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Discussion Starter · #1 ·
I am some-what new to sleds but I know my way around and engine. But anyways, my 1996 Polaris XCR SP has treated me great and thought I would treat it to some upgrades. I would like a more 'rumbly' sounding exhaust. Can I achieve this by buying just a can? I also would like to know what other things I could buy to quicken it up some. And cheap tricks or tips for these models?

Thanks to anyone who helps and please bare with me Im somewhat new to sleds.

-Ryan
 

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Hi Ryan, welcome to the forum. The 96 XCR 600 SP is definately a notorious sled[:)] I say that because there have been many discussions here about how to get past the tuning ills this sled had from the factory. There are some things you can do with jetting and clutching to get much better performance out of it. Use the search function to review past threads on this subject- should be helpful!
 

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Discussion Starter · #3 ·
Thanks, I see the early Polaris's had crank issues...

If someone has a screen-name for AOL or AIM I would greatly appreciate someone sitting down and chatting with me. I have alot of questions.
 

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To achieve a different sounding exhaust a good way is just go with a can. I just have a can on my 2000 xc 700 and I really like the result. I have the MBRP performance can...it cost me about $280 but I think it was worth it.
 

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No crank issues with the XCR SP. It was pretty solid. BUT, it did have major tuning issues.
Here is everything you want(or don't want lol!) to know.
Taken from this link.
http://www.geocities.com/schmidt92/polaris_faq.html

How can I get my 1996-1998 XCR-600 triple triple (Aggressive chassis) to run right?



I spent 3 years with these sleds and it was definitely a love/hate relationship. I loved it when it ran right, but hated it most of the time. From the beginning this sled was one big compromise after another. Built as a parts bin special to compete against the Formula III-600 Skidoo and ZRT-600 Cat, the XCR-600 was never quite right and required a lot of constant attention to run properly on the trail. Based on the case reed Ultra 680 lower end with smaller cylinders, triple pipes from the Storm, and dropped in the good looking but extremely heavy Aggressive chassis, low end or trail power was never this sleds cup of tea- at least it didn’t lack too much in the top end department.

The 1996 XCR-600 SP was the worst of the bunch. Poor carb calibration, lousy clutching, and cdi/timing issues plagued this sled from the get-go. Jetted way fat and with very conservative clutching, out of the box setup left the new XCR staring at the taillights of any ZRT or Formula III it ran up against. The problems only got worse when the sled was ridden on the trail in the 5000-6300 rpm range, or about normal trail speeds. When fully broken in and warmed up, it would pull hard at WFO, but fell on its face anywhere else, peaky powerband was an understatement to say the least. 1997 brought revised jetting, clutching, and a new CDI which helped the out of box setup, but it was still far from perfect. 1998 was the final year of production and saw only decal changes from the year before. While it was the best of the bunch, Polaris left far too much on the table with this sled and they never could match the all around performance of the Skidoo or Cat. The new domestic twins, specifically the XC-700, easily surpassed the XCR-600 in every performance category and required far less tuning as well.

I ran a ’96, ’97 SE, and ’98 model XCR-600 and helped tune dozens of others. The following specs [based on Midwest riding under 2000’ with temps above 0 F] work well for the average trail rider, can be purchased at any Polaris dealer and make this sled an almost enjoyable snowmobile. It won’t be perfect, but at least Indy 500s won’t leave you down a trail!

Main jet: 340P-360C-360M
Pilot jet: #45 with the air bypass drilled out on ’96 models*
Slide: 2.5 or 3.0
Timing: Full retard or run the 1997/1998 cdi module
Airbox: can be gutted in warmer weather
Drive clutch: Polaris almond/gold or Goodwin’s black spring [keep engagement at least 4800 or more] 10-58 weights lightened to ~57g and heeled. This works well for riders around 180 lbs and should be changed accordingly to get rpm to 8300.
Driven clutch: Polaris silver secondary with a R-3 helix in the #2 hole.
Rear suspension: Move RRSS block to back hole [’96 models will need to be drilled out] and adjust limiters to at least ½” thread showing. 1996 models came with the lightest torsion springs and most people will need to upgrade to heavier springs.
Exhaust: Dynoport silencer
Gearing: -1 on top gear
Intake: Carbon Tech reeds with Fett Brothers reed spacers.

Misc: Hot Seat billet heads, HTG pipes, and big bore piston kits also work extremely well.

Also, there were about 15 factory updates that needed to be done to the '96s, make sure all of them have been done as well
 

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don't know of anyone that makes aftermarket pipes for the XCR 600 SP. as mentioned above, Dynoport does make 2 diferent types of silencers for it.

http://www.dynoport.com/600-xcrsp-1996.html
 
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