The higher the spring tension the worse it gets. My COTC setup was bad. Ulmer was much better. Ulmer with 5 shims is bad again.
I would get with NOSPRO and Shagman for some help mapping the off idle fueling.
My suggestion to Weasel was that he go to dealer and ride the demo sled to verify. Better yet, take one of theirs and run side x side to compare.
The only other thing I can think of is placebo but I don't really want to go there.
The only other thing I can think of is placebo but I don't really want to go there.
Studroes144
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Mine is an mpi turbo with gems controller, no way to adjust fuel for specific rpm. It's fine with me tho cuz mine isn't jerky whatsoever
Neither is mine and I had the flash. Easily can take off without spinning track even on ice.
Can weasel swap clutches with sled that was faster and if that doesn't do it swap ecu.
weasel33
Expert
I can try different things but as far as changing parts I don't have a lot on hand. My dealer is 130 miles one way and as much as I've been bugging him lately I don't think he wants me hanging out for the day trying different things. As a matter of the fact he told me that my high engagement is from the g- w-g spring, it is a 45# compression force and the stock sping is a35# compression force. Now I know you all have great results with cotc but trying to relay that to him he always says not to believe the Internet. I kinda see where he is coming from because I'm a business owner also and that would be like someone trying to tell me how to build a house. I will keep working on him though because even he said this sled should do 95 mph out of the box.
Studroes144
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I use an orange pink orange primary spring, that's a 30# preload spring, smooth as butter and basically exact same finish rate as the gwg
weasel33
Expert
Stud, I think that is the spring he recommended that I should try.
Studroes144
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Seems to me like it's a pretty popular spring with the vendor kits, everyone is always talking about 4 stroke torque, mights well have it engage low and use that torque
stingray719
TY 4 Stroke God
What is your engagement speed Barry? Because the COTC when all the other parts are correct is 2600 to 2800. The heavy flat profile weights have more than enough power to push that spring, it is a combination of parts working together. I have no doubt the GWG with shims is too much for the aftermarket curved weights but that is not what we are talking about. He has a problem somewhere that needs fixed.
Last edited:
sxr70001
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My dealer hates the internet too. They would rather be able to just tell you whatever they want with no questions.
Studroes144
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Mine engages at 2800, I have fairly curved weights but still loaded pretty heavy because of the turbo, roughly 70 grams. Lighter curved weights would engage higher, I believe mine last year came in around 3200, but was still just as smooth. I ran a couple stiff springs early this year (45# preload) it engaged around 3800 but still was smooth, just didn't see any benefit for myself with the higher engagement. I too agree there's something else screwy going on, just would be neat to swap out to all the stock parts to know for certain there's nothing being missed
OPO would be the spring in your brother's sled with the Ulmer kit. I did not test this spring with my COTC setup.
Something is not adding up. Dealer gained mph from gearing. You did not. Dealer sled is much faster that either of yours.
So one of 3 things:
1) dealer sled did not go as fast as claimed
2) gears were not changed in your sled
3) both your sleds are turds compared to the dealer's
According to Cat the ZR and XF7000 are all geared at 21/49 same as ours.
weasel33
Expert
TD my dealer hit 90 but I think the only reason he hit that speed was because they only had two inches of snow on frozen ground. Maybe I'll have to go back to stock clutching and give that a run again. Also I watched them change the gears and chain so I don't think that's worth anything.
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Ok, Weasel sent me his clutches along with his brothers clutching and this is what I found that really shocked me....... (and it's nothing weasel did, just a bad situation that he was given)
#1 - Weasels clutches were black as could be, major slipping going on, lots of belt dust.
#2 - Primary clutch, tighter than normal....but will get better with more miles.
#3 - Casting flash inside the secondary by the towers was binding, wouldn't let clutch shift out properly.
#4 - Helix diameter was too big to fit inside towers, thus pushing the towers out when tightening the helix, pushing the towers out to the point where the clutch was locked up.
#5 - Secondary pucks have more wear than his brothers (due to the cast flash and helix problem) but still ok to use.
Weasels clutching was the set that needed most attention so I took everything apart and cleaned and inspected everything. His primary was tight so I worked on freeing it up a little bit so he wouldn't have such a high engagement (same as what we found out with TD Max sled).
The secondary was the problem child and never have I seen this with any of the clutching I have worked on. There was a lot of casting flash inside the windows where the towers peek through. The clutch was bound up at higher rpms (the helix had part in this also with not having the right diameter machined) which would explain why there was no change in mph when he changed gears....makes sense, right? Took a dremel tool to the casting flash, did my magic and now everything works like it should
All back together and working much better.
Went through both of their clutching, cleaned, fixed and scotchbrited them up....they will be on their way back sometime today
#1 - Weasels clutches were black as could be, major slipping going on, lots of belt dust.
#2 - Primary clutch, tighter than normal....but will get better with more miles.
#3 - Casting flash inside the secondary by the towers was binding, wouldn't let clutch shift out properly.
#4 - Helix diameter was too big to fit inside towers, thus pushing the towers out when tightening the helix, pushing the towers out to the point where the clutch was locked up.
#5 - Secondary pucks have more wear than his brothers (due to the cast flash and helix problem) but still ok to use.
Weasels clutching was the set that needed most attention so I took everything apart and cleaned and inspected everything. His primary was tight so I worked on freeing it up a little bit so he wouldn't have such a high engagement (same as what we found out with TD Max sled).
The secondary was the problem child and never have I seen this with any of the clutching I have worked on. There was a lot of casting flash inside the windows where the towers peek through. The clutch was bound up at higher rpms (the helix had part in this also with not having the right diameter machined) which would explain why there was no change in mph when he changed gears....makes sense, right? Took a dremel tool to the casting flash, did my magic and now everything works like it should
All back together and working much better.
Went through both of their clutching, cleaned, fixed and scotchbrited them up....they will be on their way back sometime today
