TRS Patriot motor mounts

[diamonddave]

The TRS Alignment bar has proper offset and zero leadin built in.
The Polaris bar, has gone through a transition. I did a thread on the progression and reversals Polaris has done over the years with the same bar.

Did Polaris build in their own income stream, through belt sales, with misaligning clutches.
Huge margin in OEM belts.

From my perspective, I was able to get by with the old factory alignment tool for a long time after figuring out the built in lead in and compensation. Then came the Axys tool, then come the 850 tool so I purchased those. Then chasing lead in and compensating for different lead in measurements built into multiple tools created a nightmare. Not to mention carrying 3 alignment tools Is not conducive. I need that space for spare a-arms.
Verified differences with straight edges and found Polaris is all over the map With their clutch alignment tools.

What is the motivation behind their beautiful and expensive alignment tools that are flat wrong? Is it complete incompetence? NC Programmer? Was the machine out of tolerance? Or is Tony right?

 

[onetwothreego]

Directed at trs

Ok all good.
Most know the engine moves back towards the driver under hole shot load especially. This is where polaris says its parallel both crank to jackshaft parallel & primary to secondary parallel (under load).
Engines move no matter the mount or duration of rubber mount. So my question is?
Getting a perfect parallel in primary to secondary while sitting? Under load it would move past parallel now?
Thoughts?
Getting a perfect set up is key.
Great discussion

 

[TRS]

Yes it will twist back under load and then as your clutches shift it will head back toward neutral. If neutral is .120” of leadin that’s where it ends up.
Belt life is the driver behind my alignment setup. Those that have done this mod are very happy.
At $200+ per belt, we need to maximize longevity.
Production tolerances have acceptable margins. Let’s take belt to sheave measurements for example. I have witnessed measurements from .000-.120” right from the factory. Imagine what the added cost would be if everything was built to a specific tolerance?

 

[ostnor]

View attachment 395251
Proof is in the pudding. You haven’t blown a belt on a Polaris, therefore you ride like a girl. No wonder u can’t feel the difference, half throttle is scary fast for you. Haha snowflake

ok, you mean that all top riders run with TRS specifications? Otherwise you blow up belts?? Do not think so...

 

[Sheetmetalfab]

ok, you mean that all top riders run with TRS specifications? Otherwise you blow up belts?? Do not think so...

Comprehension much? ?

 

[Spaarky]

If I make it to WY, I'll hit you up. I'm sure there is a lot to learn from a wise old man like you ?

you spout off, get in the truck and prove your Godliness. My guess is you don't make it to the warming hut. Kind of a chicken crap answer... "if I get to Wyoming"

 

[Spaarky]

ok, you mean that all top riders run with TRS specifications? Otherwise you blow up belts?? Do not think so...

Why don't you ask Toby Shepard how fast he was going through belts on his runs, and how many he goes through now.

 

[Chadly]

you spout off, get in the truck and prove your Godliness. My guess is you don't make it to the warming hut. Kind of a chicken crap answer... "if I get to Wyoming"

It's 16 hours away... I'm sure Tony doesn't want to ride with me anyway ?

 

[TRS]

Let’s get back to the thread.

 

[kanedog]

Let’s get back to the thread.

You promised to talk about secondary spring pressure and what happens to engine twist as the secondary clutch opens up.
Let’s hear it!!
Thanks for the knowledge in advance!

 

[diamonddave]

Let’s get back to the thread.

Sorry Tony. I fall on the sword for mucking up your beautiful work and the thread.

 

[madmax]

You promised to talk about secondary spring pressure and what happens to engine twist as the secondary clutch opens up.
Let’s hear it!!
Thanks for the knowledge in advance!

Can hardly wait for this…

 

[TRS]

Alright.
So I’m going to use a Polaris recommendation for an example.
We all remember when the stock sleds came with a 155-222 secondary spring. For high elevation Polaris recommended a secondary spring change to a 160-240 along with a fly weight change. (Many still follow today)
At 10,000’ you lost 30% of your horsepower. Why would you put a stronger secondary spring in the secondary?
With less horsepower?
With less fly weight?
With less horsepower and flyweight the clutches cannot shift up through the added rate. It holds back upshift and puts added strain on the CVT and motor mounts trying to torque through it. This in turn holds your engine out of its neutral position. Keeping it twisted.
Granted it holds rpm but it will not upshift past a certain point.
Your sled trenches, you loose track speed, and belt and clutch temps skyrocket.
Open for discussion.

 

[TRS]

 

[madmax]

View attachment 395436

What’s the difference in the bars other than one has a round hole and the other an elongated hole? Asking for a friend.

 

[TRS]

Ok friend.
I had to re-engineer the bar for the P22. The P22 center bearing didn’t let the first generation bar(round) saddle the primary correctly. We made a new bar that will accommodate both(oval).

 

[TRS]

We received part of the order today and will start shipping shortly.

 

[TRS]

 

[ndfb35]

Woohoo!

 

[ostnor]

Alright.
So I’m going to use a Polaris recommendation for an example.
We all remember when the stock sleds came with a 155-222 secondary spring. For high elevation Polaris recommended a secondary spring change to a 160-240 along with a fly weight change. (Many still follow today)
At 10,000’ you lost 30% of your horsepower. Why would you put a stronger secondary spring in the secondary?
With less horsepower?
With less fly weight?
With less horsepower and flyweight the clutches cannot shift up through the added rate. It holds back upshift and puts added strain on the CVT and motor mounts trying to torque through it. This in turn holds your engine out of its neutral position. Keeping it twisted.
Granted it holds rpm but it will not upshift past a certain point.
Your sled trenches, you loose track speed, and belt and clutch temps skyrocket.
Open for discussion.

I think it’s because it’s cheaper instead of going for a less steeper helix. I preferred to change the helix since I usually use the spring for the fine tuning. Or do you mean you should use the same secondary setup regardless you drive at sea level or at 10000 feet? Sounds strange to me.