pDrive CLUTCH ... ARE THERE ANY KITS OUT THERE THAT ARE SHOWN TO WORK

There are some gains to be had over stock for sure.
The 850's in our group have been making some changes throughout the season. One is stock with only added weight.
The other has also changed the helix and both springs. It works noticeably better all-around.
Neither have had any issues with belts in our heavy Wa. snow.
Whether the shop I used to work with (Rooster Built) will be offering this in a "kit" form remains to be seen. I am not directly involved in those decisions any more.

opcorn: In the market for some clutching as well... maybe something that can be used with a future turbo

This kit is what I’m going to try this year. And ZRP tailstander weights to start. See how it works and report back.

Rooster kit is the RB2 helix, 039 ski-doo secondary spring and a pdrive spring (think it’s the 150-250 spring)

Dynamo^Joe said:

Im working my little heart out on making a worthy kit for the 8 Fitty.
Getting feedback now where the information from my test gents are having similar engine speed results of the process Ive asked them to perform.
Engine speed drifting low to 7600~7700...which is gooooood. :becky:
@mountainhorse - what sled do you own/drive?

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Below is an example of the versatility of the iBackshift pivot bolt kit.


I got the weights done for my G4 summit clutch kit pDiddy pivot bolt kit and does not matter what ramp the owner uses. The pivot bolt kit is tailored for the iB clutch kits. They can use the 990, 965, 967, 951, 968. I have the weights done for every ramp and can go to at least 100 grams on the total overall ramp. Not ready to send out a kit yet, just saying I have all the configurations done.
......I have a few more loose ends to tie up.

For the iB 850 summit clutch kit, the elevations are laid out as a starting point. An owner of this kit can tune it for correct engine speed in about an hour of riding. Simple; use the belt change tool on the clutch guard to remove a pivot bolt and adjust the spacer size and/or pivot bolt size to correct engine speed at full throttle.

Pivot bolts require tightness allowed by the original BRP belt change tool - the OEM belt change tool applies the correct amount of torque for the bolt every time when the tuner cranks it down, hand tight.

t=Tungsten
s=Steel
TI=Titanium

Example: t7mm = tungsten 7mm spacer. s3mm = steel 3mm spacer

When you see (total 100.1g) as an example, that is the total ramp weight and its composites.

990 ramp + pivot bolt + applicable spacers + ramp arm left & ramp arm right with clicker adjuster = total ramp weight.

Just like adding up the weights on a Yamaha clutch weight. Ramp + plus attachable-applicable composites (lead/aluminum/steel fasteners etc) = Total ramp weight

Aaen flyweight law - Flyweight determines engine speed.
-IF need more engine speed, THEN reduce flyweight grams
-IF need less engine speed, THEN increase flyweight grams

Pivot Bolt – Ramp 990 BRP arm
Ramp 990) 33.7g = 38mm pivot + t7mm + t4mm + s3mm + s2mm (total 100.1g)
Ramp 990) 33.1g = 38mm pivot + t7mm + t4mm + s4mm +s2mm +s2mm (total 99.4g)
Ramp 990) 32.6g = 38mm pivot + t7mm + t4mm + s3mm(total 99.0g)
Ramp 990) 32.0g = 38mm pivot + t7mm + t4mm + s2mm (total 98.5g)
Ramp 990) 31.3g = 38mm pivot + t7mm + s7mm + s3mm (total 97.7g)
Ramp 990) 30.6g = 33mm pivot + t7mm + t4mm + 2mm (total 97.0g)
Ramp 990) 30.0g = 38mm pivot +t7mm + s4mm + s2mm + s2mm (total 96.4g)
Ramp 990) 29.5g = 38mm pivot +t7mm + s4mm + s3mm (total 95.9g) Sea Level
Ramp 990) 28.9g = 38mm pivot +t7mm +s4mm +s2mm (total 95.4g)
Ramp 990) 28.4g = 38mm pivot + t7mm +s3mm + s2mm (total 94.9g) -1000’
Ramp 990) 27.9g = 38mm pivot + t7mm + s2mm + s2mm (total 94.2g)
Ramp 990) 27.3g = 33mm pivot + t7mm + s4mm + s2mm (total 93.8g) -2000’
Ramp 990) 26.8g = 38mm pivot + t7mm + s2mm (total 93.1g)
Ramp 990) 26.3g = 33mm pivot + t7mm + s4mm (total 92.5g) – 3000’
Ramp 990) 25.7g = 33mm pivot + t7mm + s3mm (total 92.0g)
Ramp 990) 25.1g = 33mm pivot + t7mm +s2mm (total 91.4g) – 4000’
Ramp 990) 24.6g = 33mm pivot + t4mm + s7mm (total 90.9g)
Ramp 990) 24.1g = 33mm pivot + t4mm + s4mm + s2mm (total 90.4g) – 5000’
Ramp 990) 23.6g = 33mm pivot + t4mm + s3mm + s2mm (total 90.0g)
Ramp 990) 23.0g = 33mm pivot + t4mm + s4mm (total 89.3g) – 6000’
Ramp 990) 22.3g = 38mm pivot + t4mm + s3mm(total 88.7g)
Ramp 990) 21.8g = 33mm pivot + t4mm + s2mm (total 88.3g) – 7000’
Ramp 990) 21.3g = 38mm pivot + s4mm + s2mm + s2mm (total 87.7g)
Ramp 990) 20.6g = 33mm pivot + t4mm (total 87.0g) – 8000’
Ramp 990) 20.1g = 38mm pivot + s4mm + s2mm (total 86.5g)
Ramp 990) 19.6g = TI(x)mm pivot + t7mm + s2mm (total 85.9g) – 9000’
Ramp 990) 18.8g = TI(x)mm pivot + t7mm + s2mm (total 85.1g)
Ramp 990) 18.3g = 33mm pivot + s3mm + s2mm (total 84.5g) – 10000’
Ramp 990) 17.7g = 33mm pivot + s2mm + s2mm (total 84.1g)
Ramp 990) 17.1g = 33mm pivot + s3mm (total 83.7g) – 11000’
Ramp 990) 16.5g = TI(x)mm pivot + t4mm + s4mm (total 82.7g)
Ramp 990) 15.9g = TI(x)mm pivot + s7mm + s2mm + s2mm (Total 82.3g) – 12000’
Ramp 990) 15.4g = 33mm pivot (total 81.8g)
Ramp 990) 14.9g = 26mm pivot + s3mm (total 81.3g)
Ramp 990) 14.3g = 26mm pivot + s2mm (total 80.8g)
Ramp 990) 13.8g = TI(x)mm pivot + s4mm + s2mm + s2mm (total 80.2g)
Ramp 990) 13.3g = 26mm pivot (total 79.5g)
Ramp 990) 12.6g = TI(x)mm pivot + s3mm + s2mm (total 78.9g)

So yes, owners with low elevation ramps can use my clutch kit right to 12000 feet and only have to change the pivot bolt weight.
Woo! :becky:

rulonjj said:

I'm really liking the looks of these.


Sledhead racing ramps.

View attachment 281326

View attachment 281327

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OK



you want a "top loader" adjustable weight (in the correct location to squeeze the belt)?
you want an ANY elevation kit?
you want Summit and MXZ profiles?
you want clickers?
you want to FINE tune with pivot bolts?


ALL in sled/on the hill tunabilty with tools supplied!!

ONLY kit on the market that gives you ALL this!!

ADD the right secondary spring, over drive cup and motor mount shims (SHR exclusives) and your cooking with gas!!

call for details-BJ

Finally done for what the iB clutch kit pivot pin kit will look like. This was no easy task trying to get the fasteners and spacers to dimensions allowing approximately 1/2 gram to 2/3 gram increments from ramp with lightest titanium fastener to tungsten spacers to 100+ grams.
Super fun learning experience and Im pleased with the results.

Clicky - 850 blog...

Dynamo^Joe said:

Finally done for what the iB clutch kit pivot pin kit will look like. This was no easy task trying to get the fasteners and spacers to dimensions allowing approximately 1/2 gram to 2/3 gram increments from ramp with lightest titanium fastener to tungsten spacers to 100+ grams.
Super fun learning experience and Im pleased with the results.

Clicky - 850 blog...

Click to expand...

Looks great Joe!


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8 Fitty

Top notch there Joe !!!!

Looks like wine....maybe whisky........maybe both.....LOL :face-icon-small-ton:face-icon-small-ton:face-icon-small-ton



Keep up the good work !!!

Dynamo^Joe said:

Finally done for what the iB clutch kit pivot pin kit will look like. This was no easy task trying to get the fasteners and spacers to dimensions allowing approximately 1/2 gram to 2/3 gram increments from ramp with lightest titanium fastener to tungsten spacers to 100+ grams.
Super fun learning experience and Im pleased with the results.

Clicky - 850 blog...

Click to expand...

mountainhorse said:

As I do not want this to turn into a "Flame war" between mfgs...

If you have a product offering... please comment ONLY on your product offering... Not on other products you do not offer.

What I'm really hoping for is ON SNOW actual feedback results from customers that have these kits on their sleds..

My experience over the years is that there are many different approaches to clutching that will give you the end result you are looking for.

Click to expand...

The war between ever expanding clutching knowledge and ever suppressing clutching knowledge, remains the prime conflict in all aftermarket clutch tuning industry. People jousting over their wares - expand my market share by doing my best to suppress the competition market share. Its a war of "word scorcery", and, the nature of the business; I can deal with this, the proof is im still here after all these years, and its just gonna get pleasantly worse. :becky:

Sorry bud. I have no clutch kit customers for the pDrive 850 summit. Nobody will leave a report on Dootalk or here. The only one's who have any parts from me are the test pilots I've got all over God's creation. They're loyal and; ellos no habla jibber jabber about what im doing. HAHAHA

I rather have the season to test and transact with my test guys who've got differing knowledge - we grow in knowledge when we share/trade/test different things on clutching and compare results to different environments and most of all, different, "times". Early season is different than late season.

I begin with the assertion of the idea (BRP does good competent work) and has competent people to provide us with a great product. They aren't fools, they're heros (at least hero's for me anyway) and the G4 sled is a hit out of the park. Through a whole season research we find the truth of the assertion and hopefully a few chinks in the armour (deficiencies) along the way.

Incentive are everywhere to change something on the sled but the incentives dont explain the creation of trinkets (bumpers, bars, risers...etc). Hard work explains a change in clutch tuning. Incentive is a trigger to study clutching hard to exhaustion.

I rather analyze and optimize what's there which takes a whole season and expands endlessly into the future. I doubt you'll see anyone pipe up about my G4 summit clutch kits till later on in the season.

Thanks
Joey

Joe on your chart that outlines the 990 ramps and total weight per elevation that primary and secondary springs are you considering in the equation?

tchriste said:

Joe on your chart that outlines the 990 ramps and total weight per elevation that primary and secondary springs are you considering in the equation?

Click to expand...

Good day. Yes sir the setting values are for my clutch kit in an 850 summit. This includes the primary and secondary spring I asked Dalton to make for me, oh, and the helix too.

If you run these weights with stock clutching, oh boy it will be like 7200 rpms. haha as say at sea level, my kit runs about 12~13 grams more than stock clutch weight.

mountainhorse said:

So whats the straight scoop on PROVEN clutch kits??



.

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Ok here is the scoop from my experience. 2017 165 with a black secondary spring would not come close to my 174. Even the owner of the 850 said my sled pulled harder. This sled was never a belt blower with the stock clutching. Got drastic with clutching the second season and came up with my own mix of parts from different companies. We used SHR ramps and a Roosterbuilt helix, the results were way better than expected, I set sleds up for tree riding, this sled felt like a dirt bike! Lots of performance left on the table with a stock 850, my 174 will not even come close to that sled now.

My take, all the clutching is useless UNLESS you get the motor to quit moving all over. Once that is done then I believe real gains will be seen via clutching.

I have several different weight sets, most are similar in performance. Though this is with factory skidoo motor mounting.

Will see how the 19 works....


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