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The engine oil dipstick on my 550XP took a dump and the bottom 1/3 was missing. Apparently it's a common occurrence from the bit of reading I've done on it. Anyway I'm not gonna replace it just to have it happen again so I cut the rest of it off and ground it flat to use as a plug.
So now with no dipstick to check oil level I have some choices.
-Buy another dipstick to use as a dipstick...NOT
-Do an oil change and build a depth checker from the new full level
-ask the good people on QuadCrazy! Any one with a like year 550XP wanna measure their dipstick from the base to the end so I can make an oil level check stick?
I wanted to share an experience and a fix.
Headed out was following a pole line, was looking for a cross track that may take me to this speckle trout looking spot on a creek. All paths and semi paths... failed. Second objective was to reach a speckle trout lake that has been recently stocked... followed 1 trail to dead end, followed second trail to dead end.... while investigating options on foot and the quad idling it died.
It wouldn't start. eventually it did... and when it did … it was essentially a pinned idle. activating the throttle did seem to speed it up but it wouldn't knock out of the racing idle. couldn't put it in gear at that idle speed. got towed out.
when I first got the quad, I ran it off a trail and buried it pretty good in the soft snow... eventually winched out. It wouldn't start. eventually did and it was fast idling. not as fast as this last time. but still fast. it eventually seemed to settle and I got it in gear and by the time I was back to the truck was acting ok. chalked it up to the bike being at a bad angle in the snow.
My investigation last year lead to the throttle position sensor TPS. how to jumper the diag block to see the sensor position on the display,. I focused on this nearly sure it was a detuned sensor or broken sensor again this time.
I tore down the front plastic and stuck my head into the TPS area to see what I could see. What I found was that the throttle body assembly had actually come out of the mounting area (not sure what it is called). the ring clamp was loose I could move it easily. Hopeful, I tore down the air intake assembly above it (air filter...etc) removed a sensor clip and a hose.
I backed off the clamp some more and was able to reseat the throttle body assembly. put some blue lock tite on the clamp screw. When I was cleaning off the air intake assembly to ensure I dropped nothing down the intake, I noticed the underside of the air intake "box" also had a clamp. this screw was completely missing.
I went to the hardware store, bought a metric replacement (brought clamp with me), seated the assembly, settled the clamp blue lock tite that as well...
quad fired right up, idled normal, idled up without hesitation and dropped right back off. Cost of solution $3.87 CND for a pack of 5 metric screws. moral of my story was don't assume an idle issue is a throttle position sensor problem... there are a number of other factors including air pressure, which I believe was my issue.
As the owner of a pretty tricked out 2008 Kawasaki Teryx, I am very familiar with the Teryx. My Teryx did not stay stock long, but I recently spent three days in a bone stock 2008 Teryx on a ride to the Grand Canyon.
The 2008 Teryx is a great machine, but my biggest complaint was that it came out with carbs instead of fuel injection. In less that a year since the first Teryxs hit dealer floors, Kawasaki dealers are already selling 2009 Teryxs with EFI. The New digital fuel inject on the Teryx is really nice. The engine starts right up and idles smoothly. On acceleration, the 2009 Teryx felt more crisp and seemed to get up to top speed a little quicker. While it is not a night and day difference, I definitely preferred everything about the EFI on the 2009 over the carburetors on the 2008.
Next up on the list of what's new is a fuel gauge. I know it doesn't seem like something to get that excited about, but I do some long distance rides, and the fuel level display takes the mystery out of "I wonder how much fuel I have left?"
The Teryx Sport has upgraded aluminum wheels which not only look much better, but are also 2.2 lbs. lighter than the standard steel wheels. Losing unsprung weight not only requires less energy to get the tires spinning, but also helps the suspension work better. And as a little bonus, the aluminum wheels are actually strong that their steel counterpart.
Suspension is on the 2009 Teryx Sport has a few upgrades as well. The gas-charged Kayaba shocks have reservoirs all the way around to help reduce fade in rough terrain. The preload adjustment is step-less, and they have fully adjustable rebound and compression (high and low speed) damping. Although we did not have any opportunities to jump the new Teryx Sport, we did get into some nasty whoops and hard g-outs.
I felt the Teryx Sport suspension handled the terrain better than a standard Teryx suspension. The ride through the light chop was a bit smoother than a standard Teryx and when we got into the whoops I felt a little more comfortable as well. Although I was able to bottom out the front shocks on a few hard g-outs, a standard shock would have gone to the stops more often and with more force. Overall, even though I did not spend any time trying to fine tune the adjustments on the new Sport shocks, I think they are a worthy improvement over standard shocks.
The Lime Green plastic on the Teryx Sport is a great color. Much more sharp than the drab green found on the 2008 Teryx. And with all the UTVs out in the dunes in Glamis, there is no doubt that you are in a Kawasaki when you are driving it.
The 2009 Kawasaki Teryx 750 FI 4x4 Sport has a MSRP of $11,899.
A full list of all new 2009 Kawasaki Teryx improvements and photo galleries can be found here.
2009 Kawasaki Teryx Sport Press Intro
2009 Kawasaki Teryx 750 FI 4x4 Sport Review
Teryx 750 FI 4x4 Sport - Kawasaki
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FOR IMMEDIATE RELEASE
WPSA POWERSPORTS ATV TOUR ANNOUNCES RACING CLASS STRUCTURE;
SUPERSPORT SIDE BY SIDE HIGHLIGHTS ADDITIONAL CLASSES FOR 2007
WHITE BEAR LAKE, Minn. (Dec. 28, 2006) — The WPSA PowerSports ATV Tour will sanction 27 Pro, Pro Am, Youth and Amateur classes during the 2007 ATV racing season. Due to an overwhelmingly positive response, the Tour has added the Pro SuperSport “UTV” class to its Pro lineup, which also includes the popular SuperQuad Pro 450 MX and the Pro Stock QuadTerrain Challenge classes.
“When we ran the side-by-side vehicles at our last race of 2006, the excitement from our fans, our teams and our stakeholders was unmistakable, making it an obvious addition to our already thrilling Pro ATV racing show,” said PowerSports Entertainment, Inc. CEO Rick Murphy. “This, along with some important changes in our Pro-Am, Amateur and Youth classes, should make 2007 one of our most exciting seasons on record.”
In addition to the changes in the Pro classes, the Tour will provide alternative lines for riders wishing to run in the Amateur QuadTerrain Challenge classes, which includes Stock Lites (601-700cc), Stock Unlimited (601+cc), and Modified.
“We are dedicated to our ladder system in the PowerSports ATV Tour,” said Scott O’Malley, president of PowerSports Entertainment, Inc. “It’s important we allow Amateur riders, who have limited budgets and experience, a place to compete with an eye on stepping up to our top QuadTerrain Challenge Class. Alternative, amateur, lines will give these riders a place to compete without the concern of damaging equipment or racing at a level beyond their experience.”
The Tour has made several notable changes to its youth classes. Production Lites 13-15 will remain the same as in years past, while the 0-50cc Junior and Senior Classes have been modified. The 0-50cc Limited Class (4-6) will be open to quads with automatic clutch, and CVT belt drives, while the 0-55cc Production Class (6-8) will be open to quads with auto clutches.
The balance of the youth classes are: 51-70cc (production, auto clutch 6-11); 70cc (shifter, 6-11); 71-90cc, 2 Stroke, 75-125cc, 4 Stroke Production (8-11); 71-90cc, 2 Stroke, 75-125cc, 4 Stroke Production (12-15); 90cc Production (CVT belt drive, 8-15); 75-125cc 4 Stroke Production (8-15); 90cc 2 Stroke, 125cc 4 Stroke Modified (8-12); and 105cc 2 Stroke, 150cc 4 Stroke SuperMini (12-15).
The Tour has also split the women’s class into two classes: A and B/C.
The 2007 Rulebook, which is in the final stages of completion, will be distributed soon via www.PowerSportsTour.com.
About the PowerSports ATV Tour
The PowerSports ATV Championship Tour is North America’s premier professional ATV racing circuit, featuring QuadMX, QuadTerrain and SuperSport Pro series action as well as more than 20 amateur classes for adults, women and children. The Tour is sanctioned by the World PowerSports Association, North America’s most respected snowmobile and ATV sanctioning body, and a promoter of ATV and snowmobile racing on both the regional and national level. For more information, please visit www.PowerSportsTour.com.
2007 WPSA POWERSPORTS ATV TOUR CLASS STRUCTURE
SuperQuad Pro 450
SuperQuad Pro Am
Production Lites 13-15 yrs
50 cc limited auto clutch CVT belt drive 4 to 6 years
50 cc production auto clutch6 to 8 years
51 to 70 cc production auto clutch 6 to 11 years
70cc shifter 6 to 11 years
71 to 90cc 2 stroke 75 to 125cc 4 stroke production 8 to 11years
71 to 90cc 2 stroke 75 to 125cc 4 stroke production 12 to 15 years
90cc production CVT belt drive 8 to 15 years
75-125cc 4 stroke production 8 to 15 years
90cc 2 stroke-125cc4 stroke modified 8 to 12years
105cc 2 stroke 150cc 4stroke 12 to 15 years SUPERMINI
QuadTerrain Challenge (4x4 ATV)
Pro Stock 601-700cc
Stock Lites 0-600cc
Stock Unlimited 601-Unlimited cc
SuperSport (Side-by-Side UTV)
Check out the Press Release on ATV Exposed here.
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