INSTRUCTIONS FOR CPC DRIVEN CLUTCH TORSIONAL CONVERSION KIT FOR ARCTIC CAT PRO-CROSS AND PRO-CLIMB MODELS

Thank you for purchasing a CPC Racing clutch kit. We take pride in manufacturing the highest quality and best-engineered parts in the industry! This kit fits all Pro-Climb/ Pro-Climb sno mobiles manufactured !"#! and ne er. This kit transforms your clutch into a custom $igh Performance clutch that pro%ides the follo ing feature and benefits. &'(T)R'* #. )ses torsion spring technology. !. (d+ustable and easy to ork on design. ,. -reat a%ailably . selection of heli/ and springs. 0. 'asy e/ternal roller replacement design. 1. )ses high quality CPC aerospace rollers. 2'3'&4T* #. The use of torsion spring technology impro%es up shift 5acceleration6 and back shift. !. *uperior engineering allo s for quick change of spring settings ,. 4ncreases belt life due to a decrease in belt heat. 0. Consistent clutch shifting characteristics due to higher lubricity and longer earing rollers. Instructions:

#. Remo%e dri%en clutch. *et dri%en clutch on a orkbench ith the backside facing up. )sing a black marker pen7 make a mark on the stationary and mo%able shea%es so that hen you are assembling the clutches that they stay in balance. 3e/t disassemble dri%en clutch by heating the 0 scre s7 one at a time ith a butane or map gas torch for about !" to !1 seconds each to loosen the thread-locking compound. 3e/t remo%e each scre one at a time using a T-0" Tore/ or 1mm (llen depending on the type of fastener that (rctic Cat used. Repeat the process by heating the ne/t scre and remo%e it until all scre s are remo%ed. 4f the scre does not ant to come out7 try heating the scre a little longer. (pply heat only on the head of each scre . 8o not heat the aluminum bushing area or you ill damage the plastic mo%eable shea%e bushing. 8isassembly is easier if you ha%e a dri%en clutch compression tool or a second person to hold the clutch together until all the scre s ha%e been remo%ed. (t this point the entire clutch can be disassembled. !. Ne t! re"o#e t$e %$ite &'(stic

s'ee#e t$(t is o#er t$e )'(c* o i+e s$(,t- T$is s'ee#e %i'' not )e reuse+. 3e/t using a clean
cloth and acetone or brake cleaner7 remo%e all dirt and belt deposits on clutch shea%es. 4nspect the mo%eable shea%e bushing for ear and replace it if it is orn. ,. The ne/t step is to remo%e the ! roller retaining bolts and rollers from the stationary shea%e by bending back the ears on the safety bolt retaining tabs7 and then apply a little heat to soften the thread retaining compound then remo%e the stock bolts and rollers. The safety bolt retaining tabs ill be reused but the stock bolts and rollers ill not be reused. 0. &rom the supplied CPC parts you ill find an aluminum spring retainer slee%e and ! stainless steel bolts and ! ne CPC high performance rollers. 2efore sliding the aluminum slee%e on make sure you ha%e remo%ed the stock black plastic asher out of the ca%ity here the aluminum slee%e ill go. 3e/t7 slide the aluminum spring retainer slee%e o%er the black o/ide center shaft and align the holes in the slee%e ith the holes in the stationary shea%e casting. Then install the

CPC stainless steel bolts into the safety bolt retaining tabs and slide the bolts into the clutch and through the rollers and hand tighten to#9 to#: foot lbs. of torque. When installed correctly7 the stainless steel bolts ill retain the aluminum spring retainer. These bolts do not need thread locking compound as they ha%e safety bolt retainers. Then ith pliers7 re-bend the tab to secure both bolts. The t o CPC rollers are made of a special aerospace plastic polymer that resists ear and add durability to this torsional con%ersion kit. 1. The ne/t step is to slide the ne heli/ o%er the rollers and through the stationary shea%e. ;ake sure that the machined gro%e in the ! legs of the heli/ matches up ith the angled nylon inserts. Then flip the stationary shea%e/heli/ assembly upside do n. Usin. ( +ro& o, )'ue 'octite on e(c$ scre%! install the 0 scre s into the heli/ and then torque all scre s to !" to !0 foot lbs. of torque/- Note: M(*e sure t$(t 0ou ('i.n t$e )('(nce "(r*s "(+e in ste& 12 to insure t$e c'oc*in. o, t$e "o#()'e (n+ st(tion(r0 s$e(#es (re (sse")'e+ correct'0 to *ee& t$e c'utc$ in )('(nce9. 4nstall the torsion spring into any one of the , holes in the aluminum spring retainer slee%e. The , holes are machined at #!" degrees locations in order to pro%ide a perfect balance of your clutch. 3- 4e reco""en+ t$e ,in(' ste& o, (sse")'in. t$e c'utc$ to )e &er,or"e+ %it$ t$e use o, ( c'utc$ (sse")'0

too'5 $o%e#er 0ou c(n +o it %it$out ( too' i, 0ou $(#e t%o stron. "en %or*in. to.et$er:. 3e/t7 install the co%er plate. The co%er plate is drilled ith , series of 9 holes. The purpose for the , sets of holes is to pro%ide a perfect balance of the clutch and ease of installing the spring. We recommend that you start ith installing the spring tab into the 16 $o'e &osition. '%ery <! hole position is the same preload as all the other <! holes. The same is true for all other numerical numbers. The higher the numerical number7 the more preload or higher spring tension. 4ncreasing to a higher number therefore gi%es you more spring tension. For 788cc "o+e's t$(t use e'ectronic re#erse! 0ou "ust use ( CPC 9reen:4$ite s&rin. or (n Or(n.e:4$ite s&rin.- ;ou c(n (+#(nce t$e settin. ,or "( i"u" )(c* s$i,t )0 usin. t$e 1< or 1= $o'e &ositions )ut 0ou %i'' co"&ro"ise re#erse &er,or"(nce- Se'ect t$e +esire+ $o'e &osition t$en &re'o(+ t$e s&rin. )0 t%istin. t$e co#er &'(te c'oc*%ise 6> to => +e.rees! t$en ('i.n t$e $o'es in t$e to& )i''et co#er &'(te %it$ t$e tre(+e+ $o'es in t$e $e'i (n+ inst('' t$e si ?@/ >"" st(in'ess stee' scre%s to secure t$e co#er &'(te to t$e $e'i - On ('' 788cc "o+e's usin. e'ectronic re#erse "o+e's! t$e c'utc$ %i'' not %or* &ro&er'0 i, 0ou $(#e too "uc$ &re'o(+ ?c'oc*in. t$e s&rin. tension to too $i.$ o, ( s&rin. settin./- 4f you e/perience problems in re%erse here the dri%e belt is sucked into the lo er part of the clutch hen using re%erse7 then remo%e the 9 scre s and loosen the preload on the spring to a lo er setting. The CPC Torsional Con%ersion kit ill ork ithout any preload if needed ho e%er lo ering the spring tension ill affect the dri%en clutch back shift characteristics. )sing a 0mm (llen rench7 e recommend that the (llen head socket cap scre s are to torqued to : to #" foot lbs. of torque. =ock ashers are 3>T used on the co%er plate. 4$en usin. t$e CPC Torsion(' Con#ersion *it! (#oi+ ,u'' t$rott'e (cce'er(tion %$i'e in re#eres- A'so (#oi+ .oin. u&$i'' %$en in re#erse or usin. re#erse %$i'e tr0in. to .et un-stuc* in +ee& sno%- A#oi+ )(c*in. u& t$e sno%"o)i'e on ( tr(i'er or (s&$('t %$ere t$e s*i s*(.s +r(. c(usin. t$e )e't to )e suc*e+ +o%n into t$e +ri#en s$e(#es-

?. The last step is to slide the dri%en clutch onto the +ackshaft and using the correct clutch alignment tool7 %erify and ad+ust as needed to obtain the correct offset. The final CPC part to install is the aluminum plug that contains the shims for correct belt deflection. )sing a small flat bladed scre dri%er7 remo%e the black plastic asher off the stock aluminum dri%en clutch retainer plug as ell as the deflection shims and >-ring. Transfer these parts to the CPC aluminum dri%en clutch retainer plug and using the stock bolt7 tighten the bolt to retain the dri%en clutch. 3o re-check for correct belt deflection. 3ote@ (dding shims ill tighten the belt deflection and remo%ing shims ill loosen the belt deflection. '%ery #1" miles it is important to check belt deflection due to belt stretch and ear. (lso recheck belt deflection hen installing a ne dri%e belt. Notes: 2efore you start tuning to calibrate either the dri%e or dri%en clutch7 it is ise to check a fe things to make sure you can take ad%antage of your ne CPC clutch kit. (. ;ake sure both dri%e and dri%en clutches are clean and free of belt dust7 grease or dirt. 2. ;ake sure that the rollers on the spider of the dri%e clutch are in good shape and that the cam arms and that the bushing in the mo%able shea%e are not orn. C. ;ake sure that you ha%e the correct offset on your clutch alignment. The correct tool to ad+ust clutch alignment for !"#! modes is (rctic Cat part < "900-0!:. The correct alignment bar for !"#, models is (rctic Cat part <"900-1::. 8. CPC recommends using only genuine (rctic Cat belts. ;ake sure you start out ith a ne belt that is free from ear7 heat check or stretch. 4t is impossible to get peek RP; or peak performance ith a dri%e belt that is orn out! '. (fter installing the dri%en clutch7 make sure you ha%e the correct belt deflection. Too much belt deflection ill cause a bog as you accelerate from a dead stop. Too tight of belt deflection ill cause the belt to squeak or the sno mobile to creep at an idle. 4t ill e%entually ruin the dri%e belt if the belt is run in this condition. &. ;ake sure your chain case has clean oil. CPC recommends that the oil be changed e%ery 1"" miles. )se only (rctic Cat *ynethic chain case oil.

-. Re-e%aluate your gearing for the type of riding or racing. Correct gearing ill be determined by many factors including ho fast of %ehicle speed desired7 rider eight7 sno conditions7 altitude7 siAe of engine and type of terrain 5flat or hill climbing6. Dri#en C'utc$ B(sics: Correct calibration of the dri%en clutch is essential for ma/imum efficiency. The most important concept for you to understand is the fact that the dri%en clutch is dominant o%er the dri%e clutch. The dri%en clutch is torque sensing hile the dri%e clutch on the engine is RP; sensing. To impro%e efficiency or to change up shift or back shift characteristics7 then ad+ust the dri%en clutch. 4f you ant to change the RP;Bs of the engine then ad+ust the eight of the cam arms in the dri%e clutch. To change the engagement of the dri%e clutch7 then change to a high or lo er tension dri%e clutch spring. The dri%e clutch spring has an o%erlapping effect on the RP;Cs of the engine. &or e/ample7 a stronger tension dri%e spring ill raise the engagement to a higher RP; and ill o%erlap and make the shift out RP;Cs slightly higher as ell. ( less tension dri%e spring ill ha%e the opposite effect. The purpose of the dri%en clutch is to sense a load on a sno mobile and keep the proper tension on the dri%e belt. 2ecause the dri%en clutch can sense a load7 the clutch must analyAe ho much torque it is recei%ing from the engine and compare it to the resistance it recei%es from the track. (t that point it shifts to the highest possible ratio to obtain po er and torque. When the load or resistance changes7 the dri%en clutch ill o%erride the dri%e clutch and ill shift up or do n to maintain a constant RP; and deli%er peek po er output. 2oth the dri%e and dri%en clutches ork as a team and are dependent on each other. ( change in one clutch ill affect ho the other clutch responds. >ne of the most important clutch tuning components is the dri%en clutch spring. The dri%en spring applies side pressure to the dri%e belt in con+unction ith the dri%en heli/. The dri%en spring is a key component to influence efficiency in the dri%en clutch. ( lack of spring tension ill allo the belt to slip in the dri%en clutch causing and e/treme amount of heat. $eat is friction7 an enemy to performance. Too much spring tension ill cause a loss of efficiency and slo do n acceleration. The goal is to ha%e the correct spring tension in con+unction ith the correct heli/ angle for the type of riding conditions 5i.e. =oad or resistance on the track6. Remember that a higher tension spring is required hen a larger degree heli/ is installed. $igher degree heli/es produce less side belt pressure because spring pressure is applied perpendicular to the shea%es rather than parallel to the dri%en clutch shea%e.

The technology of this CPC dri%en clutch con%ersion kit7 is dependent on t o spring forces. This kit uses torsion spring forces that are applied by the t isting motion of the spring. (dditional torsion force can be applied by changing the location of the spring tab in the holes of the co%er plate. The second force is the compression force. This force is applied as the spring is compressed. (dditional compression force can be applied by going to a larger diameter ire in the dri%en clutch spring or by going to a longer free length spring. The theory of changing to less spring pressure allo s the belt to shift faster hich puts more load on the engine and in return lo ers the engine RP;. Dust the opposite is true7 hen changing to more spring tension7 the dri%e belt shifts slo er allo ing the engine RP; to increase. The theory behind changing heli/ angles are simply this@ ( higher numerical heli/ degree allo s the clutch shea%es to open faster allo ing the belt to shift faster to a higher belt gear ratio. =o er degree angle slo s the opening of the shea%es and allo s the clutches to stay in lo gear for a longer duration of time. $igher degree heli/es ha%e less side belt force due to the direction of spring pressure. >n larger degree heli/es7 the spring pressure is applied perpendicular to the belt shea%es. >n lo er degree heli/es7 the spring pressure is applied more parallel to the belt shea%es. =o er degree heli/es also influence better back shifting to a lo er belt gear ratio due to more directly applied spring pressure in a parallel direction. This directly transmits to more side belt pressure and quicker back shifts. 4n re%erse7 larger degree heli/es produce less side belt pressure due to spring force applied to more of a perpendicular direction. =ess side belt pressure allo s the dri%en clutch to up shift to a higher belt gear ratio. Dust a quick comment hen you are using a compound heli/. 5(n e/ample ould be a 0!-,9 heli/6. Compound heli/es are made to take ad%antage of special riding conditions or to clutch the sno mobile to the match engine po er and torque output characteristics. T$e &ro&er %(0 to tune ( c'utc$ is )0 ,irst c$oosin. t$e correct s&rin. (n+ $e'i co")in(tion to .i#e 0ou t$e )est o#er('' &er,or"(nce- T$en ,ine-tune 0our RPMAs )0 (++in. or su)tr(ctin. %ei.$t ,ro" t$e c(" (r"s in t$e +ri#e c'utc$&or additional clutch information and education7 you can order a CPC Clutch Tuning $andbook by calling 5:"#6 !!0-1""1 bet een ?@,"am and 9@"" pm ;*T. )pdated 3o%ember !,7 !"#,