Flyweight grams is a representation of engine torque.
100% @ 0000' elevation [160hp]
89% @ 3280' elevation [142hp]
78% @ 6560' elevation [124hp]
60% @ 9850' elevation [96hp]
58% @ 11400' elevation [93hp]
At 7000 feet, engine has about 14hp more than at 9000 feet. When flyweight provides correct engine speed at 9000~10000 feet, then go to less elevation than 8000 the engine will have enough power to overcome the flyweight. The engine starts to overrev because engine torque is continuously increasing as you go lower.
Opposite of that - sled goes higher than 10500 with current flyweight grams and engine speed is low, then reduce flyweight.
Jreng87 writes)Pulls 7900rpms on the trail
7500, maybe touch 7600 once in the pow
Normal? Or should I adjust so its hitting 7900 in the pow, but then it will likely be over on the trail
Joe) Setting sheet says 13.9 grams in clicker #3 @ 8500~(9500')~10500'
What you get is a shape like this...
8500~(9500 middle of riding range)~10500' (13.9 grams)
9500~(10500 middle of riding range)~11500' (12.9 grams)
10500~(11500 middle of riding range)~12500' (12.3g or empty pin 11.5g)
For every 1000 foot increase reduce 0.9 grams
If you are riding at 11~12000 then 12.9 grams in clicker 3 for 180~230 lbs rider.
If heavier than 230 lbs riding weight than 12.3 grams
Quick clutch flyweight verification
Changing clicker is the way to prove the flyweight is too heavy. You are in clicker #3 and have 7600~7700 rpms then go straight to clicker 5 in the snow and it should tach 8000~8100
IF still 150~200 rpms low?, THEN clicker change should have changed engine speed under full load in snow. If a change like that is made, THEN should see estimated 400 rpms speed increase.
If there is little to no engine speed change at full throttle in a hard pull - then there is something wrong with engine management (fuel delivery, spark system, voltage reg) or a hard part in the clutches has a defect in it.
For 11~12000 feet, please reduce 1 full gram from your current flyweight that's set for 8500~10500.
Joey
