how to adjust your limiter strap

Snowmobiles are like airplanes, in a way. Flaps and ailerons make thebird climb and dive on command. Sufficient engine power keeps the Cessnaor Piper aloft. The lift and dive control surfaces are like adjustable limiterstraps. Change the angle of attack and zoom, up it goes; or down as gravityovercomes lift.

When strictly riding trail systems, a snowmobile's rear suspension isgenerally set flat in relation to its approach angle to the snow. By tuckingthe suspension up under the tunnel, and shortening the limiter strap, thesnowmobile's weight is evenly distributed (mostly) throughout its lengthas the fuel lever is smashed.

On the other hand, when mountain busting or deep-snow boondocking, therear suspension's approach angle has to be changed to force a downwash oftorque and weight to the snowmobile's rear-most axle.

Weight transfer is the most important consideration when thinking aboutyour snowmobile's handling, which includes turning, climbing, traction andrider feel.

When throttle is applied, it is necessary to transfer as much weightas possible to the snowmobile's butt for maximum traction and minimal trackspin. If snow conditions are excellent- hardpack or crust- a large amountof weight is transferred to the rear by the track simply trying to pushthe front and leaving everything else behind. Properly tuned suspensionswill bend your mind and cause your shoulders to stretch.

The effects of superb natural traction are vastly diminished if the snowmobileis trying to hook up on loose snow. Depending on snow density, the skismay plow through the snow and the track can spin excessively. In this case,the snowmobile's front weight needs to be transferred to the rear, thusfloating the skis on top of the powder and increasing traction.

There is a compromise here. If all weight is smacked to the rear, thefront becomes nervous- ski-lift becomes apparent and turning is less thanpositive, regardless of whether or not your skis pack vicious carbides anda radical bowed keel.

One simple way to transfer weight is to position your body at the rearof the seat and when ripping open the carb's flood gates yank back on thebars. This cure is momentary though.

There are a few suspension adjustments that are effective. There is acost, as mentioned earlier- ski lift and weight transfer reduce control.

The simplest way to transfer weight back and forth from track to skisis by adjusting the limiter strap at the forward section of the slide rail.Depending on make and model, additional adjustments can be achieved by raisingor lowering the forward mounting bolts that fasten the slide rail assemblyto the tunnel.

If the mounting bolts are lowered, less weight will be placed on theskis. The opposite is also true, the higher the mounting bolts, the morethe ski pressure.

Remember, long limiter strap equals long transfer; short limiter strapequals short transfer. All of these adjustments- limiter strap and mountingbolt position- change the rocking chair effect.

When it comes to traction devices, such as gnarly ice-picks that dress-outmany midwest and eastern rockets, place the limiter strap in a short position.Ice picks will force the snowmobile to push through the corners. Furthermore,as power is applied deep in a corner, the ice picks will cause the insideski to lift. Hence, with aggressive traction devices, leave more weighton the skis and install aggressive carbide ski runners.

Kirk Hibbert of Arctic Cat's ZR research and development, says modernday limiter straps provide numerous settings. He says, "For ice racing,a one-quarter inch adjustment will be critical to the sled's handling; forpowder riding a half-inch to an inch will be critical to how the sled maneuversin the mountains."

Hibbert mentions the dial-adjust Fox shock that sits aboard the ZR 440,for example, would be perfect for Cat's Powder Special. Cost, and perhapslimited demand, keep it away from the powder hounds. On-the-fly adjustmentsfor the front rail (for difficult powder conditions and changing mountainterrain) would be a real plus for the mountain sled.

Another legendary great, Jack Struthers of Carl's Cycle in Boise, Idaho,says sleds equipped with properly valved gas shocks will make a huge differenceon weight transfer. Meaning, if the shocks are well tuned, the limiter strapwill lay out most of the plans for weight transfer. If the shocks are worn,exhausted or valved wrong, not only will the driver have to adjust for terrainand snow conditions but for whipped-out shocks as well (compensating withknees and back for what the shocks should be doing).

Struthers says when it comes to powder and hill climbing, the driverneeds to prevent the snowmobile from tail dancing, resultant of minimalski pressure. He adds, "With a soft front track spring and with thelimiter strap extended most, if not all the way out, the snowmobile willperform well in powder and in the hills.

Years ago, adjusting the limiter strap was as glamorous as pulling mainjets and adjusting needle seat positions. For example, if you rode a 1991Polaris Indy 500, the snowmobile's front skid frame was placed on a log-similar to a wet noodle hanging over a fork- and the ritual began as thetedious adjustments were made.

Thanks to belly aching 'bilers, the manufacturers have built quick adjustlimiter straps. Actually, these units are more of a turn-buckle system ratherthan the strong nylon or rubber straps of yesteryear where five or six fixedpositions were the mainstay. These days we have easy twisting and dialingmechanisms which allow nearly infinite adjustment possibilities.

It suffices to say that a snowmobile is only as good as its clutch andsuspension tuning. All the power in the world is useless if it can't beapplied and directed to the snow in a forward motion. The benefits of trickskis, aggressive carbides, high-pressure nitrogen gas shocks, high-techsuspension springs and traction devices can't be fully realized if one doesnot take the time to adjust for snow conditions and terrain- and that allbegins with the limiter strap.