IN THE CHECKOUT COMMENTS BOX:
Please list the information below to insure you get the kit and instructions set up specifically for your application,
THIS WILL SPEED UP PROCESSING TIME!
- Sled Year & Model ?
- Primary Clutch Ramps ?
- Track Length & Lug Height ?
- Aftermarket Exhaust What Brand ?
- Motor Modifications ?
- Stock Gearing ?
- Riding Elevations
- Riding Area / Type ?
- Rider Weight + 30 Gear = ?
- Turbo ? Estimated Hp ?
Clutch kit for 2021 G4 x 850 turbo summit that was sold for 0~4000 feet, using the stock 951 pDrive ramps. This kit can be used from sea level to 4000 feet maximum.
- In 5 minutes, a quick tune with the change of a bolt and spacer.
- Cooler clutch and belt temperature
- Smoothest engagement
- Quicker backshift
- Strongest engine braking
- More track speed
- Pulls hard to the finish
Here is where you're going....
You made it...
I love the smooth engagement to feather the track to get unstuck. Its the strongest engine braking I've ever felt.
A test guy said to me "I could stand up and drink a coffee coming down this hill haha".
Opposite of that, crack the throttle and BANG....7900~8000 rpms, hang on.
The kit digs deep, pulling out all the muscles from the engine. It has the ability to make them useful not only wherever, but however you run your sled.
Tight connection between your thumb and snow. Drive the clutching as smart as you want. A tree rider's delight.
Feather smooth engagement for slow, wrong foot forward. The handlebars dont surge, tugging on your hands. After you made it, blip the throttle, time it right, do a victory wheelie. You'll burst more track speed for the next climb.
When you want to drive more aggressive, the feeling is like having a gigantic hand on the front bumper, pulling you up even the steepest hill. "woo hoo" and then its holding the sled back with strong engine braking coming down.
When you need the power to overtake your buddy, there is more power on tap to speed up and pass. 30mph side by side breaking fresh snow, full throttle, pull away strong to the finish.
Drive the clutch kit with the same fuel economy as stock clutching, most times even better. With the low revving at part throttle, high torque feature when you need to drive for fuel economy on the way out >> Drive it gently and you will be rewarded with lower fuel consumption at part throttle, arriving back at the trailer.
There is more engine power under your thumb, just waiting to be used.
- 100/360 Dalton primary spring
Pivot pin kit (w/steel spacers) to adjust engine speed
225/330 Dalton yellow/orange secondary spring
20.3 gram pivot weight @ Sea Level to 4000 feet.
The 850T with 951 ramps has a lag after about 4800 feet. At 4800 feet, the transition from the throttle body primary intake tube "flap" being open to close, is faster at a higher elevation than low elevation. The chamber flap closes faster at higher elevations and boost comes on stronger at lower engine speed.
With the calibration of the chamber flap and how the chamber pressure increases from the flap closing to boost pressure increasing more at lower engine speeds, then the better all-around ramp(s) are the 984, 994, 903 turbo ramps.
At higher than 4800 feet, the 951 ramp is aggressive enough to cause a "lag" from 6200~7000 rpms and then once at 7000, hang on, the sled pulls hard.
You can use the 951 ramps at high elevation with this kit but it then requires a primary clutch spring change to get the engagement to around 33~3400 rpms.
My advice is IF you will ride this sled higher than 4000 feet, THEN change to the 984 turbo ramps BRP#417224573 and use them for "all elevations". With the 984, 994 and 903 ramps, you can use this from sea level to 13000 feet. There will be no "lag" at elevations higher than 4800 feet. Rather, just change pivot bolt weight as per your elevation changes past 8000 feet.