madcow said:i heard that big foot has been spotted up north, I had this friend once whos dad told us that a full tank of gas makes a sled go faster because it helps push the gas to the engine.
your sled has an oil passage inside the engine.
since you have to tear down your engine and possibly need a new oil pump then yes go ahead and do the project. the reason a pto bearing fails is because of the seal not lack of oil.
the reason so many 95 and early 96 xlt's failed was an improper press fit on the pins not because of oil issues.
You can switch the case but you also need to switch out the pto end of the crank.Dman said:My bro has a 4 line case and 4 line pump for sale.
I'm sure he'd be willing to ship....and willing to deal a bit....
I think he is selling the case with the monoblock jug too. Would make a good backup cylinders.
You are wrong if you think pin fit is the only trouble. They had crank fit problems but they had several other problems. The xlt was designed with 20 less HP then the 96 xcr and xlt sp. Add pipes and it gets worse. They also drilled the oil passage to small Oddly the PTO passage was the smallest passage even though it fed 2 bearings. Many of these also had significant casting flash around the oil hole (including mine which had a crank replaced under warranty with no other changes and failed a 2nd time) Changing the bearing and fixing the oil solved it. Additionally the already smaller oil hole did not have access to the outside bearing because the oiling slot did not extend to the second bearing. If an extra line is not added then the slot should be extended.madcow said:they add the 4th oil line to help add life, but it wasnt the pto bearings going bad that caused the crank issues.
How do I properly fix a XLT crank?
As with any 2 stroke crank, high quality bearings and proper assembly are critical to long crank life. Taking the cheap route is not a good idea when repairing a crank and it is well worth the money to have a reputable machinist repair the crank for you or simply buy a new one if you can.
Once you have a good crank to put back in, make sure the cases are good and cleaned. Debur any damage inside the cases, make sure the mating surfaces are flat and clean, and use Loctite® 515/518 to seal the halves back together. Most importantly drill out the PTO oiling hole and slightly chamfer the edges to allow more oil down to the PTO bearing. It is quite obvious that the oiling hole is restricted from the factory casting process and this is usually the main factor in bearing failure. You may want to slightly increase the oil pump setting as well and make sure to run a high quality oil like Injex®. Follow the Polaris shop manual for proper torque specs and take your time. When properly done, your newly refurbed lower end should last a long time with 7 or 8 thousand miles being well within reason.
Another option is to have the crank and cases updated to the –04 spec. Pete Nydahl [262-857-7078] not only does an excellent job of refurbing XLT cranks he also offers a case mod which allows you to use the double row PTO bearing and external oiler as well. This would be a very good and cost effective modification for those that run their sleds in extreme situations or do a lot of drag racing.
Nearly all ‘97s I worked on had the older –03 engine in them and suffered the same crank failures. Late production units got the new –04 engine which fixed the problem.
The 1993/94 580cc monoblocks were extremely reliable and had very few crank failures. Most other Xtra Lite Triples were quite durable as well, unless noted above. Once properly fixed, there was no reason to worry about a repeat failure and those units I have heard of that had many repeat failures I suspect were not ever fixed properly and didn’t address the PTO oiling situation properly.