Are you running a ATTAC? I have had this problem as well, mine would run great playing around all day but if I increased in elevation too fast when climbing then it would sputter out close to the top of a shoot. I figure its something wrong with my ATTAC like it is not compensating quick enough for the elevation change? or my fuel pickup? Float level?
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- Thread starter Kraven
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Are you running a ATTAC? I have had this problem as well, mine would run great playing around all day but if I increased in elevation too fast when climbing then it would sputter out close to the top of a shoot. I figure its something wrong with my ATTAC like it is not compensating quick enough for the elevation change? or my fuel pickup? Float level?
There's no way the altitude difference requires that much of a required change in the fuel curve that quickly.
Dude, you're not dropping your sled out of an airplane without a parachute.
If you think it's the ATAAC, disconnect it for a run, cap/plug the vacuum source on the carb lid, re-attach the vent lines to the air box fittings. change the mains to what's req'd and do a test to rule that out.
If you think it's fuel pick-up related, temporarily mount a fuel pressure gauge onto the handle bars to where you can monitor it during the run, duct tape it to the bars if need be. Do a test run, and eliminate the fuel delivery possibility this way.
Check your fuel tank vent to see if it's not kinked/plugged.
Hope this helps diagnose your sled's problem, post some feedback.
C
clutch man
Well-known member
just put a caliper on the very edge of the stationary sheave on the drive clutch!!! This is the A- value. I don't know it off the top of my head because they have changed though the years as the clutches have been built with heaver and thicker sheave's. 
SECONDARY OFFSET
It's 5/8" (.625")
That 's the diagram for the old style button clutches that measure to the "move-able sheave" so whenever you re-adjust belt deflection it changes the offset.
On The TEAM rollers (which you said you have) the alignment bar measures (touches) the outer fixed sheave which is the more accurate method.
Then there are different offsets for the the TEAM rollers, depending which one you have, the TSS-04( lightweight and narrower) and TSS-98 (wider)
It's 5/8" (.625")
That 's the diagram for the old style button clutches that measure to the "move-able sheave" so whenever you re-adjust belt deflection it changes the offset.
On The TEAM rollers (which you said you have) the alignment bar measures (touches) the outer fixed sheave which is the more accurate method.
Then there are different offsets for the the TEAM rollers, depending which one you have, the TSS-04( lightweight and narrower) and TSS-98 (wider)
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looks like I have the TSS-98,
but does anybody know the value to measure if i use a straigt piece of steel and a digital caliper?
How about the TEAM tied driven?
OFF SET DIMENSIONS
The 5/8 measured to backside of both clutches will get you in the "ballpark" even with a TSS-98
From the backside of the PRIMARY to the front side of the TSS-98 SECONDARY= 2.650"
The 5/8 measured to backside of both clutches will get you in the "ballpark" even with a TSS-98
From the backside of the PRIMARY to the front side of the TSS-98 SECONDARY= 2.650"
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TTT for SLEDN-X
Can we go back to oil pump calibration for a moment as there is some unanswered conflicting information in this thread 
The marks on mine are aligned at idle from the dealer. That is quite a difference from what has been suggested here (aligned at full throttle then try leaner from there).
Does anyone have a shop manual?
The marks on mine are aligned at idle from the dealer. That is quite a difference from what has been suggested here (aligned at full throttle then try leaner from there). Does anyone have a shop manual?
ttt
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