Has anyone else had this issue? Last week I had the highlifter gear reduction and turner dual reverse chain installed and went out riding this weekend and going thru a semi good mud hole just a herd a loud pop and then it sounded like home gears where grinding in the transmission. I was able to make it back to the main trail using my winch and 2wd then noticed that the front prop shaft wasn’t spinning. When the bike is off I can turn the front drive shaft 180 deg each direction before it stops witch makes me think it is the bevel gear on the output shaft.
I have searched the forum and didn’t see anyone else with this issue as I am now thinking these bikes have to much power for the drivetrain.
Has anyone else had this issue? Last week I had the highlifter gear reduction and turner dual reverse chain installed and went out riding this weekend and going thru a semi good mud hole just a herd a loud pop and then it sounded like home gears where grinding in the transmission. I was able to make it back to the main trail using my winch and 2wd then noticed that the front prop shaft wasn’t spinning. When the bike is off I can turn the front drive shaft 180 deg each direction before it stops witch makes me think it is the bevel gear on the output shaft.
I have searched the forum and didn’t see anyone else with this issue as I am now thinking these bikes have to much power for the drivetrain.
I have a grizzly 450 with moose racing air filter and exhaust tip. I ride at low altitudes and have installed one size up jets. I will install a wideband O2 sensor, what AFR value should I aim for?
How will temperature changes affect my AFR? I ride all year round. On trails summertime and with a snowplow wintertime. Outside temp varies between 0 and 70 deg F
I have a grizzly 450 with moose racing air filter and exhaust tip. I ride at low altitudes and have installed one size up jets. I will install a wideband O2 sensor, what AFR value should I aim for?
How will temperature changes affect my AFR? I ride all year round. On trails summertime and with a snowplow wintertime. Outside temp varies between 0 and 70 deg F
I came across an EPS unit out of a 2012 XP900LE and wanted to install it into my ’12 XP900. Found out the hard way that my standard model isn’t pre-wired as the ’11s are. 🙁 I also included part of the harness from the LE for both power and ECU connections.
I understand that there is a small jumper that goes from the diag port to the EPS unit (Polaris 2411648) – but its $170. A bit much for a small wiring harness IMO. Being that I also have part of the old wiring, can I simply make my own harness? I found the type of plug thats used (Delphi 15326840) – I just need the proper pin-out.
Has anyone done this before? Or is there more to this harness than I think?
I came across an EPS unit out of a 2012 XP900LE and wanted to install it into my ’12 XP900. Found out the hard way that my standard model isn’t pre-wired as the ’11s are. 🙁 I also included part of the harness from the LE for both power and ECU connections.
I understand that there is a small jumper that goes from the diag port to the EPS unit (Polaris 2411648) – but its $170. A bit much for a small wiring harness IMO. Being that I also have part of the old wiring, can I simply make my own harness? I found the type of plug thats used (Delphi 15326840) – I just need the proper pin-out.
Has anyone done this before? Or is there more to this harness than I think?
OK, so I’m on the dream quadding trip in West Virginia to ride the famed Hatfield McCoy trails. It’s the holy grail of riding places for those of us up here in New Jersey.
Right before we head out for our second of five riding days, we’re all gassing up and I notice my Kuryakyn volt meter flashing red – 8 volts. Mother F*$&%!…. I’m thinking my stator decided to crap out on at the perfect time. I get to sit around while my budding our riding for the next few days.
After the panic passes, I start to think about it. The voltage drop is supposed to be slow, not immediate. And, everything is working fine. So, our next stop was the auto parts store anyway for a Brute Force that was blowing fuses. They were nice enough (everyone down there is really very nice) to hook up their batter load tester to check my voltage. 13.7 volts was like heaven to me at that point in time. The volage meter was wrong!
So, the moral of the story is that this piece of crap only lasted a few months, during which I went on very few rides. Of course, this could be a one piece fluke, but I thought I’d document my bad experience with it.
I will replace it with the same thing because I really like how noticable it is if it’s not at the proper voltage.
OK, so I’m on the dream quadding trip in West Virginia to ride the famed Hatfield McCoy trails. It’s the holy grail of riding places for those of us up here in New Jersey.
Right before we head out for our second of five riding days, we’re all gassing up and I notice my Kuryakyn volt meter flashing red – 8 volts. Mother F*$&%!…. I’m thinking my stator decided to crap out on at the perfect time. I get to sit around while my budding our riding for the next few days.
After the panic passes, I start to think about it. The voltage drop is supposed to be slow, not immediate. And, everything is working fine. So, our next stop was the auto parts store anyway for a Brute Force that was blowing fuses. They were nice enough (everyone down there is really very nice) to hook up their batter load tester to check my voltage. 13.7 volts was like heaven to me at that point in time. The volage meter was wrong!
So, the moral of the story is that this piece of crap only lasted a few months, during which I went on very few rides. Of course, this could be a one piece fluke, but I thought I’d document my bad experience with it.
I will replace it with the same thing because I really like how noticable it is if it’s not at the proper voltage.
