S
sc freeride
New member
I'm posting this for my uncle, who has a 2006 (I think) 600 Hawk. Our elevation is roughly 1000'-1500', and the temps have been anywhere from 0-30 lately. The machine is brand new and came with the DPM, which to my understanding should compensate for elevation and temperature changes, although I'm not sure if it works like a Holtzman and you jet it for the baseline and it leans it out from there--Regardless, he has it jetted with 380s for this location, and it runs great. The problems occur when the sled gets to higher elevations.
He's had it in the Black Hills and in Colorado, elevations of roughly 6500' and 11,000', respectively. In the Hills, I think he ran 410s-420s, somewhere in there, expecting the DPM to compensate. The sled ran horribly. It had an incredible dead spot until around 4200 rpm, where it would take off. As long as it was above that it ran pretty well. I don't think he ever hit 8000 rpm, even after pulling discs out of the clutch. The machine was a bear to start, easily 30 pulls on a couple occasions.
After he got it home (where the problems don't seem to exist) he switched to 380s, and took it in that form to CO. It seemed to plague him more there. The machine wouldn't run any differently with jetting down to 280s, and most of the weights out of the clutch. On the trail he got to the point of having to push it up the hills (for lack of power), and in the meadow at full throttle it would just die, like the kill switch got hit. He said it took two guys to start it--one to pull until too tired, one to pull after that and get it going. I think he had to run it on full choke most of the time. He had his fuel/air screw anywhere from 1 1/2 turns out to 3 turns out, no noticeable difference. I think he said he's got 17.5 pilots in it. I could be wrong, since I have 50s in my 503 and the difference in the numbering system confuses me.
I think we're all at our wits end trying to figure this setup out. It's very hard to do testing since we're 400 miles away from suitable testing elevations. We're headed to the Big Horns in a couple weeks and want to have it run well. I think he's going to try and take off the DPM, since that's where all the bumpy roads seeming run to (in our minds, anyway).
If anyone has tips for removing the DPM please let me know. I haven't looked at it, and for all I know he's already got it taken off. Other than that, we're looking for someone that has a proven setup with or without the DPM. The machine has stock exhaust, and nothing else has been done to it.
Thanks,
Dan
He's had it in the Black Hills and in Colorado, elevations of roughly 6500' and 11,000', respectively. In the Hills, I think he ran 410s-420s, somewhere in there, expecting the DPM to compensate. The sled ran horribly. It had an incredible dead spot until around 4200 rpm, where it would take off. As long as it was above that it ran pretty well. I don't think he ever hit 8000 rpm, even after pulling discs out of the clutch. The machine was a bear to start, easily 30 pulls on a couple occasions.
After he got it home (where the problems don't seem to exist) he switched to 380s, and took it in that form to CO. It seemed to plague him more there. The machine wouldn't run any differently with jetting down to 280s, and most of the weights out of the clutch. On the trail he got to the point of having to push it up the hills (for lack of power), and in the meadow at full throttle it would just die, like the kill switch got hit. He said it took two guys to start it--one to pull until too tired, one to pull after that and get it going. I think he had to run it on full choke most of the time. He had his fuel/air screw anywhere from 1 1/2 turns out to 3 turns out, no noticeable difference. I think he said he's got 17.5 pilots in it. I could be wrong, since I have 50s in my 503 and the difference in the numbering system confuses me.
I think we're all at our wits end trying to figure this setup out. It's very hard to do testing since we're 400 miles away from suitable testing elevations. We're headed to the Big Horns in a couple weeks and want to have it run well. I think he's going to try and take off the DPM, since that's where all the bumpy roads seeming run to (in our minds, anyway).
If anyone has tips for removing the DPM please let me know. I haven't looked at it, and for all I know he's already got it taken off. Other than that, we're looking for someone that has a proven setup with or without the DPM. The machine has stock exhaust, and nothing else has been done to it.
Thanks,
Dan
