I'm going to do a complete build on a 650 Red Head engine. I will try and cover everything you will need to know. Its a lot to cover my email is Polaris.trashcan@gmail.com
I know I’m a little late to the party but I really appreciate that you share your hard earned knowledge ! Especially that oiling mod ! That chamfering has to make such a difference rather than that sharp edge ! Just makes sense. Take care Todd 🍺🍺
Love the honing trick in the parts washer! Never seen it done before going to try it one day for sure! Great build and detailed tips. Also oil mod seems like a great idea! Great video Todd! 😊
RXL was a good sled left stock but piped idk of one that ever ran right. Lot blew up if not maybe all of them. My father and i use to build 650’s bran new. Triple pipes porting milled heads. Some we just piped took a lot of knowledge in jetting abd clutching to make them run right. Never new of anyone that counted on a dealer that was happy after. Most the time blow up idk how many times i saw it happen. The pipe manufacturers jetting specs never right always lean sometimes really lean. So we blew a few up in the beginning learned to jet pig rich work ur way down. Found out with shitty clutching ur jetting will never be right. Trial and error always the best and patience don’t except perfect results the first time putting a mod sled together. I remember jetting being 2-5 sizes bigger than pipe manufacturers recommendations. Our clutching was never what they recommended either maybe some of it but never all. Like watching u work on the old triple Polaris’s what i grew up on. Snowmobiling was a different world back then lol!!
I have a feeling I could learn an awful lot from you. After porting one of my 650s with pipes and heads recut running a little bit of 110 with 93 I'm at one jet size over stock. Doesn't make sense but that's what the engine likes
@@toddclyne3493 could be the race fuel. Race fuel will make a engine run rich with pump fuel jetting. But man ya 1 size above stock is surprising to me to. Like u said though if its what engine wants then run it. Clutching has a lot to do with jetting maybe a steeper cut helix say make a little more load might take more fuel to run that helix. Same with weights to heavy more fuel the engine might need. Maybe ur clutching is so good ur able to run with less fuel. But usually the more power a engine makes takes more fuel. More air equals more fuel but like I mentioned before trial a and error is the only way to really tune anything. Iv been surprised many times one thing might work on one machine but suck on another.
I had a 650 with SLP pipes, then 95 XLT 600 no pipes. I kept blowing the motor on XLT, but my 650 was still going. Eventually i went with the two cylinder lyberty motors. those 650 are pretty reliable in my opinion. the coolant bolts above manifold would strip out here and there. one time my pto pipe shifted and melted the coolant hose, glad i begin smelling the hose melt under heat tape foil.
I had an 88 650 and put 12,000 miles on it. Never any problems. It still had 120 lbs in each cylinder. Also , didn’t the newer cylinders have larger transfer ports ? I always checked oil pump settings. Even brand new sleds. And , yes I found some on the lean side.
i got 3 of them motor and my argienal crank whent in it and i bout another one and found out it had a hair line crack in it and bout another all togather and running and there an awsome motor been throught a lot of over the years but tuff tho to me if treated right just hard to find over here in canada iam like the only one that i know of that has one and i have talked to alot of people about it and they never siad they had one
Had a 89 500. First Polaris. Crank bearing failure at 2800. I think. That has always been a Polaris problem. Oil journal's are to small thus failure. My opinion. Your doing it right. Last much longer. Once again being a faithful Polaris guy .
Todd, just looking at my 01 587 case and you could champher the oil hole on the bearing side of upper case towards the PTO and MAG side of hole underneath to let oil get to outer side of bearing much better. Plus like you did, champher top side of hole too. Pto end one could drill down further in the square to get rid of TROUGH and then blend that towards left side of case ( looking at it from carb side of case ) to channel oil to bearing. My case has the oil line spicket already from factory. Also there is no reason you can't use a Bridgeport to cut a 570 to fit extended cylinder 650 cylinders. I believe ( not having one to measure) you would only be taking off .015 to say .020 per side( total .040 " ) and there certainly is enough meat to do that with. Just a thought for you as I sit here in 40 deg Florida weather. Lol. Have 3 P's in my garage down here. Never thought I'd stay so long. 31 years ! That's 29 years too long lol. I've got a 91 500 indy almost pristine ( 3600 miles on her as I remember), 99 XC SP 700 ( Johnny Cash special ) littering! And a 2003 Edge with a XCR 800, Fusion skid Walkers and Fox dual shocks up front from an 01 440 . Wish I were up there with the tripples and tripple tripples. Jonsey
Like I said. I think it's risky trying to get them out without breaking them. I have tried to remove some to sell them and it's hit or miss if they come out.
I wish these types of videos were around when i had my 650 indy. Would have saved me so much money and time. Nice job Todd! Cant wait for the next one! 🍻
🔥you sure do good work.. I like those lil oil updates, sure going to help that pto side eh. 16” Snow up here in north Bay Area, groomer made a pass on Sunday, how snow out your way 🔥👊🔥🔨🏍⚠️⚙️
I am having problems pulling the flywheel off my 650. I have a Kimpex puller. I will not come off. It will brake the puller before it even moves. Wondering what I may be doing wrong.
Is that 650 made by Fuji or who? What do they say about mods to case oil passages? My bro was an assy line inspector in Roseau and I think he had a big twin 700 or 800. He had no problems that I know of but did say the triples had some. Like center carb having no main jets in some .
