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2009 MX Zx 600 RS Key Features and Improvements

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2 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

3 2009 MX Zx 600 RS Key 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

4 2009 MX Zx 600 RS Key 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 4

5 2009 MX Zx 600 RS Key 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

6 2009 MX Zx 600 RS Key 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


8 600 RS Engine New ECU Mapping New Dual Air Intake System
New Tuned Pipe Support New stronger motor mounts Runs on 98E octane fuel

9 600 RS Engine We recommend using a good quality 98E octane fuel
Peak 8100 RPM Peak 8300 which builds to 8500 with hot pipe

10 600 RS Engine Technical Data Piston to cylinder clearance
or Piston Ring end gap -min -max Replace base gasket with exact size only, same as original

11 600 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

12 RS Engine Power & EGT vs time MY 12

13 2009 Rev-XP 600RS Carburetor Synchronization & TPS adjustment procedure
Ref pg 47

14 Tools Required 10mm open end wrench Phillips Screwdriver Small mirror
Small Flashlight Supply Harness – Part # (7-19) 12v Cable Supply – Part # (7-20) 12 volt battery

15 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.

16 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

17 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.

18 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. 18

19 TPS location, diagnostic connector, harness and battery


21 Understanding basics, crucial for tuning
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

22 Clutching Tools Needed
Drive clutch puller # Button retainer forks # Drive pulley retainer # Spring compressor #

23 600 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

24 Controls Engagement RPM well as shift RPM
Drive Spring Controls Engagement RPM well as shift RPM TRA springs (2.9 in.)-41mm (1.6 in) Read with stripes down Large assort of springs available

25 TRA Drive Springs Ref pg 139

26 TRA Drive Spring

27 TRA Drive Spring

28 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


30 Ramp Characteristics Ref pg 129

31 Ramp Force vs Position

32 TRA Ramp Graph

33 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

34 Ref pg 122

35 Pin Weight Graph

36 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

37 Ramp Rotation Chart Ramp Force-LBS #1 1370 #2 1355 #3 1315 #4 1275
# # # # # # Rotation Measurement deg deg deg deg deg Total deg


39 Team LW Driven Clutch

40 Driven Spring Stiffer Spring-Slower upshift-Faster Backshift
Softer Spring-Faster upshift-Slower Backshift Spring in.

41 Team Driven Springs Ref pg 169

42 Team Helixes Ref pg 164

43 Helix Graph

44 Team Helixes Ref pg 168


46 Floating Driven 3mm End Play Add 1-1mm shim 2mm Total End Play

47 Pulley Alignment and Distance
Ref pg 187


49 BRP Slip Gear Removal Part #

50 XP Gear Ratio-MPH Ref pg 197

51 Track New track 120x15x1.750 softer durometer Much better durability
2009 track part # has been ISR approved to run on all RS Make sure when studding to go by ISR specifications

52 Drive Axle

53 Brake System Ref pg 99

54 REV XP Front Suspension SC-5 Rear Suspension

55 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

56 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

57 C40 “Clicker” Shocks Low & High speed compression adjusters
40mm KYB HPG aluminum T/A Rebound adjuster on ski shocks High capacity Fade free

58 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.

59 Adjustable Width We strongly recommend to use a wider ski stance for Sno-X application.

60 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

61 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)

62 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

63 5 positions rear torsion spring adjuster
Adjustments 5 positions rear torsion spring adjuster 4 position rear coupling block

64 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.

65 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 #

66 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

67 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)

68 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

69 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

70 Kayaba HPG Aluminum Piggy Back

71 Shock basic understanding
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 for more information. 71

72 Shock basic understanding
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. 72

73 Shock basic understanding
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. 73

74 Shock clickers Low Speed Compression Adjuster
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. 74

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. 75

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 ). 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). 76

13. Fill main shock body with shock oil (P/N ) 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. 77

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. 78

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 ). 79


81 600 RS Instrumentation Key Features RPM -Top RPM
-2 ½ minutes of RPM playback EGT -Max EGT MPH -Top Speed TPS

82 600 RS Instrumentation

83 600 RS Instrumentation

84 600 RS Instrumentation

85 600 RS Instrumentation


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