contamination may result.
Replace coolant every 2 years or if contaminated.
BLEEDING THE COOLING SYSTEM

Allow the system to cool completely.
Loosen the bleed screw and full the reservoir to the indicated Full Cold mark.
Once Full, tighten the bleed screw.
Apply parking brake and run the engine at specified idle RPM until the thermostat opens (approximately 5 to 8 minutes).
It is important that the thermostat stays open! When the thermostat opens it will draw in cold coolant
from the heat exchangers and the cold coolant may close the thermostat again. Make sure the thermo-
stat opens and stays open! Once the thermostat is open tip the snowmobile slightly on its right side.
Cycle the RPM from idle to enough RPM (4000) to get coolant to flow but not enough RPM to engage
NOTE:
the clutch. This allows air to bleed from the rear crossover tube. Then tilt the machine slightly on its
left side so that the coolant bottle is the highest point in the cooling system. Cycle the RPM from idle to
enough RPM (4000) to get coolant to flow but not enough RPM to engage the clutch. It is important to
get enough coolant flow to purge the air from the front close-off cooler and observe this air reaching the
bottle.
Place the snowmobile in its normal riding position and loosen the bleed screw at the top of the water outlet manifold until trapped air
has been purged.
Tighten the bleed screw. Turn off the machine and release parking brake. Allow the system to cool completely. Re-check the cool-
ant level after the cap has been removed and add coolant to fill line if necessary. After the machine has cooled down, 3 ounces
or more of coolant may have to be added.
This procedure should take approximately 15 minutes.
NOTE: It is important to get enough coolant flow to purge the air from the crossover hose or rear
cooler and observe this air reaching the bottle.
When performing the following checks and adjustments, stay clear of all moving parts to avoid
serious personal injury.
DANGER
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 stream or hot liquid.
2.21
GENERAL INFORMATION
900 FUSION* COOLING SYSTEM
E 2004 Polaris Sales Inc.
4.
9.
6.
25. 2.
20. 9.
24. 9.
4.
19. 26.
21.
15.
23. 9.
27.
18.
17.
22.15.
9. 8.
11. 15.
9.
13.
9.
2.
7. 9.
5.
9. 14. 10.
22. 12. 8.
16. 8.
3.
1.
1. Mount, Radiator, Rubber 2. Exchanger, Gripper/Cooler, LH
Exchanger, Gripper/Cooler, RH
3. Asm., Radiator 4. Hose, Gripper/Rear Cooler, LH
Hose, Gripper/Rear Cooler, RH
5. Mount, Radiator, Foam 6. Asm., Rear Cooler, Long
7. Hose, Tee/Radiator Inlet 8. Clamp, Springband, Brown
9. Clamp, Springband, Black 10. Rivet
11. Hose, Radiator/Bottle 12. Hose, Tube/Gripper, LH
13. Fitting, Tee 14. Cooler, Center
15. Clamp, Springband, Black 16. Hose, Tee/Center Cooler
17. Hose, Coolant Bottle/Engine
18. Hose, Engine Out/Tee
19. Cap, Pressure
20. Line, Fuel
21. Bottle, Coolant
22. Clamp, Hose
Clamp, Narrow
23. Nut
24. Clamp, Rubber Coated, .75
25. Tube, Coolant, Front, RH
26. Hose, Bottle/Tube
27. Hose, Gripper, Front, RH
*For other cooling diagrams please refer to the models parts book.
2.22
Maintenance Program Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1 - 3.3
Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4
Water Sediment Trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4
Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5
Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5
Lubrication Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6
Suspension Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7
Chaincase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.8
Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9
Track Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.10
Spark Plug Reading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.11
Drive Clutch Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12 - 3.13
Headlight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.14
Bulb Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.15
Handlebar Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.17 - 3.18
Throttle Lever Free Play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.19
General Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.20
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.21
IQ Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.22
Edge Exhaust Valve Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . 3.23
IQ Exhaust Valve Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.24
Thermostat / Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . 3.25
900 Liberty Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.26
900 Liberty Oil Pump/Line Bleeding . . . . . . . . . . . . . . . . . . . . . . . 3.27
Typical Recoil Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.28 -- 3.29
700/800 Liberty Water Pump Service . . . . . . . . . . . . . . . . . . . . . . . 3.30
MAINTENANCE
POLARIS RECOMMENDED MAINTENANCE PROGRAM
To ensure many trouble-free miles of snowmobiling enjoyment, follow recommended regular maintenance and service checks
outlined in this manual.The recommended maintenance schedule on your snowmobile calls for service and maintenance inspec-
tions at 150 miles (240 km), 1000 miles (1600 km), and 2000 miles (3200 km). These inspections should be performed by a
qualified service technician. For continued optimum performance and component life, continue maintenance checks at 1000 mile
(1600 km) intervals. All necessary replacement parts and labor incurred, with the exception of authorized warranty repairs, be-
come the responsibility of the registered owner. If, during the course of the warranty period, part failures occur as a result of owner
neglect in performing recommended regular maintenance, the cost of repairs are the responsibility of the owner.
Personal safety is critical when attempting to service or adjust your snowmobile. If you’re not familiar with safe service or adjust-
ment procedures and the use of tools, or if you don’t feel comfortable performing these tasks yourself, contact an authorized Polar-
is dealer for service.
The following chart is a guide based on average riding conditions. You may need to increase frequency based on riding conditions.
When inspection reveals the need for replacement parts, always use genuine Polaris parts, available from your Polaris dealer.
MAINTENANCE PROGRAM
MILEAGE
ITEM 150 MILES 1000 MILES 2000 MILES PRE-- SEASON
PRE-- RIDE
(240 KM) (1600 KM) (3200 KM)
CLUTCH OFFSET ALIGNMENT (WITH OUT
BELT) I I
C
L DRIVE BELT CONDITION I I I I
U
T DISASSEMBLE AND CLEAN CLUTCHES C C
C BELT TENSION I I I
H
CLUTCH SHEAVES I I I
ENGINE MOUNTS I I I
RECOIL ROPE I I I I
ENGINE MOUNTING PLATE I I
ENGINE TORQUE STOP I I I
CYLINDER HEAD BOLTS I I
CYLINDER BASE NUTS I I I
IGNITION TIMING BTDC I I
E
N VES SYSTEM C C I
G COOLANT LEVEL I I R I
I
N WATER PUMP DRIVE BELT I I
E
COOLANT HOSE I I I
HEAT EXCHANGERS I I I I I
COOLANT CIRCULATION I I
COOLANT LEAKS I I I
SPARK PLUG CONDITION I I I I
EXHAUST PIPE I I
EXHAUST RETAINING SPRINGS I I I
I: Inspect and Clean, Adjust, Tighten or Replace if necessary. C: Clean. R: Replace. A: Adjust. L: Lubricate. T: Test
3.1
MAINTENANCE
MILEAGE
ITEM 150 MILES 1000 MILES 2000 MILES PRE-- SEASON
PRE-- RIDE
(240 KM) (1600 KM) (3200 KM)
HOSE ROUTING I I I
HOSE CONDITION I I I
FLUID LEAKS I I I
BRAKE PADS I I I
B BRAKE DISC I I I
R
A IGNITION SWITCH I I I I
K TAIL LIGHT T I
E
S BRAKE LIGHT I I
HEAD LIGHT OPERATION I I
PARKING BRAKES T I I I
BRAKE SYSTEM I I
BRAKE FLUID R
F PILOT AIR SCREWS I I
U
E
L CARBURETOR SYNCHRONIZATION I I
IDLE RPM I I
M
A THROTTLE LEVER FREE PLAY I I
N
A
G SYNCHRONIZE OIL PUMP LEVER I I
E
M THROTTLE CABLE LUBRICATION L L L
E
N
OIL CABLE LUBRICATION L L L
T
CHOKE CABLE LUBRICATION L L
F
U VENT LINES I I I
E
L
THROTTLE POSITION SENSOR I I
CHOKE I I
M FUEL FILTER I I
A FUEL LINES I I
N
A OIL FILTER I I
G
E OIL LINES I I
M CHANGE OIL R R I
E
N AIR BOX I I I I
T
CHECK DRAIN AND WATER TRAPS I I
3.2
MAINTENANCE
MILEAGE
ITEM PRE - SEASON
PRE-
PRE-- RIDE 150 1000 2000
SKI TOE ALIGNMENT I I
SUSPENSION MOUNTING BOLTS I I I I
STEERING FASTENERS I I C
REAR SUSPENSION FASTENERS I I I
SUSPENSION SHOCK OIL I I I
COOLING FINS AND SHROUD I I I
DRIVE SHAFT BEARINGS L L I
JACKSHAFT BEARINGS L L I
SKI WEAR BARS I I
SKI SADDLE AND SPINDLE BOLTS I
SKI PIVOTS L L L I
SKI SPINDLE L L L I
STEERING ARM(S) L L L I
UPPER / LOWER STEERING POST SUPPORT
BRACKET L L L I
DRIVE CHAIN TENSION I

C AUXILIARY SHUT--OFF SWITCH T
H
A
THROTTLE SAFETY SWITCH T
S AUXILIARY SHUT--OFF SWITCH
S
I HOOD STRAPS I
S
THROTTLE LEVER T
BATTERY FLUID LEVEL I
REAR WHEEL IDLER BOLTS I
IDLER ADJUSTING BOLT JAM NUT I
REAR SUSPENSION PIVOT SHAFTS L L
CAMBER ALIGNMENT I I
RADIUS ROD BUSHINGS I
HANDLE BAR CENTERING I
TORQUE TIE ROD END NUTS I
TETHER SWITCH AND STRAP T
TRACK ALIGNMENT I
TRACK TENSION I
FRONT LIMITER STRAP I
HYFAX CONDITION I I
CHAINCASE OIL I R I
GEARCASE OIL I R I
Items in this chart require some mechanical knowledge. Items marked * and ** may require more technical information
and tools and should be performed by your authorized Polaris dealer.
RECOMMENDED MAINTENANCE PRODUCTS

Remember to use Pure Polaris parts and Lubricants to keep your sled running and looking like new. Pure Polaris products are
specifically engineered to rigid specifications that apply to the parts that wear and tear.
3.3
MAINTENANCE
AIR FILTER
A A
B
A
Do not operate a machine with the intake filters removed. This may cause carburetor icing
NOTE: resulting poor fuel economy of carburetor malfunction.
The intake foam filter (A) limits snow ingestion into the intake system. When operating in loose powder, check the top of the
foam filter periodically to remove any accumulation of snow.
WATER / SEDIMENT TRAP
When draining the traps, fuel spillage will occur. be sure to work in a well ventilated area away
DANGER from anything which may cause the fuel to ignite such as an open flame, heaters, trouble lights or
cigarettes, certifying
Most Polaris snowmobiles incorporate a patented carburetor bowl water / sediment traps which are located at the bottom of each
carburetor. The trap consists of a hose with a plug which should be inspected for contamination every 1000 miles (1600 km).
CLEANING PROCEDURE
Turn the fuel tank supply valve to the “OFF” position.
Position a container or shop towels under the work area to help catch
some of the contaminated gasoline.
Slide the clamp (A) away from the drain plug (B) and remove the drain A
plug from the sediment tube and let the water/gasoline drain from the
bowl. Repeat for other carburetor(s).
Wipe off residue from plug and reinstall with clamps.
3.4
MAINTENANCE
OIL FILTER / FUEL FILTER
OIL FILTERS IN-- TANK FUEL FILTERS
IN LINE OIL FILTER
Filter
IN-- LINE FUEL FILTER

IN TANK SENDER/FILTER
The in tank fuel filter and fuel lines should be inspected regularly. Special attention should be given
CAUTION: to the systems fuel line condition after periods of storage. Normal deterioration from weather and
fuel can occur. Do not damage fuel lines when removing them. If a fuel line has been damaged or
kinked, replace it.
The direction of the arrow indicates the direction of the flow through the filter.
NOTE: After changing the oil filter, the oil injection system must be bled of all trapped air. See page
3.27 for instructions on bleeding procedure.
Most models use an oil and fuel filters which are of a special design and must not be substituted. These filters should be changed
and the oil and fuel lines should be inspected annually or every 100 miles (1600 km).
EDGE models utilize a special oil filter that is built into the oil sending unit located in the bottom of the oil tank. It should be
replaced every two years or 2400 miles (3862 km).
FUSION/RMK in-- line fuel filters should be replaced every 2 years.
3.5
MAINTENANCE
LUBRICATION POINTS
Jackshaft Bearing
Steering post
support
brackets
Spindles
Driveshaft Bearing
Ski pivots
NOTE: A grease gun kit comes with grease and adaptors to lubricate all the fittings on Polaris snowmobiles.
Lubricate the following fittings with Polaris Premium All Season grease annually or approximately every 1000 miles (1600 km)
and before summer storage each year. .
When applying grease to these points free the weight from the component being greased to permit better penetration.
♦ Both ski spindles and ski pivots. ♦ ⎜Use Polaris Multi-- Purpose Lubricant to the steering pos bracket
♦ Steering post (lower pivot). ♦ ⎜Jackshaft and Driveshaft bearings
♦ Rear suspension pivot shafts. See page 3.7 for rear suspension grease points.
JACKSHAFT BEARING
Loosen driven clutch retaining bolt and pull clutch outward to expose bearing grease point. Apply grease until grease purges out
inside or outside the bearing seal.
Push driven clutch back onto the shaft and replace clutch retaining bolt. Refer to clutch installation page 6.15.
EDGE DRIVESHAFT BEARING

Inject grease into the fitting on the speedometer drive adaptor until grease purges out inside or outside the bearing seal.
3.6
MAINTENANCE
SUSPENSION LUBRICATION
EDGE SUSPENSION
NOTE: A grease gun kit comes with grease and adaptors to lubricate all the fittings on Polaris snowmobiles.
To maintain rider comfort and to retard wear of the pivot shafts, the suspension pivot shafts should be lubricated with Polaris
Premium All Season Grease at 150 miles (240 km) initially; 1000 miles (1600 km) and before summer storage each year. The
riding characteristics of the snowmobile will be affected by lack of lubrication of these shafts.
3.7
MAINTENANCE
CHAINCASE
Do not mix or use improper types of lubricants in chaincase. Excessive wear to chain, sprockets
CAUTION:
and bearings may result.
The drive chain is continuously immersed in the chaincase oil.
Proper oil level is determined by checking the level on the dipstick with machine placed on a level surface. The oil level should
be between the “safe” marks on the dipstick.
Clean the magnetic plug (E) every 500 miles (800 km) and whenever checking or changing
NOTE: lubricant. Metal shavings on magnetic plug are signs of normal wear.
The dipstick has a magnet on the end of it. When you check your chaincase oil level for the first time do not be alarmed if you
see small metal shavings. These shavings are common for chaincase break in and the magnet is there to keep the shavings from
floating around.
Add oil through dipstick opening to maintain proper level. Use Polaris chaincase oil. Do not overfill.
DRIVE CHAIN TENSION

1. Elevate rear of machine so track is off floor.
2. Rotate driven clutch counterclockwise to move all chain slack to the tensioner side. Lock the brake lever.
3. Loosen adjuster bolt jam nut (C).
4. Finger tighten adjuster bolt (D) until it can no longer be adjusted by hand.
5. Back off adjuster bolt 1/4 turn.
6. Tighten jam nut while holding adjuster bolt.
7. The chain is now tensioned. Release brake lever lock.
3.8
MAINTENANCE
TRACK
Idler shaft bolt torque:

35--40 ft. lbs
(48--55Nm)
B
E
C
D
When preforming the following checks and adjustments, stay clear of all moving parts to avoid
DANGER serious personal injury.
Never make this maintenance check with the engine running, as serious personal injury can result.
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 (A), 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 by the number designation.
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 ma-
DANGER chine. 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 the slide rails.
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 wheels are available.
1. Safely support the rear of the machine with the track off the ground.
2. Start the engine and apply a small amount of throttle until the track turns slowly at least five complete revolutions. Stop the
engine.
3. Inspect track alignment by carefully looking through the track window (B) to make sure the rails (C) are evenly spaced on
each side. If the track runs to the left, SHUT MACHINE OFF and loosen left locknut and tighten the left adjusting bolt (D). If
the track runs to the right, SHUT MACHINE OFF and loosen right locknut and tighten the right adjusting bolt.
4. After adjustments are complete, be sure to torque idler shaft bolts and tighten locknuts (E). Torque to specification.
3.9
MAINTENANCE
TRACK TENSION
B C
A
DANGER When performing the following checks and adjustments, stay clear of all moving parts to avoid
serious personal injury.
TRACK TENSION
Track tension is critical for maintaining correct suspension operation.
If the track tension is too loose it may cause the track to slip or “ratchet” on the drive shaft drivers and cause track and rear
suspension durability problems.
If the track is too tight the track will wear down hyfax, reduce top speeds, cause rear suspension vibration and cause track and
rear suspension durability problems.
Suspension Weight Measurement Location Measurement

EDGE / EDGE RMK 3/8 - 1/2″ (1 - 1.3 cm)
Switchbackt / IQ RMK
10 lbs (4.54 kg) 16″ ahead of rear idler shaft 1 1/4” -- 1 1/2″
IQ Fusion
(3.17--3.81 cm)
M--10 / M--10 ACE 7/8” -- 1 1/8”(2.2--2.9 cm)
TRACK TENSION ADJUSTMENT

1. Turn the machine off.
2. Lift the rear of the machine and safely support it off the ground.
3. Place a 10 lb. (4.5 kg) weight on the track at a point approximately 16“ (40.6cm) ahead of the center of the rear idler wheel (A).
4. Check for proper slack between the track clip wear surface and the hi-fax, and at the point where the weight is hanging (A).
5. Loosen rear idler shaft bolts (B) on both sides of the machine.
6. Loosen track adjusting bolt locknuts (C).
7. Tighten or loosen the track adjusting bolts (B) evenly as necessary to obtain the specified track tension.
8. Tighten idler shaft bolts and adjuster bolt locknuts.
Track alignment affects track tension. Misalignment will cause excessive wear to the track and
NOTE:
slide rail. Excessive hyfax wear will appear on units with the track tension set too tight.
3.10
MAINTENANCE
SPARK PLUG
n If the plug is wet or very dark, the n An ash white plug with speckles
fuel is running too rich. indicates too lean a mixture for
the operating conditions.
n If the plug is light to cocoa brown,
the machine is just right.
Spark Plug Torque:

12-- 14 ft.lbs. (17-- 19nm)
CAUTION: A spark plug with a heat range which is too high may cause engine damage if the engine is oper-
ated in conditions more severe that 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.
NOTE:
Avoid prolonged idle speeds, as plug fouling and carbonization will result. Always use resistor type
spark plugs.
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
The tip should not be white. A white insulator tip indicates overheating, caused by use of an improper
NOTE: spark plug or incorrect carburetor 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.
INSPECTION
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 12 - 14 ft.lbs.
3.11
MAINTENANCE
POLARIS DRIVE CLUTCH BELT REMOVAL / INSTALLATION
B
C
A
Inspect the condition of the drive belt and clutch sheaves for damage wear, or belt residue during
DANGER
pre-- ride inspections. Clean with a 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.
POLARIS DRIVEN BELT REMOVAL

1. Be sure key switch is off and engine has come to a complete stop. Remove the clutch cover retaining pin and open the clutch
guard.
2. Apply brake (or lock parking brake if so equipped).
3. Grasp belt firmly midway between clutches and pull upward and rearward to open the driven clutch sheaves (A). Remove the
belt from the driven clutch and then from the drive clutch (B).
POLARIS DRIVEN BELT INSTALLATION

1. Drop the drive belt over the drive clutch and pull back the slack (C).
2. Turn the driven clutch moveable sheave clockwise while at the same time pushing inward and forcing the belt down between
the sheaves.
3. 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.
4. Close the clutch guard and reinstall the retaining pin.
POLARIS DRIVEN CLUTCH ADJUSTMENTS

The driven clutch has a provision for varying the torque required to change its ratio. It can be readjusted by relocating the spring
in the helix which in turn increases or decreases the amount of load required to change the ratio.
3.12
MAINTENANCE
TEAM DRIVE CLUTCH BELT REMOVAL / INSTALLATION
D
C
A
E
After belt installation remove the “L” wrench from the driven clutch.
NOTE:
Make sure that the spare belt is placed in its holder correctly before closing the hood.
DRIVE BELT
Installation is the reverse order of removal.
1. Be sure the unit was in forward gear and turn key switch so it is off and the engine has come to a complete stop.
2. Remove the clutch guard retaining pin and open the clutch guard.
3. Apply brake (or lock parking brake if so equipped).
4. With clutch sheaves closed and belt installed (C).
5. Locate the “L” wrench (B) from the tool kit or use a 7/16” threaded bolt and open the driven clutch by screwing it into the
driven clutch hole (A), located on the clutch face.
NOTE: The “L” wrench part number is 2874113
6. Once clutch sheaves are open (D), remove the drive belt.
7. When you replace the belt make sure you remove the “L” wrench before operating the unit.
TEAM BELT DEFLECTION

Belt deflection on TEAM clutches can be adjusted by loosening the jam nut (E) on the deflection stud.
Turning the stud clockwise (to the right) will increase the belt deflection.
Turning the stud counterclockwise wise (to the left) will decrease belt deflection.
When proper belt deflection is achieved secure lock nut onto stud (E).
TEAM DRIVEN CLUTCH ADJUSTMENTS

TEAM driven clutches have a belt deflection adjustment on the face of the clutch. See page 3.13 for adjustment.
3.13
MAINTENANCE
HEADLIGHT
IQ Adjustment Knob
25’ (7.6 m)
Lamp Center
Height
2’ (61 cm)
EDGE Adjustment Knob
NOTE: When adjusting headlight the rider weight must be included on the seat.
ADJUSTMENT
The headlight can be adjusted for vertical aim using the following procedure:
1. Place the snowmobile on a level surface with the headlight approximately 25’ (7.6 m) from a wall.
2. Measure the distance from the floor to the center of the headlight and make a mark on the wall.
3. Start the engine and turn the headlight switch to high beam.
4. Observe the headlight aim. The most intense part of the headlight beam should be aimed 2 feet (61 cm) below the mark placed
on the wall in Step 2.
5. If necessary, the EDGE style 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.
IQ ADJUSTMENT
1. The IQ style headlight can be adjusted by turning the adjustment knob located on the dash just below the speedometer on the
hood.
3.14
MAINTENANCE
BULB REPLACEMENT
HEADLIGHT
A
E
B G SNOW BEAM
C
D
HEADLIGHT BULB REPLACEMENT
Do not touch a halogen bulb with bare fingers. Oil from skin leaves a residue on the bulb and
NOTE: decreases the life of the bulb.
1. Unplug headlight harness from bulb (A).

2. Remove rubber boot (B) from housing.
3. Pinch ends of spring (C) together and lift until it releases from spring retainer.
4. Lift spring carefully around wire harness and flip to outside of the housing.
5. Grasp bulb (D) by metal base and carefully separate bulb from harness.
6. Install new bulb by the base, do not touch the bulb it self.
SNOW BEAM BULB REPLACEMENT

1. Twist the light base (E) counter clockwise and pull out from the housing.
2. Remove the rubber boot (F).
3. Remove the bulb (G) by pulling it straight out from the housing
3.15
MAINTENANCE
HANDLEBAR
B Handlebar Adjuster Block Bolt Torque:

11-- 13,15-- 18 11 - 13 ft. lbs. (15 - 18 Nm)
ADJUSTMENT
Improper adjustment of the handlebars, or incorrect torquing of the adjuster block tightening
DANGER
bolts can cause limited steering or loosening of the handlebars, resulting in loss of control.
1. Remove the handlebar cover (A).

2. Loosen four nuts on the bottom of the adjuster block (B).
3. Adjust handlebar to the desired height.
Make sure that the handlebars, break lever and throttle lever operate smoothly and do not hit the
NOTE: fuel tank, windshield or any other part of the machine when turned fully to the right or left.
4. Torque the handlebar adjuster block bolt to 11-- 13 ft. lbs. (15-- 18Nm).
COVER REMOVAL/INSTALLATION
Assembly is in the reverse order removal.
1. Remove the handlebar cover slides (C) by sliding it down.
2. Open the handlebar cover and remove.
3.16
MAINTENANCE
BRAKE SYSTEM
Caliper
Backing
A
Chaincase
Lever travel
Pad
Disc
LEVER TRAVEL
The brake lever reserve should be inspected frequently.
Measure the clearance between the lever and handlebar grip. Inspection should be made with the lever firmly depressed. Lever
reserve (A) should be no less than 1/2“ (1.3 cm).
EXCESSIVE LEVER TRAVEL

Replacement of brake pads will be necessary when the brake pad material is thinner than the backing plate (approximately 1/16”
(1.6mm).
The snowmobile’s hydraulic brakes are self-adjusting. If excessive brake pad clearance should develop, the caliper must be disas-
sembled, cleaned, and repaired.
BRAKE FLUID
Do not over fill the master cylinder. Fluid expansion could cause brakes to lock, resulting in seri-
ous injury or death. Once a bottle of brake fluid is opened, use what is necessary and discard the
DANGER rest. Do not store or use a partial bottle of brake fluid. Brake fluid is hygroscopic, meaning it rap-
idly 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
The brake fluid level can be seen through the plastic reservoir. The fluid should be maintained
NOTE:
between the minimum and maximum marks on the reservoir for those models.
Remove brake fluid master cylinder reservoir cover. Add Polaris brake DOT 3
fluid as required to bring the level up to the top of the fluid level mark on the inside
of the reservoir. The proper fluid level is 1/4”-5/16“ (.6-.8 cm) below the lip of
the reservoir opening.
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 when- 1/4” -- 5/16”
ever the fluid is dark or contamination is suspected.
3.17
MAINTENANCE
HYDRAULIC BRAKE SYSTEM
B
C
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
DANGER 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
Brake fluid is a hazardous material. Contact with decals, paint, and many plastics will cause
CAUTION:
damage. Use proper precautions when handling brake fluid.
BLEEDING THE 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.
1. Remove brake fluid master cylinder reservoir cover and gasket (A).
2. Fill the master cylinder reservoir and keep the fluid level 1/4”-5/16“ (.6-.8 cm) below lip of reservoir opening during this
operation.
3. Slip a rubber tube (B) over the end of the bleeder valve (C) and direct the flow of fluid into a waste container.
4. Slowly squeeze brake lever a full stroke and hold it. Then unscrew the bleeder valve 3/4 of a turn to release air.
5. Close bleeder valve and release brake lever, and then slowly squeeze brake lever and hold again.
Repeat steps 4 and 5 until fluid flows from bleeder valve in a solid stream and free of air bubbles. Do not allow the reservoir
to run dry or air will be drawn into system.
6. Add Polaris brake DOT 3 fluid as required to bring the level up to the top of the fluid level mark on the inside of the reservoir.
The proper fluid level is 1/4”-5/16“ (.6-.8 cm) below the lip of the reservoir opening
7. Replace the gasket and cover, then torque cover screws (D) to 18 in.lbs. (2Nm).
3.18
MAINTENANCE
THROTTLE LEVER FREE PLAY
B
C
LOCATED ON THE CARBURETOR
After any idle speed adjustments are made, the throttle lever to throttle block clearance and oil
CAUTION:
pump adjustment must be checked and adjusted.
Throttle lever free play must always provide a specified clearance (A) .010-- .030” (.25-- .80 mm) between the throttle lever and
the throttle block. This clearance is controlled by the throttle cable sleeve (B) and the idle speed screw.
If the idle speed screw(s) is adjusted inward and the cable sleeve is not adjusted to take up the throttle lever to throttle block clear-
ance, the engine may misfire or kill upon initial throttle opening.
1. Adjust the idle to the specified target idle RPM.
2. Locate the throttle cable that is attached to the carburetors and adjust the throttle free play by adjusting the barrel nut (C) and
lock nuts (D).
3. Once you have achieved the proper free play lock the lock nuts and check oil pump index marks for proper alignment.
3.19
MAINTENANCE
CARE
CHASSIS AND HOOD

Proper storage starts by cleaning, washing and waxing the hood, chassis, upholstery and plastic parts. 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 pres-
ervation 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.
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.
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.
CARBURETOR
Fog engine with Polaris Fogging Oil (aerosol type) according to directions on can.
FUEL SYSTEM
Treat the fuel system with Polaris Carbon Clean. If Polaris Carbon Clean is not used, fuel tank, fuel lines, and carburetor should
be completely drained of gasoline.
CORROSION
To prevent corrosion, always grease jackshaft and drive shaft (clutch side) bearings with Polaris Premium all season grease.
Loosen driven clutch retaining bolt and pull clutch outward to expose bearing. Use a point type grease gun fitting to inject grease
through hole in flangette into bearing until grease purges out inside or outside bearing seal. Push clutch back on shaft and replace
clutch retaining bolt. Inject grease into fitting on speedometer drive adaptor until grease purges out inside or outside the bearing
seal. Lubricate both front ski pivots at bushings and spindles.
SHOCKS
Use T-9 Metal Protectant (or equivalent) on shock absorber shafts to help prevent corrosion.
BATTERY
Disconnect and remove battery. Fill with distilled water. Clean terminals and cables. Apply dielectric grease. Charge until spe-
cific gravity is at least 1.270 (each cell). If machine is to be stored for one month or longer, fill and charge battery monthly using
Polaris Battery Tender, or a 1 amp trickle charger to maintain at 1.270 specific gravity.
3.20
MAINTENANCE
900 EXHAUST SYSTEM
B F
E
D
C
I
A
J
H
G G18,24
D
Exhaust system temperatures can exceed 900_ F (500_ C). Serious burns may occur if this inspection
DANGER is performed without allowing adequate time for the exhaust system to cool.
Never perform this procedure with the engine running.
At approximately 2000 miles, or in preparation of off season storage, it is a good idea to check the exhaust system for wear or
damage. To inspect, allow the engine and exhaust system to cool completely. Open the hood and inspect the muffler and pipes
for cracks or damage. Check for weak or missing retaining springs or damper/support grommets.
REMOVAL
1. Disconnect the exhaust temperature sensor (A).
2. Remove all springs (B) from exhaust system.
3. Remove the exhaust pipe (C) and exhaust seals (D).
4. Take out the resonator (E) by removing the nuts (F) on the rubber isolators.
5. Remove the exhaust manifold (G) by removing the manifold bolts.
ASSEMBLY
1. Install exhaust manifold and torque the bolts (H) to 18 ft.lbs. (24Nm).
2. Install the resonator (E) by lining up the two tabs into the support grommet (I). Push the resonator down so that the exhaust
outlet is through the outlet boot (J).
3. Install the nuts (F) on to the rubber isolators.
4. Install the exhaust pipe (C) with seals (J), on the manifold and the resonator.
5. Install all exhaust springs.
3.21
MAINTENANCE
AIR INTAKE SYSTEM
A
G
D
E
C
B
REMOVAL/INSTALLATION
1. Pull the front of the plenum (A) with force to remove the plenum from the machine.
2. Disconnect the air intake sensor (B) form the airbox (C).
3. Remove the hose clamps (D) from the air intake boots (E) and slide the air box out.
4. Replace in reverse order. Make sure you line up the tabs on the plenum when pressing it back on to the airbox.
INSTALLATION
1. Place hose clamps back onto the throttle body boots.
2. Slide the air box (C) back into place.
3. Secure the hose clamps with the air box ends into the throttle body boots.
4. Install the air intake sensor (B) to the airbox.
5. Lift up the rubber seal (G) and line up the tabs on the rear (F) of the plenum and the airbox tabs (A) to the airbox (C) and press
down.
6. Roll the rubber seal over the airbox so that the seal is on both the plenum and airbox. This will seal any air leakage that may
occur.
3.22
MAINTENANCE
EDGE EXHAUST VALVE MAINTENANCE
500/600/700/800 LIBERTY
B
G12,16
D C
E A
G F G12,16 G12,16
242
I H
J VES cover torque:
LIBERTY 12 ft.lbs. (16Nm)
Exhaust valve springs are spring loaded. Hold cover in place until all bolts are removed.
NOTE: If the spring stays in the cover, hold the cover and twist the spring in a counterclockwise direction
while pulling the spring. Do not distort the spring upon removal.
500/600/700/800 LIBERTY VES DISASSEMBLY
1. Remove the VES mounting bolts (A, B) cover (C) and spring (D), do not distort the spring when removing it from the cover.
Spring is under pressure, hold cover tightly against the assembly when removing the cover.
2. Carefully remove the exhaust valve assembly from the cylinder(s).
3. Insert the VES assembly in a soft jawed vise by the guillotine (J) and carefully remove the bellows nut (E).
4. Remove the bellows (F), and bellows washer (G) and inspect it for cracks or any damage. Replace if needed.
5. Remove the gasket (I) from the VES base (H) and clean the guillotine (J) with carbon clean or oven cleaner.
500/600/700/800 LIBERTY VES ASSEMBLY
1. Place a new gasket (I) on the valve base (H).

2. Place the guillotine (J) in the valve base.
3. Place the bellows washer (G) and bellows (F) on the valve base.
4. Apply Loctite 242 to the first 3 threads of the guillotine and torque the bellows nut (E) to 12 ft. lbs. (16Nm).
5. Install spring (C) and valve cap (B) on to the base and torque the 2 cover bolts (A) to 12 ft. lbs. (16Nm).
6. Actuate EV assembly to ensure free and full motion.
7. Install EV assembly and torque the mounting bolts (B) to 12 ft. lbs. (16Nm).
3.23
MAINTENANCE
900 LIBERTY EXHAUST VALVE MAINTENANCE
900 LIBERTY
A
C B G9,12
E
G12,16
K F E 242
G12,16
J G VES cover torque:

H 9 ft.lbs. (12 Nm)
Exhaust valve springs are spring loaded. Hold cover in place until all bolts are removed.
NOTE: If the spring stays in the cover, hold the cover and twist the spring in a counterclockwise direction
while pulling the spring. Do not distort the spring upon removal.
900 LIBERTY VES DISASSEMBLY
1. Carefully remove the VES cover bolts (A) cover (B) and spring (C), do not distort the spring when removing it from the cover.
Spring is under pressure, hold cover tightly against the assembly when removing the cover.
2. Remove the bellows nut (E), bellows (E) and bellows washer (F).
3. Remove the base bolts (K) and remove the base assembly (G) and guillotine (J) from the cylinder.
4. Remove the gasket (H) from the VES base (G) and clean the guillotine (J) with carbon clean or oven cleaner.
900 LIBERTY VES ASSEMBLY
1. Place a new gasket (H) on the valve base (G).

2. Place the guillotine (J) in the valve base.
3. Insert the base bolts (K) and torque to 12 ft. lbs. (16 Nm).
4. Place the bellows washer (F) and the bellows (E) on the valve base.
5. Apply Loctite 242 to the bellows nut (D) and torque to 12 ft. lbs. (16 Nm).
6. Install spring (C) and valve cap (B) on to the base and torque the cover bolts (A) to 9 ft.lbs. (12 Nm).
3.24
MAINTENANCE
THERMOSTAT / TEMPERATURE SENSOR
B
C G9,12
THERMOSTAT REPLACEMENT
1. Remove the thermostat cover (D), by removing the cover bolts A
(A,C). G9,12
2. Check the o-- ring (F) condition and replace it if cracked or

pinched. D
3. Replace the thermostat (E), spring facing downward.
4. Replace cover onto the thermostat and install the longer cover bolt
(A) on the intake side of the engine, place the shorter bolt (C) on the
exhaust side of the cover. Torque to 9 ft.lbs. (12Nm).
TEMPERATURE SENSOR REPLACEMENT E

1. Remove sensor (G).
2. Replace the sensor and apply Loctite 242 to the threads and torque
to 30 ft.lbs. (40Nm).
F
G 242
G30,40
SMALL/LARGE BLOCK LIBERTY
242
A
G9,12
900 LIBERTY
3.25
MAINTENANCE
900 LIBERTY COOLANT
B
D
900 LIBERTY
COOLANT BLEEDING
1. Start the engine and let idle.
2. While engine is idling select the engine temperature on the digital gauge portion of the MFD.
3. When the engine temperature (coolant temperature) reaches 122_F - 145_F (50_C - 60_C). At this point the thermostat (C)
will open allowing any trapped air to escape to the highest point. Elevating the front of the unit may help.
4. Crack the bleeder screw (A) on the thermostat housing (B) and leave open until coolant dribbles out in a constant stream.
5. Close bleeder screw.
6. Let engine cool and fill coolant bottle (D) to the COLD FILL (E) line if needed.
COOLANT FILLING (TO AN EMPTY SYSTEM)

1. Open bleed screw (A) on thermostat housing (B).
2. Remove coolant bottle cap.
3. Slowly fill coolant bottle with 50/50 mix of ethane glycol and water. This will provide engine protection down to - 30_F
(-- 34_C). For other operation between - 30_F to - 40_F (-- 34_C to - 40_C) use a mixture of 55% glycol and 45% distilled water.
4. Replace coolant bottle cap onto coolant bottle.
5. Start engine and let engine idle.
6. Select engine temperature on the digital gauge and watch the engine temperature (coolant temperature) until it reaches 122_F
- 145_F (50_C - 60_C). At this point the thermostat (C) will open allowing any trapped air to escape to the highest point.
Elevating the front of the unit may help.
7. When coolant dribbles out of the bleed hole tighten bleed screw and turn off engine.
8. Let engine cool and add coolant to the coolant bottle until the coolant is to the “COLD FILL” mark.
3.26
MAINTENANCE
900 LIBERTY OIL PUMP BLEEDING
BLEEDING DURING ENGINE ASSEMBLY

During the engine rebuilding procedure, the oil in the oil lines may be depleted of oil fluid. It is important to have these lines full
of oil at the time of assembly. For this process you will need to have oil in a small squeeze bottle to fill the oil lines. It is also
important to have no air bubbles in the lines.
1. Attach the oil lines to the crankcase, and apply the line clips to the fittings.
2. Fill each line with 2-- stroke engine oil.
3. After the engine is assembled and in the bulk head you will need to bleed the main line.
4. Fill the oil bottle so the oil level is over the hose insertion level.
5. At the main line, clamp and disconnect the line that goes into the in-- line filter. Oil should be present in the line from this filter
to the engine.
6. Air that is in the line that you disconnected can be purged by raising the line higher than the filter and releasing the clamp so
that the air can escape.
7. Repeat this until all air is gone from the line.
8. Place line onto the filter and apply the hose clamp to the barb of the filter and the oil line.
If air is in the oil line at the in-- line filter and the engine has not been removed, start at step 5.
3.27
MAINTENANCE
RECOIL SERVICE
A
I
E G H
F
D
C
B
700/800 LIBERTYT ENGINE SHOWN
Wear eye protection when servicing recoil assembly. The spring can unwind suddenly and unex-
CAUTION
pectedly if handled improperly.
This recoil starter is designed to be used when the engine is not running. The ratchet pawl is designed to reduce the probability
of engagement of pulley and ratchet, in case it was accidently operated when the engine is in reverse rotation.
DISASSEMBLY
1. Remove recoil housing (A) from the engine.
2. Remove recoil handle and slowly allow rope (B) to retract, and the spring (C) to unwind completely.
3. Remove retaining nut (D), friction plate (E), friction spring (F), ratchet pawl (G), and return spring (H) from the reel face (I).
4. Lift reel assembly (I) straight up, out of housing (A).
If spring tension is relieved and the reel is lifted straight out, the spring will most likely remain in
NOTE:
the housing; however, be sure to heed caution above.
ASSEMBLY
1. Clean the spring and the recoil housing of any dirt or old grease.
2. Locate the outside spring hook and place it into the recoil housing. The hook should be lined up with the housing slot.
3. The spring should be spiraling counterclockwise toward the center.
4. If you are installing a new spring, you will need hold the spring in place and carefully clip the bands that hold the spring coiled.
5. If the spring has unwound you will have to clean it and then carefully spiral the spring back into the housing so that the spring is
spiraling counterclockwise.
6. Lubricate center shaft in the housing and spring with Polaris Premium All Season Grease.
7. Wind rope in a counterclockwise direction around the outside of reel, as viewed from ratchet side of reel.
8. Pass the end of rope through rope guide and slide reel down onto shaft and spring, while pulling the recoil rope.
NOTE: Make sure that the reel tab engages hook on the end of the spring.
3.28
MAINTENANCE
Reinstall ratchet pawl onto the reel face.
NOTE: Ratchet spring must hold the ratchet in retracted position. The long leg of the spring is on the reel face side.
Reinstall friction plate with one end of the return spring in hole on end of ratchet pawl.
Apply Loctite 242 and reinstall flange nut and torque to 49 in. lbs. (5.6 Nm).
Pull recoil rope to full extension and align notch on outside edge of reel with housing rope guide hole.
Apply Polaris Premium Starter Grease on the face of the reel assembly and the pawl.
Using a needle nose pliers or hooked wire, pull a loop of rope through the notch into center of housing.
Holding side of rope loop attached to reel, wind reel counterclockwise until coil bind is felt. Then unwind reel between one and
two turns.
Pull loop to outside of housing by pulling on rope handle.
Allow rope to fully retract and check for normal recoil and ratchet operation.
3.29
MAINTENANCE
700/800 LIBERTY WATER PUMP BELT
Replace if width is less than

.25″ (6.35mm). Nominal Weight Construction
new width is .345″
(8.75mm).
.062″ to .090″
Wire Sug-
gested Hang Weight Here
Wide
Enough
to Span
Belt
Weight should equal 2 lbs.
The water pump belt on Liberty domestic big block twin snowmobile engines should be inspected every 1500 miles. Belts should
be inspected by measuring the width at several locations around the belt. Belt width at any location should not be thinner than
.250” (6.35mm). Replace the belt if you notice any loose cords, broken cracked or missing cogs, and variations in width. If the
water pump belt fails, serious engine damage could result. Nominal thickness of a new belt should be approximately .345“
(8.75mm).
Check belt tension by rotating crankshaft 1/8 turn at a time. The tension should be equal at all points of rotation.
1. A weight is needed to test belt deflection. Construct a weight out of wire and weights such as thick washers. Use the
illustration to assist you . The finished weight should weigh 2 lbs.
2. Measure the belt deflection using the following procedure:

a. Hang weight midway between pulleys. Weight must hang free and not rest on any part of machine.
b. Lay a straight edge or straight piece of stiff material (steel is suggested) across the top of both pulleys. The straight edge
should measure approximately 1/8“ x 8“ x 1“.
c. Measure the gap between the belt and the straight edge at the point where the weight is hanging.
d. Measured distance must be between .1” and .25”. If the measured distance is more than the specification, try another
waterpump belt.
NOTE: Do not use tools to assemble belt on pulleys. Damage can occur which could shorten belt life. Before installing new
belt, check pulley teeth, remove all foreign material, dirt, and oil. Never install a used belt on a different engine. Install belt so
writing on the belt can be read from the right side of the machine.
3.30
Fuel Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
Mikuni Component Part Numbers . . . . . . . . . . . . . . . . . . . . . . . . . 4.1 - 4.2
Mikuni TM Jet Needle Overview . . . . . . . . . . . . . . . . . . . . . . . . . 4.3
Mikuni TM 38/40 Component Explanation . . . . . . . . . . . . . . . . . 4.4
Mikuni TM 38/40 Exploded View . . . . . . . . . . . . . . . . . . . . . . . . . 4.5
Gasoline Volatility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6
Two Stroke Pre--Mix Ratio Chart . . . . . . . . . . . . . . . . . . . . . . . . . 4.6
Fuel Delivery System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.7
Carburetor Component Functions
Float System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.8
Fuel Metering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.8
Carburetor Components . . . . . . . . . . . . . . . . . . . . . 4.9
Fuel Delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10
Pilot Jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10
Pilot Air Screw . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10
Main Jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10
Jetting Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10
Throttle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.11
Jet Needle/Needle Jet . . . . . . . . . . . . . . . . . . . . . . . 4.11
Throttle Opening vs Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.12
Mikuni TM Carburetor Service
Disassembly/Assembly . . . . . . . . . . . . . . . . . . . . . 4.13 - 4.15
Throttle Synchronization . . . . . . . . . . . . . . . . . . . . 4.16
Choke Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.17
ACCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.18
Fuel Pump Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.19
Carburetor Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.20 - 4.21
900 Liberty
Fuel Rail Bleeding Removal/Installation . . . . . . . . 4.22
Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.23
TPS Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.24
Throttle Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.25
TPS Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.26
Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.27
FUEL DELIVERY
Whenever servicing the carburetor or fuel system, it is important to heed the following warnings.
WARNING Gasoline is extremely flammable and explosive under certain conditions.
Always stop the engine and refuel outdoors or in a well ventilated area.
Do not smoke or allow open flames or sparks in or near the area where refueling is performed or where gasoline is stored
or used.
Do not overfill the tank. Do not fill the tank neck.
If you get gasoline in your eyes or if you swallow gasoline, see your doctor immediately.
If you spill gasoline on your skin or clothing, immediately wash it off with soap and water and change clothing.
Never start the engine or let it run in an enclosed area. Gasoline powered engine exhaust fumes are poisonous and can
cause loss of consciousness and death in a short time.
MIKUNI JET PART NUMBERS

The following chart lists main and pilot jets and the part number of each that are presently available.
PILOT JET NUMBER PART NUMBER
25 3130064
30 3130065
35 3130066
40 3130067
45 3130068
50 3130629
55 3130070
60 3130071
MIKUNI HEX HEAD MAIN JET PART NUMBERS
MAIN JET PART MAIN JET PART MAIN JET PART MAIN JET PART MAIN JET PART
NUMBER NUMBER NUMBER NUMBER NUMBER NUMBER NUMBER NUMBER NUMBER NUMBER
80 3130099 150 3130113 240 3130127 380 3130140 530 N 3131402
85 3130100 155 3130114 250 3130128 390 3130480 540 N 3131408
90 3130101 160 3130115 260 3130129 400 3130141 550 N 1311409
95 3130102 165 3130116 270 3130130 410 3130599 560 3130151
100 3130103 170 3130117 280 3130131 420 3130142 560 N 3131410
105 3130104 175 3130118 290 3130132 430 3130143 590 3130152
110 3130105 180 3130119 300 3130133 450 3130144 620 3130153
115 3130106 185 3130120 310 3130134 460 3130146
120 3130107 190 3130121 320 3130135 470 3130147
125 3130108 195 3130122 330 3130136 490 3130148
130 3130109 200 3130123 340 3130137 500 3130149
135 1310110 210 3130124 350 3130138 510 N 3131400
140 3130111 220 3130125 360 3130139 520 N 3131401
145 3130112 230 3130126 370 3130290 530 3130150
4.1
FUEL DELIVERY
MIKUNI TM JET PART NUMBERS
JET NEEDLES PART NUMBER PILOT AIR JETS (LONG) PART NUMBER
Jet Needle J8-9FH04-57 3130794 Pilot Air Jet 1.0 3131257
Jet Needle J8-9EH01-57 3130795 Pilot Air Jet 1.1 3131258
Jet Needle J8-9DH01-54 3130796 Pilot Air Jet 1.2 3131259
Jet Needle J8-9CJB01-50 3130797 Pilot Air Jet 1.3 3131260
Jet Needle J8-- 8BEY01 3131250 Pilot Air Jet 1.4 3131261
Jet Needle J8-- 9DFH06-- 57 3131253 Pilot Air Jet 1.5 3131262
Jet Needle J8-- 9DGI01-- 60 3131377 Pilot Air Jet 1.8 3131265
Jet Needle J8-- 9DGJ02-- 57 3131378 Pilot Air Jet 1.9 3131266
Jet Needle J8-- EFH01-- 60 3131207 Pilot Air Jet 2.0 3131267
Jet Needle J8-- 9EFY02-- 61 3131202 PISTON VALVES PART NUMBER
PILOT AIR JETS (SHORT) PART NUMBER Piston Valve 1.5 3130940
Pilot Air Jet 0.5 3130773 Piston Valve 2.0 3130789
Pilot Air Jet 1.0 3130778
Pilot Air Jet 1.1 3130779 Notched PISTON VALVES PART NUMBER
Pilot Air Jet 1.8 3130786
Pilot Air Jet 1.9 3130787 STARTER JETS PART NUMBER
Pilot Air Jet 2.0 3130788 Starter Jet 130 3130805
PILOT AIR JETS (LONG) PART NUMBER Starter Jet 135 3130767
The part numbers for main jets and pilot jets are the same as Mikuni VM round slide carburetors.
“Notched“ Piston Valves have a small notch in the bypass radius.
4.2
FUEL DELIVERY
MIKUNI TM JET NEEDLE OVERVIEW
This needle (example) is a 9DH01-- 57. The first number is the approximate overall
length in 10mm increments of the jet needle. The 9 indicates the needle is approxi-
Leaner mately 90mm but less that 100mm in length.
1
2 The letters on the jet needle indicate the angle of both tapers. The first letter desig-
nates the taper angle of the top section (closest to the grooves) and the second letter
3 designates the angle of the bottom taper. The taper angles are graduated in 15’ (15
4 minute) increments. The jet needle marked 9DH01-- 57 would have a top taper of
1_0’ and a bottom taper of 2_0’.
5
Richer
The number following the letters on the jet needle is the serial number and it varies
with individual jet needles.
The last number, 57 indicates that the outside diameter is 2.57mm. The smaller the
O.D., the richer the mixture.
O.D.
Straight Portion
9 Overall Length in 10mm Increments

E -- Taper
D Taper of top section of needle
H Taper of bottom section of needle
01 Serial Number
- 57 Outside Diameter
J -- Taper
4.3
FUEL DELIVERY
MIKUNI TM 38/40
Gasket Top Cap Check Valve

(I) (J) Slide Flush With Top of Bore
Lever (K) Mixing Body
Piston
Valve(E) Funnel
Fuel Screw(G)
Jet Needle(C) Main Pilot Jet(F)

Jet(F) Starter Jet(B)
Plunger Float/
Pilot Air Jet(A) Needle
& Seat
Asm(H) Ill. 2
Needle Jet (D) Float Body
Ill. 1
The part numbers for main jets and pilot jets are the same as Mikuni VM round slide carburetors.
The advantages of the TM flatslide system include improved throttle response and a significant reduction in throttle effort due
to rack style carbs and the use of cable cam. The following are the main components of TM carburetors and the functions of each.
Pilot Air Jet (A): The pilot air jet controls the amount of air entering the engine in the idle circuit. The pilot air jet size is imprinted
on it. Bigger pilot air jets allow more air to enter, leaning the idle mixture. If engine loads up at idle, first try turning fuel screw
in. If not correct, try larger pilot air jet.
Starter Jet (B): The starter jet’s function is to meter fuel entering the engine when choked. Larger numbered starter jets pass
more fuel, therefore more fuel will enter the system when jetting to a larger size. Like the pilot air jet, the jet size is imprinted.
Jet Needle (C): The jet needle performs the same functions as on Mikuni VM carburetors. However, the needles in the TM-38
carburetors are longer and are not interchangeable with VM needles. To raise or lower the needle, remove the top cap (D) and
loosen the 2.5mm Allen screw holding the needle in place. Reach inside with a long nose pliers and pull the needle out. The
C-clip can then be adjusted for the desired effect.
Needle Jet (D): The needle jet is press fit into carbs and is not replaceable.
Piston Valve(E): The piston valve operates in the same manner as Mikuni VM carburetor round slide valves.
Main Jet and Pilot Jet(F): The main jets (hex) and pilot jets (air bleed type) are identical in style and function as the Mikuni
VM carbs. There is washer on main jet that is staked and should not come out.
Fuel Screw(G): The fuel screw controls the low speed air/fuel mixture at idle. Turning the fuel screw out makes the mixture
richer and can be adjusted up to five turns out.
Float/Needle & Seat Assembly(H): The float/needle & seat are sold as an assembly and cannot be replaced as individual compo-
nents. The float level is pre-set in the molding and cannot be adjusted. WARNING: DO NOT pressurize the fuel system by
forcing compressed air through the fuel tank. Forcing air through the needle and seat will cause damage and the float/needle &
seat assembly will have to be replaced.
Carburetor Synchronization: Remove the top caps on all carburetors. In the body of the carburetors, there is a Phillips head
set screw(I) that connects the slide lever to the throttle lever shaft. The carburetor with the fixed set screw is the base carburetor
(middle carburetor on triples, PTO carburetor on twins) and the remaining carbs are synchronized to it. Carburetor synchroniza-
tion is measured at wide open throttle. Open the throttle to wide open. The bottom of the slide should be flush with the top of
the throttle bore (see Ill. 2). If it is not flush, locate the wide open throttle stop screw(J) and turn it until the base carburetor is
set flush. Loosen the Phillips head set screw in the remaining carburetor(s). Turn the adjusting nut(K) that surrounds the set screw
until the throttle slide is set the same as the base carburetor. Tighten all set screws and replace the top caps making sure gaskets
are properly positioned.
4.4
FUEL DELIVERY
MIKUNI TM 38/40
Top Cap
Gasket
Adjustment Screw
Check Valve
Ring
Lever
Cap
Plate
Plate
Packing O-ring
Funnel Adjuster
E-Ring
Cap Pin
Ring Spring Spring
Guide Pilot Jet
Holder Main Jet
Piston Valve Starter Jet
Spring Jet Needle
Float/Needle &
Seat Asm.
Plunger
Pilot Air Jet
Float Bowl
Drain Plug
4.5
FUEL DELIVERY
EXPLANATION OF GASOLINE VOLATILITY
One of the misunderstood properties of gasoline is its volatility, or ability to vaporize at different ambient temperatures and alti-
tudes during the year.
When gasoline is blended, it is given a Reid Vapor Pressure (RVP) number which reflects its ability to vaporize or mix with air
at a given temperature range. Gasoline vapor pressure is measured by putting a sample of fuel inside a closed container and apply-
ing a specified amount of heat to the container for a certain amount of time. RVP will vary from about 7.0 PSI during the summer
to approximately 13.5 PSI during the colder months. Service stations selling a large volume of fuel will normally have the correct
blend to work well at all times throughout the year in their local area.
When the weather is very cold, gasoline must be able to vaporize very quickly in order for an engine to start and warm up properly.
If summer blend fuel is being used in the winter, little or no vaporization will occur. Droplets will form causing flooding and
very hard starting.
If winter blend fuel is being used during the summer months, it may cause vapor lock (boiling fuel) inside the fuel lines, fuel pump,
or carburetor. This will cause warm engine driveability problems and hard starting when warm. Some states are limiting the Reid
Vapor number to 9.0 PSI year around to help meet evaporative emissions standards.
Warm Weather Low Vaporization Rate

Maximum Reid Vapor Ambient Air Temp. Range
Class Pressure Low High
A 7.0 PSI 60° F 110° F +
B 9.0 PSI 50° F 110° F
C 10.5 PSI 40° F 97° F
D 12.0 PSI 30° F 85° F
E 13.5 PSI 20° F 69° F
Cold Weather Add 2.45 F for each 1000 feet above seal level. High Vaporization Rate
TWO--CYCLE ENGINE FUEL / OIL RATIO CHART (PRE--MIX)

To figure out the correct fuel to oil ratio per gallon, you will need to use the formula below:
Example of a Fuel/Oil Ratio of 20:1
128 (ounces of fuel in a gallon) ÷ 20 (for the ratio)= 6.4oz. of oil needed for 1 gallon of fuel.
The correct way to mix the oil and fuel together is to have a fuel container 1/2 full of the amount of fuel that you are wanting
to mix. Measure the oil in a plastic cup to the desired weight ratio, and empty it into the fuel container and mix. Add some fuel
from the mixture in the mixing cup and rinse out excess oil and pour back into mixture.
Two-- Cycle Engine Fuel / Oil Ratio Chart

Gallons of 20:1 32:1
Engine
E i F Fuell
oz. of oil oz. of oil
1 6 4
2 13 8
3 19 12
4 26 16
5 32 20
6 38 24
4.6
FUEL DELIVERY
FUEL DELIVERY SYSTEM
Red Fuel Line Water

Violet Fuel Line Vent Line Vent Lines
Traps
Fuel
Fuel Lines
Pump
Fuel
Filter Fuel
Line Impulse Crank
Weighted Pickup and Line Line Check Seal
Crank
(Fuel filter on some models) Seal Valves Impulse Fitting
at Crankcase
The fuel system contains many components which directly affect fuel mixture and driveability. When performing diagnosis or
carburetor maintenance, the entire fuel delivery system should be inspected. The illustration below shows parts of the system
requiring periodic maintenance to ensure there is no fuel or air leaks present.
Fuel filters should be replaced at least once per season. More often if any contamination is suspected.
Fuel lines should be replaced every other season. More often if they become brittle or swollen. Fittings should be inspected for
cracks or leaks. Do not use pliers or other tools that may damage fuel lines when installing or removing fuel lines.
Test run and check the fuel system for leaks any time parts are replaced. Verify that all lines are routed correctly and away from
any moving parts.
Some models use fuel filters that are located inside the fuel tank. To inspect/replace filter, remove fuel
NOTE: cap and use a long clean wire, bend one end in a hook shape. Pull the fuel line that is in the tank up
through the filler hole. Inspect filter on end of fuel pick up line. Replace if worn or clogged.
Red fuel line is the exterior line for outside the tank. The violet line is the interior line for inside the fuel tank. They cannot
be interchanged!
NOTE: The violet line used inside the tank will fade and turn clear after a relatively short time. This does not affect the
function or durability of the line.
When replacing fuel line, be sure to use the correct color line for inside or outside the fuel tank. Also, be very careful not to bend
fuel line to a point of kinking it. If it becomes kinked, it must be replaced. Always inspect fuel lines when replacing, or if carbs,
carburetor racks, or fuel pumps are removed from chassis.
4.7
FUEL DELIVERY
MIKUNI CARBURETOR
STARTER PLUNGER
MIXTURE OUTLET
AIR INLET
PILOT SCREW
FLOAT STARTER AIR BLEED

STARTER JET
STARTER BLEED PIPE
FUNCTION
The function of a carburetor is to produce a combustible air/fuel mixture by breaking fuel into tiny particles in the form of vapor,
to mix the fuel with air in a proper ratio, and to deliver the mixture to the engine. A proper ratio means an ideal air/fuel mixture
which can burn without leaving an excess of fuel or air. Whether the proper mixture ratio is maintained or not is the key to efficient
engine operation.
The engine of a vehicle is operated under a wide range of conditions, from idling with the throttle valve remaining almost closed,
to full load or maximum output with the throttle valve fully opened. In order to meet the requirements for the proper mixture
ratio under these varying conditions, a low speed fuel system, or pilot system, and a main fuel system are provided in Mikuni
VM type carburetors. The Mikuni carburetor has varying operations depending upon varying driving conditions. It is constructed
of a float system, pilot system, main system, and starter system or initial starting device.
FLOAT SYSTEM
The float system is designed to maintain a constant height of gasoline during operation. When the fuel flowing from the fuel pump
into the float chamber through the needle valve reaches the constant fuel level, the floats rise. When the buoyancy of the float
and the fuel pressure of the fuel pump balance, the needle valve sticks fast to the needle seat, preventing further delivery of gaso-
line, thereby holding the standard level of gasoline.
The fuel level in the bowl assists in controlling the amount of fuel in the fuel mixture. Too high a level allows more fuel than
necessary to leave the nozzle, enriching the mixture. Too low a level results in a leaner mixture, since not enough fuel leaves
the nozzle. Therefore, the predetermined fuel level should not be changed arbitrarily.
FUEL METERING
Mikuni carburetors use a starter enricher system rather than a choke. In this type of carburetor, fuel and air for starting the engine
are metered with entirely independent jets. The fuel metered in the starter jet is mixed with air and is broken into tiny particles
in the emulsion tube. The mixture then flows into the plunger area, mixes again with air coming from the air intake port for starting
and is delivered to the engine through the fuel discharge nozzle in the optimum air/fuel ratio. The starter is opened and closed
by means of the starter plunger. The starter type carburetor is constructed to utilize the negative pressure of the inlet pipe, so it
is important that the throttle valve is closed when starting the engine.
4.8
FUEL DELIVERY
MIKUNI CARBURETOR
THROTTLE VALVE
PILOT AIR JET JET NEEDLE
BY-- PASS HOLE
NEEDLE JET
VALVE SEAT
PILOT JET
MAIN JET
NEEDLE VALVE
MAIN JET
FUEL DELIVERY
4.9
FUEL DELIVERY
FUEL DELIVERY
The pilot system’s main function is to meter fuel at idle and low speed driving. Though its main function is to supply fuel at low
speed, it does feed fuel continuously throughout the entire operating range.
Fuel for the pilot jet is drawn from the float bowl, mixed with air regulated by the air screw, and delivered to the engine through
the pilot outlet.
The mixture is regulated to some degree by adjusting the air screw. When the air screw is closed, the fuel mixture is made richer
as the amount of air is reduced. When the air screw is opened, the mixture is made more lean as the amount of air is increased.
The main system is designed to deliver fuel between low speed and high speed operation. This system is made up of the jet needle,
needle jet, and main jet. The main system begins to take effect as soon as there is enough air flow into the carburetor venturi
to draw fuel up through the main jet and needle jet assembly. This system works in conjunction with the needle jet system.
During low speed driving, there is very little clearance between the jet needle and the needle jet; therefore, very little fuel from
the main jet can pass between the jet needle and the needle jet. As the throttle valve opening is increased, the tapered jet needle
is raised farther out of the needle jet, allowing greater fuel flow. Under full throttle opening, the cross sectioned area of clearance
between the jet needle and the needle jet becomes greater than the cross sectioned area of the main jet. Thus the main jet is now
controlling the amount of fuel flow.
PILOT JET
From idling to low speeds, the fuel supply is metered by the pilot jet. There are several air bleed openings in the sides of the pilot
jet which reduce the fuel to mist. The number stamped on the jet is an indication of the amount of fuel in cc’s which passes through
the jet during a one minute interval under a given set of conditions.
PILOT AIR SCREW

The pilot air screw controls the fuel mixture from idle to low speeds. The tapered tip of the air screw projects into the air passage
leading to the pilot jet air bleeds. By turning the screw in or out, the cross sectional area of the air passage is varied, in turn varying
the pilot jet air supply and changing the mixture ratio.
MAIN JET
When the throttle opening becomes greater and the area between the needle jet and jet needle increases, fuel flow is metered by
the main jet. The number on the jet indicates the amount of fuel cc’s which will pass through it in one minute under controlled
conditions. Larger numbers give a greater flow, resulting in a richer mixture. Main jets are screwed directly into the needle jet
base.
JETTING GUIDELINES
Changes in altitude and temperature affect air density, which is essentially the amount of oxygen available for combustion. In
low elevations and cold temperatures, the air has more oxygen. In higher elevations and higher temperatures, the air is less dense.
Carburetors on most Polaris models are calibrated for an altitude of 0-2000 ft (0-600 meters) and ambient temperatures between
-10_ F to +10_ F (-23_C to -12_C). All carburetors must be re-calibrated if operated outside the production temperature and/or
altitude range. The main jet installed in production is not correct for all altitudes and/or temperatures.
A Main Jet that is too small will cause a lean operation condition and may cause serious engine
CAUTION damage. jet the carburetors carefully for elevation and temperature according to the jetting charts
in the Specifications Chapter of this manual or the models Owners Manual Supplements
It is the owner’s responsibility to ensure that the correct jets are installed in the machine for a geograph-
ical area. Be very careful when jetting down in warm weather. As the weather turns colder it will be
NOTE: necessary to re-jet upward to prevent engine damage. When selecting the proper main jet always use
the lowest elevation and temperature that is likely to be encountered.
4.10
FUEL DELIVERY
MIKUNI CARBURETOR
THROTTLE VALVE
CUTAWAY ANGLE
JET NEEDLE
AIR FLOW NEEDLE JET
Throttle Valve
Cutaway
THROTTLE VALVE
The throttle valve controls the rate of engine air intake by moving up and down inside the main bore. At small throttle openings,
air flow control is performed chiefly by the cutaway. By controlling air flow the negative pressure over the needle valve is regu-
lated, in turn varying the fuel flow.
The throttle valves are numbered 1.0, 1.5, 2.0, etc., according to the size of the cutaway. The higher the number, the leaner the
gasoline/air mixture.
JET NEEDLE / NEEDLE JET

The jet needle and needle jet have the most effect between 3/8 and 3/4 throttle opening. Some mixture adjustment can be accom-
plished by changing the location of the “E” clip on the needle. Moving the clip down raises the needle in the jet passage and richens
the mixture. Moving the clip up lowers the needle in the jet passage and leans the mixture. Letter and number codes are stamped
into the needle and the jet indicating sizes and tapers (taper of needles only) of each.
JET NEEDLE
The jet needle tapers off at one end and the clearance between the jet needle and the needle jet increases as the throttle valve
opening gets wider. The air/fuel mixture ratio is controlled by the height of the “E” ring inserted into one of the five slots provided
in the head of the jet needle. The chart at right shows the variation of fuel flow based on the height of the “E” ring.
NEEDLE JET
The needle jet works in conjunction with the jet needle to regulate fuel flow rate. An air bleed opening in the side of the needle
jet brings in air measured by the air jet. This air initiates the mixing and atomizing process inside the needle jet. Mixing is aug-
mented by a projection at the needle jet outlet, called the primary choke. The letter number code stamped on the jet indicates
jet inside diameter.
4.11
FUEL DELIVERY
THROTTLE OPENING VS. FUEL FLOW
Small Medium Large
Clearance Clearance Clearance
2
3
4
15 50 75 100%
Throttle Valve Opening Closed One-half Full
Throttle Throttle Throttle
INCREASING
DECREASING
THROTTLE OPENING - TYPICAL MIKUNI VM

Throttle Valve Cut-Away
Jet Needle/Needle Jet
In a full throttle condition the cross sectioned area between the jet needle and the needle jet is larger than the cross sectioned area
of the main jet. The main jet therefore has greater control over fuel flow.
4.12
FUEL DELIVERY
MIKUNI TM CARBURETOR SERVICE
Wear eye protection when using compressed air or cleaning solvents. Review all fuel system warn-
CAUTION
ings found on page 4.1 before proceeding.
DISASSEMBLY
1. Remove the carburetor from the engine before disassembling.
Clean the outside of the carburetor thoroughly with solvent. Do
not use compressed air to dry at this time. The float chamber
could become pressurized resulting in damage to the floats or
inlet needle and seat.
2. Remove the top caps.
3. Rotate the needle keeper far enough to remove the needle and
c-- clip assembly from the slide.
4. Remove the four screws on the funnel face.

5. Turn throttle shaft so slide opens all the way. You may have to
turn out slide stop screw for the slide to move farther up the
body.
6. With slide fully open, pull funnel out from the bottom first.
7. Check for wear on the face of the slides, and also check the
needle for wear.
4.13
FUEL DELIVERY
8. Remove and inspect E-rings, packing, plate, spring, and rings
connecting slide to lever if needed.
Top Cap
Gasket
Adjustment
Screw
Ring
Lever
Plate Plate
Packing
Cap E-Ring
Ring Spring
Guide
Holder
Piston Valve
Spring Jet Needle
Plunger
9. Remove water trap/drain plug (17 mm) and single screw on

bottom of carburetor.
10. Remove the float bowl.
Float body will not come off unless the water

NOTE: trap/drain plug, is not removed.
Screw
11. Remove the two screws holding the float/needle and seat Float Bowl
assembly in position and then remove this assembly.
Trap/Drain Plug
12. Inspect the contents for wear and debris.
13. Remove the main jet and starter jet and clean out. Look for any
debris.
Main Jet
14. Clean out all passages in carburetor body with carburetor
cleaner. Dry all passages and jets with compressed air.
15. Replace gaskets and any parts that show wear or damage.
Starter Jet
4.14
FUEL DELIVERY
MIKUNI TM CARBURETOR SERVICE
ASSEMBLY
1. Install the pilot jet, main jet and starter jets.

2. Install float/needle & seat assembly.
3. Place carburetor in an inverted position.
4. Connect pressure tester PN 2870975 to fuel inlet fitting. Apply
5 psi pressure and observe for one minute. The needle and seat
should hold pressure indefinitely. If the pressure drops,
carefully inspect the needle and the needle seat. The needle can
be replaced (needle comes with float and seat).
5. Carefully inspect float bowl gasket and replace if necessary.
Install float bowl on carburetor.
6. Install float body.
7. Install air adjusting screw.
8. Install throttle slide.
9. Install jet needle.
10. Install funnel.
11. Install carburetors in snowmobile.
12. Synchronize the carburetors as outlined on page 4.16.
13. Replace top caps.
4.15
FUEL DELIVERY
MIKUNI TM CARBURETOR THROTTLE SYNCHRONIZATION
Mikuni TM style carburetors are synchronized at wide open throttle without the engine running. The MAG side carburetor is
the adjusting carburetor, the PTO side carburetor have a non-adjustable set screw on the throttle shaft. This carburetor is what
the other carburetor is synchronized to and is considered the base carburetor.
1. Remove the air box.

2. Remove the tops on both carburetors.
3. On the base carburetor hold the throttle at wide open throttle and
view the position of the carburetor slides. The slides should be
flush with the top of the carburetor intake area. Flush
4. If they are not flush with the top, hold the base carburetor
throttle wide open and turn the slide stop screw until slide is
flush with the top.
5. On the other carburetor, loosen the Phillips head screw inside

the offset nut.
6. When screw is loose, hold throttle to wide open. Turn offset nut
clockwise to raise or counterclockwise to lower,until throttle
slide is in same position as base carburetor.
7. Tighten phillips head screw.
8. Replace top caps.
4.16
FUEL DELIVERY
CHOKE ADJUSTMENTS
Choke Toggle Positions 1/8-1/4, (.3-.6 cm)
Freeplay
Off
B
Half On
Full On
With the dash mounted choke control toggle flipped to the off position, the choke plunger must be seated on the fuel passage way
in the carburetor. If the plunger is not seated on the passage way, the engine will flood or run too rich, causing plug fouling and
very poor engine performance.
If cable slack is too great there will be excessive toggle free play resulting in hard starting. Also, the half on position used for
intermittent applications will not function.
If the choke lever assembly becomes damaged, a lever kit is available. This allows replacement of the lever assembly rather than
the entire cable assembly. Installation instructions are included with the kit.
ADJUSTMENT PROCEDURE
1. Flip choke toggle to the full off position.
2. Loosen adjustment locknut (A) on carburetor(s).
3. Turn cable sleeve adjusting nut (B) clockwise on carburetor(s) until 1/4, (.6 cm) or more choke toggle free play is evident.
4. Turn cable sleeve adjusting nut counterclockwise on one carburetor until toggle has zero free play, then rotate it clockwise
until 1/8,-1/4, (.3-.6 cm) toggle free play is evident.
5. Tighten adjustment locknut (A).
6. For VM carburetors, repeat steps 4 and 5 for remaining carburetor(s).
4.17
FUEL DELIVERY
Altitude Compensating Carburetor System (ACCS)
The Altitude Compensating Carburetor System (ACCS) is designed to automatically compensate for changes in alti-
tude. This allows the snowmobile to operate in changing elevations without having to change jets, although extreme
temperatures may require re-jetting for optimum performance. Refer to the jetting compensation chart in the specifica-
tions sections.
A vacuum line is connected to the float bowl. The High Atmospheric Pressure-
ACCS valve is connected to this line via the 4-way D Bellows compress
manifold. At low altitude the ACCS valve supplies D Fuel flow increases
atmospheric pressure to the vacuum line and the
float bowl (see Ill. 1). Vacuum from
Venturi To Float Bowls
This
Sealed end
Plunger
Bellows fixed
Low Altitude / High

Atmospheric Pressure
ACCS System Ill. 1
At high altitudes the bellows expand, moving the Low Atmospheric Pressure-
plunger to the left and closing off some of the pas- D Bellows expand
sageways through the ACCS valve (see Ill. 2). This D Fuel flow decreases
prevents atmospheric pressure from reaching the
float bowl, allowing the vacuum line to reduce the Vacuum from To Float Bowls
pressure in the float bowl. This reduces the amount Venturi
of fuel supplied through the carburetor, preventing
the mixture from becoming too rich.
NOTE: The ACCS valve is calibrated specifically for
the model it was intended. There are no adjust-
ments for the valve, and it should not be tampered
This
with in any way. Sealed
Plunger end
Bellows fixed
High Altitude / Low

Atmospheric Pressure
ACCS System Ill. 2
4.18
FUEL DELIVERY
FUEL PUMP
The fuel pumps (340/550 style shown). The differences are in the size and location of the
pumps. Pumps may be mounted to the engine, air/oil box or to the chassis.
In the two cycle engine, the pressure in the crankcase changes with the up and down stroke of
the piston. The amplitudes of pressure vary according to the RPM and degree of throttle open-
ing. Whether idling or at full throttle, the pressure built up in the crankcase has enough ampli-
tude to operate the pump.
When the piston is on the upstroke, crankcase pressure in that cylinder becomes less positive.
The diaphragm in the fuel pump moves toward the engine, causing a negative pressure or suc-
tion in the pump chamber. This causes the inlet valve from the fuel supply to open and permits
fuel to enter the chamber. This same suction causes the outlet valve (to the carburetor) to close
so that fuel cannot return form the carburetor.
When the piston begins its downward stroke, the pressure from the crankcase becomes positive,
causing the fuel pump diaphragm to move in the opposite direction and reversing the pressure
in the fuel pump chamber. This causes the inlet valve in the pump to close and the outlet valve
to open, filling the float bowl in the carburetor. When the float level in the carburetor reaches
its standard level, the needle valve will close, preventing more fuel from entering the carbure-
tor, even though the fuel pump continues to try to provide the carburetor with fuel.
MAINTENANCE
The impulse operated diaphragm fuel pump does not require any specific scheduled mainte-
nance. However, the following procedures should be observed.
OPERATION
S The pump may be checked for operation by removing the fuel supply line from the
carburetor and placing it into a container. With the engine idling at approximately
2000 RPM, a steady flow of fuel should be visible.
CLEANING
S The pump and impulse line must be disassembled and cleaned of foreign material
in the event of piston or other internal engine part failures which produce fragments.
INSPECTION
S Disconnect impulse line from pump. Connect Mity Vac to impulse fitting (or line)
and apply 4-6 PSI pressure. Diaphragm should hold pressure indefinitely.
S The diaphragms and check valves must be carefully examined for cracks, holes, or other
damage. If in doubt as to the condition of any internal parts, replace all diaphragms, check
valves, and gaskets.
4.19
FUEL DELIVERY
TROUBLESHOOTING
Fuel system diagnosis should follow a specific path, first examining the fuel tank, then the filters, fuel lines, vent lines, fuel pump,
impulse hose, air box, exhaust system and finally the carburetors.
The following troubleshooting information assumes that the general mechanical condition of the engine (pistons, rings, bearings,
etc.) is good.
When the fuel/air mixture is diagnosed as improper due to spark plug readings, clean the carburetor and blow its passages clear
with compressed air. Use the spark plug firing end condition as a guide for further determination of whether the mixture is too
rich or too lean.
Use the throttle lever to determine at what degree of throttle valve opening the problem exists.
CONDITION SYMPTOMS
Mixture Too Rich -Black spark plug tip; plug fouling
-Heavy exhaust smoke
-Engine runs worse after warm up
-Engine “loads up”
Mixture Too Lean -Spark plug electrodes white
-Fluctuation in engine speed
-Power loss
-Engine overheats
-Cylinder scoring / Holing pistons
-Backfiring - detonation
-Throttle diagnostic opening check points
Poor Fuel Mileage -Incorrect ignition timing
-Improper track tension (too tight)
-Incorrect carburetor jetting
-Fuel leaks (lines, fittings, fuel pump)
-Needle and seat leaks
-Plugged exhaust
-Carburetor vent line problems
-Clutching incorrect for conditions / worn belt
TROUBLESHOOTING TIPS, 0--1/4 THROTTLE

S Pilot air screw misadjusted
S Pilot jet of wrong size, loose, or obstructed
S Obstruction of pilot jet
S Pilot jet loose
S Choke plunger not seating (rich)
S Carburetor mounting air leak (lean)
S Crankshaft seal air leak (lean)
S Fuel pump diaphragm damaged (rich)
S Float level incorrect
S Air bleed obstructed
S Plugged Pilot Air Jet plugged (rich)
S Pilot Jet or Bypass (lean)
4.20
FUEL DELIVERY
TROUBLESHOOTING TIPS, 1/4-3/8 THROTTLE:
S Obstruction in main jet or needle jet
S Jet needle worn or out of adjustment
S Pilot system malfunction
S Incorrect throttle valve cutaway
TROUBLESHOOTING TIPS, 3/8-3/4 THROTTLE:

S Main jet incorrect size or clogged (lean)
S Needle jet damaged or loose
S Needle jet/jet needle worn (rich)
S E-clip position incorrect for altitude and temperature
TROUBLESHOOTING TIPS, FULL THROTTLE:

S Main jet size (rich or lean)
S Fuel filter blocked (lean)
S Fuel vent lines or check valves plugged
S Exhaust system plugged
S Air box restricted
S Fuel pump weak
S Exhaust leaking into engine compartment (rich)
S Water in float bowl (lean)
4.21
FUEL DELIVERY
900 LIBERTY FUEL RAIL BLEEDING
A
C
Gasoline is extremely flammable and is explosive under certain conditions.

DANGER
Work in a well ventilated area. Open flames, sparks and cigarettes must be kept away from
gasoline.
FUEL RAIL BLEEDING

The fuel pressure gauge (PN PV-- 43506-- A) is used to check the pressure in the fuel rail lines or to bleed the fuel rail pressure
from the fuel rail. You will need to bleed off the fuel pressure if any service is needed to the fuel system or if engine is to be re-
moved.
Attach the gauge to the Schrader valve (C), between the line that comes from the tank (A) and the line that goes to the fuel injectors
(B). Once the gauge is onto the Schrader valve the pressure gauge will indicate the pressure in the fuel rail. To bleed the pressure
form the fuel rail you can turn the bleeder valve on the gauge and bleed the system. Now the fuel rail is ready for service.
FUEL RAIL REMOVAL

Remove engine, see page 5.25
1. Remove the four fuel rail screws (D).
2. Carefully remove the fuel rail, replace injectors.
FUEL RAIL INSTALLATION

1. Carefully place the fuel rail with injectors on to the engine.
2. Torque the four fuel rail screws (D) to 91-- 125 in.lbs.
4.22
FUEL DELIVERY
900 FUEL PUMP
Regulator
Pump
CONNECTOR
Float Fuel Pickups
FUEL PUMP: Located inside tank. Provides system with fuel at 4bar (58psi) pressure. If the fuel pump is suspect to be defective
apply 12 VDC to the fuel pump prime (see page 13.44) and check for audible fuel pump operation as well as fuel rail pressure.
The fuel pump should sound when pumping and the pressure should show 4 bar.
This fuel pump is non-- serviceable and can not be replaced. If fuel pump fails you will need to replace the whole fuel tank assem-
bly.
The #1 wire is the red wire that provides power from the regulator.
The #2 wire is the Violet/White wire that provides the fuel level signal to the gauge.
The #3 wire is the Brown wire that provides a ground to the chassis for the fuel pump.
The #4 wire is a Brown wire that provides a ground for the fuel level signal.
4.23
FUEL DELIVERY
TPS CHECKING PROCEDURE
If you are replacing or setting the baseline for the TPS these steps will need to be followed in order to ensure proper operation.
ELECTRICAL CHECK
1. Disconnect the TPS sensor.
2. Install the TPS tester kit PN 2201519.
3. Verify that the wires are connected correctly or faulty readings will result.
4. Verify that the 9 Volt battery is good by inserting the BLACK volt meter probe into the terminal above the black wire on the
TPS tool. Place the RED probe from your meter into the terminal above the pink wire on the TPS tool. Turn the meter to the
VDC scale. the voltage should read 4.99 - 5.01 VDC. If not try a known good 9 volt battery.
5. Set your multi-- meter to VDC.
6. Hook the TPS tool to the TPS.
7. Measure and record the voltage reading at idle.
8. The indicated voltage should read .920 - .940 VDC. If it is, the TPS sensor is set correctly and should not need to be adjusted.
Continue to step 18.
9. Remove the throttle cable from the throttle body.
10. Loosen the lock nut on the idle set screw and back off the idle set screw until it separates from the lever tab.
11. The voltage reading should be .709 - .711 VDC. If your voltage reading at this point is not .709 - .711 VDC, loosen up the TPS
sensor screws and rotate the TPS sensor until you get a .709 - .712 VDC reading.
12. When you tighten the TPS screws your voltage reading may change. The TPS voltage reading will have to be correct when the
screws are at the torqued setting.
13. If you can not obtain any of these voltage measurements go to page 4.26 and reset the throttle body base line.
14. Thread in the idle set screw clockwise until you get a voltage reading of .920 - .940 VDC. Now lock the lock nut.
15. When you tighten the lock your voltage reading may change. The TPS voltage reading will have to be correct when the lock
nut is at the torqued setting.
16. The TPS is now set.
17. Remove the TPS tool and replace the TPS connector to the TPS sensor.
18. Test run the engine. If engine issues persist go to step 10.
19. If you test the engine after setting both voltage readings and issues still are present, re-- set the throttle body base line on page
4.26
4.24
FUEL DELIVERY
THROTTLE BODY
B A
LOCK NUT AND
ADJUSTER STYLE
NOT SHOWN
D
E
4.25
FUEL DELIVERY
TPS BASELINE RE--SETTING PROCEDURE
The TPS comes set from the factory and should not need any adjustments. If replacing a TPS or resetting the TPS, Polaris has
developed a TPS test kit for aid in setting the Throttle Position Sensor to specification.
1. Assemble your TPS sensor tool (PN 2201519) as per the instructions that came with the tool.
2. Make sure your 9 volt battery is in good condition by inserting the black volt meter probe from your Fluket meter in the black
terminal and the red probe into the pink terminal. Voltage should read 4.99 to 5.01 volts. If not, try a new 9 volt battery.
3. Insert the red voltmeter lead into the terminal above the pink wire, and the black meter lead to the terminal above the black
wire. Slowly open throttle and check for smooth voltage change.
NOTE: The Fluke meter will change scales and show O.L. momentarily when throttle is opening.
4. Remove the throttle cable in order to take the slack out of the cable.
5. Back off the idle lock nut counterclockwise and then back out the idle adjuster (A) counterclockwise until the screw tip (B)
separates from the adjusted lever tab.
6. Turn the synchronization screw (C) counterclockwise until the synchronization lever is touching the synchronization screw
hole (D) tab.
7. Remove the connector from the TPS on the throttle body and install TPS sensor tool on to the TPS.
8. Place a shop towel under the throttle body incase you loose grip on the spring or thread a small wire around it if it should fall.
9. Remove the synchronization lever tab spring (E) and gently open and then close the throttle plates with the throttle, allowing
the plate to close gently. Note the voltage at this point.
10. Insert the synchronization lever tab spring and screw.
11. Turn the synchronization screw clockwise until the volt meter reads the voltage level that you noted in step #8.
12. Loosen screws on the TPS sensor (F).
13. Adjust the TPS sensor until the voltage on the volt meter reads .705 - .715 volts.
14. Tighten the TPS retaining screws, making sure that the voltage continues to read .705 - .715 volts.
15. Turn the idle set screw clockwise until the voltage reads .930 volts.
16. Voltage at the yellow terminal should be .920 - .940 volts at idle. Once the TPS voltage is verified and set, remove the sensor
tool and re-- install the TPS harness.
IQ FUSION/RMK THROTTLE POSITION SENSOR (TPS)
0.92 -- 0.94 VDC @ Idle
R/W (from ECU)
Lite Blue
BLK/BL
NOTE: The 900 Libertyt engine TPS is set at .92 - .94 volts at idle.
When the sensor is inoperative or disconnected the system will switch to a “LIMP HOME” mode. Limp Home mode reduces
performance to a default value and monitors other sensors.
4.26
FUEL DELIVERY
INJECTORS
MAG FULL LOAD INJECTOR: Provide calibrated amount of fuel to the MAG side of the crankcase.
PTO FULL LOAD INJECTOR: Provide calibrated amount of fuel to the PTO side of the crankcase.
MAG INJECTOR
Red / Blue Injector Power 14 VDC through ECU
Yellow ECU Injector Ground Circuit Switched to Ground
PTO INJECTOR
Red / Blue Injector Power 14 VDC through ECU
Green ECU Injector Ground Circuit Switched to Ground
Injectors are color coded and matched to the ECU. If replacement is necessary the injector color that is in the unit will have to
be replaced with the same color.
REPLACEMENT
Handle the injector with extreme care when handling injector(s). The injector(s) should be visually inspected before installation.
If a injector is damaged it should not be used.
If injector replacement is verified through Digital Wrench, you will need to find what color injector is needed by looking at the
top of the ECU.
The top of the ECU will have a color coded decal that indicates what color injectors are used.
Order the same color part number injector and replace injector.
IMPORTANT: If replacing an injector do not drop the injector or damage to the injector tip may occur. Damage to the injector
tip will cause a lean condition on the cylinder that the damaged injector is installed on. This will cause poor running quality and
possible engine damage.
4.27
FUEL DELIVERY
NOTES
4.28
Engine Torque Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1
550 Torque Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2
500/600 Torque Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3
700/800 Torque Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4
900 Liberty Torque Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5
Typical Engine Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6
550 Engine Disassembly/Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 5.8 - 5.10
500/600 Recoil/Stator Removal / Installation . . . . . . . . . . . . . . . . . 5.12 -- 5.13
500/600 Engine Disassembly / Assembly . . . . . . . . . . . . . . . . . . . . 5.14 - 5.16
500/600 Oil Pump / Water Pump Disassembly / Assembly . . . . . . 5.18 - 5.19
700/800 Recoil/Stator Removal / Installation . . . . . . . . . . . . . . . . . 5.20 -- 5.21
700/800 Engine Disassembly / Assembly . . . . . . . . . . . . . . . . . . . . 5.22 - 5.23
900 Engine Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.24 -- 5.25
900 Recoil/Stator Removal / Installation . . . . . . . . . . . . . . . . . . . . . 5.26
900 Engine Disassembly / Assembly . . . . . . . . . . . . . . . . . . . . . . . . 5.28 - 5.29
900 Oil Pump / Water Pump Disassembly / Assembly . . . . . . . . . . 5.30
Reed Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.31
ENGINE
ENGINE TORQUE SPECIFICATIONS
When tightening bolts, nuts, or screws, a torque pattern should be followed to ensure uniform equal tension is applied to all
fasteners. Proper torque application prevents fasteners from loosening or breaking in critical service. It also minimizes wear and
eliminates premature or needless repair costs. Following uniform torque application sequence patterns ensures optimum perfor-
mance from precision machined, close tolerance assemblies.
The most common units of torque in the English system are ft. lb. (foot pounds) and in. lb. (inch pounds). In the Metric system,
torque is commonly expressed in units of kgf-m (kilogram force meter) or Nm (Newton Meter).
CYLINDER CYLINDER CRANKCASE CRANKCASE

ENGINE FLYWHEEL
HEAD BASE 8mm 10mm
18-- 19.5 ft.lbs. 24-- 28 ft.lbs. 16.6-- 18 ft.lbs. 60-- 65 ft.lbs.
550 (EC55) N/A
(25-- 27Nm) (33-- 39 Nm) (22-- 25Nm) (83-- 90Nm)
90 ft.lbs.
500/600 Libertyt 22 ft.lbs.(±2ft.lbs.) 32 ft.lbs.(±5ft.lbs) 22 ft.lbs.(±2ft.lbs.) 28 ft.lbs.(±2ft.lbs.)
(±10ft.lbs.)
Small Block 29 Nm (±3Nm) 43 Nm (±7Nm) 29 Nm (±3Nm) 38 Nm (±3Nm)
122 Nm (±14Nm)
90 ft.lbs.
700/800 Libertyt 22 ft.lbs.(±2ft.lbs.) 32 ft.lbs.(±5ft.lbs) 22 ft.lbs.(±2ft.lbs.) 28 ft.lbs.(±2ft.lbs.)
(±10ft.lbs.)
Large Block 29 Nm (±3Nm) 43 Nm (±7Nm) 29 Nm (±3Nm) 38 Nm (±3Nm)
122 Nm (±14Nm)
90 ft.lbs.
900 Libertyt 22 ft.lbs.(±2ft.lbs.) 34 ft.lbs.(±3ft.lbs) 25 ft.lbs.(±3ft.lbs.) 28 ft.lbs.(±2ft.lbs.)
(±10ft.lbs.)
Large Block 29 Nm (±3Nm) 46 Nm (±4Nm) 34 Nm (±4Nm) 38 Nm (±3Nm)
122 Nm (±14Nm
All 6mm Crankcase Bolts . . . . . . . . . . . . . . . . . . . . 108 in. lbs. (12 Nm)
All 7/16-14 Engine Mount Strap Bolts . . . . . . . . . . 44-48 ft. lbs. (60-66.3 Nm)
Apply Loctite 242 to cylinder head bolts and flywheel nuts.
5.1
ENGINE
FUJI TORQUE PATTERNS
EC 55
2
5 4
1 4 1 4
PTO MAG
SIDE SIDE
3 6
3 2 3 2
1
CYLINDER HEAD - CYLINDER

HEAD - 4 STUD CYLINDER
6 STUD BASE
5 7
9 1 3 11
12 4 2 10
8 6
CRANKCASE - TWIN CYLINDER - Fuji
5.2
ENGINE
500/600 LIBERTYT TORQUE PATTERNS
5.3
ENGINE
700/800 LIBERTYT TORQUE PATTERNS
5.4
ENGINE
900 LIBERTYT TORQUE PATTERNS
5.5
ENGINE
TYPICAL ENGINE REMOVAL
Inspect all parts for wear or damage during disassembly. Replace all seals, o-- rings, and gaskets with
NOTE:
Genuine Pure Polaris parts during assembly. Refer General chapter for general inspection procedures.
CAUTION: Wear eye protection to prevent eye injury.
1. Shut off the fuel flow by turning the shut off valve to the “OFF” position.
2. Remove the springs that hold on the exhaust system on.
3. Remove the pipe and the muffler.
4. Disconnect battery ground (-- ) from battery (if applicable).
5. Remove the hood. See page 12.1 for details.
6. Disconnect the CDI box, spark plug leads, and stator wires.
7. Remove the air box or plenum (see page 12.1).
8. Remove the drive belt (see page 3.12 - 3.13).
9. Use the appropriate clutch puller and remove the drive clutch.
10. Remove the recoil housing, or you can free recoil rope and remove the grab handle from the rope and secure the rope by tying a
knot in the end of the rope.
11. Loosen the clamps at the carburetor mounting flanges. Pull carbs from adaptors and secure out of the way. Note the routing of
all cables and hoses for reassembly.
12. Disconnect oil pump control cable.
13. Disconnect the oil supply line and plug the end of the line with a spare water trap plug or a small clean bolt/screw.
14. Remove the fuel pump impulse line
15. Disconnect coolant supply hoses as necessary at the most convenient location. Drain coolant into suitable container and
discard coolant appropriately.
16. Remove front and rear engine mount bolts (nuts) that secure engine mount plate (straps) to the chassis.
17. Check for any cables or lines that may interfere with removing the engine from the bulkhead and remove and secure if any are
in the way.
18. Remove the engine.
5.6
ENGINE
NOTES
5.7
ENGINE
EC 34 / 55 ENGINE
J G 18,25
C
L
D
M
G(340)17,22
G(550)24,33
N B
A
P
P
F
8mm O 10mm
G(340)17,22 G(340)23,32
G(550)24,33 T
H S
R
I
5.8
ENGINE
EC 55 ENGINE DISASSEMBLY
Inspect all parts for wear or damage surring disassembly. Replace all seals, o-- rings, and gaskets with
NOTE: Genuine Pure Polaris parts during assembly. Refer to the General chapter for general inspection pro-
ceedures.
1. Disconnect the coil pack from the recoil cover and the wiring harness.
2. Loosen carburetor clamps (A) and remove the carburetors from the mounting boots (B).
3. Remove the oil lines from the carburetors. For assembly pourpouses note where the lines are routed.
4. Remove the carburetor mounting boots (B) from the cylinders.
5. Remove both the cylinder head and the exhaust side fan shrouds (C) from the engine assembly.
6. After removing the fan shrouds, take note of the vibration dampener, (D) located between the cylinders on the intake side.
7. Remove the CDI from the flywheel shroud.
8. Remove the flywheel cover (E).
9. Recoil the recoil basket (F).
10. Hold the flywheel with the flywheel holding wrench PN 8700229 and remove the flywheel nut and washer.
11. Using a flywheel puller (PN 2871043), remove the flywheel from the engine. Do not install puller bolts more than 5/16,
(7mm) into flywheel threads or stator damage may result.
12. Remove the flywheel and woodruff key.
13. Remove the stator plate (G). You should be able to carefully remove the stator plate with out removing the stator itself. Keep
track of the locating dowels and where they match up with the crankcase.
14. Remove the oil pump. Note the o-- ring (H) and shims (I) placement.
15. Remove the cylinder head bolts (J) and remove the cylinder head (K).
16. Remove the head gasket (L). During removal, note that the head gasket is stamped with “EX” and “UP”.
17. Remove the cylinder base nuts (M) and carefuly remove each cylinder.
18. Remove the reed valve assemblys from the crankcase (N).
19. Using a piston pin puller (PN 2870386), and remove the pistons.
20. Turn the crankcase over and remove the crankcase bolts (O). Turn back over and seperate the case halves.
21. Remove the crankcase seals (P).
22. Remove the oil pump bushing (R), spacer (S), and cross shaft (T), and inspect for any damage.
23. Refer to the General chapter for general engine component inspections and measurement procedures.
5.9
ENGINE
EC 55 ENGINE ASSEMBLY
1. Insert oil pump cross shaft (T), spacer (S), and bushing (R).
2. Install a new o-- ring (H) on the oil pump.
3. Place oil pump aside for later installation.
4. Set the crankshaft into the lower case half.
Make sure that the crankshaft rotates smoothly and does not bind. Rotate the bearings so that the anti--
NOTE: rotation pins are testing in their appropriate galleries.
5. Apply 3-- Bondt (PN 2871557) sealer to the top half of the crankcase.
6. Apply Polaris 2-- stroke engine oil to the oil pump cross shaft in the lower half of the crankcase.
7. Install new crankcase oil seals (P).
8. Match the top half of the crankcase to the lower and hold the case halfs together and turn upside down.
9. Install the crankcase bolts (O) to 17-- 18 ft.lbs (22-- 25Nm) in the pattern on page 5.2.
10. Turn the case over and install the pistons with the arrow on the piston crown facing the flywheel (MAG) side. This will
orentate the piston so that the piston ring locating pins will be on the intake side of the engine.
11. Apply Polaris 2-- stroke engine oil to the wrist pin and small end bearings and install them onto the crankshaft with the piston
installation tool (PN 2830386).
12. Lubricate rings and piston with Polaris 2-- stroke engine oil and install rings with the letter, mark or beveled side facing
upward.
13. Install the c-- clips into the piston so that the opening of the “C” is positioned straight up or down.
14. Install the reed valves (N) in the crankcase, and then install new base gaskets.
15. Carefully compress the rings and install each cylinder onto the crankcase.
16. Torque the cylinder base nuts (M) to 24-- 28 ft.lbs. (33-- 39Nm) in the pattern on page 5.2.
17. Install a new head gasket with the “EX” on the exhaust side and the “UP” on the intake side of the engine.
18. Insert the head bolts (J) and torque to 18-- 19 ft.lbs. (25-- 27Nm) in the pattern on page 5.2.
19. Insert the locating dowels on the stator housing that match up with the crankcase, route the stator wire harness.
20. Install the flywheel, lockwasher, Woodruff key, and flywheel nut onto the shaft. With the flywheel holding wrench hold the
flywheel and torque the flywheel nut to 60-- 65 ft.lbs. (83-- 90Nm).
21. Install the recoil basket (F).
22. Install the recoil cover (E) onto the stator housing.
23. Install the CDI box on the flywheel cover.
24. Insert the vibration dampener (D) into the cooling fins between the cylinders on the intake side of the engine.
25. Install the two fan shrouds (C) making sure that they interlock before tightening down.
26. Install the oil pump onto the lower case half. Apply blue Loctite 243 to the oil pump mounting screw threads and torque to
48-- 72 in. lbs. (5.5-- 8.3Nm). Make sure you install all oil pump shims (I) in the same order as removal.
27. Install intake boots (B), carburetor clamps (C) and carburetors.
28. Route each oil line on the oil pump to the correct position.
29. Install engine into chassis, bleed the oil pump and premix the first tank of gas at a ratio of 32:1 see page 4.6 for pre-- mix
instructions.
5.10
ENGINE
NOTES
5.11
ENGINE
500/600 LIBERTYT STATOR DISASSEMBLY/ASSEMBLY
G9,12 C
B
G9,12 A
242
H G5,7
242
F G
E G90,122
5.12
ENGINE
500/600 LIBERTY ENGINE STATOR
RECOIL / STATOR DISASSEMBLY
NOTE:
1. Remove the recoil cover (B).

2. Remove the recoil basket bolts (A) and the recoil basket (D).
3. Using a strap wrench PN PU-- 45419 hold the flywheel while taking the flywheel nut (E) and washer (F) off.
4. Using the Flywheel Puller PN 2871043, thread the puller bolts into the flywheel. Do not install puller bolts more than 5/16,
(7mm) into flywheel threads or stator damage may result.
5. Tighten the center bolt and remove the flywheel.
6. Note the ignition timing marks that match up with the stator to the crankcase or scribe additional marks for reference for
assembly.
7. Remove the stator bolts (H), and remove the stator (I). Be careful when removing the wires of the stator.
RECOIL / STATOR ASSEMBLY
1. Install the stator (G) and align the timing marks that was noted earlier.
2. Apply Loctite 242 to the first few threads of the stator bolts (H) and torque to 5 ft.lbs. (7Nm).
3. Install the flywheel (G) so that it matches up with the index of the woodruff key.
4. Apply Loctite 242 to the threads of the flywheel nut (E) and place the washer (F) and nut onto the end of the crankshaft.
5. holding the flywheel with the strap wrench, torque the flywheel nut to 90 ft.lbs. (122Nm).
6. Install the recoil basket (D) and the recoil basket bolts (C) on the flywheel and torque the bolts to 9 ft.lbs. (12Nm).
7. Install recoil assembly (B) and torque the recoil assembly bolts (A) to 9 ft.lbs (12Nm).
5.13
ENGINE
500/600 LIBERTYT ENGINE DISASSEMBLY/ASSEMBLY
H
A
I
J
K
See page 3.25

M
N
B
O
C
Q
R
D P
R
E Q
G S
T
U
5.14
ENGINE
500/600 BLOCK LIBERTY ENGINE
NOTE:
SMALL BLOCK ENGINE DISASSEMBLY
1. Remove reed valve assembly see page 5.31 for procedure and inspection guidelines.
2. Remove the head bolts (A).
3. Remove the head cover (B) and the rubber head seals (C).
4. Remove the head (D) and cylinder o-- rings (E).
5. Remove the VES assembly, see page 3.23 for procedures and inspection guidelines.
6. Remove the cylinder nuts (F) and carefully remove the cylinders (G) with a slight rocking motion.
7. Remove the c-- clips (K) that hold the wrist pin (J) into the piston.
8. Using the piston pin puller PN 2870386 remove the piston pins (J), and the piston (I) from the crankshaft (P).
9. Remove the water/oil pump assembly, see page 5.19 for procedures and inspection guidelines.
10. If removing the engine mounting straps (these straps are mounted to the engine and bulkhead) note the direction and
placement of each engine strap.
11. Remove the cylinder base gaskets (L) and replace if damaged.
12. Turn over the crankcase and remove the bottom crankcase bolts (T,U).
13. Turn the crankcase assembly back over and remove the top of the crankcase (N).
14. Remove the crankshaft, and refer to the General chapter for general engine component inspections and measurement
procedures.
5.15
ENGINE
500/600 ENGINE ASSEMBLY
1. Assemble the oil/water pump cross shaft as outlined on page 5.19.

2. Set the crankshaft (P) with bearings (R) and seals (Q) into the lower crankcase (S).
3. If replacing the crankcase see the NOTE below.
4. Fill the cross shaft section with cross shaft break in lube PN 2872435.
5. Place the top crankcase (N) on top of the lower crankcase and crankshaft assembly.
6. Apply Loctite 242 to the threads of the crankcase bolts (T,U).
7. Assemble the crankcase bolts into the crankcases. Torque the 8mm bolts to 22 ft.lbs (30Nm) and the 10mm bolts to 28 ft. lbs.
(38 Nm).
If you are replacing the small block crankcase, the new case will come with the studs loose, you will
need to assemble the cylinder studs to a determined length. You will need to thread in the Dri-- Lok
NOTE: treated portion of the stud into the case. After stud assembly remove the Dri-- Lok residue from the case
assembly before assembly. The long studs are installed to a height of 3.66” (93mm). The small studs
are installed to a height of 2.16” (55mm).
8. Lubricate the small end bearings and the piston pins with Polaris 2 stroke oil and install the piston onto the crankshaft with the
piston pin removal/installation tool PN 2870386.
9. Install new c-- clips (K) in the piston grooves with the gap facing straight up (12:00 position) or straight down (6:00 position).
Make sure that the c-- clip is fully seated in the piston groove. Use c-- clip installation tool PN 2872622.
10. Install the piston rings (H) onto the piston with the bevel side up and the gap facing the piston ring locating pin.
11. Install the base gaskets (L) on the upper crankcase.
12. Lubricate the cylinders and pistons with Polaris 2-- stroke oil and carefully install the cylinder onto the pistons by squeezing
the piston rings onto the locating pins and rocking the cylinder gently from the intake and exhaust sides.
13. Install the cylinder base nuts (F) and torque to the sequence and specification outlined on pages 5.1-- 5.5.
14. Install new o-- rings (E) if needed.
15. Install head (D) on cylinders.
16. Install head cover (B) with o-- rings (C) on head.
17. Apply Loctite 242 on head bolt threads (A) and torque to 22ft.lbs.(29Nm).
18. See page 3.25 for thermostat installation.
19. Install VES as outlined on page 3.23.
5.16
ENGINE
NOTES
5.17
ENGINE
500/600 LIBERTYT OIL / WATERPUMP DISASSEMBLY/ASSEMBLY
A
AA
G7,31 B
C
D
M
L
K
J
H
G
F
10,44 E
C D
M L
M K J H
G F
E
CROSS SECTIONAL VIEW
5.18
ENGINE
NOTE:
OIL PUMP CROSS SHAFT REMOVAL
1. Remove the oil pump (A) and gasket (B).

2. Carefully pull out the brass bushing (C) and o-- ring (D).
3. With the crankshaft installed, remove the impeller nut (E) and washer (F).
4. Remove the impeller (G) and flat washer (H).
5. Remove the cross shaft (L) by hitting the shaft from the waterpump side with a rubber hammer.
6. Press out the water pump shaft (L) out toward the oil pump side.
7. Remove the mechanical water pump seal (J).
8. Pry out the seal (K) that is behind the mechanical seal.
9. Remove the thrust washers from the shaft (M).
OIL PUMP CROSS SHAFT ASSEMBLY

1. Install the seal (K) into the case.
2. Insert the cross shaft (L) with the thrust washers (M) into the case from the intake side.
3. Install the flanged pump bearing (C) with the o-- ring (D) on to the cross shaft.
4. Install the water pump seal (J). Use water pump seal installation tool PN 2872010 and press it into the case. Make sure that the
sealant on the seal is facing toward the crankcase.
5. Install oil pump (A) with the gasket (B) onto the crankcase and torque the bolts (AA) to 7 ft.lbs.(31Nm).
6. Place the flat washer (H), impeller (G), washer (F) and impeller nut (E) onto the other side of the cross shaft.
7. Torque the impeller nut to 10 ft.lbs.(44Nm).
5.19
ENGINE
700/800 LIBERTYT STATOR / RECOIL
F G
E
G9,12 D
C
G9,12 B
A
M
N O
L G22,30
K
242
I J G9,12
242
S
H G90,124
R
Q
P Y G9,12
G10,14 V
U
5.20
ENGINE
700/800 LIBERTY ENGINE DISASSEMBLY
STATOR / WATER / OIL PUMP DISASSEMBLY
NOTE:
1. Remove the oil pump (A).

2. Remove the recoil cover (C), and the recoil basket (E).
3. Remove the water pump belt (F) and inspect for any cracks or broken drive cogs. See page 3.30 for inspection guidelines.
4. Remove the drive gear (G).
5. Hold the flywheel with the flywheel holding tool PN 9800229 and remove the flywheel nut (H) and lock washer.
6. Install the flywheel puller PN 2871043 and remove the flywheel (I) and Woodruff key.
7. Locate the pointer mark on the stator plate and make an alignment mark on the stator housing and the stator.
8. When removing the stator plate (K), carefully remove the grommet (M) and route the wires through the stator housing and
remove the stator.
9. Remove the stator housing from the engine.
10. At the bottom of the stator housing check the weep hole on the oil pump side for and signs of leakage or blockage.
11. If crankshaft seal (O) needs to be replaced, drive the seal out from the stator side.
12. Remove the waterpump cover (W) and then remove the impeller (T), nut (U) and washer.
13. Remove the water/oil pump shaft (R) from the stator side and push it out from the impeller side (toward the stator side). If the
bearing (Q) is being replaced you will need to press off the drive gear (P).
14. Inspect the mechanical seal (T) and replace if damaged.
STATOR / WATER / OIL PUMP ASSEMBLY

1. Reassemble the water/oil pump by installing the main seal (O) from the backside until it bottoms out on housing. The spring
on the seal must face toward the crankshaft.
2. If bearing (Q) was replaced. press on the water pump driven gear (P) onto the water/oil pump shaft if it was removed.
3. Assemble the water/oil pump shaft (R) and bearing (S) and then place into the stator housing from the stator side.
4. If replacing the mechanical seal (S) use the installation tool PN 2872389. Install the seal so that the spring is facing toward the
impeller (crankshaft) side.
5. Install water impeller (T), washer and torque the impeller nut (U) to 10 ft.lbs. (14Nm). Install cover gasket (V) and cover (W)
and torque bolts (X) to 9ft.lbs.(12Nm).
6. Apply 3 Bond to the pump housing mating surface and carefully install onto the crankcase. Torque the stator housing housing
bolts (L) to 22 ft. lbs. (30Nm).
7. Carefully route the stator wires through the stator housing. Place grommet in cover.
8. Apply Loctite 242 to the threads of the stator bolts (J) and align the timing marks on the stator and the stator housing and torque
the stator bolts to 9 ft.lbs.(12Nm).
9. Install the flywheel and apply Loctite 242 to the threads of the crankshaft. Insert the washer and flywheel nut onto the
crankshaft and hold the flywheel with flywheel holder tool PN 9800229 and torque to 90 ft.lbs. (124Nm). Torque the hose
clamp that mates with the water pump housing to 24 in.lbs.(3Nm).
10. With the belt on the water pump drive gear (G), match the waterpump pulley and the recoil basket and install onto the
flywheel. Torque the recoil basket bolts (D) to 9 ft.lbs. (12Nm). See page 3.30 for installation guidelines.
11. Install recoil cover and torque the cover bolts (B) to 9 ft.lbs.(12Nm). Install oil pump and torque the screws to 7 ft.lbs.(9Nm).
5.21
ENGINE
700/800 LIBERTYT ENGINE
A 242
G22,29
G
page 3.25
H
B
I
C
J
D
E
K
L
M
O
N G16,22
S 242
Q 242
U G28,38
242
G22,30 T
5.22
ENGINE
700/800 LIBERTY ENGINE
NOTE:
ENGINE DISASSEMBLY
1. Remove the reed valve assembly, see page 5.31 for procedure.
2. Remove the cylinder head bolts (A) and remove the head cover (B), o-- rings (C), and head (D). Note the condition of each of
the o-- rings used.
3. Remove the cylinder base nuts (G), and remove the cylinders (F) by a gentle rocking motion.
4. Carefully remove the c-- clips holding the piston pins in place.
5. Remove the pistons (H) and piston pins by using the piston pin puller PN 2870386 and adapter PN 5130971.
6. Remove the base gasket (I) and discard the old gasket if it is damaged.
7. If needed, remove the water manifold (L), and o-- rings (K) by removing both screws (N) on the retainer brackets (M).
8. Flip the crankcase over and remove the 8mm bottom crankcase bolts (T) and the 10mm bolts (U).
9. Separate the crankcase halves (S, J).
10. Remove the retaining ring (Q), crankshaft assembly (O), remove and inspect the seals (R,P) and refer to the General chapter
for general engine component inspections and measurement procedures.
ENGINE ASSEMBLY
1. Lubricate the seals (K,P) with Polaris All Season Grease. Make sure that the seals are positioned properly with the lip and
spring facing inward toward the center of the crankshaft.
2. Install the crankshaft assembly (O), with seals (P,R) and the retaining ring (Q) so that the retaining rings gap is facing straight
upward.
3. Set the crankshaft assembly in the lower crankcase.
4. Apply 3 Bond 1215 sealant PN 2871557 the lower (S) crankcase half.
5. Assemble crankcase halves together (S,J) and torque the crankcase bolts (T,U) in the pattern and specification found on pages
5.1-- 5.5.
6. If water manifold was removed, grease the o-- rings (K) and install them on the water manifold (L).
7. Assemble the water manifold onto the case with the retainer brackets (M) and torque the screws (N) to 16 ft.lbs.(22Nm).
9. Install new c-- clips in the piston grooves with the gap facing straight up (12:00 position) or straight down (6:00 position).
10. Install the piston rings onto the piston with the bevel side up and the gap facing the piston ring locating pin.
11. If base gaskets are damaged, install new base gaskets (D) on the upper crankcase.
13. Install the cylinder base nuts (G) and torque to the sequence and specification outlined on pages 5.1-- 5.5.
14. Install new o-- rings (C) if needed.
15. Install head (D) on cylinders.
16. Install head cover (B).
17. Apply Loctite 242 on head bolt (A) threads and torque to 22ft.lbs.(29Nm).
5.23
ENGINE
900 LIBERTY ENGINE REMOVAL
B C
D
5.24
ENGINE
900 LIBERTY ENGINE REMOVAL
NOTE: Note the placement of all wire ties (zip ties) and the orientation of all hose clamps.
1. Remove the hood. See page 12.3.

2. Use the fuel depressurization tool PN PV-- 43506-- A, and depressurize the fuel rail. See page 4.22.
3. Drain the oil and fuel.
4. Unplug the air intake sensor from the air intake, located on the airbox.
5. Remove the air intake (plenum) see page 3.22.
6. Remove the exhaust springs and remove the exhaust pipe and muffler. See page 3.21.
7. Remove the air box.
8. Remove the pressure lines from the exhaust valves. This supply line goes to the EV solinoid.
9. Remove the drive belt. See page 3.13.
10. Remove the drive clutch. See page 6.8.
11. Remove the driven clutch. See page 6.15.
12. Remove the recoil handle and carefully route the rope through the chassis and tie a knot in the end to prevent it from being
pulled through the recoil housing.
13. Remove the console see page 12.6.
14. Drain the coolant.
15. Remove the coolant line from the throttle body (leave line hooked up to the coolant bottle and secure line away from engine).
16. Remove the oil supply line form the oil bottle.
17. Remove the seat and fuel tank. See page 12.4.
18. Disconnect the throttle cable.
19. Disconnect the sensors that are connected to the engine. (Injectors, Water temp sensor, Stator connections)
20. Remove the right (A) and left (B) bulk head side plates.
21. Remove the rear motor mount bolts (C) and front motor mount bolts.
22. With a helper or lift remove the straight out from the bulkhead.
23. The front motor mount (D) will come out with the engine.
5.25
ENGINE
900 LIBERTYT RECOIL/STATOR DISASSEMBLY/ASSEMBLY
I
D
C J
B
H
G G9,16
F
E G90,122
900 RECOIL/STATOR DISASSEMBLY

1. If engine is still in chassis, remove the right hand side plate.
2. Secure the recoil handle.
3. Remove the recoil housing bolts (A) and separate the housing (B) from the engine. Service recoil at this time if needed.
4. Remove the recoil basket screws (C) and remove the recoil basket (D).
5. Hold the flywheel with the flywheel holding tool PN 8700229 and remove the flywheel nut (E) and flywheel (F).
6. If stator is to be removed, remove the wire keeper dart from the top of the crankcase.
7. Remove the stator bolts (G) and remove them from the stator (H).
900 RECOIL/STATOR ASSEMBLY

1. If the stator was removed, route the wire harness around the inside of the housing and secure the wires with the keeper darts.
Place the stator bolts (G) through the stator (H) and torque bolts to 9 ft.lbs. ±1ft.lbs. (16Nm ±2Nm).
2. Secure the non adjustable stator pick ups (I) and torque the screws (J) to 48 in.lbs. ±6in.lbs. (5.4Nm ±0.7Nm)
3. Place the flywheel on the crankshaft end and hold the flywheel with the flywheel holder tool PN 8700229 and torque the
flywheel nut to 90 ft.lbs. ±10ft.lbs. (122 Nm ±14Nm).
4. Replace the recoil basket (D) onto the flywheel (F) and torque the bolts (C) to 108 in.lbs. ±17in.lbs. (12Nm ±2Nm).
5.26
ENGINE
NOTES
5.27
ENGINE
900 LIBERTYT ENGINE
A G22,29
F
B
H
C
I
D G34,46
K J
L
L
M
E
G25,34 O
P G28,38
5.28
ENGINE
900 LIBERTYT ENGINE
NOTE:
DISASSEMBLY
See page 5.31 for reed removal procedure.
See page 5.26 for recoil/stator removal.
See page 4.22 for fuel rail removal.
1. Remove the head bolts (A).
2. Remove the head (B) and o-- rings (C).
3. Remove the cylinder bolts (D) from the cylinders (E) and remove the cylinders.
4. Carefully remove the c-- clips holding the piston pins in place.
5. Remove the pistons (F) and piston pins and roller bearings (J) by using the piston pin puller PN 2870386 and adapter PN
5130971.
6. Remove the base gaskets (G).
7. Account for all cylinder centering pins (H).
8. Remove the lower case bolts (O, P, Q).
9. Remove crankshaft (K), bearings (L) and seals (M) form the lower case (N). Refer to the General chapter for general engine
component inspections and measurement procedures.
ASSEMBLY
1. Lubricate all the crankshaft seals (M) with Polaris All Season Grease. Make sure that the seals are positioned properly with the
lip and spring facing inward toward the center of the crankshaft.
2. Install the crankshaft assembly (K), with seals (L,M) in the lower crankcase (N).
3. Fill the cross shaft area with cross shaft break in lube PN 2872435.
4. Apply 3 Bond 1215 sealant PN 2871557 the lower (N) crankcase half.
5. Assemble crankcase halves together (I,N) and torque the crankcase bolts (P,Q,R) in the pattern and specification found on
pages 5.1-- 5.5.
7. Install new c-- clips in the piston grooves with the gap facing straight up (12:00 position) or straight down (6:00 position).
8. Install the piston rings onto the piston with the bevel side up and the gap facing the piston ring locating pin.
9. If old base gaskets are damaged, install new base gaskets (D) on the upper crankcase.
11. Install the cylinder base bolts (D) and torque to 34 ft.lbs (46Nm) in the sequence and specification outlined on pages
5.1-- 5.5.
12. Install new head o-- rings (C) if old ones are damaged.
13. Install head (B) on cylinders.
14. Apply Loctite 242 on head bolt (A) threads and torque to 22ft.lbs(29Nm).
5.29
ENGINE
900 LIBERTYT WATER/OIL PUMP CROSS SHAFT
H
I
J
A
K
L
B J
C D
E F
G
DISASSEMBLY
1. Remove the water pump cover bolts (A) and remove the cover (B) and cover o-- ring (C).
2. Remove the impeller nut and washer (D,E), and remove the impeller (F).
3. With a scribe or flat head screwdriver carefully pry the water pump seal (G) out of the case.
4. Remove the oil seal (H) and the retaining ring (I).
5. At this point you should be able to slide the cross shaft (K) and bearings (J). Note that the gears on the shaft are closer to the
intake side of the crankcase.
ASSEMBLY
1. Assemble the cross shaft (K) and bearings (J) into the crankcase with the gears on the shaft toward the intake side of the case.
2. Install the retaining ring (I) and press in the oil seal (H). Make sure that the oil seal is installed with the lip toward the case.
3. Press the water pump seal (G) into the case. Make sure that the seal has the blue sealant installed toward the case.
4. Install the impeller, washer and nut then torque the nut to 120 in.lbs. ±18in.lbs (14Nm ±2Nm).
5. Install the cover o-- ring (C), cover (B) and torque the cover bolts (A) to 108 in.lbs ±17in.lbs (12Nm ±2Nm).
5.30
ENGINE
REED VALVES
Max Reed Pedal Exaggerated

Clearance .015“
A G9,12
(.38 mm).
for illustration
REED VALVE DISASSEMBLY
1. Remove the carburetor adapter bolts (A), carburetor adaptors (B), reed stuffers (C), and reed assembly (D). Measure the air
gap between the fiber reed and the reed block. The air gap should not exceed .015”(.38mm). If clearance is excessive DO NOT
attempt to reverse the reeds to reduce the air gap. Always replace them if damaged or worn. Check each fiber reed for white
stress marks or missing material.
REED VALVE ASSEMBLY

2. Place the reeds (D), stuffers (C), carburetor adapters (B) into the case and torque the reed assy bolts (A) to 9 ft.lbs.(12Nm).
5.31
ENGINE
NOTES
5.32
Clutch Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1
Clutch Operation Explanation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2 - 6.3
Drive Clutch Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4
Drive Clutch Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5 - 6.6
Drive Clutch Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7
Polaris P--85 Clutch Exploded View . . . . . . . . . . . . . . . . . . . . . . . . 6.7
Drive Clutch Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.8
Drive Clutch Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.9
Drive Clutch
Disassembly/Inspection . . . . . . . . . . . . . . . . . . . . . . 6.10 - 6.11
Spider Removal / Installation . . . . . . . . . . . . . . . . . 6.12 - 6.13
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.13
Driven Clutch Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.14
TEAM Driven Clutch
Removal / Installation . . . . . . . . . . . . . . . . . . . . . . . 6.15
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.16
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.16
Helix Angles and Effects . . . . . . . . . . . . . . . . . . . . . 6.17
Spring Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.18
Drive Belt Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.19
Belt Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.20
Belt Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.20
Belt Deflection / Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.21
Clutch Offset / Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.22
Torque Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.23
CLUTCHING
CLUTCH TOOLS
All drive clutch maintenance, disassembly and assembly must be performed only by an authorized Polaris dealer who has attended
current model Dealer Service Seminars, has received a certificate of completion, and displays the Polaris Servicing Dealer decal.
Because of the critical nature and precision balance incorporated into the drive clutch, it is absolutely essential that no attempt
at clutch disassembly and/or repair be made without factory authorized tools and service procedures.
Refer to the Service Tool Catalog (PN PU03-- 141) for photos and descriptions of all tools. A tool catalog update may be available
through the SPX parts department (Phone Number 1-- 800-- 328-- 6657).
TOOLS
Offset Alignment Tool♦ PS-- 46998
550 Fuji Drive Clutch Puller♦ 2872084
00 - Current Domestic Engine Clutch Puller♦ 2872085
Drive Clutch Puller Replacement Handle♦ 5020326
Drive Clutch Holding Wrench♦ 9314177-- A
Strap Wrench 2870336
Replacement Strap 2870389
Drive Clutch Spider Nut Socket 2870338
Drive Clutch Spider Removal and Spider Installation Tool 2870341
Pin Centering Tool 2870401
Clutch Pin Installation Tool 2870402
Clutch Pin Punch 2870507
Tapered Reamer for Drive Clutch Bore♦ 2870576
Roller Pin Tool♦ 2870910-- A
Drive Clutch Button Removal Tool♦ 2870985
Clutch Bushing Replacement Tool Kit♦ 2871025
Primary Clutch Compression Tool♦ 2871173
Clutch Holding Fixture♦ 2871358-- A
Replacement Base 335T51
Replacement Clap Set 5130518
Clutch Compression Tool♦ 8700220
Spider Assembly Tool♦ 8700221
Clutch Compression Tool Extensions for TEAM driven♦ PS-- 45909
Clutch Pilot Tool (P-- 85 Driven Clutch only)♦ PU-- 45779
♦Required Dealer Tool
6.1
CLUTCHING
CLUTCH OPERATION EXPLANATION
The Polaris drive system is a centrifugally actuated variable speed belt drive unit. The drive clutch, driven clutch, and belt make
up the torque converter system. Each clutch comes from the factory with the proper internal components installed for its specific
engine model. Therefore, modifications or variations of components at random are never recommended. Proper converter setup
and adjustments of existing components must be the primary objective in converter operation diagnosis.
All clutch maintenance repairs must be performed only by an authorized Polaris service techni-
cian who has attended a Polaris sponsored service training seminar and understands the proper
procedures as outlined in this manual. Because of the critical nature and precision balance incor-
CAUTION:
porated into the drive clutch, it is absolutely essential that no attempt at clutch disassembly and/or
repair be made without factory authorized special tools and service procedures. Any unautho-
rized modifications to clutches, such as adding or removing weights, will void the warranty.
RELATIONSHIP BETWEEN DRIVE CLUTCH WEIGHTS AND SPRING FOR MAINTAINING

OPERATING RPM.
The drive clutch is an RPM and torque sensing unit designed to transfer the maximum amount of horsepower from the engine
to the ground. This is accomplished by weights and a spring inside the unit which react to the centrifugal force from the engine
RPM.
The spring and weights 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 weights against the rollers, the moveable sheave will force the belt to climb up the drive clutch
sheave and increase vehicle speed.
9000
8000
7000
RPM
6000
5000
ENGINE OPERATING
ENGAGEMENT RANGE +250 RPM
4000
3000
If the weights are too light, or the spring rate too high, the maximum RPM will be too great and the
NOTE:
drive belt will not move into high gear at the top of the clutch.
6.2
CLUTCHING
9000
8000
7000
RPM
6000
5000
ENGAGEMENT
4000 ENGINE OPERATING
3000 RANGE +250 RPM
If the weights are too heavy, or spring rate too low, the engine RPM will be low and the drive clutch
NOTE:
will upshift too fast, keeping the engine out of its power band.
9000
8000
7000
RPM
6000
5000
ENGAGEMENT
4000
ENGINE OPERATING
3000 RANGE +250 RPM
If the weights and spring are matched properly, the engine RPM will go to the desired range and re-
NOTE:
main there on both upshift and backshift.
The driven clutch operates in conjunction with the drive clutch. Its function is to maintain drive belt tension preventing slippage,
and sense variations in load requirements necessary to maintain optimum engine torque output and load requirements from the
track. Output torque is transmitted through the chaincase jackshaft and chaincase to the front drive shaft and track.
When the load on the driven clutch is increased and becomes greater than the torque delivered from the engine, the driven clutch
becomes dominant and overrides the drive clutch. The driven clutch downshifts into a ratio which will match the increased load.
Because the driven clutch can sense and shift into the proper ratio, engine RPM will remain within the specified range.
6.3
CLUTCHING
DRIVE CLUTCH SPRINGS
Maximum efficiency of the variable speed drive system is dependent
upon many factors. Included in these are clutch offset and alignment,
4
belt tension, belt to sheave clearance, and internal condition of the
drive and driven clutch components. One of the most critical and easi-
ly serviced parts is the drive clutch spring. Due to the severe stress the
3
spring is subject to during operation, it should always be inspected and
checked for tolerance limits during any clutch operation diagnosis or
repair.
2
With the spring resting on a flat surface, measure free length from out-
er coil surfaces as shown. Refer to the chart above for specific free
length measurements and tolerances.
1
In addition to proper free length, the spring coils should be parallel to
one another when placed on a flat surface. Distortion of the spring in-
dicates stress fatigue. Replacement is required.
CAUTION: Never shim a drive clutch spring to increase its compression rate. This may result in complete
stacking of the coils and subsequent clutch cover failure.
FREE LENGTH +/- Force lbs. @ 2.50”--1.19

PART NUMBER COLOR CODE WIRE DIAMETER
.125″ (+/-- 12lbs.)
7041021 Clear .157″ 4.38″ 70--130
7041022 Black .140″ 4.25″ 44--77
7041063 Purple .168″ 4.37″ 75--135
7041062 Silver .208″ 3.12″ 75--243
7041065 Pink .177″ 4.69″ 112--200
7041060 Orange .196″ 3.37″ 70--199
7041080 Blue/Gold .207″ 3.50″ 120--300
7041083 Red .192″ 3.77″ 120--245
7041102 Yellow .192″ 2.92″ 44--185
7041061 Brown .200″ 3.06″ 69--212
7041132 White .177″ 2.92″ 34--141
7041168 Green .177″ 3.05″ 42--142
7041148 Gold .207″ 3.25″ 100--275
7041150 Red/White .192″ 3.59″ 100--220
7041286 Silver/Gold .218″ 3.05″ 77--240
7041080 Blue .207″ 3.55″ 120--300
7041526 Dark Blue .218″ 3.52″ 120--310
7041781 Dark Blue/White .225″ 3.52″ 120--310
7041566 Almond .207″ 3.65″ 140--330
7041645 Almond/Gold .207″ 4.00″ 150--290
7041818 Black/White .218″ 3.52″ 140--320
7041816 Almond/Black .200″ 3.75″ 165--310
7041922 Almond/Blue .218″ 3.75″ 150--310
7041988 Almond/Red .207″ 4.29″ 165--310
7042083 Black/Green .218” 3.38” 120--340
7043077 Black .225” 2.90” 80--340
6.4
CLUTCHING
DRIVE CLUTCH WEIGHTS
FULL TAIL WEIGHTS
Weight Gram Weight Part Number
S43H 43 grams 1321849
S45H 45 grams 1321850
S47H 47 grams 1321851
S49H 49 grams 1321730
S51H 51 grams 1321731
S53H 53 grams 1321759
S55H 53 grams 1322004
STEPPED WEIGHT AND MOD TAIL

10-- 54 Bushed 54±1 grams 1321685
10-- 56 Bushed 56±1 grams 1321684
10-- 58 Bushed 58±1 grams 1321588
10-- 60 Bushed 60±1 grams 1321587
10-- 62 Bushed 62±1 grams 1321586
10-- 64 Bushed 64±1 grams 1321585
10-- 66 Bushed 66±1 grams 1321584
10-- 68 Bushed 68±1 grams 5134428
10-- 70 Bushed 70±1 grams 5134429
10-- 72 Bushed 72±1 grams 5134430
10-- 74 Bushed 74±1 grams 5134431
10 SERIES WEIGHTS
10M-- R Bushed 44 grams 1321530
10M-- W Bushed 46 grams 1321527
10M Blue Bushed 47.5 grams 1321529
10M Bushed 49.5 grams 1321528
10 Bushed 51 grams 1321531
10A-- L Bushed 53 grams 1321589
6.5
CLUTCHING
LETTER AND NUMBERED DESIGNATION WEIGHTS
M1 (Modified) 46 grams 5630301
06 50±1 grams 5630243
05 53.58 grams 5630234
15 55.5 grams 5630274
U 34±1 grams 5630107
W 37.5±1 grams 5630109
K1 39±1 grams 5630144
P1 42±1 grams 5630089
J1 44±1 grams 5630065
G (Modified) 41.5 grams 5630063
08 47.5 grams 5630245
LETTER AND NUMBERED DESIGNATION WEIGHTS

N 47.5 grams 5630080
o 51 grams 5610088
o 53 grams 5630174
04 57.5 grams 5630229
07 52 grams 5630244
02 49 grams 5630225
03 32.5 grams 5630277
Weight Designation
XX
6.6
CLUTCHING
DRIVE CLUTCH IDENTIFICATION
A
C
C
xxx C
8/30/00
B
E
Every clutch will have the last three digits of the clutch part number, date code and production code stamped here (A) on the clutch
cover (B).
The “X” (C) is an index mark where the cover, moveable sheave (E) and stationary sheave should match up when the clutch is
assembled.
P--85 DRIVE CLUTCH
Cover
Cover Bushing
Do not lubricate drive clutch components
Retaining Ring
Washer
Spring Roller
Jam Nut Weight w/Bushing
Weight Pin
Roller Pin
Guide Button
Sleeve Bushing
Shim
Moveable Insert
Spider
Spacer
Clutch Assembly
Moveable Sheave
(comes less weights and spring)
Fixed Sheave
Replacement clutches come complete and balanced without clutch weights and clutch spring. The
NOTE:
clutch cover, spider, and sheaves cannot be purchased separately as replacement parts.
Drive Clutch Removal can be found on page 6.8.
6.7
CLUTCHING
DRIVE CLUTCH REMOVAL
(A)
(B)
Keep track of the washers on the clutch retaining bolt.

NOTE:
Clutch puller part numbers can be found on page 6.1.
DRIVE CLUTCH REMOVAL

1. Remove the belt, see page 3.13.
2. With clutch holding tool (PN 931477-- A) in place remove the clutch retaining bolt. Note the location and the orientation of the
washers (B) are placed on the clutch bolt.
3. Insert the correct clutch puller and tighten puller into clutch.
CAUTION DO NOT USE AN IMPACT WRENCH OR DAMAGE TO THE CLUTCH OR CRANKSHAFT

MAY OCCUR.
4. Strike the clutch puller with a dead blow hammer, if the clutch does not come off, tighten up the clutch puller some more and
strike it again, repeat until the clutch “pops” off.
6.8
CLUTCHING
DRIVE CLUTCH INSTALLATION
A B C
Domestic Engines
D E Fuji F
NOTE: Always clean the clutch taper before re-- installing clutch on engine.
1. Slight galling or scoring of the bore taper can usually be corrected by using a tapered reamer (PN 2870576). Place the reamer
in a vise and lubricate the cutting edges with cutting oil (A). Clean the clutch taper by manually rotating the clutch clockwise
on the reamer one or two revolutions. Do not push down on the clutch while turning, just use the weight of the clutch.
2. Check crankshaft taper for galling or scoring. If necessary clean the taper evenly with 200 grit emery cloth (B).
3. Both the clutch taper and crankshaft taper should be clean and dry. Do not use harsh cleaners which may cause clutch taper to
corrode, or damage to the crank seal. This may cause difficulty when removing clutch in the future. Clean clutch taper with
lacquer thinner or isopropyl alcohol (C).
4. Slide clutch fully on crankshaft taper (D).
5. Install retaining bolt with any spacers washers or o-- rings (E).
6. Torque retaining bolt to specification. Hold the clutch with the holding wrench (F) PN 931417-- A. Re-- check torque after first
operation or test ride.
Drive Clutch Bolt Torque (Large ID Shaft .75”/19mm) 40-- 45 ft.lbs. (55-- 62Nm)
NOTE: Drive Clutch Bolt Torque (Small ID Shaft .55”/14mm) 50 ft.lbs. (69Nm)
6.9
CLUTCHING
DRIVE CLUTCH DISASSEMBLY / INSPECTION
A N
Q R
H G
I P
E
A
S
B
M L
C
A
6.10
CLUTCHING
CAUTION: Wear eye protection during disassembly and assembly of driven clutch
1. Remove the drive clutch (page 6.8).

2. With a marker mark (A) both moveable sheave (B) fixed sheave (C) and cover (D).
3. Install the drive clutch in the clutch compression tool (PN 8700220).
Sheaves must be marked to provide a reference point for clutch balance and spider indexing. If
CAUTION: the sheaves are not marked, and spider shim washers are changed or misplaced, the clutch will be
out of balance and must be replaced.
4. Compress the clutch in the compression tool and lock the compression tool, making sure that all cover bolts (F) are accessible.
5. Remove the cover bolts and washers evenly and carefully. Do not allow side loading or misalignment of cover, or bushing may
be damaged. ASSEMBLY: Torque cover bolts to 90 in.lbs. (10Nm).
6. Inspect the cover bushing (G).
DANGER Clutch spring is under extreme tension. use CAUTION when disassembling clutch.
7. Mount the drive clutch securely in a drive clutch holding fixture (PN 2871358).
8. Remove the jam nut (I) in a counterclockwise direction (standard thread) using the drive clutch spider nut socket
(PN 2871358). ASSEMBLY: Torque to 235 ft.lbs (324 Nm).
9. Install the spider removal tool (PN 2870341) and remove the spider (E) in a counterclockwise direction (standard thread).
ASSEMBLY: Torque to 200 ft.lbs. (276 Nm).
10. Measure the total thickness of the spacer washers (K) that are installed under the spider and record the thickness of these
spacer washers. Make sure that you note that the stepped washer (S) is on the top of the spacer stack (T).
11. Inspect both sheave surfaces (B,C) for wear or damage.
12. Inspect the moveable sheave bushing (J) for wear or damage.
13. Using an 1/8, Allen wrench with a 3/8, combination wrench, remove the drive clutch flyweights (N). ASSEMBLY: Install the
weight pin (L) head on the leading side and with nut (M) on trailing side and torque to 30 in.lbs.(3Nm)
14. Inspect each weight. Surface should be smooth, with no waves or galling. Place bolt inside weight to check flyweight bushing
and pin surface for wear.
The flyweight bushing is not replaceable. If flyweight bushing is damaged both the flyweight, pin and
NOTE:
nut will need to be replaced.
15. Inspect all the rollers (R), bushings (P) and roller pins (Q) by pulling a flat metal rod across the roller.
16. Roller can also be inspected by rolling with finger to feel for flat spots, roughness, or loose bushing.
17. Also inspect to see if roller and bushing are separating.
18. Bushing must fit tightly in roller.
19. Replace roller and pin if roller fails to roll smoothly (no flat spots) or if the bushing is loose.
6.11
CLUTCHING
DRIVE CLUTCH SPIDER ROLLER REMOVAL / INSTALLATION
A G G B
B D (optional) A
(optional) F
L
H K
ROLLER REMOVAL
1. With the spider in a vise start removing the spider buttons (A) by drilling a .18” hole in the center of a button on one side of the
spider.
2. Place spider (E) on a vise or in an arbor press.
3. Place a pin punch through the spider button hole and drive the opposite button and pin (C) out.
4. Remove shims (B) (if any are installed) and note their location.
5. Flip the spider over and tap out the holed button.
ROLLER INSTALLATION
1. Drive pin into the spider leg .100” - .125” (.25 - .32cm) beyond the first land of the spider leg (F).
Use care to start the pin straight. Aluminum burrs could pass through into the roller bushing
CAUTION: causing it to bind and stick. Also use care to make sure the roller remains aligned when the pin is
driven through. The roller busing could be damaged causing premature wear and roller failure.
2. Install one washer (G) on the portion of the pin that is protruding from the spider leg.
3. Place roller (D) in spider leg and center it on the pin.
4. Place a second washer on the other side of the roller.
6.12
CLUTCHING
5. Place the spider on a vise.
6. Install pin centering tool (PN 2870401).
7. Drive the roller pin through the second land of the spider.
8. Install new buttons into the spider.
9. Repeat this for each roller.
10. Measure the width of the spider leg with the buttons installed (K) and record the measurement. Specification for the width of
the spider with buttons installed is 1.496” (37.99mm).
11. Measure the width of the moveable sheave towers (L) and record the measurement. Specification for the width of the opening
of the moveable sheave towers are 1.50” (38.1mm).
12. Subtract the spider measurement form the tower measurement. The clearance between the spider buttons and the moveable
sheave towers is .002” - .004” (.05-- .10mm).
DRIVE CLUTCH ASSEMBLY

SPIDER INDEXING
Spider indexing affects clutch balance and belt to sheave clearance.

NOTE:
Read procedures carefully before proceeding.
1. Remove and Disassemble clutch as outlined on page 6.8 - 6.11.
2. Add or remove spider washers as required to achieve desired belt to A
sheave clearance. Make sure that the stepped washer (A) is on the top of
the spacer stack (B).
S For example: If belt to sheave clearance is .020“ too large, re-
moving one .020“ shim will position the movable sheave closer
to the fixed sheave reducing belt to sheave clearance by .020”.
B
3. Place the correct number of space washers (B) beneath the spider.
The following washers are available for fine tuning:
PN 5210754 .050” (1.3mm)
PN 5210753 .032” (.8mm)
PN 5210752 .020” (.5mm)
4. Install spider washer(s) and spider aligning “ X ” s. Notice as the
spider seat location is changed, the sheave marks made before
disassembly no longer align (C). There are two ways to bring the
sheave marks into alignment.
S Vary the amount and thickness of spacer washers (washer thick-
ness may vary slightly). (C)
S Re-index marked spider leg to another tower. This can be done

because spider has little effect on overall clutch balance.
Re-- indexing the spider 1/3 turn clockwise, or 1 leg, will allow the
realignment of the moveable and stationary sheaves as previously
marked (D). For EXAMPLE:
S .020” or .032” (.5-- .8mm) washer removed - re-- index spider
clockwise 1/3 turn.
(D)
NOTE: Alignment marks on the sheaves should be with in 1” (.25mm) after final assembly and torquing.
6.13
CLUTCHING
DRIVEN CLUTCH
Driven Clutch (Typical P-85)
TEAM Roller Clutch
Replacement clutches come with out a spring or the driven ramp.

NOTE: To service TEAM clutches, use the Clutch Compression Tool Extensions (PS-- 45909) with the Clutch
Compression tool (PN 87000220).
Driven Clutch Removal can be found on page 6.15.
6.14
CLUTCHING
DRIVEN CLUTCH
REMOVAL
1. Remove the belt as outlined on page 3.12 - 3.13
2. Apply the parking brake.
3. After the belt is removed, remove the driven clutch retaining bolt.
4. Slide the driven clutch off the jackshaft.
Notice the number of shim washers and their thickness of shim washers between driven clutch
NOTE:
and jackshaft bearing.
5. Inspect the jackshaft keyway for wear or damage.
INSTALLATION
1. With proper off set alignment achieved as out lined on page 6.22. The driven clutch must float on the jack shaft .020 - .1”
(.5-- 2.5mm). Grease flange if needed.
2. Torque driven clutch retaining bolt to 12 ft.lbs.(17Nm).
6.15
CLUTCHING
TEAM DRIVEN CLUTCH SERVICE
PS--45909
Index slot
DISASSEMBLY/ASSEMBLY
1. Remove the clutch as outlined on page 6.15.

2. Remove the helix by removing the screws that hold it in place.
If the Torxt screws are difficult to remove tap the screw with a punch that is larger than the Torx head
NOTE:
(the larger punch is used to prevent any damage to the Torx points).
3. Pull and twist upward to remove the helix from the clutch.
4. Place the clutch extensions PN PS-- 45909 on the clutch compression tool PN 8700220.
5. Place the Team clutch in the compression tool and apply tension on the roller assembly and lock the handle in place.
6. Remove the snap ring form the groove through the opening of the compression tool.
7. Carefully remove the tension on the clutch and remove the roller assembly.
8. The index slot on the roller assembly is for placing it onto the shaft during assembly.
9. Inspect the spring for the free length. Inspect the roller assembly for wear. Inspect the shaft for nicks or burrs. If you are
replacing the rollers, remove the outer clip, washer and roller and replace them in the same order as they were removed.
10. Reassemble in reverse order.
6.16
CLUTCHING
TEAM DRIVEN CLUTCH SPRING DATA
Part Number Description Wire Dia. Free Length Load at 2.2″ (lbs.) Load at 1.1″ (lbs.)
7042181 Black/Yellow 0.200 6.00 145 208
7043058 Red/Black 0.218 4.70 140 240
7043059 Red/Green 0.218 4.77 120 220
7042066 Green/Black 0.200 4.91 135 198
7043061 Red/Silver 0.207 4.95 125 175
7043062 Red/Yellow 0.207 4.40 100 150
7043057 Red/Blue 0.218 4.77 140 200
7043063** Black/Red 0.218 5.14 155 222
(Black)
7043064 Blue/Black 0.218 4.10 123 203
7043060 Red/White 0.218 4.95 100 200
7043069 Red/Pink 0.235 3.50 140 260
Spring PN 7043063 will be changing color to all BLACK.
TEAM RAMPS EXPLAINED

The Helix for the TEAM Roller is designated for the angle and length of the angle on the back side of the helix. You will
see that the first number (A) designates the steepest angle, which is the starting angle. The second number (B) desig-
nates the lowest angle that it progresses to, and the last number (C) is the measurement (length) at which the transition
takes place.
62_ -- 44_
.460” B
A C
Beginning angle (steepest) Measurement of transition

Lowest angle C
A
B
6.17
CLUTCHING
TEAM DRIVEN RAMPS
RAMP PART NUMBER DESCRIPTION RAMP PART NUMBER DESCRIPTION
66/44--.46
5133321 5133771 58/42--.46 ER
70/48--.36
74/48--.46
5133491 5133772 62/46--.46 ER
70/48--.46
74/48--.46
5133492 5133773 62/42--.46 ER
74/40--.46
72/44--.46
5133493 5133784 58/40--.46 ER
72/40--.46
70/44--.46
5133494 5133785 62/40--.46 ER
70/40--.46
68/44--.46
5133495 5133786 62/44--.46 ER
68/40--.46
66/48--.46
5133496 5133787 60/48--.46 ER
66/40--.46
64/44--.46
5133497 5133788 60/44--.46 ER
64/40--.46
62/44--.46
5133498 5133789 60/46--.46 ER
62/40--.46
58/44--.46
5133499 5134055 54/42 -- .36 ER
58/40--.46
5133687 58/44--.46 ER 5134095 56/42 -- .36 ER
66/44--.46
5133721 5134132 58/42 -- .36 ER
70/48--.46
*ER states Ramps compatible with Electronic Reverse

DO NOT use a dual angle ramp with Electronic Reverse
6.18
CLUTCHING
DRIVE BELT DATA
Part No. Belt Width* Side Center Outer Notes
(Projected) Angle to Circum-
Overall* Center* ference*
+.100″
-- .000″
3211042 1.375″ 32° 12.00″ 47.250″ Common production belt for P-85 systems
(34.93mm)
3211045 1.375″ 32° 12.00″ 47.125″ Close tolerance version of 3211042
(34.93mm)
3211058 1.250″ 28° 11.00″ 43.313″ Indy Lite belt (P-90)
(31.75mm)
3211059 1.250″ 28° 12.00″ 45.125″ Longer Indy Sport Belt (P-90)
(31.75mm)
3211061 1.375″ 32° 12.00″ 47.188″ CVT version of 3211045
(34.93mm)
3211065 1.438″ 28° 12.50″ 48.375″ CVT Double Cog Storm belt
(36.53mm)
3211066 1.375″ 28° 12.00″ 47.250″ Double cog - CVT - thicker than 3211070. Production
(34.93mm) on higher horsepower snowmobiles.
3211067 1.375″ 28° 12.00″ 47.250″ Double cog--Good for short runs on higher horsepower
(34.93mm) engines (Drag Racers) - Good for lower horsepower
trail riding
3211070 1.375″ 28° 12.00″ 47.250″ Common production belt for late model P-85 systems
(34.93mm) 1997-current.
trail riding
trail riding
3211075 1.438″ 28° 12.00″ 47.625″ Double cog - CVT
(36.52mm)
3211080 1.438″ 28° 11.50″ 46.625″ Double cog - CVT version of PN 3211078.
(36.52mm)
3211078 1.438″ 28° 11.50″ 46.625″ Standard Drive Belt
(36.52mm)
*± Belt dimensions given are nominal dimensions. There is a + variance for all critical dimensions. Clutch set-up must be
inspected when a new belt is installed and, If necessary, clutch set-up must be adjusted.
The drive belt is an important component of the converter system. In order to achieve maximum efficiency from the converter,
drive belt tension (deflection), clutch offset, and alignment must be adjusted properly.
General Belt Selection Guidelines
Refer to appropriate parts manual for proper belt. Production belt is recommended unless tuning for a specific application.
CVT
S Increased service life for high horsepower and extended high speed running
S Need 1-2 grams heavier drive clutch weight
S Good for prolonged high speed running.
S Good for aggressive riders
Standard Compound
S More aggressive at low speeds
S Reduced heat and drive clutch sheave wear
S Good trail belt for lower horsepower engines.
6.19
CLUTCHING
BELT INSPECTION
1. Measure belt width and replace if worn severely. Generally, belt
should be replaced if clutches can no longer be adjusted to provide Projected Belt
proper belt deflection. Width
S The top edges have been trimmed on some drive belts. It will
be necessary to project the side profiles and measure from
corner to corner.
S Place a straight edge on each side of the drive belt.
S Place another straight edge on top of belt.
S Measure the distance where the side straight edges intersect
the top, as shown in the illustration at right.
2. Inspect belt for loose cords, missing cogs, cracks, abrasions, thin
spots, or excessive wear. Replace if necessary.
3. Inspect belt for hour glassing (extreme circular wear in at least one
spot and on both sides of the belt). Hour glassing occurs when the
drive train does not move and the drive clutch engages the belt.
BELT DIAGNOSIS
Belt Wear / Burn Diagnosis

Possible Cause Of Wear Or Burning Solution
Driving at or about engagement RPM for extended periods in all types of Drive at higher RPM if possible. Gear the machine down. Make sure belt
conditions deflection is at 1.25″ to achieve optimum starting ratio
Cold weather startups Be patient. Warm up engine at least 5 minutes or until it readily responds to
throttle input. For the quickest most efficient driveaway in extreme cold
weather, take drive belt off machine and bring it in to a warm environment.
Break skis and track loose from the snow. Engage throttle aggressively for
short durations for initial cold driveaway
Towing another machine at or about engagement RPM When possible, do not go in deep snow when towing another machine. Use
fast, effective throttle to engage the clutch. Not all machines are intended for
pulling heavy loads or other machines.
Spinning track while vehicle is stuck (high RPM, low vehicle speed, high Lower the gear ratio. Remove windage plates from driven clutch. If possible,
ambient temp. Example: 8000 RPM, 10mph vehicle speed, 60 mph indicated move to better snow conditions and reduce RPM. Avoid riding in very high
on speedometer. ambient temperatures.
Ice and snow piled up between track and tunnel overnight or after stopping Break loose snow and ice under tunnel. Allow longer than normal warm-- up.
for a long period of time (enough to re-freeze the snow). Allow belt to warm sufficiently and increase grip ability on clutch sheaves.
Use fast, effective throttle when engaging clutch.
Poor running engine Maintain good state of tune including throttle and choke synchronization.
(Bog, Miss, Backfire, etc.) Check for fouled spark plug(s). Check for foreign material in carbs. Make
sure no water or ice in fuel tank, lines, or carburetors.
Loading machine on trailer Use caution when loading machine. Carbide skags may gouge into trailer
and prevent drive train from spinning freely. Use enough speed to drive
completely onto trailer. If machine cannot be driven completely onto trailer,
it may need to be pulled or pushed to avoid belt wear / burning.
Clutch malfunction Check for correct clutch components.
Slow, easy belt engagement - easing on the throttle Use fast, effective throttle to engage the clutch.
6.20
CLUTCHING
BELT DEFLECTION
Belt too high on initial engagement Belt too tight
Straight Edge
A B
1 1/4″ (3.2 cm..)
Too much belt deflection - If the belt is too long or the center distance too short, the initial starting ratio will be too high, resulting
in performance loss. This is due to the belt rising too high in the drive clutch sheaves upon engagement (A).
Not enough belt deflection (belt too tight) - If the drive belt is too short or the center distance too long, the ratio will again
be incorrect. In addition, the machine may creep when the engine idles, causing damage to the internal face of the drive belt
(B).
MEASURING BELT DEFLECTION
Do not apply excessive pressure to force belt into driven sheaves. This will result in an improper measurement. If belt deflection
cannot be adjusted within specification using methods below, inspect center distance.
1. Measure belt deflection with both clutches at rest and in their full
neutral position (C).
2. Place a straight edge on the belt and apply downward pressure
while measuring at the point shown.
TEAM
DRIVEN CLUTCH DEFLECTION ADJUSTMENT
TEAM BELT DEFLECTION ADJUSTMENT
1. To adjust the sheaves, loosen the 7/16” jam nut (A) on the belt width
adjuster.
2. Using a 1/8” Allen wrench, adjust the threaded set screw (B) as
needed. Turn the set screw in (clockwise) to increase the distance
between the sheaves and out (counter clockwise) to decrease the
distance.
3. Tighten the jam nut after the belt adjustment has been made.
(B)
(A)
6.21
CLUTCHING
CLUTCH OFFSET INSPECTION
Proper offset aligns the fixed sheaves of both clutch assemblies. This
allows the clutches to be aligned throughout the shift range.
1. Remove drive belt. Belt deflection adjustments affect offset. Set
belt deflection first.
2. Install alignment tool PN PS-- 46998. MAX .060”
3. Front and rear of the driven clutch moveable sheave should just
contact tool when clutch is pushed inward on jackshaft. Any gap
over 0.025” (.63mm) at the front of the driven clutch is not
acceptable.
4. Ideal set up is the rear of driven clutch should have no gap. If a
gap is present it should not exceed .060” (3mm).
CLUTCH OFFSET ADJUSTMENT

1. Determine direction driven clutch needs to be adjusted. (Refer to
Clutch Offset Inspection procedure above).
2. Remove driven clutch retaining bolt, and remove driven clutch.
3. Add or take out washers on jackshaft between the driven clutch
and jackshaft bearing to achieve proper offset.
4. Most models require the driven clutch to float on the jackshaft.
After adjusting offset, add or remove shim washers from the
retaining bolt to provide a +/-- .030, (.75mm) of float on the 0.00”--0.025
jackshaft. This will prevent side loads on the jackshaft bearing.
CLUTCH ALIGNMENT ADJUSTMENT

1. Loosen all 4 engine mounting bolts.
2. Adjust engine torque stop until clutches are in proper alignment.
3. Tighten engine mounts securely.
4. Recheck both clutch offset and alignment.
5. Verify proper torque stop adjustment.
6.22
CLUTCHING
TORQUE STOP ADJUSTMENT
FUSION ENGINE MOUNT TORQUE STOP
ENGINE MOUNT TORQUE STOP
Adjust gap between stop and engine

mount to .010″ - .030″ (.25 - .75 mm)
± .005″ (.13 mm)
Engine Mount
A
B
A
B Adjust gap between stop and engine
mount to .010″ - .030″ (.25 - .75 mm)
± .005″ (.13 mm)
There are two types of torque stops currently used. Refer to the illustrations below for adjustment of each type.
After aligning clutches, adjust torque stop (A) by loosening the lock nut (B) and rotating the stop to the proper clearance as shown.
Hold torque stop and tighten jam nut to 15-17 ft. lbs. (21-24 Nm).
6.23
CLUTCHING
NOTES
6.24
Gearing Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1 - 7.2
Sprockets and Chains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3
Chaincase
Exploded View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5
Bearing Removal/Assembly . . . . . . . . . . . . . . . . . . 7.5
Jackshaft Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5
Drive Shaft Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6
Pitch Teeth Clutch Ratio
2.52 9 1 :1 fn:bwgercht.wk4
Top Gear----> 25 25 25 25 25 25 25 24 24 24 24 24 24 24 23 23 23 23 23 23 23 22 22 22 22 22 22 22 21 21 21 21 21 21
GEARING CHARTS
Bottom Gear-- > 37 38 39 40 41 42 43 37 38 39 40 41 42 43 37 38 39 40 41 42 43 37 38 39 40 41 42 43 37 38 39 40 41 42
7.92 Chaincase Chain 74 74 NR 76 76 NR NR 74 74 74 NR 76 76 NR NR 74 74 NR NR 76 76 72 NR 74 74 NR NR 76 72 NR NR 74 74 NR
Gear Ratio----> 1.48 1.52 1.56 1.60 1.64 1.68 1.72 1.54 1.58 1.63 1.67 1.71 1.75 1.79 1.61 1.65 1.70 1.74 1.78 1.83 1.87 1.68 1.73 1.77 1.82 1.86 1.91 1.95 1.76 1.81 1.86 1.90 1.95 2.00
Jackshaft RPM MILES PER HOUR MILES PER HOUR
6000 87.1 84.8 82.6 80.6 78.6 76.7 74.9 83.6 81.4 79.3 77.3 75.4 73.6 71.9 80.1 78.0 76.0 74.1 72.3 70.6 68.9 76.6 74.6 72.7 70.9 69.2 67.5 65.9 73.1 71.2 69.4 67.7 66.0 64.4
6250 90.7 88.3 86.1 83.9 81.9 79.9 78.1 87.1 84.8 82.6 80.6 78.6 76.7 74.9 83.5 81.3 79.2 77.2 75.3 73.5 71.8 79.8 77.7 75.7 73.8 72.0 70.3 68.7 76.2 74.2 72.3 70.5 68.8 67.1
6500 94.3 91.9 89.5 87.3 85.1 83.1 81.2 90.6 88.2 85.9 83.8 81.7 79.8 77.9 86.8 84.5 82.3 80.3 78.3 76.5 74.7 83.0 80.8 78.8 76.8 74.9 73.1 71.4 79.2 77.2 75.2 73.3 71.5 69.8
6750 98.0 95.4 92.9 90.6 88.4 86.3 84.3 94.0 91.6 89.2 87.0 84.9 82.9 80.9 90.1 87.8 85.5 83.4 81.3 79.4 77.6 86.2 83.9 81.8 79.7 77.8 75.9 74.2 82.3 80.1 78.1 76.1 74.3 72.5
7000 101.6 98.9 96.4 94.0 91.7 89.5 87.4 97.5 95.0 92.5 90.2 88.0 85.9 83.9 93.5 91.0 88.7 86.5 84.3 82.3 80.4 89.4 87.1 84.8 82.7 80.7 78.8 76.9 85.3 83.1 81.0 78.9 77.0 75.2
7250 105.2 102.5 99.8 97.3 95.0 92.7 90.5 101.0 98.4 95.8 93.4 91.2 89.0 86.9 96.8 94.3 91.8 89.5 87.4 85.3 83.3 92.6 90.2 87.8 85.7 83.6 81.6 79.7 88.4 86.1 83.9 81.8 79.8 77.9
7500 108.9 106.0 103.3 100.7 98.2 95.9 93.7 104.5 101.7 99.1 96.7 94.3 92.1 89.9 100.1 97.5 95.0 92.6 90.4 88.2 86.2 95.8 93.3 90.9 88.6 86.4 84.4 82.4 91.4 89.0 86.7 84.6 82.5 80.6
7750 112.5 109.5 106.7 104.0 101.5 99.1 96.8 108.0 105.1 102.4 99.9 97.4 95.1 92.9 103.5 100.8 98.2 95.7 93.4 91.2 89.0 99.0 96.4 93.9 91.6 89.3 87.2 85.2 94.5 92.0 89.6 87.4 85.3 83.2
8000 116.1 113.1 110.2 107.4 104.8 102.3 99.9 111.5 108.5 105.7 103.1 100.6 98.2 95.9 106.8 104.0 101.3 98.8 96.4 94.1 91.9 102.2 99.5 96.9 94.5 92.2 90.0 87.9 97.5 95.0 92.5 90.2 88.0 85.9
8250 119.7 116.6 113.6 110.8 108.1 105.5 103.0 114.9 111.9 109.1 106.3 103.7 101.3 98.9 110.2 107.3 104.5 101.9 99.4 97.0 94.8 105.4 102.6 100.0 97.5 95.1 92.8 90.7 100.6 97.9 95.4 93.0 90.8 88.6
8500 123.4 120.1 117.0 114.1 111.3 108.7 106.2 118.4 115.3 112.4 109.5 106.9 104.3 101.9 113.5 110.5 107.7 105.0 102.4 100.0 97.7 108.6 105.7 103.0 100.4 98.0 95.6 93.4 103.6 100.9 98.3 95.9 93.5 91.3
8750 127.0 123.7 120.5 117.5 114.6 111.9 109.3 121.9 118.7 115.7 112.8 110.0 107.4 104.9 116.8 113.8 110.8 108.1 105.4 102.9 100.5 111.8 108.8 106.0 103.4 100.9 98.5 96.2 106.7 103.9 101.2 98.7 96.3 94.0
9000 130.6 127.2 123.9 120.8 117.9 115.1 112.4 125.4 122.1 119.0 116.0 113.2 110.5 107.9 120.2 117.0 114.0 111.2 108.4 105.9 103.4 114.9 111.9 109.1 106.3 103.7 101.3 98.9 109.7 106.8 104.1 101.5 99.0 96.7
9250 134.3 130.7 127.4 124.2 121.2 118.3 115.5 128.9 125.5 122.3 119.2 116.3 113.5 110.9 123.5 120.3 117.2 114.2 111.5 108.8 106.3 118.1 115.0 112.1 109.3 106.6 104.1 101.7 112.8 109.8 107.0 104.3 101.8 99.3
9500 137.9 134.3 130.8 127.5 124.4 121.5 118.6 132.4 128.9 125.6 122.4 119.4 116.6 113.9 126.8 123.5 120.3 117.3 114.5 111.7 109.1 121.3 118.1 115.1 112.2 109.5 106.9 104.4 115.8 112.8 109.9 107.1 104.5 102.0
9750 141.5 137.8 134.3 130.9 127.7 124.7 121.8 135.8 132.3 128.9 125.7 122.6 119.7 116.9 130.2 126.8 123.5 120.4 117.5 114.7 112.0 124.5 121.2 118.1 115.2 112.4 109.7 107.2 118.9 115.7 112.8 110.0 107.3 104.7
10000 145.1 141.3 137.7 134.3 131.0 127.9 124.9 139.3 135.7 132.2 128.9 125.7 122.7 119.9 133.5 130.0 126.7 123.5 120.5 117.6 114.9 127.7 124.4 121.2 118.1 115.3 112.5 109.9 121.9 118.7 115.7 112.8 110.0 107.4
NR -- Not Recommended, chain will not fit
7.1
FINAL DRIVE
7.2
Top Gear----> 21 20 20 20 20 20 20 20 19 19 19 19 19 19 19 18 18 18 18 18 18 18 17 17 17 17 17 17 17
Bottom Gear-- > 43 37 38 39 40 41 42 43 37 38 39 40 41 42 43 37 38 39 40 41 42 43 37 38 39 40 41 42 43
7.92 Chaincase Chain 76 72 72 NR NR 74 74 NR NR 72 72 NR 74 74 74 NR NR 72 72 NR 74 74 70 NR 72 72 72 NR 74

FINAL DRIVE
GEARING CHARTS
Gear Ratio----> 2.05 1.85 1.90 1.95 2.00 2.05 2.10 2.15 1.95 2.00 2.05 2.11 2.16 2.21 2.26 2.06 2.11 2.17 2.22 2.28 2.33 2.39 2.18 2.24 2.29 2.35 2.41 2.47 2.53
Jackshaft RPM MILES PER HOUR MILES PER HOUR
6000 62.9 69.7 67.8 66.1 64.4 62.9 61.4 59.9 66.2 64.4 62.8 61.2 59.7 58.3 56.9 62.7 61.0 59.5 58.0 56.6 55.2 53.9 59.2 57.7 56.2 54.8 53.4 52.2 51.0
6250 65.6 72.6 70.7 68.8 67.1 65.5 63.9 62.4 68.9 67.1 65.4 63.8 62.2 60.7 59.3 65.3 63.6 62.0 60.4 58.9 57.5 56.2 61.7 60.1 58.5 57.1 55.7 54.3 53.1
6500 68.2 75.5 73.5 71.6 69.8 68.1 66.5 64.9 71.7 69.8 68.0 66.3 64.7 63.2 61.7 67.9 66.1 64.4 62.8 61.3 59.8 58.4 64.1 62.5 60.9 59.3 57.9 56.5 55.2
6750 70.8 78.4 76.3 74.4 72.5 70.7 69.0 67.4 74.5 72.5 70.6 68.9 67.2 65.6 64.1 70.5 68.7 66.9 65.2 63.7 62.1 60.7 66.6 64.9 63.2 61.6 60.1 58.7 57.3
7000 73.4 81.3 79.1 77.1 75.2 73.3 71.6 69.9 77.2 75.2 73.3 71.4 69.7 68.0 66.4 73.1 71.2 69.4 67.7 66.0 64.4 62.9 69.1 67.3 65.5 63.9 62.3 60.9 59.4
7250 76.1 84.2 82.0 79.9 77.9 76.0 74.2 72.4 80.0 77.9 75.9 74.0 72.2 70.4 68.8 75.8 73.8 71.9 70.1 68.4 66.7 65.2 71.6 69.7 67.9 66.2 64.6 63.0 61.6
7500 78.7 87.1 84.8 82.6 80.6 78.6 76.7 74.9 82.7 80.6 78.5 76.5 74.7 72.9 71.2 78.4 76.3 74.4 72.5 70.7 69.0 67.4 74.0 72.1 70.2 68.5 66.8 65.2 63.7
7750 81.3 90.0 87.6 85.4 83.2 81.2 79.3 77.4 85.5 83.2 81.1 79.1 77.1 75.3 73.6 81.0 78.9 76.8 74.9 73.1 71.3 69.7 76.5 74.5 72.6 70.7 69.0 67.4 65.8
8000 83.9 92.9 90.4 88.1 85.9 83.8 81.8 79.9 88.2 85.9 83.7 81.6 79.6 77.7 75.9 83.6 81.4 79.3 77.3 75.4 73.6 71.9 79.0 76.9 74.9 73.0 71.3 69.6 67.9
8250 86.5 95.8 93.3 90.9 88.6 86.4 84.4 82.4 91.0 88.6 86.3 84.2 82.1 80.2 78.3 86.2 83.9 81.8 79.7 77.8 75.9 74.2 81.4 79.3 77.2 75.3 73.5 71.7 70.1
8500 89.2 98.7 96.1 93.6 91.3 89.1 86.9 84.9 93.8 91.3 88.9 86.7 84.6 82.6 80.7 88.8 86.5 84.3 82.2 80.2 78.2 76.4 83.9 81.7 79.6 77.6 75.7 73.9 72.2
8750 91.8 101.6 98.9 96.4 94.0 91.7 89.5 87.4 96.5 94.0 91.6 89.3 87.1 85.0 83.0 91.4 89.0 86.7 84.6 82.5 80.6 78.7 86.4 84.1 81.9 79.9 77.9 76.1 74.3
9000 94.4 104.5 101.7 99.1 96.7 94.3 92.1 89.9 99.3 96.7 94.2 91.8 89.6 87.5 85.4 94.0 91.6 89.2 87.0 84.9 82.9 80.9 88.8 86.5 84.3 82.2 80.2 78.2 76.4
9250 97.0 107.4 104.6 101.9 99.3 96.9 94.6 92.4 102.0 99.3 96.8 94.4 92.1 89.9 87.8 96.7 94.1 91.7 89.4 87.2 85.2 83.2 91.3 88.9 86.6 84.4 82.4 80.4 78.6
9500 99.7 110.3 107.4 104.6 102.0 99.5 97.2 94.9 104.8 102.0 99.4 96.9 94.6 92.3 90.2 99.3 96.7 94.2 91.8 89.6 87.5 85.4 93.8 91.3 88.9 86.7 84.6 82.6 80.7
9750 102.3 113.2 110.2 107.4 104.7 102.2 99.7 97.4 107.5 104.7 102.0 99.5 97.1 94.7 92.5 101.9 99.2 96.7 94.2 91.9 89.8 87.7 96.2 93.7 91.3 89.0 86.8 84.8 82.8
10000 104.9 116.1 113.1 110.2 107.4 104.8 102.3 99.9 110.3 107.4 104.6 102.0 99.5 97.2 94.9 104.5 101.7 99.1 96.7 94.3 92.1 89.9 98.7 96.1 93.6 91.3 89.1 86.9 84.9
NR -- Not Recommende d
FINAL DRIVE
HYVOT SPROCKETS
TOP SPROCKETS FOR 3/4” HYVO DRIVE SYSTEMS

TOOTH Part Number
17T 2900001
18T 2900002
19T 2900003
20T 2900004
21T 2900005
22T 2900006
23T 2900007
24T 2900008
25T 2900009
HYVO DRIVE CHAIN

Chain Length (Pitch) Part Number
66P 3224071
68P 3224070
70P 3224069
72P 3221110
74P 3221109
76P 3221108
92P 3221158
BOTTOM SPROCKETS FOR 3/4” HYVO DRIVE CHAIN

Standard Bottom Sprockets Reverse Sprockets
37T 2900010 39T 1341243
38T 2900011 40T 1341227
39T 2900012 41T 1341228
40T 2900013
41T 2900014
42T 2900015
43T 2900016
7.3
FINAL DRIVE
CHAINCASE
E
D
B C
F
H
I K
J L
U M
V
T
R
Q
O N
P
S
7.4
FINAL DRIVE
CHAINCASE
REMOVAL
1. Remove the drain plug (S) and drain chaincase fluid.
2. Remove the chaincase cover attaching bolts (M).
3. Lock parking brake and remove cotter pin (K) washer and nut (J) from the top sprocket (I) on the jackshaft (B).
4. Loosen the chain adjustment bolt (E) and remove chain tensioner assembly (G).
5. Remove bottom sprocket attaching bolt (N) and washer (O), and carefully remove the chain and sprockets (P,I) as an assembly
by rocking both top and bottom sprockets off the shafts.
6. Remove two bolts securing caliper carrier bracket to chaincase.
7. Remove the chaincase mounting bolts (U) that hold the chaincase onto the chassis.
8. Remove brake disc (A) by tapping on jackshaft (B) end with a soft face hammer.
9. Remove the chaincase (D) from the chassis.
BEARING REMOVAL
1. Remove bearing retaining snap rings (H,Q).
2. Pry out the old seals (C,T) from the chaincase.
3. Press out the old bearings (F,R) from the back side. If the bearing pushes out hard, use heat to expand the chaincase bore. When
removing always push out the bearing towards the snap ring side of the chaincase.
BEARING ASSEMBLY
1. Apply Loctite 680 to the outer race of the new bearing and press it into the chaincase from the snap ring side. Press on the outer
race only, or damage may occur to bearing.
2. Replace the snap ring (H).
3. Press in new seals (C,T) in the back of the chaincase until the outer edge it flush with the chaincase shoulder.
JACKSHAFT REMOVAL
1. Remove the driven clutch.
2. Lock parking brake and remove cotter pin (K) nut and washer (J) from the top sprocket (I) on the jackshaft (B).
3. Remove the bearing flange on the driven clutch side and remove the jackshaft from the brake disc and chassis by tapping on
jackshaft (B) end with a soft face hammer..
4. Inspect drive shaft and jackshaft in bearing contact area. If diameter is .001” (.025 mm) less than non-contact area, shafts
should be replaced.
JACKSHAFT INSTALLATION
1. Grease and install all new seals and o-- rings.
2. Install jackshaft installation tool PN 2871296 on the threads of the jackshaft.
3. Line up bushing, o-- ring brake disc and bearing on splined shaft.
4. Install jackshaft alignment tool and secure with castle nut and flat washer. Tighten jackshaft nut securely to ensure positive
bearing and jackshaft seating to chaincase.
5. If shaft is not centered, tap shaft with a soft faced hammer until centered. This will align the upper chaincase bearing in the
chaincase bore.
6. Once correct jackshaft alignment has been achieved, install lock nuts on chaincase mounting bolts and torque to specification.
Remove alignment tool from chaincase.
7. Install jackshaft flangette gasket and bolts. Align grease hole in bearing with hole or fitting in flangette to ensure greasability.
Torque nuts to 15-- 17 ft.lbs. (21-- 24Nm)
7.5
FINAL DRIVE
DRIVE SHAFT
REMOVAL/INSTALLATION
1. Support the rear of the machine.
2. Remove the suspension. See page 11.1
3. Remove the driven clutch. See page 6.15.
4. Remove the speedo from the driveshaft bearing that is located under the drive clutch.
5. Drain the chaincase, and remove the upper and lower sprockets.
6. Remove the driveshaft by pushing it through the bearing on the chaincase through the bearing hole on the other side of the
bulkhead.
7. Install in reverse order. During installation note the assembly of the o-- ring on the drive shaft. See illustration below.
Install seal and O-ring with recess

facing chaincase
7.6
Hydraulic Brake System Overview . . . . . . . . . . . . . . . . . . . . . . . . 8.1
Brake Bleeding / Fluid Change . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2
Hayes Master Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3
Master Cylinder
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3 - 8.4
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.4
Replacing Cartridge Subassembly . . . . . . . . . . . . . 8.4 - 8.5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6 - 8.10
Brake Pad Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.11
BRAKES
HYDRAULIC BRAKE SYSTEM OVERVIEW
End
E
View
C
F
A B
The Polaris snowmobile hydraulic brake system consists of the following components or assemblies: brake lever, master cylinder,
hydraulic hose, brake caliper (slave cylinder), brake pads, and a brake disc which is secured to the drive line.
When the hand activated brake lever (A) is applied, it contacts a piston (B) within the master cylinder. As the master cylinder
piston moves inward it closes a small opening called a compensating port (C) within the cylinder and starts to build pressure within
the brake system. As the pressure within the system is increased, the pistons (D) located in the brake caliper move toward the disc
and applies pressure to the moveable brake pads. As the lever pressure is increased, the braking effect is increased.
The friction applied to the brake pads will cause the pads to wear. As the pads wear, the piston within the caliper self-adjusts and
moves further outward.
Brake fluid level is critical to proper system operation. A low fluid level allows air to enter the system causing the brakes to feel
spongy.
COMPENSATING PORT
Located within the master cylinder is a small compensating port (C) which is opened and closed by the master cylinder piston
assembly. The port is open when the brake lever is released and the piston is outward. As the temperature within the hydraulic
system changes, this port compensates for fluid expansion caused by heat, or contraction caused by cooling. During system
service, be sure this port is open. Due to the high temperatures created within the system during heavy braking, it is very important
that the master cylinder reservoir have adequate space to allow for the brake fluid to expand. Master cylinder reservoirs should be
filled to the top of the fluid level mark on the inside of the reservoir, 1/4, - 5/16, (.6 - .8 cm) below lip of reservoir opening.
Never overfill the reservoir. This could alter brake function, resulting in system component
WARNING
damage or sever personal injury or death.
This system also incorporates a diaphragm (E) as part of the cover gasket and a vent port (F) located between the gasket and the
cover. The combination diaphragm and vent allow for the air above the fluid to equalize pressure as the fluid expands or contracts.
Be sure the vent is open and allowed to function. If the reservoir is overfilled or the diaphragm vent is plugged, the expanding fluid
may build pressure in the brake system and lead to brake failure.
8.1
BRAKES
BRAKE BLEEDING - FLUID CHANGE
C
This procedure should be used to change fluid or bleed brakes during
regular maintenance, or after complete brake service. Brake fluid may
damage painted or plastic surfaces. Take care not to spill, and wipe up
any spills immediately. Cover parts to avoid damage. B
A
1. Clean reservoir cover thoroughly.
2. Remove screws, cover, and diaphragm from reservoir.
3. Inspect vent slots (A) in cover and remove any debris or blockage.
4. If changing fluid, remove fluid from reservoir with a Mity Vact D
(PN2870975) pump or similar tool.
Do not remove brake lever when reservoir fluid level is low.
5. Add Polaris DOT 3 brake fluid to within 1/4-5/16, (.6-.8 cm) of

reservoir top.
6. Install a wrench on caliper bleeder screw fitting. Attach a clean,

clear hose to fitting and place the other end in a clean container.
Be sure the hose fits tightly on fitting.
Fluid may be forced from compensation port (B) when brake lever is
pumped. Place diaphragm (C) in reservoir to prevent spills. Do not
install cover.
7. Slowly pump lever (D) until pressure builds and holds.
8. While maintaining lever pressure, open bleeder screw. Close
bleeder screw and release brake lever. Do not release lever before
bleeder screw is tight or air may be drawn into caliper.
9. Repeat procedure until clean fluid appears in bleeder hose and all
air has been purged. Add fluid as necessary to maintain level in
reservoir.
CAUTION: Maintain at least 1/2” (1.27sm) of brake fluids

in the reservoir to prevent air from entering the master cylin-
der.
10. Tighten bleeder screw securely and remove bleeder hose.

11. Add brake fluid to the proper level.
12. Install diaphragm, cover, and screws. Tighten screws to
specification.
No Closer Than
13. Field test machine before putting into service. Check for proper 1/2″ (1.3 cm) Lever Travel
braking action and lever reserve. With lever firmly applied, lever
reserve should be no less than 1/2, (1.3 cm) from handlebar.
14. Check brake system for fluid leaks.
8.2
BRAKES
HAYEST MASTER CYLINDER 1
1. Cover Screw Kit 2
2. Cover Asm. Kit (Incl. 1,3)
3. Cover Gasket
4. Parking Lever Spring 3
5. Master Cylinder Assembly
6. Screw
7. Lever and Pivot Pin Kit 14
8. Screw 4
9. Body/Reservoir Clamp Kit
10. Brakelight Switch
11. Cartridge Kit 12
13
12. LH Control Asm 5
13. Pivot Pin Kit
14. Parking Lever and Spring Kit
6
7
8 9 11
10
MASTER CYLINDER REMOVAL

1. Position clean shop cloths to catch spilled fluid.
CAUTION: Brake fluid will damage finished surfaces. Do

not allow the brake fluid to come into contact with finished
surfaces. Fusion units use DOT 4 fluid.
2. Remove the handlebar protector pad from the outlet end of the
handlebar master cylinder to access the brake fluid line connector.
SRemove handlebar cover strips
SRemove two screws
SRemove holding clip in front of cover
SRemove handlebar pad
3. Loosen the connector approximately 1/4 to 1/2 turn.
4. Loosen and remove the four switch pack and handlebar master
cylinder mounting screws. Put screws aside for later installation.
5. Remove master cylinder from switch pack and handlebar.
CAUTION: Remove switch pack wires from the maser cylin-

der housing with extreme care and note where they are
routed for later installation.
CAUTION: Fusion units use DOT 4 fluid.
8.3
BRAKES
6. Remove master cylinder cover screws and cover. Pour out the
fluid in the reservoir into a container. Unscrew the brake fluid line
from the master cylinder outlet using a shop cloth to catch the
remaining fluid. Drain the fluid from the brake line into the
aforementioned container and discard the fluid.
INSPECTION
Due to the critical nature of these parts and procedures, be sure you
have thoroughly read and understand Hydraulic Brake Operation.
1. Thoroughly clean all brake parts with isopropyl alcohol and either
wipe dry with a clean lint free cloth or lightly blow dry with an air
hose. Examine all parts carefully for signs of excessive wear,
damage, or corrosion. Replace any parts found to be damaged.
Check park lever spring for breakage.
REPLACING CARTRIDGE SUBASSEMBLY

1. Remove master cylinder assembly as described previously.
2. To remove the lever from the housing, squeeze the lever handle
and actuate the parking brake lever enough distance for the head of
the pivot pin to clear the park brake lever.
3. Remove the snap ring and push the pivot pin up through the hole.
Remove the pivot pin and the lever.
4. Lift the housing tab on the outlet end of the housing to release the
cartridge assembly, allowing the cartridge to be pushed out the
back of the housing.
8.4
BRAKES
5. Clean housing bore with alcohol. Inspect bore for scratches,
dents, cuts, or digs that might cause a leak. Replace housing if
severe damage is found.
6. Paint housing bore and cartridge o-rings with D.O.T. 3 brake

fluid. For the Fusion use DOT 4 brake fluid.
Polaris DOT 3 Brake Fluid

PN 2870990
FUSION use DOT 4 Brake Fluid
7. Align slots in cartridge with tabs in housing bore and insert

cartridge. Push cartridge through until outlet end of cartridge
snaps into place.
8. Install the lever and pivot pin by actuating the parking brake
lever enough distance for the head of the pivot pin to clear the
park brake lever.
8.5
BRAKES
9. Align the lever pivot hole with the housing pivot hole. Push pivot
pin down though the pivot hole and then install snap ring.
10. Install brake line by starting 2-- 3 threads, apply sealant, and
tighten snug.
11. Mount the master cylinder and switch pack to the handlebars
making sure the wires are not pinched or twisted.
Start all four screws prior to tightening. Tighten top two screws first,
followed by bottom two. Do not over tighten. This will create a gap
approximately .050-.100, between LH control and master cylinder at
the bottom of the assembly. There should not be a gap at the top when
correct tightening/torque sequence has been followed. Torque to
24-28 in.lbs.(2.7-3.2 Nm).
Master Cylinder Control Torque -
24-28 in. lb. (2.7-3.2 Nm)
12. Tighten brake line connector at outlet to 12-- 16 ft.lbs. plus two
turns.
Brake Line Torque -
12-- 16 ft. lbs. (16-- 22Nm)
8.6
BRAKES
13. Fill reservoir with clean DOT 3 brake fluid.
14. Bleed brakes as outlined in this chapter. Check entire system for
leaks and fill reservoir to fluid level line.
15. Install master cylinder reservoir cover and gasket. Torque screws
to 15-18 in.lbs. (1.7-2.0 Nm.)
Cover Screw Torque -
15-18 in. lb. (1.7-2.0 Nm)
LEVER AND/OR PIVOT PIN REMOVAL

1. For ease of service, remove master cylinder assembly as outlined
earlier in this chapter.
2. Squeeze the lever handle and actuate the parking brake lever
enough distance for the head of the pivot pin to clear the park
brake lever.
8.7
BRAKES
3. Remove snap ring and push pivot pin up through the hole.
4. Remove the pivot pin and the lever.
LEVER AND/OR PIVOT PIN INSTALLATION

1. Install the new lever by actuating the parking brake lever enough
distance for the head of the pivot pin to clear the park brake lever.
2. Align the lever pivot hole with the housing pivot hole.
3. Push the pivot pin down through the hole and install snap ring.
4. Reinstall master cylinder assembly.
8.8
BRAKES
PARK BRAKE LEVER AND/OR SPRING REMOVAL
1. Remove master cylinder cover screws and cover.
CAUTION: Brake fluid will damage finished surfaces. Do

not allow the brake fluid to come into contact with finished
surfaces.
2. Using a small screwdriver, lift long spring arm out of its notch in
the housing.
3. While pulling in an upward direction with the brake lever slightly

activated, gently wiggle the park brake lever and spring from its
pivot hole.
PARK BRAKE LEVER AND/OR SPRING

INSTALLATION
1. Place the spring on the upper pivot post of the park lever with the
formed spring arm fit into its position on the outer part of the park
lever. The straight spring arm will be pointing towards the back.
8.9
BRAKES
2. Rotate the straight spring arm counterclockwise while tilting the
park lever down and inserting the pivot post into the pivot hole.
Pivot Hole
Rotate
3. Release the straight arm of the spring and push the park lever pivot
post down into position.
4. With a small screwdriver, push the straight spring arm down until
it snaps into the notch in the housing.
5. Fill reservoir. Replace the master cylinder cover and screws.

Torque screws to 15-18 in.lbs. (1.7-2.0 Nm).
Cover Screw Torque -
15-18 in. lb. (1.7-2.0 Nm)
8.10
BRAKES
BRAKE PAD REPLACEMENT
WARNING The rider’s safety depends on correct installation. Follow the procedures carefully.
CAUTION Wear eye protection when servicing brake assembly.
The caliper assembly is mounted on the chaincase, which allows ease of brake pad and caliper service. Measure brake pads from
the back of the backing plate to the surface of the friction material as shown in illustration.
Replace pads when worn beyond service limit.
4
1
Pad and holders must be replaced as a set.
2
ITEMS
1. Piston
2. Piston Seal
3. Spring Clip
4. Brake Pads
5. Bleeder Screw
6. Caliper 5
REPLACEMENT
1. Clean any dirt from caliper and bolts. Brake cleaner may be
used to aid in cleaning of components. 6
2. Remove the spring clip pin. 3
3. Slide brake pads out of caliper. Discard old pads. Replace

with new pads, install spring clip.
CAUTION Piston must not be forced back into the caliper at an angle or bore damage may occur.
Minimum Pad
Thickness
.250″
(6.35mm)
PARK BRAKE LEVER LOCK
Release park brake lock before driving or brake system failure or fire may result.
WARNING
Apply brake lever to release parking brake.
8.11
BRAKES
NOTES
8.12
Trail/600/700/800 RMK Front Suspension . . . . . . . . . . . . . . . . . . 9.1
600/800 Switchback Front Suspension . . . . . . . . . . . . . . . . . . . . . 9.2
900 RMK Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3
Steering Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4
Camber Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.5
Radius Rod and Tie Rod End Procedure . . . . . . . . . . . . . . . . . . . . 9.5
Rod End Engagement Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . 9.5
IFS Steering Alignment Specifications . . . . . . . . . . . . . . . . . . . . . 9.6
Spindle Centering / Set Up Width / Camber Adjustment . . . . . . . 9.7
Camber Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.8 - 9.9
Handlebar Centering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.10
Toe Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.10
Ski Spindle Bushing Removal/Installation . . . . . . . . . . . . . . . . . . 9.11 - 9.12
Steering Arm Orientation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.12
Ski Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.13 - 9.14
Torsion Bar Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . 9.14
IQ Sway Bar Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.15
Handlebar Torque and Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . 9.16
Carbide to Ski Placement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.16
IQ Spindle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.17
STEERING
FRONT SUSPENSION - TRAIL/600/700/800 RMK
Bulkhead end Orientation
Apply Premium All Season Grease, PN2871322

(3oz.), to all grease zerks located on suspension
assemblies.
Illustration depicts proper orientation of rod ends and

bolts on steering components.
9.1
STEERING
FRONT SUSPENSION - 600/800 SWITCHBACK
Bulkhead end Orientation
Apply Premium All Season Grease, PN2871322

(3oz.), to all grease zerks located on suspension
assemblies.
Illustration depicts proper orientation of rod ends and

bolts on steering components.
9.2
STEERING
IQ FRONT SUSPENSION
9.3
STEERING
STEERING INSPECTION
Prior to performing steering alignment, inspect all steering and suspension components for wear or damage and replace parts as
necessary. Refer to steering assembly exploded views in this chapter for identification of components and torque values of
fasteners. While disassembling, make notes of what direction a bolt goes through a part, what type of nut is used in an application,
in which direction do the steering arms go on - weld up or weld down, etc.
Some of the fasteners used in the IFS are special and cannot be purchased at a hardware store. Always use genuine Polaris parts and
hardware when replacing front end components. Review steering adjustment guidelines before making adjustments.
The following components must be inspected at this time:
Always follow rod end engagement guidelines on page 9.5. Maximum setup width must be checked whenever front suspension
components are adjusted or replaced.
- Tie rods and tie rod ends

- Radius rods and radius rod ends
- Torsion bar and bushings / linkage (where applicable)
- Handlebars and steering post assembly
- Spindles and bushings
- Trailing arms and bushings
- Skis and skags
- Bell crank / Pitman arm / Idler arm
- Steering arms
- Shock absorbers, shock mounts, springs
- All related fasteners - check torque. Refer to steering exploded views at the beginning of this section.
- Grease all fittings.
ALIGNMENT BAR SPECIFICATIONS
Material: C-1018
Diameter: .623″ - .625″
(15.82 - 15.87 mm)
Length: 45″ (114.3 cm.)
45″ (114.3 cm.)
∅=.623-.625″ (5/8)
(15.83-15.88 mm)
9.4
STEERING
CAMBER DEFINITION Positive, Negative, and Neutral (0°) Camber
The following definitions of camber use automotive terminology to

describe positive and negative positions. Refer to the illustration at
right.
S 0 (Neutral) Camber - Spindle is 90_ (perpendicular) to ground
S + (Positive) Camber - Spindle bottom is canted inward toward
chassis
S - (Negative) Camber - Spindle bottom is canted outward from
chassis
Front View
Tie Rod End Support

Edge
RADIUS ROD AND TIE ROD END PROCEDURE
Radius rod and tie rod ends must be parallel to their respective mount-
ing surface after tightening jam nut as shown at right. Hold tie rod or
radius rod and tighten jam nut. If possible, support the edge of the rod
end as shown to keep it from rotating out of position until jam nut is Mounting
tight. When tie rod ends are properly tightened, the tie rod should ro- Surface
tate freely approximately 1/8 turn.
Incorrect Correct
ROD END ENGAGEMENT GUIDELINES
Tie Rod Or Radius Rod End Jam Nut
Tie Rod Or Radius Rod End Must

Engage Rod A Minimum Of 2x Thread
Diameter When Adjustment Is Complete
Tie Rod Or
EXAMPLE
Diameter Of Rod Radius Rod
7/16″ Rod End x 2 = 7/8″
Minimum Thread Engagement =7/8″ End x 2 = Minimum
Thread Engagement Thread Engagement
11mm x 2 = 22mm
Minimum Thread Engagement =22mm
9.5
STEERING
IFS STEERING ALIGNMENT SPECIFICATIONS
The following information is to be used for 2005 Polaris Snowmobile front suspension setup. The data in the following table is
based on the 2005 Polaris factory settings. Maximum Width and Camber measurements are to be taken with the front end
elevated and shocks at full extension. Toe alignment is measured at ride height.
Suspension Type Maximum Setup Width Camber Toe Out

± 1/4″ (6mm) (At Ride Height)
ALL MODELS
42.5 EDGE
42.5” 42.31
42.31” .82
.82”
600, 800 Switchback (107.4 cm.) (2.08 cm.)
41” EDGE RMK/VERTICAL ES- 1/8” -- 3/8”

CAPE 40.90” .735
Trail RMK, 600, 700, 800 RMK (104cm.) (1.87cm.)
TOE OUT
IQ RMK
900 RMK 39.50” 2.46”
(100cm.) (6.2cm.) At Normal Ride
Height
WIDTH NOTE: Width is measured in inches from the center of the spindles near the grease fitting for the ski mount bolt located
at the base of the spindle. The tolerance on this measurement is ± 1/4”.
TOE ADJUSTMENT NOTE: Toe is measured in inches with the machine on the ground and resting at normal ride height -
not full rebound. Measure at a point 10” (2.54cm.) forward of the ski mount bolt and 10” behind the ski mount bolt, preferably
on the center line of carbide skags. Note: Measurements to points on the skis may be inaccurate.
Camber measurement is taken in inches from top of alignment bar to the top of ski mount hole in the spindle (bushing removed).
9.6
STEERING
SPINDLE CENTERING / SET UP WIDTH / CAMBER ADJUSTMENT
Prior to performing steering alignment, the suspension should be inspected for damage or wear and replacement parts installed
as required. See inspection section in this chapter.
WARNING
A maximum set up width is listed in the chart in this chapter. Maximum set up width is the maximum allowable distance
between ski spindle centers with front end of vehicle off the ground and suspension fully extended. The Maximum Set Up
Width specifications are maximum width measurements, and are critical to ensure adequate torsion bar engagement with
the trailing arm. If the suspension is set too wide , the torsion bar may disengage from trailing arm. Do not attempt to set
the suspension wider than the specified Maximum Set Up Width.
1. Make sure the track is properly aligned. Refer to Maintenance Chapter for procedure. This will be used as a reference point for
final toe out measurement.
2. Support the front of the machine 1-2” (2.5-5.1 cm.) with the skis off the floor.
3. Remove skis and ski pivot bushings.
4. Disconnect adjustable torsion bar linkage where applicable.
5. Measure spindle to chassis centering as shown and record
measurement. Both spindles should be an equal distance ± 1/8“ (3
mm) from the center of the chassis after adjusting camber, width.
This measurement is controlled by adjusting radius rod length.
6. Measure set up width and record. This measurement is controlled

by adjusting radius rod length, and must not exceed the Maximum
Spindle To Chassis
Setup Width listed in the appropriate table (at the front of this Centering
section) after all steering adjustments are complete. See Left = Right ± 1/8″.
illustration below for procedure.
Camber / Width / and Centering are dimension that depend on each other. Each one should be checked after any changes made.
Straight Edge
Measure the center to center of the spindles with the front end elevated and
suspension fully extended to determine set up width. Using a straight edge
scribe a mark in the center of the spindle. As close to the base of the spindle
tube as possible
Make marks here at the center of the contact

area. Measure from mark to mark
9.7
STEERING
CAMBER ADJUSTMENT
Measure Here
Radius Rods must remain parallel to the bulkhead after rod end jam cuts are tightened to specifi-
CAUTION
cation. See illustration on page 9.5 for illustration.
After camber adjustment is complete, be sure to measure set up width outlined in this chapter
WARNING
and compare to model specifications listed. Do not attempt to set suspension wider than the spe-
cified maximum set up width. If set up width exceeds maximum, adjust upper and lower radius
rods equally to maintain camber adjustment.
1. Determine which spindle requires the greatest amount of correction by installing the alignment bar through one side to the
opposite spindle. Remove the bar and install it through the other side to the opposite spindle.
2. Using a 3/8” (1 cm.) drive 11/16” (1.7 cm.) crow foot wrench and 20” (51 cm.) long 3/8“ (1 cm.) drive extension, loosen the
radius rod end jam nut. Remove the lower radius rod bolt from the spindle requiring the most camber correction. Adjust the
opposite side next.
3. EDGE: To adjust camber, change lower radius rod length (A) until alignment bar measurement is within specified range for
each spindle. Refer to charts on page 9.6 for camber specifications.
4. IQ: To adjust camber, change the upper rod end length (B) until alignment bar measurement is with the specified range for
each spindle. Refer to charts on page 9.6 for camber specifications.
5. Tighten all jam nuts. Torque radius rod attaching bolts to specification.
6. Re-check set up width and compare to specifications.
Radius Rod End Jam Nut Torque -

Radius Rod Attaching Bolt Torque -
8-14 ft. lbs. (11-19 Nm)
3/8″(outer) 28-30 ft. lbs. (38.6-41.4 Nm)
7/16″ (inner top) 35-40 ft. lbs. (48-55 Nm)
1/2″ (inner bottom) 40-50 ft. lbs.(55-69 Nm)
IQ End Jam Nut Torque -
32 --37 ft.lbs.(142--165Nm)
9.8
STEERING
CAMBER INSPECTION EXAMPLE

All Models - Elevate Front End - Shocks Installed
Typical CRC Shown - Style varies by model
Suspension Free Hanging With

IFS Shocks Installed
Upper radius rod
Lower radius rod
Radius Rod End

Jam Nuts
Attaching Bolts
Measure Here
Refer to specifications for:

SIFS type
SSpecified amount of camber
- To adjust, lengthen or shorten appropriate lower radius rod until top of bar is within specified camber
distance. Measurement should be taken from top of alignment bar to top of ski pivot bushing hole in
spindle (bushing removed). Radius rod must be re-attached to trailing arm before measuring.
CAMBER - ACCEPTABLE RANGE
EXAMPLE:
Specified Camber = 3/4″ (19mm)
Specified Tolerance = ± 5/16″ (8mm)
Acceptable Range = 7/16″ - 1 1/16″ (11-27mm)
Refer to specification chart
Range
Specified Camber
9.9
STEERING
HANDLEBAR CENTERING Handlebar Centering
1. With alignment bar in spindles and tie rod ends disconnected,
center the steering rack by pointing the pitman arm and idler arm
straight forward.
2. Center the handlebars by adjusting drag link length. Tighten jam
nuts to specification listed in exploded views.
3. The steering arms should be parallel to the ski centerline or Adjust Drag Link Pitman Arm and
slightly inward. To Center Bars Idler Arm Point
Straight Forward
4. Re-attach steering tie rod ends (C) to steering arms. It may be

necessary to loosen the tie rod adjustment jam nuts (B) and adjust
tie rod length (A) as required until rod end studs can be installed in
steering arm. Torque tie rod end attaching nuts to specification
C
listed in exploded views. If tie rod adjustment was necessary, do A
not tighten them until toe adjustment is complete.
B
5. Perform toe adjustment.
NOTE: Measurements A&B should be

equal and taken 10″ (2.54 cm.) fore and
aft of spindle center as shown with toe
TOE ADJUSTMENT (EDGE SHOWN) alignment travel bars installed.
6. Remove alignment bar from spindles.

7. Toe alignment is set with shocks installed on Edge.
A
8. Install skis. 10″
9. With the front of the machine still securely supported off the
ground, install a block or spacer between the rear of the ski 10″
frame and the bottom of the trailing arm. B
10. Adjust toe so skis / carbides are parallel - zero toe out or toe in
with toe alignment travel bar installed. Measure from equal
point on skag centerline to straightedge to determine the
amount of adjustment required per ski. Measuring from points Straightedge
on skis may vary and should not be used. Against Track
11. To adjust toe, hold tie rod flats or support edge of tie rod end
with a wrench or flat stock to keep it from rotating. Loosen jam
nuts on each end of both tie rods. Turn tie rod as required to
adjust toe.
12. Hold tie rod and tighten jam nuts. Be sure to position inner and
outer tie rod ends parallel to their respective mounting surface as
shown. When tie rod ends are properly tightened, the tie rod
should rotate freely approximately 1/8 turn. See page 9.5. 10″ 10″
Toe Measurement
9.10
STEERING
SKI SPINDLE BUSHING REMOVAL
1. Remove steering arm.
2. Slide spindle and ski assembly out bottom of trailing arm and
Inspect spindle for wear or damage.
3. Remove old bushings and washer from bottom of spindle tube Bushings
with a drift punch. Inspect condition of washer and replace if
worn. Install new bushings, tapered end first.
Washer
SKI SPINDLE BUSHING INSTALLATION

4. Grease spindle shaft and new bushings with Polaris All Season
Grease.
All Season Grease
PN 2871322 (3 oz.)
PN 2871423 (14 oz.)
9.11
STEERING
5. Install spindle into trailing arm with grease fitting facing
rearward.
6. With ski facing straight forward, attach steering arm.
7. Install steering arm bolt and torque to specification.
Spindle Bolt Torque
28-30 ft. lbs. (38.6-41.4 Nm)
STEERING ARM ORIENTATION
WARNING
Steering arm orientation is important to ensure proper steering tie rod end thread engagement and steering performance.
Always mark steering arms and spindles before removal for reference upon reassembly. When installing new parts or after
steering arm installation, refer to the illustrations and text below. Always verify proper steering operation after complet-
ing adjustments or repairs.
1. The steering arms on each spindle should be parallel to slightly

inward in relation to each ski. When correctly installed the Forward
centerline of the ski and centerline of the ski bolt hole in the Correct
spindle will form (approximately) a 90_ angle or slightly greater.
As Close To
2. If the steering arm is installed incorrectly the threads of the 90° As Possible
steering tie rod end will not engage the tie rod sufficiently, and the
angle formed between ski and ski bolt centerlines is considerably
less than 90° as shown at right. Threads engage
tie rod at least ≥90°
3. Reinstall torsion bar linkage (where applicable). Torque attaching 3/4″ (19mm).
bolts to specification. Steering Arm
Bolt Torque
30 ft. lbs.
(41.5 Nm)
9.12
STEERING
SKI INSTALLATION
SKI INSTALLATION - STEEL SKIS
- Install ski over spindle, slight- Ski Spindle

ly in front of ski saddle with ski Ski Saddle
pointing outside. Front
- Slide ski forward until spindle of ski
is just behind ski saddle and turn
to the forward position.
- Slide ski forward so spindle is
behind ski saddle.
- Apply soapy water solution to Rubber
the rear portion of the rubber ski Ski
stop. Install ski stop on top of ski Stop
saddle with large portion forward.
- Push ski back to slide spindle Forward
into place. From outside of ski,
install bolt and castle nut. Torque
to 36 ft. lbs. Install cotter pin and
bend both legs
SKI INSTALLATION - COMPOSITE

- Install ski stop with large
portion toward rear of ski.*
*Optional position. Normal instal-
lation consists of large end for-
ward.
- Install cotter pin

and bend both legs.
- Carefully lower machine.

- Install ski to spindle. From outside of ski, install bolt,
washers, and castle nut. Torque to 36 ft.lbs. (5 Nm)
9.13
STEERING
SKI INSTALLATION
ACCUTRAC SKI INSTALLATION

- Install ski stop with tall portion
toward front of saddle-less ski.
NOTE: These washers are
slightly concave. The inside
- Saddle-less skis will not require curve should go toward the ski.
the use of the metal support.
- When installing a saddle-less ski

with this type of ski stop, the 90_ flat por- Ski
tion of stop should face toward the front
of the ski.
Washer
- Install Ski to spindle. From outside

of ski, install bolt, washers and nylok
nut. Torque to 36 ft. lbs. (4.97 kg-m).
- Carefully lower machine
EDGE TORSION BAR REMOVAL

1. Remove trailing arm assembly if applicable.
2. Using a small pin punch, tap out the rivet mandrels in the center of
the torsion bar support rivets.
3. Using a 1/4“ bit, drill out the center portion of the rivets.
4. Punch out the rivet body.
5. Remove support and torsion bar.
6. Repeat procedure for second torsion bar.
EDGE TORSION BAR INSTALLATION

1. Rivet support in place using Polaris PN 7621449 rivets.
These high strength “Q” rivets are the only replacement rivets recom-
mended for this application. Torsion Bar Support Rivets
2. Reinstall torsion bar. PN 7621449
3. Reinstall trailing arm assembly.
4. Check camber and toe adjustments.
9.14
STEERING
IQ SWAY BAR REPLACEMENT
E
C
D
B
SWAYBAR REMOVAL/INSTALLATION
1. Remove the lower control arm.
2. Remove the torx head screws (A) on the sway bar bushing retainer (B).
3. Remove the rivets (C) that hold the bushing (D) in place and remove the bushing.
4. Remove the sway bar (E).
5. Install in reverse order of removal.
9.15
STEERING
HANDLEBAR TORQUE AND SEQUENCE
1. Remove handlebar cover.
2. Using a 7/16“ (11 mm) wrench, loosen four nuts on bottom of adjuster block. Turn handlebar to left or right for access to back
nuts.
3. Adjust handlebar to the desired height. Be sure that handlebars, brake lever and throttle lever operate smoothly and do not hit
the fuel tank, windshield or any other part of the machine when turned fully to the left or right.
IMPORTANT: When adjusting the handlebar, be sure the serrations in handlebar and adjuster block match before torquing.
4. Torque the handlebar adjuster block bolts to specification following sequence shown. The gap should be equal at front and
rear.
Handlebar Adjuster Block Bolt Torque -

Socket Screws
11-13 ft. lbs. (15 - 18 Nm) 2
1
3
5. Replace handlebar cover.
4
CARBIDE TO SKI PLACEMENT

A good starting point for placement of carbide is 50/50 (50% forward
and 50% behind the ski mounting bolt). This can be varied depending
on the aggressiveness of the carbide and the strength of the driver.
Make sure the leading edge of the carbide has a small chamfer.
More carbide trailing will cause the machine to track straighter, but
steering effort will increase.
50% 50%
5″ 5″
60% 40%
6″ 4″
9.16
STEERING
IQ STEERING SPINDLE ASSEMBLY
FUSION
RMK
IF THE RMK SPINDLE IS ASSEMBLED INCORRECTLY

DAMAGE TO THE SPINDLE MAY OCCUR.
9.17
Front Suspension Set up and Adjustments . . . . . . . . . . . . . . . . . . . 10.1
IFS Shock Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2
IFS Spring Explanation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3
Compression Damping Adjustable Shocks . . . . . . . . . . . . . . . . . . . 10.4
IFS Shock Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5
IFS Shock Valving Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5
IQ Spindle/ Control Arm Replacement . . . . . . . . . . . . . . . . . . . . . 10.6
FRONT SUSPENSION
SUSPENSION ADJUSTMENT PROCEDURES
FRONT SUSPENSION SETUP AND ADJUSTMENTS

Spring preload is one of the adjustment options which affects ride.
Preload is the amount of pressure at which the spring is held. The lon-
ger the installed length of the spring, the less the amount of pre-load; Turning
the shorter the installed length of the spring, the more the amount of clockwise in-
creases
pre-load. An increase in IFS shock spring pre-load will result in an in-
preload
crease in ski pressure.
To adjust front spring preload on threaded adjust models, grasp the

spring and turn in a clockwise direction (as viewed from the bottom
of the shock) to increase the preload. Turn in a counterclockwise di-
rection to decrease preload.
Low Preload
In the adjacent illustration, high preload and low preload positions are
depicted.
High Preload
When adjusting, be sure springs on both the left and right sides of the
machine are at the same adjustment.
For the best ride the spring preload should be as low as possible. Set
the preload to use the full travel of the ski shock with occasional light
bottoming.
CAUTION:
If the plastic nut is unscrewed from the threaded body the nut will
break. Always leave one thread showing above the plastic nut or
the spring coils will stack, resulting in damage. Always leave
at least
one thread
For the best ride the spring preload should be as low as possible. Set
showing
the preload to use the full travel of the ski shock with occasional light
above nut
bottoming. To determine if your machine is using full travel, push the
shock jounce bumper down as far as it will go on the shock rod and
test ride the machine.
The bumper will move up on the rod in direct relation to the amount
of travel. For example, if the shock travel is full, the bumper will be
seated at the top of the shock.
S Remove the existing spring and install the next highest rate
spring, or Push jounce
bumper down Shock rod
S Reduce the preload on the existing spring and change the shock
valving to obtain the desired effect. NOTE: Shock valving can as far as it
will go on
only be adjusted or changed on models equipped with Ryde FX,
shock rod
Indy Select or Fox shocks.
10.1
FRONT SUSPENSION
IFS SHOCK SPRINGS
Active
Part Total # of Rate Free Wire End Dia End Dia
# of O.D.” Tabbed Application
Number Coils (#/in) Length Dia. #1 #2
Coils
7041396-067 13.35 11.35 50.00 11.88” .283” 1.89” 2.25” 2.82 Yes Ryde FX
7041398-067 12.72 10.72 75.00 11.88” .312” 1.89” 2.25” 2.88 Yes Ryde FX
7041405-067 13.40 11.40 65.00 11.88” .306” 1.89” 2.25” 2.82 Yes Ryde FX
7041489-067 14.70 74/120 11.30” .312” 1.89” 1.89” 2.75 Yes Fox
7041491-067 13.00 11.00 185.00 13.50” .438” 1.90” 2.48” 3.60 Yes
7041520-067 10.60 8.60 90.00 10.50” .283” 1.89” 1.89” 2.57 No
7041528-067 17.57 74/160 var 11.30” .306” 1.89” 1.89” 2.53 Yes
7041529-067 19.39 50/140 var 11.30” .283” 1.89” 1.89” 2.50 Yes
7041530-067 14.42 70/105 var 10.50” .283” 1.89” 1.89” 2.50 Yes
7041549-067 9.17 140.00 10.75” .331” 1.89” 2.25” 2.75 Yes Ryde FX
7041550-067 8.29 120.00 10.80” .306” 1.89” 2.25” 2.75 Yes Ryde FX
7041551-067 9.55 100.00 10.75” .306” 1.89” 2.25” 2.75 Yes Ryde FX
7041552-067 9.09 80.00 10.75” .283” 1.89” 2.25” 2.75 Yes Ryde FX
7041553-067 11.46 60.00 11.33” .283” 1.89” 2.25” 2.75 Yes Ryde FX
7041554-067 9.09 80.00 10.75” .283” 1.89” 1.89” 2.75 Yes Fox
7041571-067 10.40 8.40 70.00 10.50” .263” 1.89” 1.89” 2.53 No
7041573-067 9.28 160.00 10.00” .331” 1.89” 1.89” 2.91 Yes Fox
7041574-067 10.32 140.00 10.25” .331” 1.89” 1.89” 2.91 Yes Fox
7041575-067 10.36 120.00 11.42” .331” 1.89” 1.89” 2.87 Yes Fox
7041576-067 9.55 100.00 10.80” .306” 1.89” 1.89” 2.86 Yes Fox
7041591-067 12.79 80.00 12.25” .306” 1.89” 1.89” 2.75 Yes
7041598-067 9.71 105.00 9.33” .312” 1.89” 2.25” 2.894 Yes
7041613-067 14.01 75.00 11.88” .295” 1.89” 1.89” 2.62 Yes Fox
7041668-067 6.94 70.00 4.00” .219” 1.89” 1.89” 2.34 No
7041669-067 6.27 80.00 4.00” .218” 1.89” 1.89” 2.33 No
7041670-067 6.28 90.00 4.00” .225” 1.89” 1.89” 2.35 No
7041671-067 11.71 160.00 9.00” .331” 1.89” 1.89” 2.56 No Fox
7041672-067 10.63 180.00 9.00” .331” 1.89” 1.89” 2.56 No Fox
7041673-067 12.72 200.00 9.00” .362” 1.89” 1.89” 2.62 No Fox
7041674-067 12.72 220.00 9.00” .362” 1.89” 1.89” 2.62 No Fox
7041677-067 10.43 140.00 9.00” .306” 1.89” 1.89” 2.52 No Fox
7041678-067 8.65 100.00 7.00” .262” 1.89” 1.89” 2.43 No
7041683-067 12.12 80.00 11.88” .312” 1.89” 1.89” 2.87 Yes Ryde FX
7041698-067 5.84 100.00 4.00” .225” 1.89” 1.89” 2.35 No Fox
7041699-067 5.75 120.00 4.00” .235” 1.89” 1.89” 2.37 No Fox
7041701-067 10.57 120.00 9.00” .295” 1.89” 1.89” 2.49 No Fox
7041820-067 5.98 140.00 4.00” .250” 1.89” 1.89” 2.43 No Fox
7041821-067 5.91 160.00 4.00” .262” 1.89” 1.89” 2.49 No Fox
7041826-067 9.19 160.00 7.00” .306” 1.89” 1.89” 2.54 No Fox
7041826-067 8.85 180.00 7.00” .312” 1.89” 1.89” 2.54 No Fox
7041828-067 9.61 200.00 7.00” .331” 1.89” 1.89” 2.59 No Fox
7041829-067 8.92 220.00 7.00” .331” 1.89” 1.89” 2.59 No Fox
10.2
FRONT SUSPENSION
SPRINGS
Two types of springs are employed in Polaris suspensions, coil springs
and torsion springs. Following is some of the terminology used when
referring to coil springs. Coil Spring
S Free length - the length of a coil spring with no load applied to Length
Installed
the spring Length
S Installed length - the length of the spring between the spring re-
tainers. If the installed length of the spring is less than the free
length, it will be pre-loaded.
S Spring rate - the amount of force required to compress a coil
spring one inch. For example, if 150 pounds of force are required
to compress a spring 1 inch, the spring rate would be 150 #/in.
S Straight rate spring - the spring requires the same amount of force to compress the last one inch of travel as the first one inch
of travel. For example, if a 150 #/in. spring requires 150 pounds of force to compress it one inch, 300 pounds of force would
compress it two inches, 450 pounds of force would compress it three inches, etc.
S Progressively wound spring - the rate of the spring increases as it is compressed. For example, a 100/200 #/in. rate spring
requires 100 pounds of force to compress the first one inch, but requires 200 additional pounds to compress the last one inch.
When a bump is encountered by the suspension, the force of the bump compresses the spring. If the force were 450 pounds, a
100 #/in. spring would compress 4.5 inches. A 150 #/in. spring would only compress 3 inches. If the suspension had 4 inches
of spring travel the 100 #/in. spring would bottom out, while the 150 #/in. spring would have one inch of travel remaining.
10.3
FRONT SUSPENSION
COMPRESSION DAMPING ADJUSTABLE SHOCKS
Snowmobiles equipped with the Indy Select or Ryde FX shocks allow the driver to make adjustments to the compression valving
by turning the screw located near the base of the shock.
ADJUSTMENT
Locate the adjustment screw near the base of the shock. NOTE: This adjustment is easiest to make with the machine tipped
on its side.
WARNING
Be sure to shut off the fuel supply before tipping the machine to prevent fuel spillage and flooding of the carburetors.
By turning the screw clockwise (a small screwdriver or dime work well), the compression valving is increased, stiffening the ride.
To soften the ride, reduce the compression by turning the screw counter-clockwise. A great deal of ride performance is accom-
plished with a mere 1/2 to 1 turns. There are approximately 3 full turns of adjustment available.
How to Adjust IFS
If the suspension is “bottoming,” tighten the compression screw clockwise in 1/2 turn increments until the bottoming stops.
Backing off 1/4 turn counter-clockwise at this point should give you the best possible ride ensuring use of the full travel of the
suspension. The opposite procedure should be used if the suspension is too stiff upon initial set-up.
If bottoming continues after the screw is turned in full clockwise, the compression spring should be adjusted with the threaded
adjustment collar. Back the screw out to the original starting position after the compression spring has been adjusted.
Riding conditions are ever changing. Keep in mind the compression damping adjustable screw can be adjusted at any time to
achieve the best possible ride in any condition.
NOTE: Whenever shocks are replaced or reinstalled for any reason, the adjustment screw should be located toward the inside
of the suspension. Access to the adjuster is not possible if reversed. Fox Shocks should be installed with the charge fitting up.
Threaded Adjustment
Collar
Adjustment
Screw
10.4
FRONT SUSPENSION
SHOCK INFORMATION
IFS SHOCKS
IFS Shocks
Extended Collapsed Shock
Shock PN Stroke(in) IFP Depth (in) Shaft Part # PSI
Length(in) Length (in) Rod (in)
7042197 17.28 13.78 5.26 .49 N/A N/A N/A
7042059* 17.25 12.0 5.25 .49 7.46 1700025 200
7043049 17.02 11.27 5.75 .49 N/A N/A N/A
7043090* 17.00 11.20 5.80 .49 6.54 1700072 200
7043083* 17.69 12.56 5.13 .49 7.77 1700194 200
IFS SHOCK VALVING SPECIFICATIONS
7042059 7043090 7043083

C C
O .700X.012 C .700X.015 O .700X.012
M O M
.900X.010 M .800X.006 .900X.010
P P
R 1.00X.008 P .900X.006 R 1.00X.008
E 1.10X.012 R 1.00X.006 E 1.10X.012
S
S- E S
S-
1.25X.015 S-
S 1.10X.008 1.25X.015
S S
I .900X.008 S 1.25X.006 I .900X.008
O 1.00X.006 I .800X.008 O 1.00X.006
N O N
1.30X.006 N 1.10X.006 1.30X.006
1.30X.008
PISTON ORIFICE .086 PISTON ORIFICE .081 PISTON ORIFICE .086
1.25X.008
R
R 1.25X.010 E-
E 1.10X.008 R 1.25X.010
E
E- 1.10X.010 B 1.00X.008 E
E- 1.10X.010
B O B
O 1.00X.008 U .900X.008 O 1.00X.008
U N .800X.008 U .900X.008
.900X.008
N D N
D .800X.008 .700X.008 D .800X.008
10.5
FRONT SUSPENSION
IQ SPINDLE REPLACEMENT
K
F
G
J
E D
H
C
A
SPINDLE REMOVAL
1. Remove the flanged nut (A) on the lower spherical bearing (B).
2. Remove the retaining ring (C) on the lower portion of the spherical bearing.
3. Remove the camber bolt (D) from the top of the spindle.
4. Remove the steering arm from the spindle.
5. Replace the spindle.
SPINDLE REPLACEMENT
1. Replace the steering arm and torque the bolt to 29 ft.lbs.
2. Replace the camber bolt (D) and torque the jam nut (F) to 35 ft.lbs.
3. Replace the retainer ring (C) on to the lower portion of the spherical bearing.
4. Replace the flanged nut (A) on the lower spherical bearing bolt (E) and torque to 29 ft.lbs.
UPPER AND LOWER CONTROL ARM REMOVAL

1. Remove the spindle and shock.
2. Remove the lower control arm bulk head blots (G).
3. Remove the lower control arm (B) and remove bushings (H).
4. Remove the upper control arm bolts (I).
5. Remove the upper control arm (J) and remove the bushings (K).
6. Install in reverse order and follow the torque specifications found on page 9.3
10.6
Rear Suspension Removal/Installation . . . . . . . . . . . . . . . . . . . . . . 11.1
Rear Suspension Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.2
Rear Suspension Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3
Front Torque Arm Limiter Strap Adjustment . . . . . . . . . . . . . . . . . 11.4
Suspension Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . 11.4
Rear Torsion Spring Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.5
Torsion Spring Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.6
Optional Torsion Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.7 -- 11.8
Hi--fax Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.9
Track Clip Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.9
Suspension Points / Torque Specifications . . . . . . . . . . . . . . . . . . . 11.10
Suspension Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.10
Switchback/RMK 136’ Suspension Set Up . . . . . . . . . . . . . . . . . . . 11.11
RMK 144”/151”/159”/166” Suspension Set Up . . . . . . . . . . . . . . . 11.12
Front Torque Arm Limiter Strap Adjustment . . . . . . . . . . . . . . . . . 11.13
Rear Shock Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.14
Rear Shock Valving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.15
Valving Part Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.16
Shock Rebuilding Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.17
Shock Valving Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.18
Gas Shock Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.19
Ryde FX Shock Rebuilding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.20 - 11.24
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.25
REAR SUSPENSION
REAR SUSPENSION
A B C
REMOVAL
This system consists of a right side mounted chaincase with right side mounted brake assembly.
1. Turn OFF fuel valve (if applicable).
2. Drain all the fuel from the fuel tank into an approved container to avoid spillage.
3. Support the rear of the machine (A).
4. Place drip pan under chaincase and remove drain plug. Dispose of used chaincase oil properly.
5. Remove drive belt and driven clutch.
6. Remove three bolts, nuts, and washers securing angle drive and bearing flannelettes (B).
7. Loosen the track tension.
8. Remove four suspension mounting bolts.
9. Place a protective mat on floor and tip machine onto left side.
10. Unhook the rear torsion springs to relieve pressure on the torque arm for ease of removal. Loosen rear shaft bolts and adjuster
bolts, slide rear shaft forward for ease of removal.
11. Remove rear suspension by pulling rear of track outward and sliding suspension forward. Lift out rear of suspension first (C).
INSTALLATION
1. With the machine on its side, insert the front of the suspension assembly into the chassis first.
2. Carefully turn the machine upright and support it like you did when removed the suspension.
3. Align the suspension rails with the track clips.
4. Lower the machine so that you can align the suspension bolts, through the chassis and into the suspension mounts.
5. Adjust the track tension to the correct specification found on page 3.10.
11.1
REAR SUSPENSION
REAR SUSPENSION OPERATION
REFER TO SPECIFICATIONS SECTION FOR SUSPENSION TYPE / MODEL APPLICATION
The primary function of the rear suspension is to provide a comfortable ride in all types of riding conditions. It separates the rider
from the ground, while allowing for complete vehicle control. The rear suspension also must provide weight transfer and maintain
track tension.
The rear suspension has many adjustable features for fine tuning to achieve optimum comfort. The suspension can be adjusted
to suit rider preference and deliver excellent performance for a given set of conditions. It should be noted, however, that suspen-
sion adjustments involve a compromise or trade off. A machine set up to perform well in the moguls would not suit the preference
of a groomed trail rider.
WEIGHT TRANSFER
The shifting of weight from the skis to the

track is called weight transfer. As engine
torque is applied to the drive axle the torque
is transferred to the track, pulling it forward.
This energy also tries to pull the suspension
forward. The front torque arm reacts to this
force by pushing down on the front of the
track, in effect applying more weight to the
front of the track and reducing the weight on
the skis. It is important to note that energy
used to lift the front of the machine is not
available to push the vehicle forward.
Changing the angle of the front torque arm changes the suspension’s reaction to the force. Adjusting the length of the limiter strap
will change the front torque arm angle. Shortening the strap limits the extension of the front of the suspension; reducing the angle
of the torque arm and increasing ski pressure during acceleration. Lengthening the strap allows the front of the suspension to ex-
tend further; increasing the angle of the torque arm and decreasing ski pressure during acceleration. Limiter strap adjustment has
a great affect on weight transfer. Limiter straps only affect acceleration. It is important to check track tension whenever limiter
strap length is changed.
Front track shock spring preload also affects weight transfer. A stiffer spring and/or more preload on the spring transfers more
weight to the track. A softer spring and/or less preload keeps more weight on the skis. Keep your riding application in mind when
choosing springs and setting spring preload. Soft springs/preload will increase ski pressure, but may bottom out. Stiff springs/pre-
load will provide more track pressure (reduced ski pressure), but may result in a less comfortable ride.
During acceleration, the rear of the suspension will compress and the IFS will extend, pivoting the machine about the front torque
arm. Because of this pivoting effect, rear spring and spring preload also have some effect on weight transfer. Softer rear springs,
or less preload, allow more weight transfer to the track and reduce ski pressure. Stiffer rear springs, or increased preload, allow
less weight transfer to the track and increase ski pressure. The main function of the rear torque arm is to support the weight of
the vehicle and rider, as well as to provide enough travel to absorb bumps and jumps.
Shock valving also has an effect on weight transfer. Refer to shock tuning information in this chapter. Scissor stops also affect
weight transfer. See scissor stop information also in this chapter.
Rear Scissor blocks also have a big effect on weight transfer see page 11.4.
11.2
REAR SUSPENSION
It is a good idea to have customers break the suspension in for approximately 150 miles (240 km) before fine tuning adjustments
are made.
All settings will vary from rider to rider, depending on rider weight, vehicle speed, riding style, and trail conditions. We recom-
mend starting with factory settings and then customizing each adjustment individually to suit rider preference. The machine
should be methodically tested under the same conditions after each adjustment (trail and snow conditions, vehicle speed,riding
position, etc.) until a satisfactory ride is achieved. Adjustments should be made to one area at a time, in order to properly evaluate
the change.
The purpose of the front rear scissor stop (FRSS) is to control the bump attitude of the rear suspension. As the front torque arm
(FTA) hits the bump, it forces the rear scissor to collapse a predetermined amount, depending on the FRSS block position.
This accomplishes two important things, it allows a lighter spring rate on the FTA because it can borrow spring rate from the rear
torsion springs; and it prepares the rear portion of the suspension for the bump, reducing secondary kick back.
The FRSS is made of a resilient material allowing smooth action and preventing any suspension component damage.
This unique feature is applied to the EDGE rear suspensions.
Front Torque
Arm (FTA)
Rear Scissor
FRSS RRSS
FRSS with short (low) leg to rear. Note the front torque arm must collapse further to collapse rear
torque arm.
Front Torque
Arm (FTA)
Rear Scissor
FRSS RRSS
FRSS with long (high) leg to rear. Note this forces rear scissor to collapse with less front torque arm
movement than when in short position. This keeps the rails more parallel to the chassis.
11.3
REAR SUSPENSION
FRONT TORQUE ARM LIMITER STRAP ADJUSTMENT
One method of changing ski-to-snow pressure is to change the length of the
front torque arm limiter straps. The limiter strap is normally mounted in the
fully extended position.
S Lengthening the straps decreases ski pressure under acceleration.
S Shortening the straps increases ski pressure under acceleration.
Both limiter straps must be adjusted evenly and remain equal in length to
avoid improper Hi-Fax and track wear.
The RRSS controls weight transfer from the rear suspension to the skis. RRSS - low
It also influences the stiffness of the ride by controlling the amount of position shown
coupling action between the front and rear torque arms. To increase
the stiffness of the suspension, the RRSS should be set in the high posi-
tion.
On EDGE and Fusion models only, the RRSS can be totally removed
for maximum weight transfer. However, unless the torsion springs and
rear shock valving are changed, the ride will be compromised. Always
maintain equal adjustment on both sides. FRSS - low position shown
Be sure rear scissor stop face is square with the face of the scissor arm
to ensure complete contact.
RRSS - high
position shown
FRSS - medium position shown
Scissor Stop Block Position
Medium
Low Low
High
11.4
REAR SUSPENSION
REAR TORSION SPRING TENSION
Rear spring tension adjustments are made by rotating the eccentric spring block (A) as shown with the engine spark plug tool.
The block provides three spring tension positions. This adjustment is easier if the long spring leg is lifted over the roller and re-
placed after the block is properly positioned. Always maintain equal adjustment on both sides.
Torsion springs are much like coil springs, although shaped differently. The rate of the torsion spring is controlled by the wire
diameter of the spring, and the number of coils. Pre-- load is controlled by the free opening angle.
Torsion Spring
Load reduces
opening angle
Load
Wire
Dia.
A
A
A
Soft Tension Long End to Front Medium Tension (Short End Up) Firm Tension (Long End Up)
11.5
REAR SUSPENSION
ROUND SPRINGS VS SQUARE SPRINGS
Many snowmobiles now utilize a square profile rear torsion spring. Square springs are lighter in weight (1.5 lbs.), and smaller
in packaging. The square coils take up less room, therefore allowing the carrier wheels to be positioned more inward in the tunnel.
Another benefit of the square profile spring is the ability to maintain the same characteristics of the round spring, but have fewer
coils of wire.
The square profile springs will not retrofit to previous models. The length of the coil stack is shorter on the square springs and
the inside diameter of the coil stack is also smaller.
The spring rates between the round wire springs and the square wire springs are identical. For example: 7041465-067 has same
spring rate as 7041631-067 even though the wire diameter is different. The chart below shows equal spring rates between round
wire and square wire torsion springs.
Square wire torsion springs will not fit in machines that come with round wire springs standard.
4.5” 3.5”
Last 3 digits of part number
Last 3 digits of part number
Larger inside diameter Smaller inside diameter
Round Spring Square Spring
11.6
REAR SUSPENSION
TORSION SPRINGS
TORSION SPRING DETAIL

SPRING WIRE LEG 1 LEG 2 COIL ID # OF OPEN SPRING
SHAPE
PN DIA (IN) (IN) (IN) (IN) COILS ANGLE _ WDTH
7041371
.4375 16.50 4.50 Round 2.72 - 2.81 8.68 45 4.45
7041372
7041377
.406
406 16 50
16.50 4 50
4.50 Round 2 72 - 2.81
2.72 2 81 8 68
8.68 55 4 14
4.14
7041378
7041394
.406
406 17 20
17.20 4 Round 1 90 - 1.99
1.90 1 99 8 65
8.65 55 4 23
4.23
7041395
7041406
.421
421 17 20
17.20 4 Round 1 90 - 1.99
1.90 1 99 8 65
8.65 55 4 38
4.38
7041407
7041415
.406
406 14 65
14.65 4 50
4.50 Round 1 90 - 1.99
1.90 1 99 8 71
8.71 77 4 30
4.30
7041416
7041417
.421
421 14 65
14.65 4 50
4.50 Round 1 90 - 1.99
1.90 1 99 8 71
8.71 77 4 38
4.38
7041418
7041419
.437
437 14 65
14.65 4 50
4.50 Round 1 90 - 1.99
1.90 1 99 8 71
8.71 77 4 54
4.54
7041420
7041461
.421
421 16 50
16.50 4 50
4.50 Round 1 90 - 1.99
1.90 1 99 8 71
8.71 77 4 38
4.38
7041462
7041463
.406
406 16 50
16.50 4 50
4.50 Round 1 90 - 1.99
1.90 1 99 8 71
8.71 77 4 30
4.30
7041464
7041465
.437 16.50 4.50 Round 1.90 - 1.99 8.71 77 4.44
7041466
7041467
.437 17.2 4 Round 1.91 - 1.99 8.71 55 4.54
7041468
7041487
.437 17.2 4 Round 1.91 - 1.99 8.71 77 4.54
7041488
7041521
.406 16 4 Round 2.09 - 2.17 7.73 82 3.80
7041522
7041533
.437 17.2 2.75 Round 1.68 - 1.74 5.85 126 3.15
7041534
7041627
.347 16.5 4.5 Square 1.82 - 1.88 7.71 77 3.45
7041628
7041629
.359 16.5 4.5 Square 1.79 - 1.85 7.71 77 3.46
7041630
7041631
.375 16.5 4.5 Square 1.86 - 1.92 7.71 77 3.74
7041632
7041655
.405 16.5 4.5 Square 1.86 - 1.92 7.71 77 4.0
7041656
7041763
.359 16.5 4.5 Square 1.79 - 1.85 7.71 84 3.46
7041764
11.7
REAR SUSPENSION
TORSION SPRINGS
TORSION SPRING DETAIL

SPRING WIRE LEG 1 LEG 2 COIL ID # OF OPEN SPRING
SHAPE
PN DIA (IN) (IN) (IN) (IN) COILS ANGLE _ WDTH
7041856
.359 16.5 4.5 Square 1.79 - 1.85 7.71 85 3.46
7041857
7041895
.375 16.5 4.5 Square 2.225 6.71 90 3.52
7041896
7041897
.405 16.5 4.5 Square 2.225 6.75 90 3.55
7041898
7041902
.359 16.5 4.5 Square 1.79 - 1.85 7.75 90 3.5
7041903
7041911
.347 16.5 4.5 Square 1.82 - 1.88 7.75 90 3.49
7041912
7041940
.405 16.5 4.5 Square 2.232 6.71 77 3.55
7041941
7041942
.375 16.5 4.5 Square 2.225 6.71 77 3.52
7041943
7042064
.359 16.5 4.5 Square 1.95 - 2.01 7.64 50 3.45
7042065
7042068
.359 16.5 4.5 Square 1.95 - 2.01 8.64 47 3.75
7042069
7042079
.375 16.5 4.5 Square 1.98 8.64 47 3.94
7042080
7042101
.347 15.625 3.75 Square 1.69 - 1.71 6.71 77 3.45
7042102
7042139
.375 17.7 4 Square 2.35 6.71 77 3.1
7042140
7042157
.359 15.625 3.75 Square 1.82 - 1.84 6.71 77 3.46
7042158
7042159
.347 15.625 3.75 Square 1.89 - 1.91 6.71 77 3.45
7042160
7042240
.405 17.7 4 Square 2.35 6.71 77 3.25
7042241
11.8
REAR SUSPENSION
HI-FAX REPLACEMENT - ALL MODELS
EDGE Hi Fax Wear Limit
Hi-Fax replacement on all Polaris models is similar. When any area of
the Hi-Fax is worn to 1/8“ (3 mm.), it should be replaced. This will
save wear on other vital components.
7/16″ (1.1 cm)
The slide rail is designed to operate in conditions with adequate snow
cover to provide sufficient lubrication. Excessive wear may be due to
improper alignment, improper track adjustment or machine operation
on surfaces without snow.
EDGE
Replace Hi-Fax when worn to 7/16”.
Suggested Hi Fax Wear Limit:
EDGE/ FUSION / M-- 10 7/16“ (1.1 cm.)
New Hi-Fax are best used in deep snow conditions. Marginal snow or
hard-pack conditions are better suited to worn Hi-Fax, or Hi-Fax
which have been cured or broken in.
HI-FAX REMOVAL
1. Remove suspension from machine.

Some models may allow Hi Fax to be removed by sliding it through
track windows with the suspension mounted in the machine.
2. Remove front Hi-Fax retaining bolt. Located at the rail tip.

3. Use a block of wood or a drift punch and hammer to drive the
Hi-Fax rearward off the slide rail.
4. With Hi-Fax material at room temperature, install new Hi-Fax by

reversing steps 1 - 3.
Lightly coat Hi-Fax track clip area with a lubricant such as LPS2 or
WD-40 to ease installation.
Wide Hi-Fax should be narrowed on the leading sides to allow it to fit

through narrow windows.
TRACK CLIP REMOVAL

1. Position removal tool jaws on edge of clip. Track Clip Installation Tool (Camoplast)
PN 2871041
2. Squeeze handles together to spread clip.
Track Clip Removal Tool (Camoplast)
3. Remove clip. PN 2871337
TRACK CLIP REPLACEMENT
1. Place new clip in position on track.
2. Connect clip installation tool on top of clip.
3. Squeeze handles together to crimp new clip.
11.9
REAR SUSPENSION
Typical Suspension Lubrication / Torque Specifications
3/8″ top shock mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28-30 ft. lbs. (39 - 41 Nm)
3/8″ suspension mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 - 40 ft. lbs. (49 - 55 Nm)
7/16″ suspension mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 - 60 ft. lbs. (76 - 83 Nm)
Shock rod bolts (do not over torque) . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 ft. lbs. (17 Nm)
*Shock rods must pivot freely after torquing L
Torsion Spring
Idler Wheel
Rear Track Shock
Front Track Shock
Front Torque Arm

Rear Torque Arm
Bogie Wheel
Rail Tip
Rail Bumper
Slide Rail
11.10
REAR SUSPENSION
Switchbackt / EDGE 136” Suspension Set Up
11.11
REAR SUSPENSION
Edge RMK 144” / 151” / 159” / 166”
900 RMK = 5”
11.12
REAR SUSPENSION
Front Torque Arm Limiter Strap Adjustment
One method of changing ski-to-snow pressure is to change the length of the front torque arm limiter straps. The limiter
strap is normally mounted in the fully extended position.Below is and example of what the hang tag
Set Up Recommendations for Optimum Performance*

Deep Powder Snow Powder - Hardpack Hardpack
n Front Torque Arm - n Front Torque Arm - n Front Torque Arm -
low position for maximum standard position for High position for
lift and floatation. overall handling and speed increased control and less
over snow transfer.
* More detailed instructions and options are found on troubleshooting and set-up decals under the hood.
High Standard
Low
CAUTION
This unit is equipped with a deep lug track. High speed use on hardpack surfaces
is not recommended. Track lug damage may occur. High speed use should be
kept to a minimum with frequent slow-speed intervals for track cooling.
9918423
11.13
REAR SUSPENSION
SHOCK INFORMATION
FRONT TRACK SHOCKS

Front Track Shocks
7042085 12.49 8.92 3.58 .43 N/A N/A N/A
*7042084 12.51 8.92 3.59 .49 4.77 1700182 200
7043048 12.49 8.92 3.58 .43 N/A N/A N/A
*7042335 12.51 8.92 3.59 .49 4.77 1700182 200
REAR TRACK SHOCKS

Rear Track Shocks
7042058 16.71 10.96 5.75 .49 N/A N/A N/A
*7042176 16.61 10.97 5.64 .49 1.80 1700024 200
7043047 16.71 10.96 5.75 .49 N/A N/A N/A
*7043046 16.61 10.97 5.64 .49 1.80 1700220 200
*Notes a Rebuildable shock
11.14
REAR SUSPENSION
FTS SHOCK VALVING SPECIFICATIONS
7042084 7042335
C C
O .700X.012 O .700X.012
M .800X.008 M .800X.008
P P
R .900X.010 R .900X.010
E 1.00X.008 E 1.00X.008
S
S- 1.10X.008 S
S- 1.10X.008
S S
I 1.25X.012 I 1.25X.012
O .900X.008 O .900X.008
N N
1.30X.006 1.30X.006
PISTON ORIFICE .070 PISTON ORIFICE .070
R 1.25X.010 R 1.25X.010
E- 1.10X.012 E- 1.10X.012
B 1.00X.010 B 1.00X.010
O O
U .900X.010 U .900X.010
N .800X.010 N .800X.010
D .700X.010 D .700X.010
RTS SHOCK VALVING SPECIFICATIONS
7042176 7043046
C C
O .700X.012 O .700X.012
M .800X.008 M .800X.010
P P
R .900X.008 R .900X.008
E 1.10X.008 E 1.10X.008
S
S- 1.25X.006 S
S- 1.25X.006
S S
I 1.00X.006 I 1.00X.008
O 1.10X.006 O 1.10X.008
N N
1.25X.006 1.25X.008
PISTON ORIFACE .094 PISTON ORIFACE .081
1.25X.012 R 1.25X.012
R 1.25X.012 E- 1.10X.015
E
E- B
B 1.10X.015 1.10X.015
O
O 1.00X.012 U 1.00X.012
U .900X.012 N .900X.012
N D
D .800X.012 .800X.015
.700X.012 .700X.015
11.15
REAR SUSPENSION
RYDE FX OPTIONAL VALVING LISTED BY SHOCK PART NUMBER
Refer to the appropriate parts manual for a complete listing of Ryde FX shock parts.
Valve Washer Part Numbers
Part No. Description Part No. Description
1700080 ..... 0.700 x 0.004 1700095 . . . . 0.900 x 0.010
1700086 ..... 0.800 x 0.004 1700126 . . . . 1.000 x 0.010
1700092 ..... 0.900 x 0.004 1700131 . . . . 1.100 x 0.010
1700081 ..... 0.700 x 0.006 1700136 . . . . 1.250 x 0.010
1700087 ..... 0.800 x 0.006 1700141 . . . . 1.300 x 0.010
1700093 ..... 0.900 x 0.006 1700084 . . . . 0.700 x 0.012
1700121 ..... 1.000 x 0.006 1700090 . . . . 0.800 x 0.012
1700129 ..... 1.100 x 0.006 1700096 . . . . 0.900 x 0.012
1700134 ..... 1.250 x 0.006 1700127 . . . . 1.000 x 0.012
1700139 ..... 1.300 x 0.006 1700132 . . . . 1.100 x 0.012
1700082 ..... 0.700 x 0.009 1700137 . . . . 1.250 x 0.012
1700088 ..... 0.800 x 0.009 1700142 . . . . 1.300 x 0.012
1700094 ..... 0.900 x 0.008 1700085 . . . . 0.700 x 0.015
1700122 ..... 1.000 x 0.008 1700091 . . . . 0.800 x 0.015
1700130 ..... 1.100 x 0.008 1700120 . . . . 0.900 x 0.015
1700135 ..... 1.250 x 0.008 1700128 . . . . 1.000 x 0.015
1700140 ..... 1.300 x 0.008 1700133 . . . . 1.100 x 0.015
1700083 ..... 0.700 x 0.010 1700138 . . . . 1.250 x 0.015
1700089 ..... 0.800 x 0.010 1700143 . . . . 1.300 x 0.015
11.16
REAR SUSPENSION
SHOCK REBUILDING TOOLS
SPECIAL TOOLS PART NUMBERS

Part No. Description
2200421 Gas Shock Recharging Kit
2201639 Shock Shaft Seal Protector 1/2”diameter
2201640 Shock Shaft Seal Protector 5/8”diameter
2870623 Shock Absorber Spring Compression Tool
2870803 Shock Spring Pre-- Load Adjustment Tool
PS-- 45259 Gas Fill Tool
FOXT SPECIAL TOOLS PART NUMBERS

2871021 Shock body Holding Tool
2871352 Shock Rod Holding Tool 1/2” rod
2872429 Shock Rod Holding Tool 5/8” rod
2871232 Fox Shock Spanner
2871351 Fox Shock IFP Depth Tool
PS-- 44925 Fox Inner Tube Puller PS 2
RYDE FX TPART NUMBERS

PS-- 45259 Gas Fill Tool and Gauge (Incl. 5 needles)
PS-- 45259-- 1 Gas Fill Needles replacement pack
PS-- 45259-- 2 Gas Fill Gauge (replacement)
PS-- 45260 Lower Retainer Wrench
PS-- 45261 IFP Positioning / Extraction tool
PS-- 45262 Cylinder Head Wrench
PS-- 45263 Wear Band Tool
PS-- 45629 Arvin Shock Body Holder
PS-- 45280 Shock Collar Tool
PS-- 45821 Shock Reservoir Holder
SUSPENSION REBUILDING VIDEOS ARE ALSO AVAILABLE

PN 9917736 Mono Tube Shocks
PN 9917737 Remote Reservoir Shocks
11.17
REAR SUSPENSION
TYPICAL SHOCK VALVING ARRANGEMENT
Shown below is an example of how valving stacks are arranged. The Production Shock Information contain production valving
specifications and piston orifice sizes.
Parts in the box below are an example of standard valving.
* Note direction of valve piston before disassembly. The side with the greater number of slots should face the IFP (nut end
of the shaft).
Typical Valve Stack
Standard Valving
Shaft End
Compression Stack
.800 x .010
6-C
.900 x .010
5-C
1.00 x .010
4-C
1.100 x .010
3-C
Piston Orientation
1.300 x .010
2-C Side with greater # of
slots must face nut end
Toward Shaft (Toward nut & IFP)
1-C 1.300 x .012 (Fewer slots)
Slots
Piston*
Orifice
Rebound Stack
1.250 x .010
1-R
1.100 x .010
2-R Orifice must be drilled to required size on
replacement valve pistons.
1.000 x .010
3-R
.900 x .010
4-R
.800 x .010
5-R
6-R .700 x .010
Nut End
Changing oil Shocks is recommended annually and should be included when performing end of season storage preparation. For
competition use, shocks should be disassembled, inspected and serviced more frequently.
11.18
REAR SUSPENSION
SHOCK MAINTENANCE
Changing oil on Shocks is recommended annually and should be in-

cluded when performing end of season storage preparation. This oil
change is necessary to avoid any chance of corrosion which could be
caused by moisture contamination.
When performing maintenance on Shocks, use Gas Shock Recharging
Kit PN 2200421. It consists of the necessary valves, pressure gauge, and
fittings to deflate and pressurize the shocks. The Body Holder Tool, In-
ternal Floating Piston (IFP), and Shock Rod Holding Tool are not in-
cluded in the Recharging Kit and must be ordered separately. Refer to
your SPX Specialty Tool catalog for part numbers.
Gas Shock Recharging Kit
PN 2200421
DANGER Extreme caution should be observed while handling and working with high pressure service
equipment. Wear a face shield, safety glasses, and ear protection during service of these shocks.
Extreme caution should be observed while handling and working with high pressure service equipment. Wear a face shield, safety
glasses, and ear protection during service of these shocks.
Care should be observed while handling the inflater needle and pressure gauges. Maintain your equipment and keep it in good
condition. If injury should occur, consult a physician immediately.
Extreme cleanliness is of utmost importance during all disassembly and reassembly operations to prevent any dirt or foreign par-
ticles from getting into the shocks.
Keep the parts in order as they are disassembled. Note the direction and position of all internal parts for reassembly.
11.19
REAR SUSPENSION
RYDE FXT SHOCK MAINTENANCE
Procedures for the proper disassembly and assembly of RydeFX gas charged IFP and emulsion mono-- tube shock absorbers.
Before servicing a gas shock it is important that all the gas pressure be discharged from the unit.
DANGER Refer to the instructions listed below for the proper procedure of discharging the gas pressure
from a shock. Protective eyewear should be worn to avoid risk of injury while servicing RydeFX
gas charged mono-- tube shocks.
Remove the shock from the vehicle.
S If shock incorporates spring; remove spring

and collateral retainers.
Before unscrewing pre-- load springs, measure the compressed

length of the installed spring and mark position for reinstallation.
(PICTURE 1)
CAUTION: When removing the spring from a shock that

1
utilizes a fixed lower retainer; the use of a proper spring
compressor should be used to avoid risk of bodily injury.
Wash the shock body in parts cleaner; then dry with compressed
air to remove sand and dirt.
WARNING: When using compressed air to dry components, pro-

tective eyewear should be worn to avoid risk of injury.
Remove bearing, sleeve and/or bushings from lower shock mount

eyelet. Secure the lower mount of the shock in a vise. The use of
soft jaws is recommend to prevent damage or marks to the shock.
(PICTURE 2)
2
CAUTION: It is important that the gas shock be retained in
the vise by the lower mount. Any other method of securing
the chock body during these procedures may deform the
shock body cylinder.
Remove the small button head screw from the pressure valve as-
sembly. (PICTURE 3)
DEPRESSURIZING SHOCK:
A) Internal Floating Piston Shocks, using a slotted screwdriver,
loosen the pressure valve assembly counter-- clockwise two full
revolutions allowing the gas pressure to fully escape past the pres- 3
sure valve assembly O-- ring.
11.20
REAR SUSPENSION
B) Emulsion Shocks : With the shock inverted and the piston
rod fully extended, secure the lower mount of the shock in a
vise. Allow a couple of minutes for the gas pressure to sepa-
rate from the oil and rise to the top. Using a rag as a shield to
prevent spraying gas and oil; place rag over top the pressure
valve assembly and slowly loosen the valve assembly with
slotted screw driver three full revolutions, allowing all the gas
pressure to escape past the pressure valve assembly O--
ring.
Nitrogen gas is under extreme pressure. use 5

WARNING caution when releasing nitrogen gas from
shock. Protective eyewear should be worn
to avoid risk of injury.
Allow all the gas pressure to escape before proceeding with
the removal of the pressure valve assembly. Pressurized
gas and shock oil could eject the valve assembly from the
cylinder resulting in bodily injury.
Using a slotted screwdriver, remove the pressure valve as-

sembly from the lower end mount. Account for an O--ring.
(PICTURE 5)
Using an adjustable face spanner(PN PS45262), fully loos-

en and remove cylinder head assembly. (PICTURES 6 , 7)
Pour the oil out of the shock body. Discard old oil into an ap-
proved storage container and dispose appropriately. Never
reuse damper oil during shock rebuild.
Using the I.F.P extraction tool thread the tool into the I.F.P
and pull upwards, removing the I.F.P from the shock body.
Account for wear band and an O--ring. (PICTURE 8) Note:
Not applicable for emulsion shock.
Clean the inside of the shock body using clean parts--clean-

ing solvent and blow dry using compressed air.
11.21
REAR SUSPENSION
Place the shock piston rod upper mount in bench vise, begin pis-
ton and valve removal. Arrange parts removed in the sequence of Flats Nut
disassembly. The piston should have the flat slots facing the nut
end (as highlighted in black).
Items to inspect: Piston rod for straightness, nicks or burrs. Cylin-

der Head Assembly / DU Bearing clean, inspect, or replace. In-
side of shock body for scratches, burrs or excessive wear. Teflon
piston and I.F.P wear band for cuts, chipped or nicked edges, or
excessive wear. O--rings for nicks, cuts, or cracks. Cap and rod
seals for nicks, cuts or cracks. Valve discs for kinks or waves.
Compression bumpers (ski shocks only) for chipping, cracking or
being missing. Shaft
Shims
Should any of these items be in question replacement is recom-
mended.
ASSEMBLY:
Place the piston rod upper mount into the vise. Reassemble
damper rod assembly in the reverse order of disassembly. Spe-
cial attention should be paid the order of the Rebound and Com-
pression disc (shim) stacks, ensuring that they are in the same
order prior to disassembly. Tighten the lock nut to 15--20 ft--lb of
torque. (PICTURE 10)
10
DO NOT OVER--TORQUE. If excessive torque is applied, dam-
age to the piston and valves will occur.
Secure the shock body by its lower mount in vise. The use of soft
jaws is recommend to prevent damage or marks to the shock.
(PICTURE 11)
It is important that the gas shock be retained in the vice by the

lower mount. Any other method of securing the shock body dur-
ing these procedures may deform the shock body cylinder.
The next points on IFP are not applicable for emulsion shocks.
Proceed to assembly of the pressure valve on next page.
11
Thread the positioning head onto the I.F.P locator tool and adjust
the top of the value indicator to the appropriate measurement.
(PICTURE 12)
Depending on which shock absorber is being worked on, adjust

the piston location tool to the specified depth indicated in the
shock specification chart.
12
11.22
REAR SUSPENSION
Apply a thin film of oil onto the floating wear band and O--ring and
install the floating piston into the top of the shock body, position-
ing it below the counterbore. (PICTURE 13)
13
Using the tool as a handle, push the floating piston down into the
shock body, being careful not to damage I.F.P wear band and O--
ring, until the value indicator knob comes in contact with the
shock body. The piston should now be located correctly. (PIC-
TURE 14)
Apply of light film of grease to the pressure valve port counter

bore through 360 Degrees, where the pressure valve assembly
O--ring meets.
Screw the pressure valve assembly into the valve port by hand
with a slotted head screwdriver; and tighten to 100--110 in.lb of
torque. (PICTURE 15) 14
Fill the shock body with shock oil:
A) Internal Floating Piston Shocks: Fill the shock body with shock
oil to the bottom of the thread within the cylinder.
B) Emulsion Shocks: Fill shock body with 110cc’s of oil. This will
allow for the required air space to properly gas charge the shock
with nitrogen gas.
NOTE: -- After filling the shock body with oil, allow a couple of
minutes for all air bubbles to rise to the top.
15
11.23
REAR SUSPENSION
With the cylinder head assembly pushed down against the pis-
ton, carefully, insert the piston rod and assembly into the cylinder;
Slightly oscillating the piston rod to allow piston to enter shock
body bore. A light coating of oil on the piston wear band will ease
installation. (PICTURE 17)
Slowly push the piston rod and assembly into shock body until the
cylinder head assembly bottoms on the cylinder counterbore.
Slight up and down movement may be required to allow all air to
pass through piston assembly.
During installation, some shock oil will overflow. Wrap a shop

cloth around shock body to catch possible oil overflow. Fast 17
installation of the piston rod and assembly may displace the float-
ing piston from its original position. This must not occur if the
damper is expected to perform as designed
Using an open face spanner wrench tighten cylinder head se-

curely into the shock cylinder. (PICTURE 18)
Pressurize the shock, through the pressure valve, with nitrogen

gas to the specified pressure. (PICTURE 19)
If using RydeFX inflation tool Refer to Procedures for use of re- 18

placeable inflation needle instruction manual found in the Ry-
deFX inflation tool case.
After being compressed, the piston rod should fully extend from
the shock body once the shock has been pressurized.
Install the small button head screw in the pressure valve assem-
bly and tighten securely. (PICTURE 20)
Reinstall sleeve and bushings in lower shock mount.

19
20
11.24
REAR SUSPENSION
Suspension Troubleshooting
Problem Solution
Rear suspension bottoms too easily -Increase torsion spring preload
-Increase rear shock compression valving by turning screw
clockwise (if equipped with optional Indy Select shock) or
refer to optional valving on Suspension Wallchart for Fox
equipped models
Rides too stiff in rear -Check for binding suspension shafts and grease all pivot
points
-Decrease torsion spring preload adjustments
-Decrease rear shock compression valving by turning screw
counterclockwise (if equipped with optional Indy Select
shock) or refer to optional valving on Suspension Wallchart
for Fox equipped models
Machine darts from side to side -Make sure skis are aligned properly (straight
forward with rider on machine)
-Make sure spindles and all steering components are free
turning
-Make sure skags are straight on skis
-Check hi-fax and replace if worn
-Reduce ski pressure:
DIncrease front track spring preload
(requires shims)
DReduce IFS spring preload by adjusting
cam
DReduce rear torsion spring preload
DLengthen front limiter strap
Front end pushes -Check for worn skags
-Check for binding suspension shafts and grease all pivot
points
-Increase IFS spring preload by adjusting cam or adding
washers
-Shorten front limiter strap
Steering is heavy -Check ski alignment
-Check skags and skis for damage
-Reduce ski pressure:
DIncrease front track spring preload
DReduce IFS spring preload by adjusting
cam
DReduce rear torsion spring preload
Setting up for deep snow operation -Change worn hi-fax
-Increase front limiter strap length
-Based on rider preference, RRSS may be removed to in-
crease weight transfer
11.25
REAR SUSPENSION
NOTES
11.26
Edge Hood Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1
Edge Headlight Removal/Installation . . . . . . . . . . . . . . . . . . . . . . 12.1
Edge Instrument Removal/Installation . . . . . . . . . . . . . . . . . . . . . 12.1
900 RMK Hood ExplodedView . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2
900 RMK Hood Removal/Installation . . . . . . . . . . . . . . . . . . . . . . 12.3
900 RMK Front Bumper Removal/Installation . . . . . . . . . . . . . . . 12.3
900 RMK Headlight Removal/Installation . . . . . . . . . . . . . . . . . . 12.3
900 RMK MFD Removal/Installation . . . . . . . . . . . . . . . . . . . . . . 12.3
900 RMK Seat / Fuel Tank Exploded Veiw . . . . . . . . . . . . . . . . . . 12.4
900 RMK Fuel Tank Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.5
900 RMK Console . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.6
Seat Cover Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 12.7
Hood Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.8
Tool Flap Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.8
Tail Light Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . 12.8
Nosepan Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.9 - 12.10
Decal Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.11 -- 12.13
CHASSIS
EDGE HOOD REMOVAL
1. On Edge models disconnect the speedo cable from the speedo.

2. Unplug the hood wiring harness connections.
3. Remove the hood retention cable from hood.
4. Remove the hinge bolts.
5. Remove the hood.
Installation is the reverse order if removal
EDGE HEADLIGHT REMOVAL

1. Remove the plenum from the bottom of the hood.
2. Disconnect the head light connections.
3. Remove the 4 screws holding the headlight in place.
Installation is the reverse order if removal
INSTRUMENT REMOVAL/INSTALLATION
1. Open the hood.
2. Remove the plenum from the underside of the hood.
3. Keep track of the plenum filters.
4. Remove the instrument holder from the back of the gauge.
5. Pull the gauge out from the front.
Installation is the reverse order if removal.
12.1
CHASSIS
900 RMK HOOD
12.2
CHASSIS
900 RMK HOOD
1. Unplug the hood wiring harness connections.

2. Remove the hood retention cables (A) from hood.
3. Remove the two hinge bolts (B).
4. Remove the hood.
FUSION FRONT BUMPER REMOVAL/INSTALLATION

1. Open front Nosepan flap and remove the four (4) bumper screws.
2. Remove the center bumper nylock nut and bolt.
3. Remove bumper.
Installation is the reverse order
FUSION HEADLIGHT REMOVAL/INSTALLATION

1. Disconnect all the headlight connections.
2. Remove the headlight adjuster guide.
3. Remove the headlight screws that hold the headlight assembly on.
4. Remove the headlight.
Installation is the reverse order
FUSION MFD REMOVAL/INSTALLATION

1. Remove the intake from the under side of the hood (C).
2. Disconnect the MFD harness from the gauge.
3. Remove the MFD screws (D).
4. Remove the MFD (E).
Installation is the reverse order of removal.
12.3
CHASSIS
SEAT / FUEL TANK
E D C
F
H
Use Special Tool

PS-- 47152
12.4
CHASSIS
SEAT / FUEL TANK REMOVAL
1. Drain fuel from the fuel tank.
2. Using the fuel pressure bleeding tool release the pressure in the fuel rail. See page 4.22.
3. Remove the RMK seat (B).
4. Remove the two bolts (A) that hold the seat base on the tunnel.
5. Remove the two 7/16” nylock nuts (C) that hold the fuel tank (D) in place.
6. Remove the fuel tank filler cap (E) and collar (F).
7. Remove the console see page 12.6.
8. Carefully lift the rear of the fuel tank and slide the fuel tank back so that you can reach the fuel lines from the fuel sender with
the fuel line disconnection tool PN PS-- 47152.
9. Remove the fuel line clips.
10. Apply the diosconnection tool to the fuel line so that the shoulders of the tool are inserted into the connection.
11. Press the tool into the fuel line connections and pull the connections away from the fuel sender.
12. Disconnect the fuel sender power supply connection (G).
13. Disconnect the fuel tank vent line (H) from the top of the tank.
14. Remove the fuel tank.
12.5
CHASSIS
FUSION CONSOLE
B A
IQ CONSOLE REMOVAL
1. Place the adjustable steering in the center.
2. Remove the top cover and remove the two T25 Torx screws (A).
3. Remove filler cap and the threaded filler retainer (B).
4. Remove the two T25 Torx screws on each side of the shroud (C)
5. You can set the console aside with the starter rope still installed or you can carefully un-- tie the knot in the recoil handle and
route it through the chassis, then secure a knot and let the rope rest on the recoil housing.
12.6
CHASSIS
SEAT COVER
(1)
(2)
(3)
Staple Sequence
SEAT REMOVAL
1. Remove the seat assembly by removing the 2 bolts that hold the rear of the seat onto the chassis. Install in reverse order and
make sure that the tabs in the front of the seat are lined up correctly.
SEAT COVER REMOVAL

1. Remove seat
2. Remove the covering by removing the staples that hold it on.
3. Remove the seat foam if replacing the tail light assembly see page 12.8.
4. Place the seat foam on the seat base.
5. Drape the new cover over the seat foam.
6. Turn the assembly over and begin upholstering by lining up the seat cover vinyl side flaps with the indented square location
indicators located on the plastic seat base.
Apply staples in the stapling channel only. If you apply staples outside the channel, you will dam-
CAUTION age the fuel tank reservoir in the seat base. If this happens you will have to replace the entire seat
assembly.
7. Using a staple fun, tack each side of the vinyl cover in place using two staples (1). If cover has a “Polaris” emblem carefully
align emblem with the bottom edge of the seat. This will help ensure that the cover is positioned properly.
8. Align the two sewn seams located at the rear of the seat cover with the two back corners of the seat base.
9. Pull the vinyl tight and tack the seat cover to the plastic seat base in each corner. Use two or three staples per corner.
10. Now that the cover is positioned, and tacked to the plastic seat base in for places, turn the assembly over an inspect it. If the seat
cover seems to fit correctly and everything looks straight, including the tool compartment flap, continue.
11. Staple the remainder of the unattached seat cover to the plastic seat base. Always staple between two existing staples and
follow this procedure until the seat cover is completely stapled to the seat base see the staple sequence above.
12. Turn the seat cushion assembly over and inspect for wrinkles or imperfections. If imperfections are visible, remove the staples
in the affected area and staple correctly.
13. Trim excess vinyl from the bottom around the back of the seat area only after a satisfactory fit is obtained.
12.7
CHASSIS
HOOD REPAIR
Crack
Drill Holes Here Crack

Drill holes here
Currently there is no procedures or materials recommended by Polaris for repairing hoods. Hoods are made of Thermoplastic
Olefin (TPO) and cannot be repaired. If a hood is broken it must be replaced. For small cracks you may drill a small hole on
both ends of the crack to limit spreading. This procedure is called “stop drilling”.
MODELS WITH GROMMETS IN TOOL FLAP
1. Close tool flap cover, making sure it is aligned properly, and mark
grommet holes.
Tool Flap
2. Align twist lock with mark from step 13. Verify alignment with Cover
grommet in tool flap.
3. Using twist lock as a template, drill two .160, to .164, holes Grommets
through vinyl and seat base.
4. Rivet twist lock to seat base using rivets provided.
5. Trim excess vinyl from the bottom around the back of the seat area
only after a satisfactory fit is obtained.
6. Reinstall seat by reversing disassembly steps as they apply to your

particular model.
TAILLIGHT ASSEMBLY REPLACEMENT
1. After removal of seat cover, drill out three rivets from top of taillight.
2. Remove taillight assembly and wire harness.
3. Install new taillight assembly and rivet into place.
4. Connect taillight wire harness. Taillight harness wires must be routed away from any possible contact with seat cover staples
to prevent electrical shorts.
5. Pull seat cover tightly and evenly into position and re-staple to seat pan.
6. Inspect cover for a wrinkle-free finish before reinstalling on the snowmobile.
12.8
CHASSIS
NOSEPAN REPLACEMENT PROCEDURE
IMPORTANT: When installing a replacement nosepan, the open circles represent rivets installed from inside the nosepan
through the bottom. The filled in circles represent rivets installed from the under side of nosepan through to the top.
NOTE: The rivet for polyethylene nosepans is PN 7621467.
NOTE: Rivet holes may require drilling into the bulkhead.
NOTE:
1. When transfer drilling holes do not force pan into a position which is not uniform with the
other side. (Use the same method to drill both sides)
2. Rivet holes across from one another in unison.
12.9
CHASSIS
IQ NOSEPAN REPLACEMENT PROCEDURE
IMPORTANT: When installing a replacement nosepan, the open circles represent rivets installed from inside the nosepan
through the bottom. The filled in circles represent rivets installed from the under side of nosepan through to the top.
NOTE: The rivet for polyethylene nosepans is PN 7621467.
NOTE: Rivet holes may require drilling into the bulkhead.
12.10
CHASSIS
DECAL REMOVAL / APPLICATION
Before you begin, read these instructions and check to be sure all parts and tools are accounted for.
Please retain these installation instructions for future reference and parts ordering information.
YOU WILL NEED TO SUPPLY:

Cheese Cloth or similar
Squeegee non-abrasive cloth
Cheese Cloth or nonabrasive cloth
Paper Shop Towels
Hair Dryer or Heat Gun
Wall Paper Seam Roller or Similar Style Roller
3M citrus based cleaner (PN 62-4615-4930-5,
available at most auto parts stores)
Cleaning Solution (99% water 1% mild dish Squeegee
Cleaning Solution:
washing detergent)
99% water 1% mild dishwashing detergent
ScotchR 233 Performance Masking Tape
Hair Dryer (Preferred)
DECAL REMOVAL INSTRUCTIONS or Heat Gun
Perform the decal removal procedures carefully! If
care is not taken, the possibility exists that paint could
peel from the hood. Follow each step thoroughly and
completely to avoid hood damage! Polaris is not re-
sponsible for any hood or paint damage resulting from
this decal replacement procedure.
CAUTION 3M Citrus Based Cleaner
Use safety glasses and rubber gloves when performing this proce-
dure.
1. Using masking tape, tape off all decals that are not going to be
replaced. If you do not tape off the other decals, the cleaning
solution used later in the process may cause the adhesive to break
down in the non-affected decals.
2. Using a hair dryer (preferable) or low setting on a heat gun,
carefully heat the decal to loosen the adhesive. Heat until the
decal is warm to touch. DO NOT OVER HEAT! Overheating
may cause damage to the paint and to the integrity of the
hood.
Polaris is not responsible for any hood damage resulting from
this decal replacement procedure.
3. Once the decal is warm to touch and the adhesive is loose, peel
the decal off slowly and evenly. Use of a hair dryer or heat gun
is required! If heat is not applied, the decal will be very hard to
remove and paint from the hood may peel off with the decal.
12.11
CHASSIS
4. After the decal is removed, apply 3M citrus based cleaner to the
decal area to remove the adhesive. Be sure to follow the
instructions and the precautions on the container, and use rubber
gloves and safety glasses. Spray the cleaner on the adhesive and
let set for 15-- 20 seconds. Using a squeegee, wipe the adhesive
from the hood and deposit it in a paper shop towel. You may have
to repeat this process several times to remove all of the adhesive
from the hood. Use care not to get the cleaner on any other
decals.
5. When the bulk of the adhesive is removed from the hood by using
the squeegee, remove any left over residue with a clean,
non-abrasive shop towel or cheese cloth that is wet with the 3M
cleaner.
6. Carefully remove any masking tape that you may have used to
protect other decals.
7. Once all of the adhesive is removed from the decal area,
follow with a cleaning solution of 99% water to 1% mild
dishwashing detergent. Use a non-abrasive cloth with the solution to remove dirt, grease, cleaning solvent, and
finger prints. Always clean the surface where the decal will be applied.
It is extremely important to remove all traces of dirt and debris from the hood where the decal is to be
applied. Left over debris will be magnified through the chrome decals.
DECAL INSTALLATION INSTRUCTIONS

All decals should be applied indoors, free from dust, dirt, cold air, and
humidity. Room temperature must be between 40_ and 100_ F. These
decals are to be applied dry.
1. Make sure the surface area of the hood where the decal is to be
placed is free of any dirt, debris, or adhesive.
2. Place the decal in the area to be installed and make sure that
everything lines up properly.
3. When you’re ready to install the decal, carefully peel away the
adhesive side of the decal.
4. Apply the decal and slowly work the decal down the side of the hood
using a clean squeegee to lay the decal straight and to avoid
creating air bubbles. Do NOT remove the decal mask until the decal
is fully applied. If you attempt to use a squeegee on the decal with
the chrome exposed, the chrome will be damaged.
CAUTION
Once the adhesive sticks, it can be very difficult to pull the decal
back off of the hood. Use extreme care!
12.12
CHASSIS
5. When finished installing the decal, carefully remove the decal
mask at a 180_ angle.
CAUTION
If you encounter air bubbles DO NOT attempt to use a straight
pin to poke the bubble and let the air out. A hole poked in a
chrome decal will be very noticeable.
6. Peel the backing off and install the urocals in the appropriate places. These also have strong adhesives and once applied they
cannot be removed easily. Use a wall paper roller to adhere all surfaces of the urocal. Urocal decals are rigid and need to be
rolled to ensure good adhesion, particularly on the edges.
Decals
12.13
CHASSIS
NOTES
12.14
Typical Multimeter Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1 - 13.2
Ignition Timing Explanation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.3
Ignition Timing Specification Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.4
Timing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.5
Preparing a New Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.6
Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.7
Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.7
Testing Electric Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.8
Starter Motor Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.9
Starter Housing and Coil Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.9
Starter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.10
Starter Solenoid Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.11
Starter Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.11
Unregulated Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.11
Sort Circuit Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.12
Regulated Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.12
Headlight Bulb Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.13
HI/LO Beam Switch Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.13
Seat Harness Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.13
Switch Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.14
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.17
500/600/700/800 Liberty TPS setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.18 - 13.22
900 Liberty TPS setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.22 - 13.23
900 Liberty Temperature Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.24
900 Liberty DET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.25
IQ Coolant Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.26
IQ Exhaust Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.27
IQ Crank Position Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.28
IQ Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.29
Oil Level Sender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.30
IQ Engine Chassis Connection Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.31
ECU Plug #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.32 - 13.33
ECU Plug #2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.34 - 13.35
IQ Stator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.36
IQ Coil / EV Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.37 - 13.38
IQ Regulator Rectifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.39
IQ Capacitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.40
IQ Chassis Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.41
Chassis Hood Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.42 - 13.43
Diagnostic Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.44
ELECTRICAL
Typical Multimeter Usage Red Lead here
for Volts and Ohms
Multimeter Usage
Dial
The easiest and most accurate method for testing modern electri-
cal components is with a digital multitester. Any good quality multi-
tester will work. However, due to ease of operation and durability,
Polaris recommends the Fluke Model 73 (PN 2870659), or Tektro-
nix DMM155. See photo at right. This instrument will provide a dig-
Common
ital readout of the measured value of the test being performed.
(Black Lead)
Listed below are the dial symbols, their meaning and what the dial
setting can be used for.
Off = Instrument Off Red Lead here
for Amperes
V~ = Volts AC - measuring alternator output

Used to measure AC voltage in an electrical system. AC voltage
is produced from every coil on the stator plate when a magnet is
passed by it.
Test Method
1. Connect black lead to Com (--) meter terminal.
2. Connect red lead to VΩ (+) meter terminal.
3. Turn selector dial to V~ setting. 17.29 VAC
4. Connect test leads parallel with test component. The polarity of V~
the leads is not important.
Usage
S Test unregulated voltage output of a stator coil +
_
S Test regulated voltage to the lights and handwarmers
V - - - = Volts DC - measuring battery voltage, volt drop, etc.

Used to measure DC voltage produced by a battery or rectifier.
Test Method
1. Connect black lead to Com (--) meter terminal
12.95 VDC
3. Turn selector dial to V - - - setting.
V
4. Connect test leads parallel with test component. Observe
polarity.
Usage
+
_
S Test battery voltage
S Test DC regulator
S Test voltage drop for bad connections
S Test supply voltage to electric fuel gauge
13.1
ELECTRICAL
Ω = Ohms, resistance - measuring component resistance values - testing coils, wiring, etc.
Used to test resistance to the flow of electricity in a circuit or compo-
nent. A reading of OL means an open circuit or infinite resistance.
Sometimes the leads themselves will have some resistance. Touch
00.2 Ω
the leads together and subtract this resistance from the component
reading to achieve the actual reading.
Test Method Ω
1. Connect black lead to Com (--) meter terminal +
_
3. Turn selector dial to Ω setting.
4. Isolate test component from the rest of the electrical circuit by
disconnecting wires from harness.
5. Connect test leads to the circuit to be tested.
Usage
S Testing coil resistance
S Testing switch operation 14.00 AC
S Testing wire continuity
A~= Amps AC - used to test lighting coil output

Used to test the power of an alternator coil. A~
+
Test Method _
1. Connect black lead to Com (--) meter terminal
2. Connect red lead to 10A (+) meter terminal.
3. Disconnect engine harness from system.
4. Connect across the specified coil wires.
5. Start engine and let it idle.
6. Readings should be above 5 Amps at any RPM. NOTE: It is
not necessary to increase RPM. The reading can be obtained
at idle.
Usage
S Testing stator coil power output.
A - - - = Amps DC - used to check battery charge rate, system draws, etc.

Used to check the current flow to and from the battery.
Test Method
1. Make sure red lead is in the 10A terminal of the meter and the black lead is in the Com (--) terminal of the meter.
2. Disconnect battery ground wire(s) from battery (--) terminal.
3. Connect red meter lead to battery (--) terminal.
4. Connect black meter lead to harness ground wires and cable.
CAUTION:
Do not operate electric starter (if equipped) or meter damage may occur.NOTE: When using the DC Amp settings, the
red test lead must be moved to the 10A socket on the front of the instrument.
Usage
S Testing key off current draw and Testing charging system break even RPM
S Testing key on current draw and Testing DC current flow (direction), is battery charging?
13.2
ELECTRICAL
IGNITION TIMING
EXAMPLE: 10_ @ 2500 RPM

30
25
20
TIMING 15
DE- 10
GREES 5
0
1000 2000 3000 4000
RPM
Always verify timing of engine at room temperature (68_ F / 20_ C) only, and at the proper RPM.
NOTE: If applicable make sure the key switch is in the PREMIUM mode and the TPS is unplugged.
To obtain the best ignition timing accuracy and reduce the chance of error, the ignition timing specification is given at a “flat”
portion of the advance curve. This flat portion on the curve is where the base ignition timing is specified. Refer to the specification
chapter for model specific timing specification. Ignition timing must be checked at the specified RPM, or an inaccurate timing
will result.
If engine damage has occurred due to a suspected ignition related problem, verify the ignition timing is correct at the specified
operating RPM.
TIMING PROCEDURE
Refer to the model timing specifications for correct timing.
Remove the MAG side spark plug.
Install the dial indicator into the spark plug hole. You may need to use a different adaptor depending the size of the spark plug
hole.
Find out the measurement for degrees that is specified for the model that you are checking by taking you base timing degree and
cross referencing it to the appropriate engine listed on the chart on page 13.4 and write it down.
Rotate the crankshaft by hand while observing the dial indicator. As the piston touches the indicator plunger, the dial will begin
to rotate. Find the point where the pointer stops rotating and reverses direction. This will be Top Dead Center (TDC).
While holding the crankshaft with the piston at TDC, zero the dial indicator by rotating the bezel until the “0” until it is aligned
with the pointer.
Rotate the crankshaft in the opposite direction of rotation .250” Before Top Dead Center (BTDC). This will be 2 1/2 pointer revo-
lutions.
At this point you will rotate the crankshaft the specified measurement that you wrote down earlier.
While holding the crankshaft at this correct timing position, mark the flywheel with a white marker or white paint directly in-- line
with the stationary pointer in the timing window on the recoil side.
Once the flywheel is marked, remove the dial indicator and replace the spark plug and cap.
Connect a good quality timing light to the engine (follow the timing light manufactures instructions).
Disconnect the TPS if applicable.
Place sled on track stand and start the engine and increase engine RPM to the point specified in the timing specification. Hold
the throttle to maintain specified timing RPM.
13.3
ELECTRICAL
If the ignition timing specification is listed in degrees only, convert to either inches or mm BTDC and use a dial indicator to
verify timing marks. Disconnect the TPS (Throttle Position Sensor) connector from carburetors on models with TPS.
NOTE: Due to differing rod lengths and engine strokes, consult the engine model list for correct engine.
13.4
ELECTRICAL
Timing Procedure - All Models
NOTE: Always check ignition timing with the engine at room temperature only (20_C/68_F), and with the key switch in
the PREMIUM mode (if applicable).
1. Refer to the timing specification charts at the beginning of this section to determine the proper ignition timing for the
engine you are working on.
2. Use a dial indicator to place the piston in the proper timing position and mark the flywheel at this point (follow
procedure outlined in this chapter).
3. Connect an accurate tachometer and a good quality timing light to the engine according to manufacturer’s
instructions. Disconnect the TPS (Throttle Position Sensor) connector from carburetors on models with TPS.
4. Start engine and increase RPM to the point specified in
the timing specifications in Chapter 1. Hold the throttle Acceptable Variance
to maintain specified timing RPM.
Flywheel Flywheel Lines
5. Point the timing light at the timing inspection hole. Rotation
6. With your head positioned so there is a straight line Stationary
between your eye, the stationary pointer and the Pointers
crankshaft center line, note the relative position
between the marked flywheel line and the stationary
pointer. If the stationary pointer is aligned with the mark NOTE: Acceptable variance is usually
made in Step 2, (or within the acceptable + variance) the one line on either side of the dial indicated
timing is correct. timing mark.
7. If the pointer is outside the variance, the stator will have
to be rotated either with crankshaft rotation (to retard the
timing) or against rotation to advance it.
Liquid Cooled
NOTE: Rotate stator plate approximately the same distance as the marks must move.
NOTE: In most cases, the recoil starter housing, recoil drive hub, and flywheel must be removed to loosen the stator
bolts and change the timing. On some engines, the stator plate retaining screws can be accessed through the flywheel.
8. Torque stator plate screws and flywheel nut to specified torque. Apply Loctite 262 (red) to crankshaft flywheel taper
if required. Refer to the Specifications section for torque specifications and flywheel installation procedure for
engine type.
Preparing a New Battery for Service

To ensure maximum service life and performance from a battery, it must have proper initial servicing. To service a new
battery, the following steps must be taken. NOTE: Do not service the battery unless it will be put into regular service
within 30 days.
1. Remove vent plug from vent fitting.
2. Fill battery with electrolyte to the upper level marks on the case.
3. Set battery aside and allow it to cool and stabilize for 30 minutes.
4. Add electrolyte to bring the level back to the upper level mark on the case. NOTE: This is the last time that
electrolyte should be added. If the level becomes low after this point, add only distilled water.
5. Charge battery at 1/10 of its amp/hour rating.
Example:1/10 of 9 amp battery = .9 amps, 1/10 of 14 amp battery = 1.4 amps, 1/10 of 18 amp battery = 1.8 amps
(recommended charging rates).
6. Check specific gravity of each cell with a hydrometer to ensure each has a reading of 1.270 or higher.
13.5
ELECTRICAL
Battery Testing
There are three easy tests which can determine battery condition. Whenever the complaint is related to either the start-
ing or charging systems, the battery should be checked first.
Lead-acid batteries should be kept at or as near full charge as possible. If the battery is stored or used in a partially
charged condition, hard crystal sulfation will form on the plates, reducing their efficiency and possibly ruining the battery.
Open Circuit Voltage Test (OCV)

Battery voltage should be checked with a digital multitester. Readings of 12.6 or less require further battery testing and
charging.
Specific Gravity Test

A tool such as the battery hydrometer (PN 2870836) can be used to measure electrolyte strength or specific gravity.
As the battery goes through the charge/discharge cycle, the electrolyte goes from a heavy , more acidic state at full
charge to a light, more water state when discharged. The hydrometer can measure state of charge and differences
between cells in a multi-cell battery. Readings of 1.270 or greater should be observed in a fully charged battery. Differ-
ences of more than .025 between the lowest and highest cell readings indicate a need to replace the battery.
State Of Charge Conventional Yumacron

Lead-acid Type
100% Charged 12.60V 12.70V
75% Charged 12.40V 12.50V
50% Charged 12.10V 12.20V
25% Charged 11.90V 12.0V
0% Charged Less Than Less Than
11.80V 11.9V
State Of Charge* Conventional Yumacron

Lead-acid Type Detail A
100% Charged 1.265 1.275
75% Charged 1.210 1.225
50% Charged 1.160 1.175
25% Charged 1.120 1.135
0% Charged Less Than Less Than
1.100 1.115
*at 80° F
NOTE: Subtract .01 from the specific gravity for electrolyte at 40° F and compare these values to the chart.
13.6
ELECTRICAL
Load Test
NOTE: This test can only be performed on machines equipped with electric start. This test cannot be performed if the
engine or starting system is not working properly.
A battery may indicate a fully charge condition on the OCV test and the specific gravity test, but still not have the storage
capacity necessary to properly function in the electrical system. For this reason, a battery capacity or load test should
be conducted whenever poor battery performance is encountered.
To perform the test, hook a multitester to the battery in the same manner as in the OCV test. The reading should be
12.6 volts or greater. Engage the electric starter and view the registered battery voltage while cranking the engine.
Continue the test for 15 seconds. During this cranking period, the observed voltage should not drop below 9.5 volts.
If the beginning voltage is 12.6 or higher and the cranking voltage drops below 9.5 volts during the test, replace the
battery.
Refilling a Low Battery
The normal charge/discharge cycle of a battery causes the cells to give off gases. These gases, hydrogen and oxygen,
are the components of water. Because of the loss of these gases and the lowering of the electrolyte level, it will be
necessary to add pure, clean distilled water to bring the fluid to the proper level. After filling, charge the battery to raise
the specific gravity to1.270 or greater.
Off Season Storage
To prevent battery damage during extended periods of non-use, the following basic maintenance items must be per-
formed.
1. Remove battery from machine and wash the case and battery tray with a mild solution of baking soda and water.
Rinse with lots of fresh water after cleaning. CAUTION: Do not allow any of the baking soda solution to enter the
battery or the acid will be neutralized.
2. Using a wire brush or knife, remove any corrosion from the cables and terminals.
3. Make sure the electrolyte is at the proper level. Add distilled water if necessary.
4. Charge at a rate no greater than 1/10 of the battery’s amp/hr capacity until the electrolyte’s specific gravity reaches
1.270 or greater.
5. The battery may be stored either in the machine with the cables disconnected, or on a piece of wood in a cool place.
NOTE: Stored batteries lose their charge at the rate of 1% per day. They should be fully recharged every 30 to 60
days during a non-use period. If stored during winter months, the electrolyte will freeze at higher temperatures as
the battery discharges. The chart indicates freezing points by specific gravity.
Specific Gravity of Electrolyte Freezing Point
WARNING
1.265 -75° F
1.225 -35° F
1.200 -17° F
Battery electrolyte is poisonous. It contains acid!
1.150 +5° F
Serious burns can result from contact with the skin,
1.100 +18° F eyes, or clothing.
1.050 +27° F ANTIDOTE:
EXTERNAL: Flush with water.
Charging Procedure INTERNAL: Drink large quantities of water or milk.
Follow with milk of magnesia, beaten egg, or vegeta-
Charge battery with a charger no larger than 1/10 of the bat- ble oil. Call physician immediately.
tery’s amp/hr rating for as many hours as needed to raise the EYES: Flush with water for 15 minutes and get prompt
specific gravity to 1.270 or greater. medical attention.
Batteries produce explosive gases. Keep sparks,
flame, cigarettes, etc. away. Ventilate when charging
WARNING or using in closed space. Always shield eyes when
working near batteries.
The gases given off by a battery are explosive. Any spark KEEP OUT OF REACH OF CHILDREN.
or open flame near a battery can cause an explosion which
will spray battery acid on anyone close to it. If battery acid
gets on anyone, wash the affected area with large quantities
of cool water and seek immediate medical attention.
13.7
ELECTRICAL
Dynamic Testing of the Electric Starting System
Condition: Starter fails to turn motor or motor turns slowly.
NOTE: Be sure the engine crankshaft is free to turn before proceeding. For this test a digital multitester must be used.
Meter connections are shown later in this chapter.
With tester on VDC, place tester black lead on battery Remove battery, test and/or service. Install a fully
negative (-) terminal and tester red lead on battery posi- charged shop battery to continue the test.
tive (+) terminal. (A) Page 13.9. Reading should be
12.6V or greater. Is it? (Continue with left column)
No!
Yes#
Disconnect red engagement coil wire from start sole- With black tester lead on ground, check for voltage at
noid. Connect black tester wire to an appropriate large relay in terminal,, circuit breaker in and out termi-
ground and red lead to red harness wire at solenoid. nals, and across both sides (red and red/white) of the
(F) page 9.13. Rotate ignition key to the start position. ignition switch with switch on start. Repair or replace
Meter should read battery voltage. Does it? any defective parts.
No!
Yes#
Reconnect solenoid, connect tester black lead to bat- Clean battery to solenoid cable ends or replace cable.
tery positive terminal and red tester lead to solenoid
end of battery to solenoid cable. (B) Page 13.9. Turn
key to start position. The reading must be less than .1V
DC. Is it?
No!
Yes#
Connect black tester lead to solenoid end of battery to Replace starter solenoid.
solenoid cable and red tester lead to solenoid end of
solenoid to starter cable. (C) Page 13.9. Turn key to
start position. The reading must be less than .1V DC.
Is it?
No!
Yes#
Connect black tester lead to solenoid end of solenoid to Clean solenoid to starter cable ends or replace cable.
starter cable and red tester lead to starter end of same
cable. (D) Page 13.9. Turn key to start position. The
reading must be less than .1V DC. Is it?
No!
Yes#
Connect black tester lead to starter frame. Connect red Clean ends of engine to battery negative cable or re-
tester lead to battery negative (-) terminal. (E) Page place cable.
13.9. Turn key to start position. The reading should
be less than .1V DC. Is it?
No!
Yes#
If all these tests indicate a good condition, yet the starter still fails to turn, or turns slowly, the starter must be re-
move for static testing and inspection.
13.8
ELECTRICAL
Starter Motor Static Testing
+-
(F) (Disconnect R/W Wire)
1. Remove starter motor and disassemble. (See page 9.14 for exploded view) Mark end covers and housing for proper
reassembly.
2. Remove pinion retaining snap ring, spring and pinion gear.
3. Remove brush end bushing dust cover.
4. Remove housing through bolts.
5. Slide brush end frame off end of starter. NOTE: The electrical input post must stay with the field coil housing.
6. Slide positive brush springs to the side, pull brushes out of their guides and remove brush plate.
7. Clean and inspect starter components. NOTE: Some cleaning solvents may damage the insulation in the starter.
Care should be exercised when selecting an appropriate solvent. The brushes must slide freely in their holders. If
the commutator needs cleaning, use only an electrical contact cleaner and/or a non-metallic grit sandpaper.
Replace brush assembly when worn to 5/16″ (.8 cm) or less.
Starter Housing and Field Coil Inspection
1. Using a digital multitester, measure resistance between starter input terminal and insulated brushes. The reading
should be .3 ohms or less.
2. Measure resistance between insulated brushes and field coil housing. The reading should be infinite.
3. Inspect insulated brush wire and field coil insulation for damage. Repair or replace components as required.
Armature Testing
1. Using a digital multitester, measure resistance between each of the segments of the commutator. The reading
should indicate .3 ohms or less.
2. Measure resistance between commutator and armature shaft. Reading should be infinity.
3. Place armature in a growler. With the growler on, position a hacksaw blade lengthwise 1/8″ (.03 cm) above armature
coil laminates. Rotate armature 360°. If hacksaw blade is drawn to the armature on any pole, the armature is
shorted and must be replaced.
13.9
ELECTRICAL
Starter Assembly
Ring Gear
Brush and
Spring
Armature
1. Slide armature into field coil housing.
2. Lightly grease drive end bushing and install drive end frame on armature.
3. Mount starter vertically in a vice with brush end up.
4. While holding negative brushes out against their springs, slide brush plate down onto the commutator.
5. While holding positive brush springs to the side, slide positive brushes into their holders and correctly position the
springs on top of the brushes.
6. Using a non-petroleum grease, lubricate brush end bushing and slide it onto end of armature.
7. Align threaded holes in brush plate and install dust cover and screws.
8. Reinstall through bolts and properly tighten all screws.
9. Lightly grease pinion shaft and install pinion, spring stopper and snap ring.
13.10
ELECTRICAL
Starter Solenoid Bench Test
The only test which can be done on the bench is the pull in coil
resistance, which should be 3.4 ohms.
Ω
Starter Installation
Ω
1. Position starter motor so there is no less than .100″
clearance between the ring gear and the starter motor pinion +
_
gear.
2. Torque through bolt mount bracket nuts to specification.

3. Torque 8mm (drive end) mount bolts to specification.
4. Torque 6mm (brush end) bracket to specification.
8mm Drive End Mount Bolt Torque - .100

15 ft. lbs. (21 Nm) Ring Gear
6mm Drive End Mount Bolt Torque -

5 ft. lbs. (6.9 Nm)
Mounting Bracket Nut Torque -

Starter Pinion
Gear
30-42 in. lbs. (3.4-4.8 Nm)
Unregulated Voltage
1. Test resistance of lighting coil and compare to specifications in the model specific wiring diagram. Reminder: Meter
resistance must be subtracted from reading.
NOTE: 0.3 to 0.5 ohms may be less than the internal resistance of your meter leads or meter. Before measuring the
stator resistance, short the meter leads together and read the display and record this measurement. Subtract this read-
ing from the stator resistance readings.
EXAMPLE: Short meter leads together, meter reads 0.7 ohms. Measure stator resistance, meter reads 1.10 ohms.
Subtract 0.7 ohms (meter/lead resistance) from 1.10 ohms (reading obtained when checking yellow lead to brown lead).
True reading is: 1.10 ohms (observed reading when checking stator)
--0.7 ohms (meter/lead resistance)
= 0.4 ohms (true stator resistance)
2. Turn the multitester dial to the Volts AC (Vµ) position.

3. Disconnect the alternator to main harness connector at 15-45 VAC
engine.
4. Connect one of the tester leads to the yellow alternator wire
and the other lead to the brown alternator wire. NOTE: On
floating alternators, the yellow/red stator wire should connect
V
~
to the brown stator wire. If it does not, the system will not have +
_
a ground and will not operate.
5. Start the engine. While observing the voltage reading,
increase the engine speed to about 3000 RPM. Readings of
between 15 and 45 VAC are considered normal.
13.11
ELECTRICAL
Short Circuit Current (AC Amp Test)
1. Turn multitester dial to Aµ.
2. Connect red lead to 10A terminal.
3. Connect black lead to Com (--) meter terminal.
4. Disconnect lighting/charge coil wires from system. Connect meter leads to coil wires leading to stator coils.
5. Start and idle engine. Readings should be above 5 amps. Refer to Amps AC on page 13.2. CAUTION: Can blow
meter fuse if used on big alternators.
Regulated Voltage
1. Connect the alternator to main harness connector.
2. Insert one of the tester leads along the side of the yellow regulator wire connector between the insulation and the
terminal.
3. Ground the other tester lead.
4. Start engine and observe headlight output. Increase engine RPM. If the headlights seem dim above 3500 RPM, let
the engine return to idle and disconnect the yellow wire from the regulator. Carefully observe the voltage reading.
Do not allow voltage to increase above 14.0 volts.
5. Slowly increase RPM. Voltage above 12 volts at 2500 - 3000 and a bright headlight, indicates a good lighting coil.
Voltage below 10 volts at 3000 indicates excessive system loads, poor flywheel magnets, lighting coil problems, or
wires harness problems. Check for partially grounded (shorted) yellow wire.
6. Reconnect the yellow regulator wire and increase the RPM. If the headlight was bright with the regulator
disconnected and dim when connected at the same RPM, the regulator or regulator ground is at fault.
2-pulse and 6 pulse Alternators

The difference between a 2 pulse and 6 pulse alternator system is the number of AC sine waves created by the alternator
in one revolution of the crankshaft. For example, on a 6 pulse system, the alternator will create 6 pulses, or 6 complete
AC sine waves, in one crankshaft revolution. The tachometer reads these sine waves, therefore giving you accurate
RPM readings. Refer to the following for applications.
Polaris Snowmobiles:
500 Classic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 pulse
340, 550, 600 Classic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 pulse
Tachometers:
Tachometers for snowmobiles will have an identification marking on the back side. For example: The tachometer for a
600 Classic will have “6 pulse” (or 6P) written on it.
6-Pulse
2-Pulse
13.12
ELECTRICAL
Headlight Bulb Filament Continuity Test
1. Turn the Multitester dial to the ohms (Ω) position.
2. Disconnect the wire harness from the headlight bulb.
3. Viewing the back of the bulb with the terminal blades at the 9, 12 and 3 o’clock position, connect the black multitester
lead to the 9 o’clock blade.
4. Touch the red tester lead to the 12 o’clock terminal and then to the 3 o’clock terminal, noting the resistance value of
each. A reading of between 2 and 5 ohms is good. An open reading indicates a bad element.
Hi/Lo Beam Switch Testing

1. Set the multitester dial to the ohms (Ω) position.
2. If the Hi/Lo switch has not been removed from the machine,
Low High
disconnect the switch to harness plug-in connector.
3. With the Hi/Lo switch in the Lo beam position, check the Grn D
resistance between the yellow and the green switch wires.
The reading should be less than .4 ohms. Yel D D
4. Turn the Hi/Lo switch to the Hi beam position and the Yel/Rd
multitester should indicate an open circuit (OL) reading.
D
5. Move one of the tester leads from the green to the red switch High/Low Switch
wire. The multitester should now read less than .4 ohms.
6. Turn the Hi/Lo Switch back to the Lo beam position and the
meter should again read an open circuit (OL).
Seat Harness Troubleshooting

1. Remove the taillight lens.
2. Remove the two taillight bulbs and the brakelight bulb.
3. Separate the seat harness from the main harness by unplugging the connector at the right rear of the tank.
4. With the multitester dial set on ohms (Ω) connect either meter test lead to the brown seat harness wire.
5. Touch the other tester lead to first the yellow wire and then the orange wire. Observe the readings. Readings other
than an open circuit (O.L.) indicate a shorted harness or bulb socket.
NOTE: The bulb socket tangs sometimes short to ground with the bulb removed.
6. Check between the yellow and orange wires in the same manner to check for a short between the brake and running
lights. If damaged wiring is found, remove the seat.
7. Tip the seat over and remove the right side seat cover staples. Locate and repair the harness problem.
8. Reinstall the staples and re-check the seat harness.
Ignition Switch Testing (Non-Electric Start)

1. Set the multitester dial to the ohms (Ω) position. Connect one
of the tester leads to either of the switch terminals and the other
tester lead to the other switch terminal.
2. With the switch off, the reading should be less than .4 ohms.
Off On
With the switch on, the reading must be an open circuit (OL).
3. Check the resistance between each of the switch terminals
and the switch body. With the switch still in the on position, Blk D
there must be an open circuit (OL) reading. Readings other
than those listed indicate a defective switch.
Brn D
Ignition Switch
13.13
ELECTRICAL
Ignition Switch Testing (Electric Start Models)
Off On Start
NOTE: Refer to the appropriate model and year wiring diagram for
ignition switch wire colors and connections.
Brn
D
1. Disconnect wires. Set the multitester dial to the ohms (Ω)
position.
D
2. With the key in the off position, check the resistance between Blk
the G (Ground, brown) terminal and the M (Mag, black)
terminal. This reading must be less than .4 ohms.
R
3. Turn the key to the on position. The multitester should now D
read an open circuit (OL).
D
4. Move the tester lead from the G terminal to the switch housing R/W
and re-check the reading. It should also be an open circuit
(OL).
Ignition Switch - Electric Start
5. Place one of the tester leads on the B (Battery, red) terminal
and the other tester lead on the S (Starter, blue) terminal. With
the key in the on position, there must be an open circuit (OL) reading.
6. Turn the key to the start position. The reading should be less than .4 ohms. Readings other than the ones listed
indicate a defective switch.
500/600/700/800 Temp Light

Models with TPS are fitted with a thermistor sensor. This sensor outputs a variable resistance with temperature. This allows more
capability for control when the over heat indicator light illuminates. Higher throttle positions require lower temperature for the
light to come on, possibly leading the operator to believe it to be a blinking light.
For example, the TEMP light will come on at idle (under 2000 RPM, 0% throttle) if coolant temperature reaches 230_F (110_C).
Timing retard initiates at 176_F if the TPS input is over 80-- 100%. For more severe conditions, the engine fail-- safe is turned on
at high TPS input and high temperatures
At room temperature 68_ F (20_ C) the thermistor should read 2189 to 2675 Ω.
See chart below for other temperature resistances.

CAUTION:
If attempting to heat the sensor, heat only in a water bath. Never subject the sensor to an open flame to attempt to close the contacts
as sensor damage may result.
TEMP _F (_C) Ω RESISTANCE RANGE

68 (20) 2189 - 2675
149 (65) 455 - 556
203 (95) 197 - 240
239 (115) 120 - 147
275 (135) 77 - 94
13.14
ELECTRICAL
Insulator
Off Idle Switch
Auxiliary Kill
Switch Contacts
Ignition Primary
Conductor
Plungers
Outward
Idle Switch
Engine Ground
B A
Throttle Control
Cutaway
The speed control assurance consists of two series connected switches. If one or both switch plungers are positioned
inward, the circuit is open and the engine will run.
At idle, with the throttle lever properly adjusted, the bottom switch circuit is open and the plunger is inward. The top
switch circuit is closed, and the plunger is outward. The speed control circuit is open, allowing the engine to run.
As the throttle lever is actuated to an off idle position, the top switch circuit is opened (plunger in) and the bottom switch
circuit is closed (plunger out). The speed control circuit is still open, allowing the engine to run.
In the event the carburetor or controls malfunction and allow the throttle cable to become slack, the circuit will close
(both switch plungers out), grounding the ignition system and causing the engine to stop.
Speed Control Assurance Adjustment

Throttle lever free play must always provide a specified clearance
between throttle lever and throttle block. This clearance is con-
trolled by the throttle cable sleeve(s) and the idle speed screw(s).
Throttle Lever Freeplay -
.010 - .030″ (.25 - .8 mm)
If the idle speed screw(s) is adjusted inward and the cable .010-.030″ (.25-.8 mm)
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.
NOTE: When adjustments are made on models which have more than one carburetor, refer to Section 6, Carburetion,
for proper carburetor synchronization adjustments.
13.15
ELECTRICAL
Speed Control Assurance Replacement
Auxiliary shut-off and speed control assurance switches are connected and replaced as a unit from the back side of
the throttle block.
1. Remove the handlebar pad and/or throttle block backing plate.
2. Slide out the auxiliary shut-off portion of the switch.
3. Remove the two screws securing the two speed control assurance switches.
4. Remove the switches noting their placement in the throttle block.
5. Replace the assembly and check its operation.

Ω
Auxiliary Shut--Off Switch Testing
1. Set the multitester in the ohms (Ω) position.
Ω
2. Disconnect the switch harness from the main wire harness. +
_
3. Connect the two multitester leads to the two switch wires.
Test 1 - Open Circuit - Run

With the auxiliary shut-off switch in the ON position, the multitester should read an open circuit (OL). As the throttle
lever is moved from idle to off idle, the tester should continue to read an open circuit. If the tester fluctuates and the
throttle lever to throttle block clearance is adjusted properly, the switch assembly must be replaced.
Test 2 - Closed Circuit - Kill

The two speed control switches must make a complete circuit to kill the engine. To check the switches, pull the throttle
lever out away from the throttle block. With the switch plungers outward and the auxiliary shut-off switch in the ON
position, the multitester must read less than .4 ohms resistance. Inspect wires and repair if damaged, or replace switch
assembly.
Test 3 - Auxiliary Shut-Off
The multitester should read less than .4 ohms in the OFF position and an open circuit in the the ON position. Inspect
wires and repair if damaged, or replace switch assembly.
Fuel Gauge
EDGE Fuel Sender Testing
Use the multitester ohmmeter to test the resistance of the fuel

sender.
Position Ohms Range

Empty 95 Ω 90 - 97.5 Ω
Full 7Ω 4.5 - 13 Ω
Diode
The supply voltage to the gauge should be 13.5 VAC. Fuse

(0.2A)
Pur/Wh Brn Yel
13.16
ELECTRICAL
Condition: No Spark
Disconnect the single black (black/white) wire from the CDI Module to the Check the ignition switch, wire harness, throttle safety switches
ignition kill circuit. Does it have a spark? and kill switch for proper adjustment or short to ground. Repair
Yes! or replace as necessary.
No#
Disconnect the stator to CDI module wires. Test the resistance values of the All except 3 cylinders: If the parts of the ignition system under
stator coils as per the wiring diagrams. Are the resistance values within the flywheel check OK, the only remaining component is the
specs? coil/CDI module assembly. Replace the module with another
with the same number. (See ignition data)
All 3 cylinders: Disconnect and check the secondary ignition coil
resistances. Refer to the resistance values listed in wiring
Yes! diagrams. If the coil resistance values are within specs, replace
No# the CDI module.
Isolate which component’s resistance is not within specs. Remove the flywheel and stator. Recheck the resistances; look for pinched or bare
harness wires; or replace the coil.
Condition: Incorrect Timing Advance/Retard

Follow the engine timing procedure for checking running timing at Adjust the ignition timing by rotating the stator plate to correct the
recommended RPM. Is the timing within limits? timing. After adjusting the recommended RPM timing, continue
No! with operating RPM timing if poor performance exists. (Continue
Yes # on with left column.)
Remove the ignition kill circuit by disconnecting the single black wire between Check the ignition switch, throttle safety switches, kill switch and
the CDI module and the machine harness. Is the timing now correct? harness for damage which can cause intermittent shorting
problems. Correct the problem.
Yes!
No#
Verify the correct CDI module by comparing the CU code on the box to the Replace the module with the correct part and readjust the ignition
information listed in the ignition data charts at the beginning of this section. Is timing.
it the right module?
No!
Yes#
Check the resistance of the coils under the flywheel. Compare these to Check the wiring connecting the coils and/or replace the coils as
values on wiring diagram. Are they within limits? necessary.
No!
Yes#
13.17
ELECTRICAL
500/600/700/800 TPS SETTING PROCEDURE
The TPS comes set from the factory and should not need adjustment. However, upon removal of the TPS, you must
mark the TPS position on the carburetor and replace it in the exact same position as removal. Polaris has developed
a TPS test kit for aid in setting the Throttle Position Sensor to specification.
TPS Testing
1. Illustration at right shows the TPS sensor kit PN
2201519.
Red Black
Pink
2. Make sure your 9 volt battery is in good condition by

inserting the black volt meter probe from your Fluket
meter in the black terminal and the red probe into the
pink terminal. Voltage should read 4.99 to 5.01 volts. If
not, try a new 9 volt battery.
3. Remove the connector from the TPS.
13.18
ELECTRICAL
4. Install test harness connector on TPS.
5. Insert red voltmeter lead into yellow terminal, and black

lead to black terminal. Slowly open throttle and check for
smooth voltage change.
NOTE: The fluke meter will change scales and show O.L. mo-
mentarily when throttle is opening.
6. Voltage at yellow terminal should be 4.0 to 4.2 volts at

Wide Open Throttle for domestic engines. If not, the TPS
must be adjusted to this specification.
TPS Volts at Wide Open Throttle -

Polaris Domestic Engines:
4.0 to 4.2 volts
13.19
ELECTRICAL
TPS Adjustment
1. Loosen the two screws that hold the TPS on the
carburetors.
2. Turn the TPS clockwise to decrease voltage, or

counterclockwise to increase voltage.
Decrease Increase
3. When the TPS is set to the desired voltage, tighten the

holding screws and verify voltage is 4.0 to 4.2 volts at
Wide Open Throttle.
13.20
ELECTRICAL
4. When the TPS is set and voltage is verified, remove the
tester and re-install the snowmobile TPS harness.
5. When storing the TPS tester, remove the red terminal of

the tester and insert it in the blank terminal of the harness.
13.21
ELECTRICAL
900 THROTTLE BODY
B A
D
E
13.22
ELECTRICAL
TPS SETTING PROCEDURE
The TPS comes set from the factory and should not need any adjustments. If replacing a TPS or resetting the TPS, Polaris has
developed a TPS test kit for aid in setting the Throttle Position Sensor to specification.
1. Assemble your TPS sensor tool (PN 2201519) as per the instructions that came with the tool.
2. Make sure your 9 volt battery is in good condition by inserting the black volt meter probe from your Fluket meter in the black
terminal and the red probe into the pink terminal. Voltage should read 4.99 to 5.01 volts. If not, try a new 9 volt battery.
3. Insert the red voltmeter lead into the yellow terminal, and black lead to the black terminal. Slowly open throttle and check for
smooth voltage change.
NOTE: The Fluke meter will change scales and show O.L. momentarily when throttle is opening.
4. Turn the idle set screw (A) counter clockwise until the screw tip (B) separates from the adjusted lever tab.
5. Turn the synchronization screw (C) counter clockwise until the synchronization lever is touching the synchronization screw
hole (D) tab.
6. Remove the connector from the TPS on the throttle body and install TPS sensor tool on to the TPS.
7. Place a shop towel under the throttle body incase you loose grip on the spring.
8. Remove the synchronization lever tab spring (E) and gently open and then close the throttle plates with the throttle, allowing
the plate to close gently. Note the voltage at this point.
9. Insert the synchronization lever tab spring and screw.
10. Turn the synchronization screw clockwise until the volt meter reads the voltage level that you noted in step #8.
11. Loosen screws on the TPS sensor (F).
12. Adjust the TPS sensor until the voltage on the volt meter reads .705 - .715 volts.
13. Tighten the TPS retaining screws, making sure that the voltage continues to read .705 - .715 volts.
14. Turn the idle set screw clockwise until the voltage reads .930 volts.
15. Voltage at the yellow terminal should be .93 volts +.02v at idle. Once the TPS voltage is verified and set, remove the sensor
tool and re-- install the TPS harness.
IQ FUSION/RMK THROTTLE POSITION SENSOR (TPS)
0.93 volts (±.02v) @ Idle
R/W (from ECU)
Lite Blue
BLK/BL
NOTE: The 900 Libertyt engine TPS is set at .93volts ±.02v at idle.
When the sensor is inoperative or disconnected the system will switch to a “LIMP HOME” mode. Limp Home mode reduces
performance to a default value and monitors other sensors.
13.23
ELECTRICAL
900 LIBERTY TEMPERATURE LIGHT
The TEMP light (A) is controlled by the CDI using water temperature input from the water temp sensor (B), throttle position input
(TPS) and RPM input. The water temp sensor is a thermistor. As the temperature increases the resistance decreases. Each input
has thresholds programmed into the CDI for when to illuminate the TEMP light according to coolant temp, throttle position (TPS)
and engine speed (RPM).
For example, the TEMP light will come on at idle (under 2000 RPM, 0% throttle) and coolant temperature of 230_F (110_C).
Timing retard initiates at 176_F and a TPS of over 80-- 100%. For more severe conditions, the engine fail-- safe is turned on at high
TPS input and high temps.
TEMP _F (_C) Ω RESISTANCE RANGE

68 (20) 2189 - 2675
149 (65) 455 - 556
203 (95) 197 - 240
239 (115) 120 - 147
275 (135) 77 - 94
LAMP CIRCUIT TEST

1. Ground the Black/White wire from the Temperature light.
2. Run the machine, and light should be on.
THERMISTOR SENSOR TEST
At room temperature 68_ F (20_ C) the Thermistor should read 2190 to 2575 Ω. See chart above for other temperature resistances.
CAUTION:
If attempting to heat the sensor, heat only in a water bath. Never subject the sensor to an open flame to attempt to close the contacts
as sensor damage may result.
13.24
ELECTRICAL
900 LIBERTYT DETONATION SENSOR (DET)
A detonation sensor monitors the engine and responds to detonation by automatically reducing the engine timing and adding fuel.
The activated sensor reduces engine detonation by compensation of timing and fuel. This results in decreased engine RPM and
performance.
This sensor detects engine knock by converting pressure pulses from the engine and converting the pulses to a voltage. The ECU
has a threshold voltage to differentiate between normal and damaging detonation. This system operates similar to existing DET
system, but this system can compensate with timing and fuel delivery.
DET TROUBLESHOOTING
Use this chart to determine causes and solutions for detonation. If none of these conditions exists and the sensor remains activated
you may need to remove the sensor from the engine and test run the unit, and if the conditions are gone you will need to check
the possible causes again. If the conditions remain the same you may need to replace the sensor.
Possible Cause Solution

Poor quality fuel Replace with higher quality fuel
Improper engine modifications Do not modify the engine
EFFECT OF DET
Basic concept of the detonation system is to avoid damage to the engine from detonation while developing the maximum power
of the engine safely.
The system starts with a predetermined engine perimeters.
If the system senses detonation that is beyond a preset limit, the system retards the ignition timing to reduce the detonation and
prevent engine damage.
When the detonation returns to a permissible level, the system will incrementally advance the spark to increase the output of the
engine in a safe manner.
SENSOR FAIL SAFE

The Detonation Elimination Technology also includes a sensor fail-- safe system to prevent the engine from damage, when the
sensor has failed, been disconnected or is unable to detect detonation. DET failure will add 10% injector duration and the ECU
will use other sensors.
The rider will experience a loss in power. The sensor will need to be reconnected or repaired to once again achieve full power.
Check engine light will flash 6 times if the sensor fails or becomes disconnected.
The ECU will default the DET value to a set percentage and will monitor other sensors for reduced performance.
13.25
ELECTRICAL
IQ FUSION/RMK COOLANT TEMPERATURE SENSOR
COOLANT TEMP SENSOR

Resistive sensor which the resistive characteristics change due to temperature. The ECU uses engine coolant temperature, throttle
opening and engine RPM information to adjust fuel and ignition maps to warm up or cool down the engine. Disconnected or De-
fault temperature is 77.5_F (25_C).
Operating Temperature Range - 22 _F - +248 _F (-- 30_C - 120_C)

Resistance 2.4 - 2.6KΩ @ 68_F (20_C)
Installation Torque 29 ft.lbs. (39.2Nm)
13.26
ELECTRICAL
EXHAUST TEMPERATURE SENSOR
CONNECTION
CHANGE
04152004
K-- Type resistive sensor with resistive characteristics that change due to temperature. The ECU senses this change in resistance
and uses this information to correct fuel and/or timing. This sensor is difficult to measure if temperature is below 392_F (200_C).
Disconnected or Default temperature is 1100_F (593 _C)
Resistance Values 2.3MΩ @ 392_F (200_C) - 76Ω @ 1652_F (900_C)
INTAKE AIR TEMPERATURE SENSOR

Resistive sensor with resistive characteristics that change due to
temperature. The intake air temperature sensor is located in the lower air
intake. The ECU senses this change in resistance and uses this informa-
tion to correct fuel and/or timing based on intake air temperature. In case
of circuit failure ECU goes to calibrated default air temperature. Default
temperature is - 20_F (-- 28_C).
Operating - 22 _F - +248 _F (-- 30_C - 120_C)

Temp Range
Resistance 77_F(25_C) 9.7 - 10.3 KΩ
BAROMETRIC PRESSURE SENSOR

Internal ECU sensor that provides ECU with Altitude information to
adjust fuel and ignition. This sensor is located in side the ECU and is not
serviceable. Default setting is 28.74 inches of mercury.
13.27
ELECTRICAL
CRANK POSITION SENSOR
B
A
STATOR
C
C
D
A&B
C
E
E
C D C
D
C FLYWHEEL
When the sensor is inoperative or disconnected the

system will switch to a “LIMP HOME” mode. Limp
Home mode reduces performance to a default value
and monitors other sensors. FLYWHEEL SIDE VIEW
The 5 tooth crank position sensor (A) picks up all 5 flywheel teeth (C).
The 2 tooth crank position sensor (B) picks up 2 off set flywheel teeth (D).
Both crank position sensors will have a gap (E) to the flywheel pick up of .035” (.90mm).
These sensors must be in the correct position or the engine will not run as expected. A sheared flywheel key will cause the engine
to not start or kill if running.
The 2 tooth pick up detects the crank angle and obtains minimal information of the crank angle when control enters into limp
home mode.
5 tooth pickup is to obtain the following information in combination with the 2 tooth pickup.
S Judge direction of rotation (forward and backward)
S Ignition advance angle control
S Injector drive angle control
S Excess advance ignition control at reverse
13.28
ELECTRICAL
SPEED SENSOR
Speedo Pick up
located on the drive shaft
BRN
GRN/RED
OR/W
SPEED SENSOR: This is a hall effect sensor that measures the speed of the drive shaft to give you the speed of the track.
SPEED SENSOR (2410376)
PIN COLOR ITEM VALUE
A Red Gauge Power 5 volts (powered by the gauge)
B White Speed Signal to gauge Ck w/ hall sensor
C Black Signal Ground Continuity to Ground
SPEED SENSOR TESTING

1. Check the Red/White (PIN A) for 5 VDC.
2. Check the Brown (PIN C) for continuity to ground at the hood connector #1.
3. Hook up the Hall effect tester (PN 2871745) to the Light Green/Red (PIN C) and spin the track Verify that the light on the tester
blinks on and off as the track rotates. If the light blinks the sensor is good.
13.29
ELECTRICAL
OIL LEVEL SENDER
Oil Level Ground
The float (A) moves up and down the sender shaft (B) and ECU sends a signal to the MFD when the level get to the point where
you need to add more oil. The oil level signal is measured in resistance, FULL is open and <10Ω at lower level.
This sensor is pressed in and has a snug fit to the tank by the grommet.
OIL LEVEL SENSOR
COLOR ITEM VALUE
Violet Oil Level Sensed by gauge when at the lowest point.
Brown Ground Ground
13.30
ELECTRICAL
ENGINE / CHASSIS CONNECTION LOCATION
13.31
ELECTRICAL
ECU PLUG CONNECTION #1
PTO
CONNECTION TO CHASSIS
INJECTOR
TO REGULATOR
RECTIFIER
MAG INJECTOR
13.32
ELECTRICAL
ECU PLUG #1
PIN PIN
COLOR ITEM COLOR ITEM
# #
1 Orange Regulator Rectifier 18 Orange Regulator Rectifier
2 - - 19 Red/Black Battery Voltage (+)
3 White/Green Speed Limit Signal 20 Black/Blue Sensor Ground
4 Yellow/Red Tachometer Signal 21 Black Aux Kill Switch
5 Blue/Red Water Temp Signal 22 Black/Red Soft Stop
6 Green PTO Injector 23 Blue Air Temp Sensor
7 - - 24 White/Black Exhaust Temp Sensor
8 Yellow MAG Injector 25 Green/Blue Solenoid Ground
9 - - 26 Red Voltage Regulator (out) power
10 Orange Regulator Rectifier 27 - -
11 White/Blue Chassis Relay Coil 28 Brown Ground
12 - - 29 Black/White Diagnostic
13 Grey Reverse Switch 30 Green/Blue Hot/DET Lamp
14 Red/Blue Injector Power PTO 31 White Reverse Lamp
Light Green/
15 - - 32 Ground Speed Signal
Red
16 Red/Blue Injector Power MAG 33 Orange/Green Battery Relay Coil
17 - - 34 Brown/WHite Fuel Pump Switch
13.33
ELECTRICAL
ECU PLUG CONNECTION #2
To ECU
DET Sensor
To Magneto (coil)
To Magneto
Crank Position Sensor
EV Solenoid
PTO Ign Coil #1 MAG Coil

(blue cover) (white cover)
Digital Wrench
External Power
TPS
Coolant Temp Sensor
13.34
ELECTRICAL
ECU PLUG #2
PIN PIN
COLOR ITEM COLOR ITEM
# #
1 White CPS (2 tooth) 18 - -
2 White/Red CPS (2 tooth) 19 Purple Detonation Sensor
3 Green CPS (5 tooth) 20 Black/Blue Detonation Sensor Ground
Coolant Temperature Sensor
4 White/Green CPS (5 tooth) 21 Black/Blue
Ground / TPS Ground
5 - - 22 Black/Blue External Power Ground
6 - - 23 Brown MAG Ignition Coil Ground
7 Pink Digital Wrench 24 Brown PTO Ignition Coil Ground
8 Orange External Power (+) 25 Brown Exciter Coil Ground
9 Black/Yellow MAG Ignition Coil 26 Red Voltage Regulator Out
10 - - 27 White/Yellow EV Solenoid
11 Yellow Coolant Temp Sensor 28 - -
12 Aqua TPS Signal 29 - -
13 - - 30 Red/White Power Supply (5 Volts)
14 Red/Blue Digital Wrench 31 Blue/Yellow Injector Coil
15 Gray Digital Wrench 32 Blue/Yellow Injector Coil
16 Black/White Diagnostic Lamp 33 Green/Red Exciter Coil (+)
17 Black/Red PTO Ignition Coil 34 Green/Yellow Exciter Coil (Center)
13.35
ELECTRICAL
STATOR
COILS
G/R
G/R - G/Y=15Ω
G/Y
G/Y - BR/W=15Ω
BR/W
G/R - BR/W = 30Ω
STATOR (4010727)
COLOR SYSTEM FUNCTION VALUE
CHARGE Yellow Charge Coil Resistance between the
coils =.13Ω
= 13Ω ±15%
Yellow Charge Coil
No continuity between
Yellow Charge Coil any Yellow to ground
CPS GRN/ GRN Crank Position Sensor (5 Tooth) Igni- Resistance between
WHT tion timing. machine will not run White/Green and Green
(see page 13.28 for gap specification) with out. = 190 Ω±15%
Red/ Red Crank Position Sensor (2 Tooth) Lo- Resistance between
White cates TDC and RPM. Machine will White/Red and White =
not run with out. 190 Ω±15%
COILS Green/Red Resistance between
Green/Red and Green/
Yellow = 15Ω
Green/Yellow Exciter Coil - Powers the Ignition Resistance between
Coils Green/Red and Brown/
White = 30Ω
Brown / White ~ to Grd
INJECTORS Blue/Yellow Injector Coil - Powers Injectors to 16 Resistance between
Volts Blue/Yellow and Blue/
Yellow - 2.4Ω
STATOR: Supplies the system with 3 Phase AC current to power the system (300 watts).
COILS: Troubleshooting: If gauge and lights cut out above 3500 RPM charge coil is suspect to failure. Brown/White when dis-
connected will have no continuity to engine ground.
13.36
ELECTRICAL
COIL / EV SOLENOID
MAG IGNITION COIL

PTO IGNITION COIL
Exhaust Valve Solenoid
Located under the steering column
IGNITION COILS: Provides ignition spark for each cylinder
PRIMARY COIL #1 (MAG SIDE) PRIMARY COIL #2 (PTO SIDE)

COLOR ITEM VALUE COLOR ITEM VALUE
BLK/RED ECU .45Ω ±15% BLK/Y ECU .45Ω ±15%
BRN Ground .45Ω ±15% BRN Ground .45Ω ±15%
SECONDARY COIL #1 (MAG SIDE) SECONDARY COIL #2 (PTO SIDE)
WHT/BLK 18KΩ±20% WHT/BLK 18KΩ±20%
EXHAUST VALVE SOLENOID: This solenoid will open and close the exhaust port vacuum at a calibrated TPS and RPM. Helps
provide maximum power across the power band. 15Ω from W/Y to RED on the solenoid. Fail safe mode will keep the valves
closed and the unit will have no top end.
EXHAUST VALVE SOLENOID
COLOR ITEM VALUE
W/Y ECU switches to ground
Red BATT + Batt Voltage
13.37
ELECTRICAL
EV SOLENOID
Below 6800 RPM Exhaust Valves Closed Above 6800 RPM Exhaust Valves Fully Open
ECU ECU
W/Y R W/Y R
Hose Hose
Wire
Solenoid Solenoid
Open Closed
T-Fitting T-Fitting
Inlet Hole Spring Inlet Hole Inlet Hole

Inlet Hole
Spring from Cylinder from Cylinder Spring from Cylinder Spring
from Cylinder Bellows
Bellows
Bellows Bellows
Outlet Hole Outlet Hole

Exhaust Exhaust
Valve Valve
Exhaust Exhaust
Valve Valve
13.38
ELECTRICAL
REGULATOR RECTIFIER
AC IN
DC OUT
RECTIFIER & REGULATOR :

The rectifier converts the AC current to DC current by passing the AC signal from the stator through diodes in a bridge configura-
tion. The regulator is used to limit the DC voltage to a stable 14.5 Volts. This is necessary because the DC Voltage can range
from 0 - 80+ volts that is directly proportional to engine RPM.
COLOR ITEM
Yellow
Yellow From Stator Charge
Coils
Yellow
Orange
Orange To ECU
Orange
Brown
Brown
To Chassis plug
Red
Red
13.39
ELECTRICAL
CAPACITOR
CAPACITOR: The function of the capacitor is to act like a battery in a non-- battery system. The capacitor makes the chassis
side power signal stable. WIth out the capacitor in the system the unit will not run correctly at idle.
CAPACITOR
COLOR ITEM VALUE
RED/WHT Chassis Power 28000uF
BRN Chassis Ground 28000uF
Can check for sort circuit failure (O.L.).
TESTING CAPACITOR
1. Use a 12 volt battery and hook up the positive (+) to the Red/White wire and the negative (-- ) to the brown wire. Let the
capacitor take a charge for 10 seconds.
2. Using a multimeter check the power that is in the capacitor. The power may slowly go down.
13.40
ELECTRICAL
CHASSIS RELAY
CHASSIS RELAY: Controls the power distribution to the chassis separate from the rest of the system. The relay will close at
a set RPM, when the system can support the chassis load, and open when engine RPM drops past a calibrated histories or 700
RPM. Voltage Boost kicks in at 700 RPM, the relay opens, the stator power is boosted and allocated to the fuel pump and ignition
components.
CHASSIS RELAY (recoil area)
COLOR ITEM VALUE
Red / White Power Chassis Power
Red Reg Out Regulated Power
White / Blue ECU ECU switches to Ground
CHASSIS GROUND
CHASSIS GROUND
CHASSIS GROUND: Located behind the left hand foot well the chassis ground provides current path to ground. If ground
is disconnected, all the current will run through ECU and damage the internal components of the ECU.
13.41
ELECTRICAL
CHASSIS HOOD CONNECTOR #1

A Brown Lamp Ground
B Yellow / Red Tachometer
C Red /White Battery (+) 14 VDC
D Light Green / Red Speed Signal
E Brown Ground
F Yellow High Beam
OpenΩ Full
G Violet Oil Level
< 10 Ω Empty
H Orange Brake Lamp
J Black / White Diagnostic Lamp
K Blue / White Hot/DET lamp
L White Reverse Lamp
M Green Low Beam
13.42
ELECTRICAL

A - - -
B Blue / Red Water Temp Sensor Signal to gauge from ECU
C - - -
D Violet / White Fuel Level Full 0-- 5Ω
Empty 95-- 100Ω
F - - -
E White / Red Mode SW
G - - -
H White / Black Set SW -
I - - -
J - - -
K Orange / White Speed Sensor Power 5 Volts
L Orange / Black Gauge connector 1 Future Operation
M - - -
13.43
ELECTRICAL
DIGITAL WRENCH POWER PLUG
OR BLK/BLU
DIGITAL WRENCH DIAGNOSTIC PORT ECU POWER UP FOR DIGITAL WRENCH
R/W BROWN
LIGHTS DIAGNOSTIC
PUMP PRIME
DIAGNOSTIC PORT
The diagnostic port is used with the Digital Wrench diagnostic program. The communication cable hooks to this port to communi-
cate to the ECU when powered up with the power up port.
ECU POWER UP PORT
The power up port is used to give the ECU power so that the Digital Wrench can communicate with the ECU. To power up the
ECU use the M-- 10 ACE power cable (PN PV-- 46355).
DIAGNOSTIC PLUG FOR LIGHTS
Apply 12 VDC to this plug by using the M-- 10 ACE tool (PN PV-- 46355) and it will power up all the light circuits. This is helpful
for checking any grounds for lights.
PUMP PRIME
Applying 12 VDC to this by using the M-- 10 ACE pig tail tool (PN PA-- 46355-- 2). This will cycle the fuel pump and pressurize
the fuel rail. Apply positive (+) power to the RED wire and the negative (-- ) to the BROWN wire. This will be used when priming
the fuel pump after engine rebuild.
13.44
WIRING DIAGRAMS
TRAIL RMK
14.1
WIRING DIAGRAMS
600/700/800 RMK, 600/800 SWITCHBACK
14.2
WIRING DIAGRAMS
900 RMK HOOD 1 OF 2
14.3
WIRING DIAGRAMS
900 RMK HOOD 2 OF 2
14.4
WIRING DIAGRAMS
900 RMK CHASSIS 1 OF 3
14.5
WIRING DIAGRAMS
14.6
WIRING DIAGRAMS
14.7
Numbers Chaincase
Bearing Assembly, 7.5
2 --- pulse and 6 pulse Alternators, 13.12 Bearing Removal, 7.5
Removal, 7.5
550 Engine Assembly, 5.10
Chaincase Exploded View, 7.4
550 Engine Disassembly, 5.9
Chassis Ground, 900 Liberty, 13.41
700/800 Waterpump Belt, 3.30
Chassis Hood Connector #1, 900 Liberty, 13.42
900 FUSION Specifications, 1.10–1.12
Chassis Relay, 900 Liberty, 13.41
Choke Adjustments, 4.17
A Clutch Alignmnt Adjustment, 6.22
Clutch Offset Adjustment, 6.22
Air Filter, 3.4
Clutch Offset Inspection, 6.22
Auxiliary Shut---Off Switch Testing, 13.16
Clutch Operation, 6.2–6.4
Clutch Tools, 6.1
B Coil, 900 Liberty, 13.37
Barometric Pressure Sensor, 900 Liberty, 13.27 Compression Damping Adjustable Shocks, 10.4
Battery Connecting Rod Bearing Inspection, 2.14
Battery Charging, 13.7 Console Removal, 900 Fusion, 12.6
Battery Filling, 13.7
Battery Storage, 13.7 Conversion Carts
Battery Testing, 13.6 Fraction to Decimal, 2.5
Load Test, 13.7 Units of Measure, 2.8
Brake Pad Replacement, 8.11 Coolant Sensor, 900 Liberty, 13.26

Cooling System
Brake System
900 Fusion, 2.22
Bleeding, 3.18
Coolant Level, 2.21
Bleeding/Fluid Change, 8.2
Overview, 2.21
Compensating Port, 8.1
Maintenance, 3.17 Crankcase
Service, 8.3–8.11 Bearing Fit, 2.13
Subassembly, 8.4 Inspection, 2.13
Brake System Overview, 8.1 Crankshaft
Connecting Rod Small End Inspection, 2.14
Bulb Replacement, IQ, 3.15
Indexing, 2.15–2.17
Main Bearing Inspection, 2.13
Needle Bearing Inspection, 2.14
C Piston Pin, 2.14
Runout Inspection, 2.17
Camber Truing, 2.16
Adjustment, 9.8
Definition, 9.5 Crankshaft Position Sensor, 900 Liberty, 13.28
Inspection, 9.9 Cylinder
Range, 9.9 Honing
Capacitor, 900 Liberty, 13.40 Cleaning, 2.13
De---Glazing, 2.12
Carbide to Ski Placement, 9.16 Oversize, 2.12
Carburetor, Troubleshooting, 4.19 Procedure, 2.12
Selection, 2.12
Care, 3.20
Head Inspection, 2.10
Chaincase, 3.8 Measurements, 2.10
Port Chamfering, 2.13 Exhaust Temperature Sensor, 900 Liberty, 13.27
Exhaust Valve Maintenance
Edge, 3.23
D IQ, 3.24
Decal Removal/Installation, 12.11–12.14

DET Sensor, 900 Liberty, 13.25 F
Digital Wrench Front Bumper, 900 Fusion, 12.3
Diagnostic Port, 13.44
Power Plug, 13.44 Front Suspension Adjustment Procedures, 10.1
Dive Chain Tension, 3.8 Front Suspension Components
600/800 Switchback, 9.2
Drive Belt Trail/600/700/800 RMK, 9.1
Data, 6.19
Deflection, 6.21 Front Suspension Torque Values
Diagnosis, 6.20 600/800 Switchback, 9.2
Inspection, 6.20 Trail/600/700/800 RMK, 9.1
Drive Belt Removal Front Torque Arm Limiter Strap Adjustment, 11.13
Polaris Drive Clutch, 3.12 Front Track Shock Information, 11.14
TEAM Clutch, 3.13 Fuel Delivery Overview, 4.7
Drive Chain Part Numbers, 7.3 Fuel Filter, 3.5
Drive Clutch Fuel Pump
Assembly, 6.13 Cleaning, 4.18
Disassembly, 6.10–6.12 Diaphram Style, 4.18
Exploded View, 6.7, 6.14 Inspection, 4.18
Identification, 6.7 Maintenance, 4.18
Installation, 6.9 Operation, 4.18
Removal, 6.8
Spider, Removal/Installation, 6.12 Fuel Rail
Springs, 6.4 Installation, 4.21
Weights, 6.5–6.7 Removal, 4.21
Driven Clutch Fuel Sender Testing, EDGE, 13.16
Installation, 6.15 Fuel Tank Removal, 900 Fusion, 12.4–12.6
Removal, 6.15
Fuji Engine Exploded View, 5.8
Types, 6.14
Fuji Torque Patterns, 5.2
Drive Shaft, Removal/Installation, 7.6
Driven Clutch Deflection Adjustment, 6.21
G
E Gasoline Volatility, 4.6
Gearing Charts, 7.1–7.3
ECU Plug #1, 900 Liberty, 13.32–13.34
General Service Precautions, 2.4
ECU Plug #2, 900 Liberty, 13.34–13.36
ECU Powerup Port, 13.44
Edge Driveshaft Bearing, 3.6 H
Edge Hood Removal, 12.1 Handle Bar Centering, 9.10
Engine/Chassis Connection Location, 900 Fusion, Handlebar Torque Sequence, 9.16
13.31 Handlebar
EV Solenoid, 900 Liberty, 13.37–13.39 Adjustment, 3.16
Cover Removal, 3.16
M
Head Light, Edge, 12.1
Maintenance Program, 3.1–3.4
Head Light Adjustment, 3.14
Master Cylinder Exploded View, 8.3
Head Light Removal, 900 Fusion, 12.3
Master Cylinder Inspection, 8.4
Headlight Bulb Filament Continuity Test, 13.13
Master Cylinder Removal, 8.3
Hi/Lo Beam Switch Testing, 13.13 MFD Removal, 900 Liberty, 12.3
Hood, 900 RMK, 12.2 Mikuni
Chassis Hood Connector #2, 900 Liberty, 13.43 Component Operation, 4.8–4.13
Float, 4.8
Hood Removal, 900 RMK, 12.3 Fuel Delivery, 4.10
Hood Repair, 12.8 Fuel Metering, 4.8
Jet Needle, 4.11
Main Jet, 4.10
I Needle jet, 4.11
Pilot Air Screw, 4.10
Pilot Jet, 4.10
IFS Shock Information, 10.5 Throttle Opening vs. Fuel Flow, 4.12
IFS Shock Springs, 10.2 Throttle Valve, 4.11
Exploded View, 4.5
Front Track Shock Valving Specification, 11.15
jet Needle Overview, 4.3
IFS Shock Valving Specification, 10.6 Jetting Guidelines, 4.10
TM 38/40 Components, 4.4
Rear Track Shock Valving Specification, 11.15
Mikuni Part Numbers
IFS Specifications, 9.6 Jets, 4.1
Ignition Switch Testing, 13.13–13.15 Main Jet, 4.1
Pilor Air Jets, Short,4 .2
Insterment Removal/Installation, Edge, 12.1 Pilot Air Jets, Long, 4.2
Intake Air Tempurature Sensor, 900 Liberty, 13.27 Piston Valves, 4.2
Notched, 4.2
IQ
Starter Jets, 4.2
Air Intake, 3.22
TM Jet Needles, 4.2
900 Exhaust System, 3.21
900 Fusion Oil Pump Bleeding, 3.27 Mikuni TM Carburetor
Cooling System Maintenance, 3.26 Assembly, 4.15
Fuel Rail Bleeding, 4.21 Disassembly, 4.13–4.15
Throttle Synchronization, 4.16
IQ Spindle Assembly, 9.17
Model Number Designation, 2.1
J N
Jackshaft Bearing, 3.6 Nosepan Replacement, 12.9
Jackshaft Installation, 7.5 800 RMK, 12.10
Jackshaft Removal, 7.5

O
L Oil Filter, 3.5
Oil Level Sensor, 900 Liberty, 13.30
Lamp Diagnostic Connector, 13.44
Oil Pump
Lubrication Points, 3.6 Adjustment, 2.20
Bleeding, 2.19 Short Circuit Current Test, 13.12
Operation, 2.18 Ski Installation, 9.13–9.15
Troubleshooting, 2.18
Ski Spindle Bushing Installation, 9.11–9.13
Open Circuit Voltage Test, 13.6
Ski Spindle Bushing Removal , 9.11
Spark Plug Color, 2.9
P Spark Plug Information, 3.11
Park Brake Lever Lock, 8.11 Specific Gravity Test, 13.6
Piston, Inspection, Measurement, Installed Ring Speed Control Assurance Adjustment, 13.15
Gap, 2.11 Speed Control Assurance Replacement, 13.16
Piston Wash, 2.9 Speed Sensor, 900 Liberty, 13.29
Pre---Mix Chart, 4.6 Spider Indexing, 6.13
Preparing a New Battery for Service, 13.5 Spindle Centering, 9.7
Publication Part Numbers Sprocket part Numbers,7 .3
By Model, 2.3
Starter Installation, 13.11
Printed Matter, 2.3
Video Part Numbers, 2.3 Starter Solenoid Bench Test, 13.11
Pump Prime Connection, 13.44 Stator, 900 Liberty, 13.36
Stator Housing Removal, Water Pump Removal,
Oil Pump Removal, 5.21
R Steering Arm Orientation, 9.12
Radius Rod End Procedure, 9.5 Steering Inspection, 9.4
Rear Suspension Suspension Lubrication, 3.7

Installation, 11.1 Suspension Set Up
Lubrication Points, Torque Specifications, 11.10 Edge 136, 11.11
Removal, 11.1 RMK, 11.12
Rear Suspension Springs Explination, 10.3 Switchback, 11.11
Rear Track Shock Information, 11.14 Sway bar Replacement, IQ, 9.15
Recoil Service, 3.28–3.30

Regulated Voltage, 13.12 T
Regulator Rectifier, 900 Liberty, 13.39 Tail Light Replacement, 12.8
Rod End Engagement Guidelines, 9.5 Tap Drill Sizes
Metric, 2.7
SAE, 2.7
S Team Driven Clutch
Assembly, 6.16
Seat Cover, 12.7
Disassembly, 6.16
Seat Removal, 12.7 Ramps, 6.18
900 Fusion, 12.4–12.6 Ramps Explination, 6.17
Sediment Trap, 3.4 Spring Data, 6.17
Shock Maintenance, 11.19 Temperature Light, 900 Liberty, 13.24

Valving Part Numbers (Arvin), 11.16 Thermostat, 3.25
Shock Rebuilding Tools, 11.17 Throttle Body, 900 Liberty, 13.22
Shock Valving, Typical Stack, 11.18 Throttle Lever Freeplay, 3.19
Tie Rod End Procedure, 9.5
U
Timing Procedure --- All Models, 13.5
Toe Ajustment, 9.10 Unregulated Voltage, 13.11
Torque Specifications, Bolt Size, 2.6
Torque Stop Adjustment, 6.23
Torsion Bar Removal/Installation, EDGE, 9.14
V
TPS Adjustment, 13.20 Vehicle Identification Number (VIN), 2.2
TPS Setting, 900 Liberty, 13.23 Model Number Key, 2.2
TPS Testing, Carbureted Models, 13.18
Track Adjustment, 3.9
Track Maintenance, 3.9 W
Track Tension, 3.10 Warnings, Fuel, 4.1
Track Tension Adjustment, 3.10 Water Trap, 3.4
Troubleshooting, Rear Suspension, 11.25
Wiring Diagram
Troubleshooting, Seat Harness, 13.13 600/800/700 RMK, 14.2
Tunnel Decal, 2.1 Trail RMK, 14.1
Typical Multimeter Useage, 13.1 Wiring Diagrams, 900 RMK, 14.3–14.8
CVR_9919302 9/23/04 9:17 AM Page 1
2005 DEEP SNOW SERVICE MANUAL

2005 DEEP SNOW
SERVICE MANUAL
TRAIL RMK
600 RMK
700 RMK
800 RMK
900 RMK
600 SWITCHBACK™
PART # 800 SWITCHBACK™
9919302
9919302 PN 9919302

2005 Deep Snow - 9919302

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CVR_9919302 9/23/04 9:17 AM Page 1

2005 DEEP SNOW SERVICE MANUAL

NOTE: S A NOTE provides key information to clarify instructions.

Polaris acknowledges the following products mentioned in this manual:

FLEXLOC, Registered Trademark of SPS Technologies

2005 DEEP SNOW MANUAL ELECTRICAL SYSTEM 13

Engine Type Libertyt Mikuni

290/280 280/270 270/260 260/250 250/240 240/230

DRIVE CLUTCH DRIVEN CLUTCH

FRONT SUSPENSION REAR SUSPENSION

CDI Marking CU7236 Voltage Regulator

Engine Type Libertyt Mikuni

450 430 420 400 380 370

DRIVE CLUTCH DRIVEN CLUTCH

FRONT SUSPENSION REAR SUSPENSION

Engine Type Libertyt Mikuni

500 490 470 450 430 410

DRIVE CLUTCH DRIVEN CLUTCH

FRONT SUSPENSION REAR SUSPENSION

Engine Type Libertyt Mikuni

510N 490 470 450 430 410

DRIVE CLUTCH DRIVEN CLUTCH

FRONT SUSPENSION REAR SUSPENSION

Ignition Timing(see conver

ENGINE FUEL SYSTEM

DRIVE CLUTCH DRIVEN CLUTCH

Engine Type Libertyt Mikuni

450 430 420 400 380 370

DRIVE CLUTCH DRIVEN CLUTCH

FRONT SUSPENSION REAR SUSPENSION

IFS Spring Rate 100#/in

IFS Spring Pre-- Load 10.5” / 26.7cm Installed

Ignition Timing(see conver

Engine Type Libertyt Mikuni

510N 490 470 450 430 410

DRIVE CLUTCH DRIVEN CLUTCH

FRONT SUSPENSION REAR SUSPENSION

IFS Spring Rate 100#/in

IFS Spring Pre-- Load 10.5” / 26.7cm Installed

Ignition Timing(see conver

World Mfg. ID Vehicle Descriptor Vehicle Identifier

VIN Number Body Style Engine Series Model

Vehicle Identification Number / Model Number Key

2005 Specification Handbook 9919311

Bolt Size Threads/In Grade 2 Grade 5 Grade 8

*To convert ft. lbs. to Nm multiply foot pounds by 1.356.

METRIC TAP DRILL SIZES

Unit of Measure Multiplied by Converts to

°C to °F: 9 (°C + 40) ÷ 5 -- 40 = °F

Piston Wash Spark Plug Color

n Wet and Black wash indicates too rich a fuel

n A dry, ash colored piston indicates too lean a

CYLINDER HEAD INSPECTION

Cylinder Head Warp

S Cylinder Taper Limit: .002” MAX

B Piston Ring C Piston Ring

FUJI ENGINES - Measure 1/2″ (12.7mm) up

PISTON RING INSTALLED GAP

CYLINDER HONE SELECTION

A Nikasil cylinder can be lightly honed with

HONING TO OVERSIZE (340 AND 500 FUJI ENGINES ONLY)

CLEANING THE CYLINDER AFTER HONING