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2009 MX Zx 600 RS Key Features and Improvements. Powertrain Rotax® 600RS engine NEW dual air intake system NEW tuned pipe support Runs on 98E octane fuel. 2009 MX Zx 600 RS Key Features and Improvements. Suspension – NEW Calibration Front and Rear SC-5 rear suspension

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2009 mx zx 600 rs key features and improvements l.jpg
2009 MX Zx 600 RSKey Features and Improvements

  • Powertrain

  • Rotax® 600RS engine

  • NEW dual air intake system

  • NEW tuned pipe support

  • Runs on 98E octane fuel


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2009 MX Zx 600 RSKey Features and Improvements

  • Suspension – NEW Calibration Front and Rear

  • SC-5 rear suspension

    • NEW rear arm geometry and shock linkage

      • NEW, STRONGER rail design: better cornering and braking

      • NEW stronger coupling system on slide rail

      • 4 rear idler wheels


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2009 MX Zx 600 RSKey Features and Improvements

  • Suspension – NEW Calibration Front and Rear

  • Dual A-arm front suspension – NEW geometry for sharper cornering

    • Wider ski stance

    • NEW steering ratio

    • NEW ski spindle

    • NEW A-arms

    • Adjustable width, adjustable caster

  • ALL-NEW C-40 Racing Clicker shocks

    • 16mm shock shafts

      • Piggyback design on all four shocks for better oil flow, higher capacity

      • External high/low speed compression adjustments

      • External Rebound adjustability on front shocks


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    2009 MX Zx 600 RSKey Features and Improvements

    • Chassis

    • NEW Reinforced castings throughout

    • NEW Stronger engine supports

    • NEW Wider, stronger running boards

      • NEW rolled edge extrusion

      • NEW integrated footrest

      • NEW toe hold

  • NEW seat shape and height for easier transitioning

  • Exhaust deflector

  • 20L fuel tank standard; 40L available for cross-country racing

  • Multi-function gauge package with EGT record mode


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    2009 MX Zx 600 RSKey Features and Improvements

    • Driveline

    • NEW track; designed for improved durability, better cornering and holeshots

    • NEW Brembo‡ brake caliper: stronger casting and better resistance to heat transfer through piston

    • NEW primary and secondary clutch calibrations: stronger holeshots

    • TEAM‡ roller secondary: floating design on jackshaft

    • BRP-design slip gear: better snap ring retention

    • Stronger drive axle: better welding process

    • Stronger jackshaft: better welding process


    600 rs engine l.jpg
    600 RS Engine

    • New ECU Mapping

    • New Dual Air Intake System

    • New Tuned Pipe Support

    • New stronger motor mounts

    • Runs on 98E octane fuel


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    600 RS Engine

    • We recommend using a good quality 98E octane fuel

    • Peak Torque @ 8100 RPM

    • Peak HP @ 8300 which builds to 8500 with hot pipe


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    600 RS Engine

    • Technical Data

    • Piston to cylinder clearance

      • -.004 + or -.0005

    • Piston Ring end gap

      • -min. .016-.021

      • -max. .028-.033

    • Replace base gasket with exact size only, same as original


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    600 RS Engine

    Pipe Heat Function

    • On dash display, select EGT

    • Depress holeshot button, slowly depress throttle, build to approx 5000 RPM, avoid backfire from too much throttle


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    2009 600RS Engine

    • Power & EGT vs time MY2008-2009


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    2009 Rev-XP 600RSCarburetor Synchronization&TPS adjustment procedure

    Ref pg 47


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    Tools Required

    • 10mm open end wrench

    • Phillips Screwdriver

    • Small mirror

    • Small Flashlight

    • Supply Harness – Part # 529035869 (7-19)

    • 12v Cable Supply – Part # 529035997 (7-20)

    • 12 volt battery


    Carburetor synchronization l.jpg
    Carburetor Synchronization

    • Remove the airbox.

    • Place a mirror so you can see both carb slides.

    • Check the throttle cable tension at the throttle lever (slack should be at a minimum).

    • Press the throttle lever to WOT.

    • Look at the carb slides to see if they are equal in height and clear the bore of the carbs. Adjust the throttle cables if they do not.

    • Check the throttle cable tension again at idle position (minimum slack).

    • Slowly open the throttle and watch to see if both carb slides rise at the same time.


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    Carburetor Synchronization

    • Adjust the idle screw so both carb slides open at the same time.

    • Again, check the throttle cable slack at the idle position. Must be minimum slack in the cable.

    • Tighten the cable jam nuts and recheck the carb slide operation.

    • Re-install the airbox.

    • Your carb slides are now synchronized


    Tps adjustment l.jpg
    TPS Adjustment

    • Using the electrical supply harnesses and the 12v battery, connect to the diagnostic port on the vehicle.

    • The instrument cluster will light up.

    • After the “wake-up” of the dashboard, push and hold the throttle lever to W.O.T. position.

    • Press on the “Holeshot” button, hold it for 5 sec.


    Tps adjustment18 l.jpg
    TPS Adjustment

    The check engine light will appear when the TPS adjustment is complete.

    Release the throttle lever and the “Holeshot” button.

    Disconnect the battery and the supply harness.

    Put back the diagnostic port in its connector on the vehicle.


    Tps location diagnostic connector harness and battery l.jpg
    TPS location, diagnostic connector, harness and battery

    TPS

    Battery

    Diagnostic connector

    Harness


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    Clutching

    Understanding basics, crucial for tuning

    • Driver input-Data acquisition very important

    • Know and tune to peak TORQUE RPM and peak HP RPM

    • Testing - learn what changes to make for track, conditions, temperature, elevation, air density

    • Knowledge of these factors and cumulative efforts on your part will make the winning difference


    Clutching tools needed l.jpg
    Clutching Tools Needed

    • Drive clutch puller # 529 022 400

    • Button retainer forks # 529 005 500

    • Drive pulley retainer # 529 035 674

    • Spring compressor # 930001


    600 rs tuning components l.jpg
    600 RS Tuning Components

    Lightweight TRA III Drive Clutch

    • TRAIII Adjustments

      • Drive Spring

      • Ramp

      • Pin Weight

      • Calibration Screw( Clickers)

        Team Performance LW Driven clutch

    • Team Performance Adjustments

      • Driven Spring

      • Helix

      • Belt Deflection


    Drive spring l.jpg
    Drive Spring

    Controls Engagement RPM well as shift RPM

    • TRA springs measured @74mm (2.9 in.)-41mm (1.6 in) Read with stripes down

    • Large assort of springs available


    Tra drive springs l.jpg
    TRA Drive Springs

    Ref pg 139




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    Ramp

    • The profile of the ramp controls the axial or shift force generated to the drive belt

    • It is the angle of the ramp at the point of roller contact that determines the shift force

    • BRP has a wide variety of ramp profiles available





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    Roller Pin Weight

    • Shift force directly controlled with weight of pin

    • Lighter pin weight-Higher RPM

      • Slower upshift

    • Heavier pin weight-Lower RPM

      • Faster upshift




    Calibration screws clickers l.jpg
    Calibration Screws(Clickers)

    • BRP only manufacture to offer quick external shift RPM adjustment

    • Cam adjuster allows you to raise or lower ramp, changing profile

    • Clicking up to higher # will slow upshift and raise RPM

    • Clicking down to a lower # will upshift faster and lower RPM


    Ramp rotation chart l.jpg
    Ramp Rotation Chart

    Ramp Force-LBS

    #1 1370

    #2 1355

    #3 1315

    #4 1275

    #5 1240

    #6 1225

    Rotation Measurement

    1-2 .698 deg .014

    2-3 1.062 deg .031

    3-4 1.245 deg .032

    4-5 1.225 deg .027

    5-6 .540 deg .018

    Total 4.770 deg .122



    Driven spring l.jpg
    Driven Spring

    • Stiffer Spring-Slower upshift-Faster Backshift

    • Softer Spring-Faster upshift-Slower Backshift

    • Spring measured @2.2-1.1 in.



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    Team Helixes

    Ref pg 164



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    Team Helixes

    Ref pg 168


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    Floating Driven

    3mm End Play

    Add 1-1mm shim

    2mm Total End Play



    Brp slip gear removal l.jpg
    BRP Slip Gear Removal

    Part # 529 036 122


    Xp gear ratio mph l.jpg
    XP Gear Ratio-MPH

    Ref pg 197


    Track l.jpg
    Track

    • New track 120x15x1.750 softer durometer

    • Much better durability

    • 2009 track part # 529 152 883 has been ISR approved to run on all 2008 600RS

    • Make sure when studding to go by ISR specifications



    Brake system l.jpg
    Brake System

    Ref pg 99


    Rev xp front suspension sc 5 rear suspension l.jpg

    REV XP Front Suspension

    SC-5 Rear Suspension


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    2009 600RS Suspension What's New

    • C40 Piggy Back “Clicker” Shocks

    • Bigger tie rods

    • Stronger spindles

    • Wider front end (new arms)

    • Revised and optimized geometries

    • New SC-5 rail stronger design

    • New rear arm (motion ratio)

    • New stronger coupling system

    • New suspension calibration


    Rev xp front suspension l.jpg
    REV-XP Front Suspension

    • 10”+ of travel

    • Unequal length Unparallel A arms

    • Lightweight Heat treated alloy arms

    • Wider front-end (adjustable)

    • Adjustable Caster

    • Reduced steering effort


    C40 clicker shocks l.jpg
    C40 “Clicker” Shocks

    • Low & High speed compression adjusters

    • 40mm KYB HPG aluminum T/A

    • Rebound adjuster on ski shocks

    • High capacity

    • Fade free


    Slide58 l.jpg
    Tips

    For sno-X application install front shock piggy back toward the frame. The remote reservoir must face forward of the vehicle. If not installed properly interference may occur and major damage is possible.


    Adjustable width l.jpg
    Adjustable Width

    • We strongly recommend to use a wider ski stance for Sno-X application.


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    Adjustable Caster

    • Adding caster will increase steering effort and vehicle stability.

    • Reducing caster will decrease steering effort and vehicle stability.

    • After a caster adjustment, realignment of skis will need to be done.

    Ref pg 117


    Measuring toe in out l.jpg
    Measuring Toe In/Out

    Raise the front of the sled until the skis are off the ground.

    Measure from carbide to carbide at the front and repeat at the rear.

    Adjust BOTH tie rods until you achieve 1/8” toe out. (A 1/8” longer than B)


    Sc 5 rear suspension l.jpg
    SC-5 Rear Suspension

    • Specifically designed for the XP chassis

    • 40mm KYB HPG aluminum T/A Adjustable

    • New rear shock motion ratio

    • Light weight rear torsion springs

    • Light weight heat treated chromoly arms

    • Aircraft aluminum suspension rails

    • 4 position coupling blocks

    • 5 position rear torsion spring adjustment


    Adjustments l.jpg
    Adjustments

    4 position rear coupling block

    5 positions rear torsion spring adjuster


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    Tips

    On hard icy tracks, wheels may be used. Install them on the outside part of the rail.

    When installing the rear torsion springs, place the holding block in the UP position.


    Damper adjusters service l.jpg
    Damper Adjusters & Service

    • Low speed clicker adjustments are for slow shaft speed (Jump ramp, cornering, acceleration and braking). It controls the transitions.

    • High speed clicker adjustments are for fast shaft speed. Fast straightaway with ripples, landing on flat, square edges). Do not adjust at more than 2 turns open.

    • Rebound adjuster (ski shock only) control shaft speed during extension. Faster the rebound, plusher the ride but more body roll.

    • Change shock oil after approx 10 hours of riding. 5 weight BRP #293 600 035.


    Base suspension set up l.jpg
    Base Suspension Set-Up

    • Be systematic and do 1 change at a time

    • Use 1/4” to 1/2” of spring preload on fronts and center shocks

    • Use rear torsion springs at position #2 (150lbs riders) #4 (170lbs+ riders)

    • Adjust all clickers at 1 turn open (4clicks LS, 4 clicks rebound)

    • Use coupling blocks at position #1

    • Adjust toe at 1/8” open

    • Adjust track tension


    Suspension troubleshoot l.jpg
    Suspension Troubleshoot

    • Too much body roll

      • Adjust vehicle width at the maximum

      • Increase spring preload or rate

      • Increase low speed adjustment

    • Darting on jump face

      • Alignment needs to be revised

      • Caster may be increased

    • Suspension is too harsh:

      • Reduce high speed dampening adjuster

      • Open rebound speed adjustment(Front shock only)

      • Reduce spring rate (for lighter or slower riders)


    Suspension troubleshoot68 l.jpg
    Suspension Troubleshoot

    • Front end wheelie

      • Increase rear shock low speed adjuster

      • Increase rear torsion spring preload or rate

      • Shorten limiter straps and readjust center shock preload

      • Coupling system may be used at this time (position 2-4)

    • Back end “fish tail”

      • Rear suspension front arm may bottom out or is too stiff.

      • If bottom out

        • Increase spring preload or rate

        • Increase low & high speed dampening

      • If too stiff

        • Reduce spring preload or rate

        • Reduce low & high speed dampening


    Suspension troubleshoot69 l.jpg
    Suspension Troubleshoot

    • Suspension is too stiff even with optional softer springs and adjusters at 2 turns open.

      • Shocks need to be serviced to the optional softer valving.

    • Suspension bottom on jump face.

      • Isolate the problematic shock (ski, center or rear)

      • Increase low speed dampening of it

      • Increase spring preload or rate of it

      • Shocks need to be serviced to the optional stiffer valving at this time



    Shock basic understanding l.jpg

    VALVING AND DAMPENING

    In the HPG shock, the piston passages are covered by a stack of thin metal shims of various thicknesses and diameters. The shims provide dampening by acting as spring loaded valves offering resistance to the oil traveling through the piston.

    NOTE: For the new 2009 C-40 shocks, always use 34 mm diameter shims against the piston for compression dampening and 30 mm diameter shims against the piston for rebound dampening.

    Please refer to your racing handbook pages 57-60 for more information.

    Shock basic understanding


    Shock basic understanding72 l.jpg

    The diameter of the smaller shims that support the large shims will also affect the dampening. A larger support shim gives more support to the large shim thus making it act stiffer.

    Shock basic understanding


    Shock basic understanding73 l.jpg

    Another method of changing dampening is by controlling the amount of space the stack has to open. This is done by reducing the amount of smaller shims which support the larger shims. The larger shims act the same until they bottom out against the valve stopper.

    Shock basic understanding


    Shock clickers l.jpg

    Low Speed Compression Adjuster amount of space the stack has to open. This is done by reducing the amount of smaller shims which support the larger shims. The larger shims act the same until they bottom out against the valve stopper.

    The low speed adjustment is used to change the dampening force for relatively slow suspension movement. It is used to tune the vehicle for braking, cornering, holeshots and all the bumps that create low speed movement in the suspension. The low speed adjuster has 4 turns of adjustment. Turning the adjuster clockwise increases the dampening.

    High Speed Compression Adjuster

    The high speed adjustment is used to change the dampening force for fast suspension. It is used to tune the vehicle for large, high speed jumps and bumps that create high speed movement in the suspension. The high speed adjuster has three turns of adjustment. Turning the adjuster clockwise increases the dampening.

    Shock clickers


    Shock rebuild procedure l.jpg
    SHOCK REBUILD PROCEDURE amount of space the stack has to open. This is done by reducing the amount of smaller shims which support the larger shims. The larger shims act the same until they bottom out against the valve stopper.

    1. Tightly secure the shock base in vise. DO NOT

    CLAMP ONTO SHOCK BODY.

    2. Using a 12mm wrench, slowly remove air inlet

    valve, allowing the gas inside the reservoir to

    escape.

    3. Remove top shock cover using a 36 mm

    wrench. Pull shock rod out of main shock

    body.

    4. Dispose of used oil properly.

    5. Push down the remote reservoir cover to remove

    the retaining circlip.


    Shock rebuild procedure76 l.jpg
    SHOCK REBUILD PROCEDURE amount of space the stack has to open. This is done by reducing the amount of smaller shims which support the larger shims. The larger shims act the same until they bottom out against the valve stopper.

    6. Remove the remote reservoir cover.

    7. Remove the floating piston inside the remote reservoir.

    8. Remove lock nut using a 19 mm wrench securing valve stack and piston to rod.

    9. Carefully remove and layout shims, washers and piston from rod. Play close attention to shims and washers sequence and piston position.

    10. Clean all shock components using pulley flange cleaner (P/N 413 711 809). DO NOT MIX SHIMS AND WASHERS TOGETHER.

    11. Assemble valve shims, washers and piston in proper order and place them back onto shock rod.

    12. Torque the rod nut at 45 N•m (33 lbf•ft).


    Shock rebuild procedure77 l.jpg
    SHOCK REBUILD PROCEDURE amount of space the stack has to open. This is done by reducing the amount of smaller shims which support the larger shims. The larger shims act the same until they bottom out against the valve stopper.

    13. Fill main shock body with shock oil (P/N 293 600 035) to a level of half full.

    14. Fill remote reservoir with shock oil to within 6.4 mm (1/4 in) from the top.

    15. Hold the remote reservoir in a way so the oil level in it at the same height of the level in the shock.

    16. Cup your hand and place it over the remote reservoir. Pump with your hand to circulate oil through the base valve (adjustment system) to remove any trapped air. Low speed adjuster must be open 1 turn minimum.

    17. Fill the remote reservoir with oil. Lubricate O-ring seal on floating piston with shock oil and install. The key to good shock performance is to remove all the air from shock body reservoir and valve stack.


    Shock rebuild procedure78 l.jpg
    SHOCK REBUILD PROCEDURE amount of space the stack has to open. This is done by reducing the amount of smaller shims which support the larger shims. The larger shims act the same until they bottom out against the valve stopper.

    18. Push the floating piston to the bottom of the remote reservoir. Oil will rise in the main shock body almost to the top.

    19. Fill the shock body with oil until level with bottom of threads.

    20. Lubricate seal around piston and valve stack and gently push into main shock body.

    21. Stroke the piston and valve stack slowly to remove any trapped air. Using a small hammer or wrench, gently tap on the rodmounting eyelet to help remove air.

    22. Again, push the floating piston to the bottom of the remote reservoir.


    Shock rebuild procedure79 l.jpg
    SHOCK REBUILD PROCEDURE amount of space the stack has to open. This is done by reducing the amount of smaller shims which support the larger shims. The larger shims act the same until they bottom out against the valve stopper.

    23. Pull the shock shaft as far out as possible and replace the seal cover and torque to 65 N•m (48 lbf•ft). Oil must spill from the shock body before the seal cover O-ring seals the shock.

    24. Install the remote reservoir cover. Install the retaining clip. Pull cover to seat against the retaining clip. Make sure the cover is firmly seated against the retaining clip before filling with gas.

    25. Install the air inlet valve.

    26. Pressurize the shock at 2070 kPa (300 PSI) with nitrogen (N). Use the correct gas fill tool kit (P/N 503 190 102).


    600 rs instrumentation l.jpg
    600 RS Instrumentation amount of space the stack has to open. This is done by reducing the amount of smaller shims which support the larger shims. The larger shims act the same until they bottom out against the valve stopper.

    • Key Features

    • RPM

      • -Top RPM

      • -2 ½ minutes of RPM playback

    • EGT

      • -Max EGT

    • MPH

      • -Top Speed

    • TPS


    600 rs instrumentation82 l.jpg
    600 RS Instrumentation amount of space the stack has to open. This is done by reducing the amount of smaller shims which support the larger shims. The larger shims act the same until they bottom out against the valve stopper.


    600 rs instrumentation83 l.jpg
    600 RS Instrumentation amount of space the stack has to open. This is done by reducing the amount of smaller shims which support the larger shims. The larger shims act the same until they bottom out against the valve stopper.


    600 rs instrumentation84 l.jpg
    600 RS Instrumentation amount of space the stack has to open. This is done by reducing the amount of smaller shims which support the larger shims. The larger shims act the same until they bottom out against the valve stopper.


    600 rs instrumentation85 l.jpg
    600 RS Instrumentation amount of space the stack has to open. This is done by reducing the amount of smaller shims which support the larger shims. The larger shims act the same until they bottom out against the valve stopper.


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