I think it’s because it’s cheaper instead of going for a less steeper helix.
Yes sir.
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I think it’s because it’s cheaper instead of going for a less steeper helix.
On average, what shift point are the clutches experiencing the least amount of twist? Thanks in advanceAlright.
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.
Good choices.They are now available through:
TRS Performance
TKI
Indy Specialties
Instruction sheet link
It would be nice to have one. When you get the leadin around .020” the ctc has been coming in to 11.5”Tony, do people need a center to center measure tool to do this? Or is it just nice to have and check the measurement?
# 2 is: How much wood can a woodchuck chuck if a woodchuck could chuck wood??1. No sir
2. ???