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2011 p85 800 clutch weight?

LoudHandle said:
So just shy of 1 1/4#'s lighter!

Couple that with new light crank and you have a serious reduction in inertia. Being 3 3/4#'s lighter would enable excellent response to throttle changes. Definitely need to do that to my AXYS build!
Click to expand...

My fuzzy math puts 13 oz at a little over 3/4 lb as there's 16 oz to lb, right?
 
icr said:
My fuzzy math puts 13 oz at a little over 3/4 lb as there's 16 oz to lb, right?
Click to expand...
From the hard parts alone you are correct. Below is how I arrived at my numbers.

I'm a slow typer, I was drafting my reply when all the additional TI bolt info was thrown in. My 1 1/4# was just the difference in his Weight verses my stock weight.

. 4294 Grams for stock clutch with spring and 66 Gram weights
- 6 Grams for the difference between his 64 Gram weights and my 66's
- 3732 Grams his clutch weight after PCC balancing / servicing and hard part install
= 556 Grams of weight saved with PCC CF cover, TI cover bolts, TI weight pins, and balancing / truing sheaves. 556 Grams = 1.23 #'s

. 280 Grams PCC claimed savings with their CF cover and TI bolts
+ 19 Grams Verified savings with their TI weight pins
+ 101 Grams PCC claimed savings with their TI Clutch bolt
for a total of 400Grams (which = 0.882 #'s) Saved with PCC hard parts

But only the CF cover, cover bolts, and TI pins were included in his clutch weight. So

I'm left to assume the other 299Grams (0.658 #'s) is the aluminum removed from the clutch itself to true the sheaves and balance the clutch. Or about a Cubic Cetimeter of aluminum, (a cube just over 10.2 mm (0.4") per side).

. 556 Grams saved After PCC's hard parts and servicing
+ 101 Grams saved with the TI clutch bolt
= 657 Grams Saved = 1.45 #'s saved

If one adds the new lite weight crank to that it becomes 3.95#'s of less rotating mass.

I once built a Polaris triple with TI connecting rods and was able to remove 3#'s from the crank to rebalance it. Believe me it make a huge difference in the acceleration and throttle response of the engine!
 
Last edited:
Yes I do have the Ti weight pins.

If I recall correctly he said they are ~38 grams lighter.
 
He did remove some aluminum from the backside of the clutch aswell as lightening holes for balancing.
 
There is a point where decreasing the rotaing mass of the Polaris engine (or any 2 stroke twin for that matter) can become an issue.

As you remove "flywheel weight" from the engine ... which is the weight of the flywheel, crank, clutch ...plus to some extent the reciprocating weight of the rods and pistons.... the engine will have more vibration and a different running character and possible durability issues.

Lighter is not always better every time.




.
 
Updated my post (#23) to reflect the TI pin weight savings and added the calculated volume of aluminum removed for a visual.
 
You know you can get rid of some more unneeded rotating weight but changing back to the tss04 clutch ;). I hate to be one and done on something so I bought another tied just to give it one more shot,(mostly because of the hype), and I am wasn't sold of it. I am putting the tss04 back on which is quite a bit lighter the the tied.

I have been running the cf plate and all the titanium bolts since the middle of last year and have loved the extra responsiveness. The throttle response is just that much better on my 910. I haven't had any problems at all with it.

One think I did do was put a higher initial rate spring in my secondary, I was pulling through the secondary to quickly and not really using the middle of the powerband. With the cf plate it still gave the snap of the bottom end but the. I had a lot better pull through the mid with the different spring in my secondary
 
And a little reminder when using the titanium spring in the secondary you have to use a plastic sleeve that is sold buy Team.
 
LoudHandle said:
From the hard parts alone you are correct. Below is how I arrived at my numbers.

I'm a slow typer, I was drafting my reply when all the additional TI bolt info was thrown in. My 1 1/4# was just the difference in his Weight verses my stock weight.

. 4294 Grams for stock clutch with spring and 66 Gram weights
- 6 Grams for the difference between his 64 Gram weights and my 66's
- 3732 Grams his clutch weight after PCC balancing / servicing and hard part install
= 556 Grams of weight saved with PCC CF cover, TI cover bolts, TI weight pins, and balancing / truing sheaves. 556 Grams = 1.23 #'s

. 280 Grams PCC claimed savings with their CF cover and TI bolts
+ 38 Grams PCC claimed savings with their TI weight pins
+ 101 Grams PCC claimed savings with their TI Clutch bolt
for a total of 419 Grams (which = 0.924 #'s) Saved with PCC hard parts

But only the CF cover, cover bolts, and TI pins were included in his clutch weight. So

I'm left to assume the other 238 Grams (0.525#'s) is the aluminum removed from the clutch itself to true the sheaves and balance the clutch. Or about 0.875 CC's of aluminum or 0.0534 cubic inches (roughly the size of a sugar cube, 3/8" per side).

. 556 Grams saved After PCC's hard parts and servicing
+ 101 Grams saved with the TI clutch bolt
= 657 Grams Saved = 1.45 #'s saved

If one adds the new lite weight crank to that it becomes 3.95#'s of less rotating mass.

I once built a Polaris triple with TI connecting rods and was able to remove 3#'s from the crank to rebalance it. Believe me it make a huge difference in the acceleration and throttle response of the engine!
Click to expand...

FYI the 600 clutch cover is 400g, the one the on the 800 is 500g.
Also from my own scale the stock pin+nut is 16.7g and Ti are 10.3g or a savings of 19.2g.
 
Ak,

What's the plastic sleeve? I tried to look on their website under tiranium springs and could find anything.

I ordered a titanium primary and secondary. The primary spring is to small diamter to fit around the aluminum center of the cf cover. It fits fine on the clutch side though. I ended up putting in my team spring again for now. I am going to call renton monday and see if there are any option.
 
Kcjepperson said:
Ak,

What's the plastic sleeve? I tried to look on their website under tiranium springs and could find anything.

I ordered a titanium primary and secondary. The primary spring is to small diamter to fit around the aluminum center of the cf cover. It fits fine on the clutch side though. I ended up putting in my team spring again for now. I am going to call renton monday and see if there are any option.
Click to expand...

The titanium spring is tight on the carbon fiber cover but it fit on mine and I've run it that way for some time.

Team sells a plastic sleeve and a different spring cup for there titanium secondary spring read the notes on this link , it might just be for the tss 04 don't know if it's needed on the tied secondary

http://teamaftermarket.com/parts-ca...pring-lh-wound-140-220-black-green-930700-008
 
Last edited:
LPIdaho said:
FYI the 600 clutch cover is 400g, the one the on the 800 is 500g.
Also from my own scale the stock pin+nut is 16.7g and Ti are 10.3g or a savings of 19.2g.
Click to expand...
Correct, just verified that my stock 800 cover was 502 grams.
 
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