BOMBARDIER 1996 Ski-doo Formula III User manual

1996 RACER HANDBOOK

TABLE OF CONTENTS

HOW TO COMMUNICATE ● mmmmmmmmmmmmmmmmm ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■

01-3

WHATS NEW FOR 1996 ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ mmmmmmmmmmmmammmmm ● m

02-1

CHASSIS PREPARATION

■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ mmmmmm=mmmmmmmmmmm ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ 9

03-1

ENGINE PREPARATION

■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■

04-1

TRANSMISSION SYSTEM ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ● mmmmmmmmmmmmmmmmmm ■ mmmmammmmmmmmmmm

05-1

COMPETITION BULLETINS - RACING PARTS . . . . . . . . . . . . . . . . . . . . . . 06-1

COMPETITION PREPARATION

■

mmmmmmm

mmmmm9m

mmmmmmm

mmmmmmmmmmmmmmmmmm

07-1

+

WARNING : This information relates to the preparation and use of snowmobiles in

competitive events. Bombardier Inc. disclaims liability for all damages and / or injuries

resulting from the improper use of the contents. We strongly recommend that these modifica-

tions be carried out and / or verified by a highly-skilled professional racing mechanic. It is

understood that racing or modifications of any Bombardier-made snowmobile voids the vehicle

warranty and that such modifications may render use of the vehicle illegal in other than sanc-

tioned racing events under existing federal, provincial and state regulations.

KEEPING YOUR MACHINE LEGAL IS YOUR RESPONSIBILITY

Read and know your rule books.

01-1

Section 01 HOW TO COMMUNICATE

If you have any suggestions on new information and ideas to improve next year’s handbook,

including any errors or omissions, please mail or fax to;

Ski

Doo

Race Department

Bombardier Corp.,

PO B

OX 8035

Wausau, Wise.

54402-8035.

For additional information or to pass on your feedback and suggestions please contact the

following people (by fax only) using the racer report format.

Your information is important to us

Ovals, Drags, Speed runs

Bill

Rader

Phone hotline

715-847-6884

Fax hotline

715-847-6869

Mountain, hill climb, deep snow

Mark Thompson

Fax hotline

801-752-8249

Cross-Country, Sno Cross

Bill

Rader

Phone hotline

715-847-6884

Fax hotline

715-847-6869

To ensure timely and accurate response to questions we will respond by fax, whenever possible.

A wide range of excellent publications and special tools are available to support your racing

activities.

See Section 06-1, Competition bulletins-racing parts, useful publications.

NOTE : Order all items through your local Ski

Doo

dealer.

01-3

Section 01 HOW TO COMMUNICATE

12

B

OVAL,

AITN

:

FAX : 715-847-6869

Date :

Driver Name :

Driver Phone

RAGS,

RADAR RUNS

II Rader

.

Dealership Name : Dealer Phone Number :

Vehicle Type :

Odometer Reading : Serial Number:

Race Type :

Class :

Location :

Finish Position :

Temperature :

Altitude : Main Jet :

Surface Conditions :

Top Speed Observed :

RPM Observed :

OPTIONAL :

TRA: Spring :

DRIVEN :

Spring :

Ramps : Cam :

Adjuster Position :

Pre-Load

:

Pins :

CHAINCASE

Top

:

GEARING :

Arm Type :

Bottom :

LIST PROBLEMS OBSERVED AND RECOMMENDED SOLUTIONS OR SUGGESTIONS,

PLEASE INCLUDE SKETCHES :

“Your information is important to us”.

01-4

Section 01 HOW TO COMMUNICATE

MOUNTAIN

HILLCLIMB,

AITN

: Mark Thompson

FAX : 801-752-8249

Date :

Driver Name : Driver Phone Number :

Dealership Name : Dealer Phone Number :

Vehicle Type :

Odometer Reading : Serial Number :

Race Type :

Class :

Location : Finish Position :

Temperature :

Altitude : Main Jet :

Surface Conditions :

Top Speed Observed :

RPM Observed :

OPTIONAL :

TRA : Spring :

DRIVEN :

Spring :

Ramps :

Cam :

Adjuster Position :

Pre-Load :

Pins :

CHAINCASE

Top

:

GEARING :

Arm Type :

Bottom :

LIST PROBLEMS OBSERVED AND RECOMMENDED SOLUTIONS OR SUGGESTIONS,

PLEASE INCLUDE SKETCHES :

“Your information is important to us”.

01-5

Section 01 HOW TO COMMUNICATE

CROSS-COUNTRY, SNO CROSS

ATTN : Bill Rader

FAX : 715-847-6869

Date :

Driver Name :

Driver

Phone Number:

Dealership Name :

Dealer Phone Number :

Vehicle Type :

Odometer Reading : Serial Number:

Race Type :

Class :

Location :

Finish Position :

Temperature :

Altitude : Main Jet :

Surface Conditions :

Top Speed Observed :

RPM Observed :

OPTIONAL :

TRA : Spring :

DRIVEN :

Spring :

Ramps :

Cam :

Adjuster Position :

Pre-Load

:

Pins :

CHAINCASE

Top

:

GEARING :

Arm Type :

Bottom :

LIST PROBLEMS OBSERVED AND RECOMMENDED SOLUTIONS OR SUGGESTIONS,

PLEASE INCLUDE SKETCHES :

“Your information is important to us”.

01-6

Section 02 WHATS NEW FOR 1996

Table of Contents

MX Z 440

m..

,..

.,.

,.,

,,,

,,.

`,,

.,.

,,.

,,m.

.,,

,.,

.,,

,,.

...

.,.

,,.

..,

,..

..,

.,,

..,

,,.

.,,

.,.

.., ...

m

.. ...

.mmmmm.

m.mm.

mm

02-3

MX Z 583

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.

02-3

SUMMIT 670

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.

02-4

FORMULA SS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.

02-5

SUMMIT 583

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

02-6

FORMULA Ill

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

02-7

FORMULA

SLS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.

02-8

GRAND TOURING 500 . . . . . . . . . . . . . . . . .

.m.

... ... ...

.m.

m.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

02-8

SUMMIT 500

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.

02-8

GRAND TOURING 580

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.

02-8

FORMULA

STX,

STX LT

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.

02-8

GRAND TOURING SE

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.

02-9

MACH 1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.m.

... ... m.. .. m... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

02-9

FORMULA

SLS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

02-10

GRAND TOURING 500

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.

02-10

SUMMIT 500

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.

02-10

GRAND TOURING 580

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.

02-10

FORMULA

STX

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.

02-11

FORMULA

STX

LT

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.

02-11

GRAND TOURING SE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

02-11

MACH 1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.

02-11

02-1

Section 02 WHATS NEW FOR 1996

@

Engine speed at which maximum power is achieved.

BTDC: Before Top Dead Center

@

At 6000 RPM (engine cold) with headlamp turned on. ATDC : After Top Dead Center

@

Force applied midway between pulleys to obtain specified deflection.

PTO : Power Take OFF side

MAG : Magneto side

02-3

Section 02 WHATS NEW FOR 1996

A dot (0) on right indicates changes from

1995

model.

8

0

4

MODEL SUMMIT 670

Ermine

Tv~e

I

670

Maximum

HP RPM

0

RPM

I

7600-7800

Rotary Valve

P/N

Opening

(BTDC)

/

420924500

Closing

(ATDC)

144°

J

72°

Carburetor Type

PTO

VM 40-81

MAG

VM 40-82

●

Main Jet

PTO

380

MAG

370

●

Needle Jet

224 AA -2

●

Pilot Jet

I

75

Needle Identification

–

cliD

r30sition

7DP11

-3

●

Slide Cut-away

2.5

Float Adjustment

mm (in) 19.6 (.77)

Air Screw Adjustment

~

1/16

turn

2.25

●

Idle %eed

RPM

1800-2000

Gas Grade / Pump Octane Number

(R + M)/ 2 Unleaded /87

Gas / Oil Ratio

Oil

Iniection

Ignition Timing

BTDC

@

mm (in) 1.93 (.076)

Trigger Coil Air-Gap

mm 0.55-1.45

(in)

(.022 - .057)

Gear Ratio

teeth

I

23/44

Engagement Speed

RPM

3800-4000

Drive Pulley Calibration Screw Position

See label on belt guard

Pulley Distance

z

(+

0,- 1) mm

16.5

(+

0,- 1/32 in)

(21/32)

Offset

x

*

().4

mm

35.0

(t

1/64 in)

(1 -3/8)

Y

Dimension Y must exceed X from

1 mm (1/32 in) to 2 mm (5/64 in)

Drive Belt Adjustment

I

Deflection

mm

(in)

I

(1-:;4

)

I

Force@

Iw

(Ibf)

I

6.8 (15)

Driven Pulley Preload

kg

(Ibf)

5.4 to 6.8 (12 to 15)

Drive Chain Tension

Fully tighten adjusting screw by hand then back OFF

only far enough for hair pin installation

Track Adjustment Deflection

mm

45 to 50 (1-3/4 -2)

(in)

with a 7.3 kg (16 lb) downward pull

qNOTE

: See end of specifications for foot notes.

0

Engine speed at which maximum power is achieved.

@

At 6000 RPM (engine cold) with headlamp turned on.

@

Force applied midway between pulleys to obtain specified deflection.

~

H.A.C.

: High Altitude Compensator.

BTDC: Before Top Dead Center

ATDC: After Top Dead Center

PTO: Power Take OFF side

MAG

: Magneto side

02-4

Section 02 WHATS NEW FOR 1996

A dot (o) on right indicates changes from

1995

model.

o

NOTE : See end of specifications for foot notes.

02-5

Section 02 WHATS NEW FOR 1996

A dot (0) on right indicates changes from 1995 model.

o

NOTE : See end of specifications for foot notes.

02-6

Section 02 WHATS NEW FOR 1996

@

Engine speed at which maximum power is achieved.

@

At 6000 RPM (engine cold) with headlamp turned on.

0

Force applied midway between pulleys to obtain specified deflection.

BTDC: Before Top Dead Center.

ATDC: After Top Dead Center.

PTO : Power Take Off side.

CTR : Center.

MAG : Magneto side.

02-7

Section 02 WHATS NEW FOR 1996

02-8

Section 02 WHATS NEW FOR 1996

02-9

Section 02 WHATS NEW FOR 1996

VEHICLE MODEL

FORMULA

GRAND SUMMIT

GRAND

SLS

TOURING 500

TOURING

500

580

ENGINE TYPE

494

582

Chain Drive Ratio

25/44

23/44

22/44

25144

Chain Pitch

(m)

3/8 3/8 3/8 3/8

Type, Links - Plates

CNy

Sdent

74-11

Silent

72-11

Silent 72-11

Silent 74-11

Drwe

Pulley Type of

Drwe

Pulley

TRAC

TRAC TRAC

TRAC

Ramp Identlflcatlon 287

@

228

=

287

G

228

C)

Cahbratlon

Screw

Poslt!on

or

Cahbratton

DISC

C)uanmy

4

3 5 3

Spring Color

G,een/O!ws Green/Blue P“l.lv.%,e

Ydlmv/Re5

Spring Length

* 1.5 mm

1474

1245

121.1

(+

0060

m)

(5.80)

(5 80)

(4 90)

(4

77)

Clutch Engagement

RPM

4400-4600 4400-4600

4700-4900

3100-3300

Drwen

Pulley Spring Preload

kg (lb)

6.1 -7.5 (13.4 - 16.5)

5.4-

6,8(lJ.9 - 14.9) 61 -7.5 (134 - 165)

5.4-6 8(11 9- 149)

Cam Angle

degree

50” 47” 50”

Pulley Distance Z

(+0,

-1 ) mm

165 165

@

165 165

((+0,

-1/32)

m)

(21/32)

o

Offset

x

*

0.4 mm

350

(* 1/84

m)

350

(1-3/8)

350

(1-3/8) (1-3/8)

(1-3/8)

Y-x 10-20

1,0- 2.0

(0.039 -0 079)

1.0- 2.0

10-2.0

(o 039-0 079)

(o 039- 0.079)

(0.039 -0 079)

Drwe

Belt Part Number (P / N)

414860700 414860700

414860700

Drwe

Belt Width (new)

0

mm

3490

34.90

(m)

(1-3jE)

3490

(1-3/8) (1-3/8) (1-3/8)

Drwe

Belt Adjustment

DeflectIon mm

(m)

(13;4)

(1%4) (1:?4)

(13;4)

Force

@

6.8

(1%

(15)

(%

(%?)

(!:)

Track

Width cm

38.1

(m)

(1:80)

38.1

381

(15.0)

Length

(15.0) (15 o)

cm 307

3455

(m)

(121)

(135 83)

345.5

(135 83)

(136)

Adjustment

DeflectIon mm

45-50 45-50

45-50

(m)

(1-3/4 - 1-31/32)

Force

@

7,3

(1$8

(16)

;:)

K?)

Suspension Type

Track

SC1O

%

10

9310

x

!0

Swt

Tw,,ng

Tcwrw

Skl

D%

D% 0s4

Length

cm

272

2919

291.9

(m)

302

(107.1)

(1 14.9)

(114

9)

(1 19)

Width

cm

115.6 115.6

(m)

108

(45,5)

1156

(45.5)

(42 5) (45 5)

Height

cm

112 122 112

1283

(In)

(44)

(48)

(44)

(50.5)

Skl

Stance cm

101.6 101.6

1016

(In)

(%

a

~~;~~~ntactArea

(400)

211

232

(k!

218

(484)

255

(510)

(479)

(560)

cm2

6503 7227.2

7479,2

(ln~

(1008) (1 120.2)

7479.2

(1 159.2)

Ground Contact Pressure

kPa

3.18

315

(Psi)

286

(.461)

334

(

457)

( 415) ( 484)

Frame Material

Alumlnum Alummwm Alummum Alumlnum

Bottom Pan Material

Illwtcm.

UllMct-er

hwaacaxdym

!mpxiew’dwnel

Cab Material

RR(M

RRIM

BRIM

RRIM

Nose

Piece

Material N

A,

NA

N.A

Battery

(A*:

NA

(E)

NA

(;;)

Headllght

w

H4

60/55

H4 60/55 H4 60/55

H4 60/55

jrl

Tallllght

and

Stopllght

w

8t27

8j27

6/27

.%27

+

Tachometer and Speedometer Bulb

w

2x3

Fuel and Temperature Gauge Bulb

w NA NA

NA

3,3

Fuse

Starter

Solenold

A

NA 33

NA

30

Tachometer

A

N.A

NA

N A.

Fuel Tank

u

(US. ga;

(1:06)

421

(1:06)

(1;06) (11

,1)

Chamcase

/

Gearfmx

250 250

(Us

%

250

(85)

250

(8.5)

(85)

(8.5)

Coohng

System

4

(Us. 0$

5.0 5.0

(f5L)

(169)

(:6:)

InjectIon

011

Reserwr

2.8

(u s

0;

(94.7) (:487)

(:487)

(l:d.7)

02-10

Section 02 WHATS NEW FOR 1996

02-11

Section 03 CHASSIS PREPARATION

SUSPENSION OPERATION / WEIGHT TRANSFER

The purpose of any suspension system is to isolate the rider from the terrain while still allowing for

complete control of the vehicle. A snowmobile rear suspension has the added requirements of

providing weight transfer and maintaining correct track tension.

Weight transfer is essentially the shifting of weight to the track for better traction during accelera-

tion, and to the skis for positive handling during cornering.

The physics that apply to all rear suspensions are basically the same. As we apply torque from the

engine to the drive axle, the torque is transferred to the track and pulls it for forward. That energy

enters the suspension system at the rear axle and tries to pull it forward (force “C” in following

illustration). The rear arm is a pivoting or sliding linkage that only provides vertical forces at the

rear of the chassis, therefore, none of force “C” enters the chassis at the rear arm.

1

+

x

AOIFIVS

1. Drive axel torque

The front arm is mounted with a pivot to both the runners and the chassis. It is through this arm

that the major reaction to the engine torque is applied. As the front arm begins to swivel from the

load of force “C”, it pushes down on the front of the track (force “X” in illustration). This reduces

weight on the skis and applies more weight on the track for better traction. The rest of the force “C”

enters the chassis through the front arm and accelerates the vehicle (force “Z”).

If we keep force “C” constant, we can then vary the size of the vertical and horizontal forces at the

front arm by varying angle “A”. As angle “A” is made smaller, force “X” decreases, and force “Z”

increases. This reduces the amount of torque reaction and more weight stays on the skis. As angle

“A” is increased, force “X” increases. The skis then tend to lift more during acceleration and more

weight is placed on the track.

We can vary angle “A”, within limits, by adjusting the length of the limiter strap. The limiter strap

is just that, a strap to limit the extension of the front of the suspension. Shortening the strap

decreases angle “A” and is what we would do to set up a machine for more ski pressure. For more

track pressure we would want to lengthen the strap to increase angle “A”. The limiter adjustment

has the largest affect on controlling the amount of weight transfer.

03-2

Section 03 CHASSIS PREPARATION

o

NOTE : A shorter nylon limiter strap is available for vehicles equipped with the strap and

bolt style limiter. P / N 486056200.

0

NOTE : Track tension must be checked whenever a major change is made to the limiter

length.

Front arm spring pressure will also affect weight transfer. A stiffer spring and/or more

preload will

transfer more weight to the track. A softer spring and/or less

preload

will keep more weight on the

skis. Springs must also be selected to provide absorption to the intended size of bumps to be

encountered. A soft spring will increase ski pressure but may “bottom out” on large bumps, while

a stiff spring will provide more track pressure but may produce a harsh ride.

o

NOTE : In this and other Ski-Doo texts, we refer to the front arm of the rear suspension

and it’s spring and shock absorber, as the center of the vehicle. The ski suspension is

considered the front of the vehicle and the rear arm of the rear suspension and it’s spring(s) and

shock(s) are indicated as the rear of the vehicle.

Also, think of the center arm as a pivot point. During acceleration the rear arm will want to

compress and the front suspension will want to extend (possibly raising the skis off the ground).

Because of this “pivoting” affect, the rear spring and

preload

will also affect weight transfer ( to a

lesser amount than center arm changes). A softer rear spring and/or less

preload

will allow more

weight transfer to the track and less ski pressure, while stiffer rear springs and /or more

preload

will allow less weight transfer to the track and more ski pressure.

Contrary to popular belief, it is not necessary to have the skis 2 feet off the ground to achieve good

weight transfer. In fact, the energy used to lift the front of the vehicle is not available to push the

vehicle forward.

The main function of the rear arm is to support the weight of the vehicle and rider, yet provide

usable travel to absorb bumps and jumps. The springs are chosen depending on the linkage

design of the rear arm and the intended load to be applied. Stiffer springs will be used on vehicles

intended to carry heavier loads and on vehicles that plan to encounter large bumps, while vehicles

used for lighter loads and on smaller bumps will use softer springs.

Springs for the front suspension are chosen in a similar fashion. A softer spring will provide less

ski pressure and will be used on lighter vehicles while stiffer springs will provide more ski pressure

and be used on heavier vehicles.

o

NOTE : Shock absorber valving and the type of shock used will also affect weight

transfer. Refer to the shock absorber section for details.

03-3

Section 03 CHASSIS PREPARATION

SPRINGS

Generally, 2 types of springs are used on our suspensions. Coil springs and torsional springs.

Refer to following illustration.

5

,

4[

4

Number

3

of coils

2

1

J

I

3

Number

of coils

1

2

Torsional spring

Coil spring

AOOFOOS

1. Wire diameter

2. Free length

3. Wire diameter

4. Opening angle

Several factors are used to determine the characteristics of a spring and they are similar for both

the coil and torsional spring types. Wire diameter, material type, the number of coils and the

physical shape of a spring all determine how a spring will act. Once these characteristics are built

into a spring, they determine the spring rate and the free length in a coil spring or the opening

angle and spring rate in a torsional spring.

03-4

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BOMBARDIER 1996 Ski-doo Formula III User manual

BOMBARDIER 1996 Ski-doo Formula III User manual

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