Just sayin hi. 2012 commander xt
Another Newbie
Hey everyone,My name is Dave.I have owned many atv's and am considering my first Can Am.Wish to get some practical info from actual rider/owners.Thanks.
Big Bore Upgrade Clutching Issues/Experience
Well, recently I took the power plunge. My plan was to just build the motor and re-clutch primaries shift-out.
Mods List:
850 BB kit from MRRPM, quench set to .043
Maverick Heads with Ported and Polished / Port Match to intake Manifold
Stock Cams from a 2013 1000 Outlander .030 lift boost I/E and 15/10 degree duration boost I/E over 650 cams or 15 degrees extra intake duration vs 800R cams
51mm over-bored Throttle Body with Intake/ Intake boots port matched to intake/air box
Upgraded to 850 fuel injectors, Had ECM flashed with stock 850 tune and all the other goodies done by MRRPM
HMF Titan QS pipe - this sounds so good and is really not much louder than a stock muffler -
So I decided to get a Maverick belt, and rebuild my primary, new rollers weights, etc; but it was lunched from the dreaded shit primary bolt not holding, galled the inner cup that went to crank and turned aluminum a nice gold color...
So I looked at the price of replacing everything, Rollers, Weights, Good SKF one way bearings (double sealed and rated for continuous 12000 rpm duty lol), primary spring (wasn't sure if it got heat soaked too), and the new inner primary section, and long story short it was well over 600 bucks. At this point, I decided to look into aftermarket clutches, and decided on the QSC REV X primary. This wasn't because STM's are bad, just because Adam's customer service rep is second to none (which he cam thru on), which he set up for an 850 with 28" tires.
After I drove around varying RPM and load for about 30 miles, did my break-in oil change I took it back out, I jumped on it and out of the hole it was tapping 8500rpm and slipping the shit out of belt all the time above 1/2 throttle, so 1 phone call to QSC, and 1 text with a photo (of the weights in the primary fly weights later) belt gripped was restored. It grabbed hard at 7800rpm, pulled like a freight train to about 65 and got really soft, which considering the raw power upgrade made no sense even with the slightly larger tires, at normal speeds no more belt slip, but I had a nagging feeling that something was wrong. So I started watching the RPM my (RPM limit is set to 9500 as one day KMPI valves, big cams, and even bigger big bore may be in my future lol, so why pay twice) and on the high side it would never pull past the primaries shift out RPM, unless I rolled into it ever so gently, than I could go fast as I wanted, the rpm would get to 8k, 8.1k, 8.2k would creep by but I had to limit throttle input and cruise easy mode in to the 70's. Also, after about 100 miles of riding I noticed that at higher speeds that hot belt smell returned along with what I could only assume was belt material in the face coming from the snorkel. So, I did some digging and found out that the 650's helix while well suited to back-shifting w/ bigger tires, doesn't make as much belt tension (by all means correct me if I'm wrong). The stock 650 and 800 use the same spring in the secondary the 1000 uses the same helix as the 800 with a different spring.
So I ordered the 2015 800/1000 helix as a start. I noticed that the new 2019 850's/1000R's also have a new helix and spring part#, so possibly a different profile or higher tension then the old models given the drastically increased power of them considering they come with a 54mm TB and Maverick heads to begin with. Does anyone have any experience with them? Trying to avoid the STM secondary for now, thou one day it may be a must. Anyone else go big bore route and have to fight similar issues?
Mods List:
850 BB kit from MRRPM, quench set to .043
Maverick Heads with Ported and Polished / Port Match to intake Manifold
Stock Cams from a 2013 1000 Outlander .030 lift boost I/E and 15/10 degree duration boost I/E over 650 cams or 15 degrees extra intake duration vs 800R cams
51mm over-bored Throttle Body with Intake/ Intake boots port matched to intake/air box
Upgraded to 850 fuel injectors, Had ECM flashed with stock 850 tune and all the other goodies done by MRRPM
HMF Titan QS pipe - this sounds so good and is really not much louder than a stock muffler -
So I decided to get a Maverick belt, and rebuild my primary, new rollers weights, etc; but it was lunched from the dreaded shit primary bolt not holding, galled the inner cup that went to crank and turned aluminum a nice gold color...
So I looked at the price of replacing everything, Rollers, Weights, Good SKF one way bearings (double sealed and rated for continuous 12000 rpm duty lol), primary spring (wasn't sure if it got heat soaked too), and the new inner primary section, and long story short it was well over 600 bucks. At this point, I decided to look into aftermarket clutches, and decided on the QSC REV X primary. This wasn't because STM's are bad, just because Adam's customer service rep is second to none (which he cam thru on), which he set up for an 850 with 28" tires.
After I drove around varying RPM and load for about 30 miles, did my break-in oil change I took it back out, I jumped on it and out of the hole it was tapping 8500rpm and slipping the shit out of belt all the time above 1/2 throttle, so 1 phone call to QSC, and 1 text with a photo (of the weights in the primary fly weights later) belt gripped was restored. It grabbed hard at 7800rpm, pulled like a freight train to about 65 and got really soft, which considering the raw power upgrade made no sense even with the slightly larger tires, at normal speeds no more belt slip, but I had a nagging feeling that something was wrong. So I started watching the RPM my (RPM limit is set to 9500 as one day KMPI valves, big cams, and even bigger big bore may be in my future lol, so why pay twice) and on the high side it would never pull past the primaries shift out RPM, unless I rolled into it ever so gently, than I could go fast as I wanted, the rpm would get to 8k, 8.1k, 8.2k would creep by but I had to limit throttle input and cruise easy mode in to the 70's. Also, after about 100 miles of riding I noticed that at higher speeds that hot belt smell returned along with what I could only assume was belt material in the face coming from the snorkel. So, I did some digging and found out that the 650's helix while well suited to back-shifting w/ bigger tires, doesn't make as much belt tension (by all means correct me if I'm wrong). The stock 650 and 800 use the same spring in the secondary the 1000 uses the same helix as the 800 with a different spring.
So I ordered the 2015 800/1000 helix as a start. I noticed that the new 2019 850's/1000R's also have a new helix and spring part#, so possibly a different profile or higher tension then the old models given the drastically increased power of them considering they come with a 54mm TB and Maverick heads to begin with. Does anyone have any experience with them? Trying to avoid the STM secondary for now, thou one day it may be a must. Anyone else go big bore route and have to fight similar issues?
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