His is actually on my 1k, but Im tend to stay in 1 forum. I pulled my clutch cover off cuz I got gates belts for my 900s and 1k. But looking at my 1k belt, it looks like it isn’t seated all the way in the clutch. Is the clutch squeezing to hard and pushing the belt up to much? Wouldn’t that make less contact space on the belt??
Just wondering if the 900S uses the same front differential as the 1000. I know alot of 800 owners upgraded their front diff’s to the 1000 differentials. Also I remember hearing that reverse chains were always a issue breaking all the time. So far I have seen nothing written that my 900S has a reverse chain. Kind of new to the Side by Side game.
I’m chopping my cage on my 900s and possibly the 1k tomorrow. Does anybody have any 3-4" chop pics? I’ll start at 3" and see how it looks. Then I’ll sleave it with 1 3/8"-1 1/2" od.
Just curious to know how many miles you are getting out of the stock Dirt Commander Tires. I want to upgrade but I can’t see pulling the trigger on new ones till the old ones are worn out.
I keep seeing posts about dual springs not being dual rate because they have no crossover rings which makes no since to me. How is a dual spring not a dual rate? you have two rates which when combined makes the final rate? All a cross over ring does is allow adjustment of when the top spring transfers to the longer lower spring, if the upper spring is tuned right (the right weight and length) then you don’t necessarily need a cross over to adjust it because the top spring will coil bind basically doing the same as a crossover ring.
When the top spring "coil binds" it is no longer in the picture and the lower spring is doing all the work. A cross over can be adjusted to engage the lower spring sooner by bypassing the top spring sooner but if this is not needed the cross over and the tuning spent adjusting it is wasted. 9–9
If a shock is bottoming out to soon a set of cross overs can help by taking the small spring out of the equation sooner but if the shocks are working as they should without the cross over then a cross over is not needed?
I can see a cross over being beneficial if you want to really fine tune your setup and I can see it being beneficial if the spring rate is off (or top springs to long) where you can then adjust the crossovers to get the spring rate closer (or springs shorter)to where it needs to be.
My question is why is a dual spring not a dual rate without cross over rings? Even if both springs are the same rate they are still a dual rate and will have a combined rate of different from each individual spring.
example: a 250 over a 250 will not have the same spring rate as a single 250lbs spring. Reason is because springs are rated at lbs per inch, meaning it takes 250lbs to compress a 250 through 1" of travel so at 6" travel it is at 1500lbs of pressure. so a setup with 250/250 will work together for a softer ride and at 250lbs of pressure the shock will travel 2". Make since? probably not but 250lbs will compress each spring 1" and seeing their is two springs that means two inch of compression. Now will anyone ever use a 250/250 setup? Most likely not but for example it works.. I hope this helps someone under stand springs. And I hope someone with a little more knowledge than me steps in with more info.
Anyone replaced the stock battery yet? I removed my seats working on the radio setup and found the battery hold down had no paint left on it, the corrosion has taken care of it.
