2008 Known issues and bulletins

[duck]

Thought I would post this that was found on dootalk;

Below are some of the 2008 XP skidoo recalls and Bulletins


Tracks Rubbing
The new XP chassis with 16" wide tracks have very little clearance in tunnel. If the track is not properly aligned it is possible that the track edges contact the suspension bracket's mounting rivets and lightly fray the fabric cords on the edge of the track. This fraying is cosmetic in nature and does not affect the strength of the track whatsoever. To give added clearance for aggressive riders or if the track is not properly aligned round head rear bumper bolts are available to replace the standard hex head bolt. These bolts are available under P/N 250000223. The qty needed is 4.

REV-XP Main Wiring Harness Splices Repair No. 2009-8

Drive Axle Failure No. 2009-1

REV-XP Wiring Harness Issues No. 2008-20

Voltage Regulator Wires Chafing, Taillight Wires Chafing

Intermittent Electrical Fluctuations on XP's
We've had a few reports on fluctuations in electrical power on a few REV-XP[SUP]TM [/SUP]model units. Dealers have reported finding the RD/BL wire contacting the frame in the area of the voltage regulator. The regulator and associated wiring can be found directly behind the chain-case and can be easily accessed by removing the after muffler. Simply repair any damage to the wiring. DC voltage is supplied through the regulator originating from the stator and the entire system is dependant a constant supply. Regulator output can be tested at any available RD/BL wire found in the chaincase area. We recommend the B.U.D.S. diagnostic port.


Cluster Gauge Issue Rubber Button Replacement

Mode and Set buttons
We have had reports on Gauge information fluctuations, and random resetting of trip information or other functions. This is most likely caused by a small sensor magnet falling out of the mode or set buttons. Remove the gauge, and then remove the gauges lens by pressing on the appropriate tabs. If you find one or both of the magnets dislodged from the rubber buttons, order new buttons. We now have updated versions that have the magnets encapsulated in the rubber. Magnets may be removed and the handlebar switch used on premium Gauge models as a temporary repair.

Maintenance on Countershaft Support Torque countershaft support lower nuts to
35 N•m (26 lbf•ft).

A- Contaminated Carburetors No. 2008-12
B- Kinked DPM Vent Hose

A: Heated Grip Failure No. 2008-8
B: Electric Start Cable May Be
Wrongly Routed

XP Fuel Tank Safety Recall
Please be certain to understand that only the sleds
included on the serial number list, need to be inspected
for the Fuel tank recall. If the vehicle is not listed in the
serial number list, please disregard the bulletin. If the
vehicle is included in the list you must inspect the tank
mold number. If the identification is CAV-A, the tank does
not need to be replaced. If the ID is CAV-1, the tank must
be replaced.

XP Chain Tensioner Bolt
XP's may leak chaincase lube from the
chaincase adjuster screw. Loctite 515 or 518 was used
on early production units to keep the chaincase lube from
seeping past the adjuster screw threads. If the screw
was adjusted then the threads had to be resealed with
515 or 518. Later production Rev XP's now have a metal
and rubber washer sandwiched together under the head
of the lock nut. This seals the case and the threads with
no need for Loctite 515 or 518. The new bonded washer
part number is 250200100.

For those of you inspecting pulley alignment on REV
XP chassis types please note the following
specifications.
"Z" Distance 21.0mm .827 in.
"X" Offset 37.1 +- 0.5mm 1.461 +- .020 in
"X-Y" Difference 1.62mm 0.064 in.
Please note: Although these are the target
specifications, pulley alignment is not adjustable. These
dimensions are for reference only.

Chaincase Cover Screws
We have a few reports of the cover screws breaking on XP
chaincases


Summit® Drive Belts
Furthermore, dealers are reporting that gearing
changes are helpful on some models.
It is important to know that the 146 inch models are
geared rather high as we intended them to be a long
track Renegade® of sorts. If top speed is more
desirable than deep snow or extreme climbing
performance your customers may prefer to leave the
gearing alone, but if they are being used more
extremely you may gear them down by using a 21 tooth
top sprocket and a 102 link chain.
The 154 inch model being used in extreme conditions
may benefit from a 19 tooth top sprocket and a 102 link
chain, but you will loose top speed on flat meadows.
The 163 inch model already uses a 49 tooth bottom
sprocket so it is geared lower and most likely will not
need change.
If gearing changes are required to meet the customers
expectations you may file a normal warranty claim for a
top sprocket and chain (the claim will pay the parts and
you may keep the removed parts in exchange for the
labor time or you will be required to return the removed
parts claimed).

Parts Info
19 tooth sprocket 504 152 031
21 tooth sprocket 504 096 200
102 pitch chain 504 152 579
104 pitch chain 504 152 629

TRA V and TRA VII Torque Procedure No. 2008-7 88.5 lbf.ft


REV-XP™, REV-XR™& REV-XU™ Engine
Alignment No. 2009-12


REV-XP CHAIN-CASE COVER BOLT BREAKAGE

The REV-XP uses 6 mm self tapping bolts to secure the chain case cover.
Last season it was found that some of these bolts were not up to specification and the heads sheared
off. If this is experienced the cover must be removed and the old broken bolt must be extracted carefully
from the magnesium chain-case.
Replace all 7 bolts with a new bolt (P/N 250 000 360).



REV-XP PREMIUM Gauge ISSUES

Last season a number of internal and external issues developed with the Premium gauge. The rubberized
Mode and Set button's were produced with a glued in magnet that often times came loose. If this
happens the button may fail to change or set modes properly. The loose magnet may also cause the
gauge to change modes at random. This situation can be easily corrected by ordering a replacement
Mode and Set button (P/N 415 129 355), removing the gauges bezel and replacing the button assembly.
All replacement part Mode and Set button's are produced with an encapsulated magnet that is molded
into the rubber. If this issue is discovered on a standard Gauge the same part number is ordered and the
assembly can be cut with scissors so that only the Set button is used. Normal warranty applies for this
repair.
A number of other electronic issues surfaced within the premium gauge. These included but are not
limited to Fuel Gauge not reading full, totalmileage accumulating at random, switching fromKM to Miles or
vice versa, communication error displayed, etc


REV-XP OIL TANK AND CAP LEAK

It has been determined that if the 2008 REV-XP oil tank cap is over tightened, the threads can become
distorted and a small amount of oil could leak.
Solution:
The 2009 oil tank's have been modified with a change in threads
so that the cap "stops" before thread distortion could occur.


REV-XP COOLANT BOTTLE LEAK

Last season there were reports of coolant levels dropping in the bottle.
Occasionally this was noticed after the vehicle was shut off and parked. A small amount of coolant was
exiting the coolant bottle over flow hose. It has been determined that some coolant bottle sealing surfaces
for the cap had been damaged during assembly.


REV-XP REWIND ROPE FRAYING

Randomreports came in last season of rewind ropes fraying within 2 to 3 inches (5 cm to 8 cm) of the rope
handle.


800 R EXHAUST MANIFOLD BOLTS LOOSENING

The past few seasons the western riders have experienced exhaust manifold bolts loosening up. The
MY 2008 however it is still an issue. The new bolt is (P/N 514 054 626), and the torque is
now 140-160 inch/lbs, 16-18 N/m.
It is highly recommended to re torque those bolts at the 10 hrs inspection.


QRS ADJUSTER NOT MACHINED

The four slits in the plastic threads must be open all
the way to the end of the adjuster.
If they are not, use a hacksaw to relieve them.
If the adjuster is not able to expand when the lock
nut is tightened, it will not stay in place.


NEW ALIGNMENT SPECIFICATIONS FOR REV-XP CHASSIS.

Drive belt issues with 800R and REV-XP chassis.
Early last seasonmany reports came in fromthe network of premature belt failures. Most of these reports
were from Summit 800 R customers in deep snow conditions. An immediate investigation ensued and
a number of items were discovered.
In order of importance.
– The drive belt (P/N 417 300 166)which had been used formany yearswas found to be one of the key
contributors to short belt life in the REV-XP chassis
– Improper drive belt deflection
– Pulley alignment, .X and Y specifications
– Pulley calibration
The "166" belt rubber compound was found to soften and wear quickly under severe riding conditions.
This wear resulted in loose belt deflection very quickly. If not readjusted immediately, the loose belt
in the pulleys aggravated the situation by slipping in the pulleys on engagement. This raised the belt's
temperature until an edge cord would pull out and lead to belt failure.
A new drive belt (P/N 417 300 377) was quickly developed, This belt was built to new length and width
specifications and used a severe duty rubber compound. It is 1.5 mm wider to give more belt deflection
adjustment with the OTD and QRS system as used on the REV-XP and REV-XR's. The belt's rubber
compound as noted uses a very high percentage of a heat resistant compound as used previously in the
Mach Z drive belts.
This drive belt was the number one improvement in belt life and reduced need for belt deflection
adjustment intervals.