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ADAPT Verses TAPP

KnappAttack said:
What's the difference?

I'm guessing nothing more than what we used to call a heavy turbo slug, which was just a deep set heavy metal slug in each slider to get enough weight in for the HP. I ran them on my turbo 1200, but not sure they are needed in the 998 as it turn higher RPM and doesn't necessarily need the big weights. You should be a able to get enough weight in the std one easily enough for that little bit of power.
Click to expand...
Should find out tomorrow.
I know a spring for sure.
Don't know why they just can't send it with basic guidelines for HP levels.
I don't think there's anything structurally different.
 

74Nitro said:
Should find out tomorrow.
I know a spring for sure.
Don't know why they just can't send it with basic guidelines for HP levels.
I don't think there's anything structurally different.
Click to expand...
Don't let them talk you in to that expensive dual spring. I have one of those here. Don't go that route, stick with the single std spring. The Dual spring is not needed nor wanted on the the Winder. They just make more heat and put less power to the track. I never used it on the 1200 either.
 
REDLINE 1 said:
Got the notice from cat on this. There solution is a new clutch guard for added protection.
Click to expand...
Pathetic.. Cat better get their #*$&@ together and find someone that can clutch the sleds they produce. Its another miss on the Catalyst out of the box. Wonder how badly they send out the 858 clutched? Its literally year after year with them. Its almost comical, but then you realize how much these things cost. :mad: AND then you realize why they are lagging behind the other 2
 
Somewhere in Cat there is an engineer shaking their head that the solution is another guard. The rotating mass of the clutch is probably storing nearly a ton of energy when it is spinning in the region of 9000 rpm. Thats a lot of blammo.
 
74Nitro said:
Should find out tomorrow.
I know a spring for sure.
Don't know why they just can't send it with basic guidelines for HP levels.
I don't think there's anything structurally different.
Click to expand...
Curious to find out what they say and what prices are from them vs other vendors
 
KnappAttack said:
What's the difference?

I'm guessing nothing more than what we used to call a heavy turbo slug, which was just a deep set heavy metal slug in each slider to get enough weight in for the HP. I ran them on my turbo 1200, but not sure they are needed in the 998 as it turn higher RPM and doesn't necessarily need the big weights. You should be a able to get enough weight in the std one easily enough for that little bit of power.
Click to expand...

SO you're saying the base clutch should be good higher HP? Like 280HP?
I see conflicting messages on that. Some say you need HD spring cup, dual spring etc....I'm a fast trail rider, no racing. Just want to make sure RPMS are correct and that clutch can handle the HP.
 
Richard Hodgins said:
SO you're saying the base clutch should be good higher HP? Like 280HP?
I see conflicting messages on that. Some say you need HD spring cup, dual spring etc....I'm a fast trail rider, no racing. Just want to make sure RPMS are correct and that clutch can handle the HP.
Click to expand...
I’m sure if it’s coming from KnappAttack than I would say yes.
 
REDLINE 1 said:
Got the notice from cat on this. There solution is a new clutch guard for added protection.
Click to expand...
Yep. Cat knows (but never admitted) Team clutches crack and if not noticed, they blow apart. Their solution to their ticking time bomb is to install a scatter shield so when it does blow up, it won't cut your foot off! Pathetic, despicable!
A few of the pics that came with the USA notice were pics I sent to the Consumer Product Safety Commision about 4 years ago when I filed an official complaint. I know cuz those pics are on my computer!
 
Turboflash said:
Yep. Cat knows (but never admitted) Team clutches crack and if not noticed, they blow apart. Their solution to their ticking time bomb is to install a scatter shield so when it does blow up, it won't cut your foot off! Pathetic, despicable!
A few of the pics that came with the USA notice were pics I sent to the Consumer Product Safety Commision about 4 years ago when I filed an official complaint. I know cuz those pics are on my computer!
Click to expand...
They actually gave me a brand new replacement team which I still have sitting on the shelf. I guess I could use it as a paperweight.
 
Turboflash said:
Yep. Cat knows (but never admitted) Team clutches crack and if not noticed, they blow apart. Their solution to their ticking time bomb is to install a scatter shield so when it does blow up, it won't cut your foot off! Pathetic, despicable!
A few of the pics that came with the USA notice were pics I sent to the Consumer Product Safety Commision about 4 years ago when I filed an official complaint. I know cuz those pics are on my computer!
Click to expand...
Wow they had the balls to use your pics? :confused: I do really like the adapt so far in my limited experience on a 600. They seem well made and very serviceable. The adapt clutch cover well? not so much that's laughable. I understand the towers were moved in but put a decent cover on that supports the tower flex. Put a good cover on with a decent bushing they would really have something.. Im not holding my breath though
 
Richard Hodgins said:
SO you're saying the base clutch should be good higher HP? Like 280HP?
I see conflicting messages on that. Some say you need HD spring cup, dual spring etc....I'm a fast trail rider, no racing. Just want to make sure RPMS are correct and that clutch can handle the HP.
Click to expand...

Guys are running the single spring PB80 up at 300 HP on the 1200 even, which will clean the clock of any 300+HP 998 turbo. The 1200 does more with less HP by about 30-40 HP at that level, the 1200 turbo also has way more TQ than any 998 does.... I say base clutch meaning their stock spring cup and a single spring.

Years back, Precision Sports built billet spring cups for them on the 1200's, which I believe is needed to make it live a long life on these three cylinder four-strokes. I've broken the stock and updated spring cups before, seen many break, as far as I know, they have been updated a couple of times and still break. I'm not sure who "they" are, or where your seeing conflicting messages, as not many here even know about the PB80 or the history on it, I go way back with them and ran them for years on the 1200, NA and turbo. Some guys claim the pucks distorted on their 240 HP 1200 Doos, but I've never seen that myself. I had a 240 HP turbo 1200 with a PB80 OD that could outrun my buds 270 HP Winder and never had one problem using the PB80, and I carried big weight in those pucks! Way more weight than a 998 would ever carry in it even at 300 HP, and the 1200's were just as hard if not harder on primaries than 998's are. Many put Yamaha primaries on their 1200's too, Full Power Performance was the one who started doing that.

As for the dual spring on the PB80, it created more heat on the 300 HP 1200 Doos than the single spring and put down less track HP. I have a dual spring here and not a fan if you have a engine that can get by with lower engagement RPM like down in the low 3000 range. Single spring works best IMO. Their dual spring is kinda stupid and ridiculously expensive, harder on spring cups too, but do what ever suits your fancy. I'd never run it myself. I had a PB80 here I tried for a couple of miles, but went back to the RX-1 primary, then the TAPP.
 
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