• Author / Uploaded
• Jennifer Schuler

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2018 Wildcat XX Factory Service Training

April 2018

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Notes

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April 2018

SPECIFICATIONS ENGINE

Type Bore x Stroke Displacement Spark Plug Type Spark Plug Gap Alternator

4-cycle, 3-cylinder, liquid cooled, DOHC 80 mm x 66.2 mm (3.14 x 2.60 in.) 998 cc (60.9 cu. in.) NGK CR9EB 0.7-0.8 mm (0.028-0.031 in.) 65 Amp

Length (Overall) Height (Overall) Width (Overall) Suspension Travel

136 in (345.4 cm) 68 in (172.7 cm) 64 in (162.6 cm) 18.0 in (45.7 cm) — front 18.0 in (45.7 cm) — rear 30 x 10-15 — front 30 x 10-15 — rear 4 x 156mm 14 psi (96.5 kPa) — front 22 psi (151.7 kPa) — rear Four Wheel Hydraulic Disc

Tire Size Wheel Lug Pattern Tire Inflation Pressure Brake Type Dry Weight (Approx) ROPS Tested Curb Weight Engine Oil (Recommended) Engine Oil Change with Oil Filter (Approx. Capacity) Gasoline (Recommended) Gas Tank Capacity Coolant Capacity Front Differential Oil Front Differential Capacity Rear Transaxle Oil Rear Transaxle Capacity Brake Fluid Belt Dimensions Headlight Taillight/Brake Light

April 2018

CHASSIS

MISC. 1812 lb (821 kg) 2600 lb (1179.4 kg) ACX All Weather (Synthetic) 3.75 U.S. qt (3.55 L) 91 or higher/ethanol content not to exceed 10% 10 U.S. gal. (37.85 L) 2.5 U.S. gal. (9.5 L) (60% Antifreeze/40% Water Mixture) SAE Approved 80W-90 Hypoid GL-5 13.5 fl oz (400 ml) Synthetic Transaxle Fluid with EP 40.5 fl oz (1.2 L) DOT 4 Width: 38.4 mm | Outside Circumference: 126.8 cm Halogen H13 with LED LED

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ENGINE 998 3 Cylinder 1. Intake

7. Coolant Line

2. Exhaust

8. Water Pump

3. Valve Cover

9. PTO

4. Cylinder Head

10. Thermostat Housing

5. Starter Motor

11. Oil Pan

6. Oil Filter

12. Ignition Coils

12 1

3 4 7

10

5

8 9 11

4

2

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April 2018

ENGINE Engine Oil ACX All Weather 0W-40 Synthetic oil is recommended to ensure proper protection of engine parts. If ACX oil is not available, any API-certified SM 0W-40 oil is acceptable. The oil & oil filter should be replaced every 100 hours / 1600 miles or once every 6 months, whichever occurs first. Changing of the oil at shorter intervals is recommended if the vehicle idles for long periods of time, or for very extreme use. The initial oil change must occur between the first 12-25 hours or 250 miles of vehicle use, whichever occurs first.

Oil Change

Run the engine until the oil is at operating temp. Remove the rear cargo tray by removing the four hand screws.

In order to drain the oil reservoir, you will need a 5.5” funnel with a hose attached to it, the hose should be long enough to extend past the frame. Place the funnel with hose underneath the drain plug on the oil reservoir.

April 2018

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ENGINE Using a 12mm wrench, remove the drain plug and allow the reservoir to drain completely. Replace the drain plug with a new washer. Tighten to 12 ft-lb. Do Not over tighten.

Remove the rear skid plate of the chassis.

Remove the 6 T30 cap screws that secure the baffle from the engine cradle. this will allow access to the engine oil filter and drain plug.

Remove the drain plug using a 5mm Allen wrench. Allow the oil to drain. Approx 1 cup of oil will drain.

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April 2018

ENGINE Using a filter wrench, remove the oil filter. ensure the filter seal comes off with the filter. Apply new engine oil to the seal on the new filter; then install the new oil filter onto the engine. Tighten securely. Replace the drain plug with a new washer. Tighten to 7.2 ft-lb. Do Not over tighten.

Fill the oil reservoir with 3.75 Qt of ACX 0W-40 Synthetic motor oil. It is not necessary to add oil through the engine fill plug. However, in the event of an engine overhaul/replacement, a small amount of oil should be added through the engine fill plug.

Replace the dipstick. Start the engine and allow it to warm to normal operating temperature. The engine must idle for at least 10 seconds before shutting the engine off. Wait one minute, then check the oil level.

Unscrew the engine oil dipstick and wipe clean. Reinsert it into the reservoir, Do Not screw the dipstick into the reservoir when checking.

Check the oil level and correct as needed.

April 2018

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ENGINE Engine Air Filter The engine air filter assembly consists of a single dry paper filter element. This filter is not washable or reusable. The air filter element is an important factor in engine longevity. The filter must be checked every day during normal use. Under normal use, the filter should be replaced every 6 months/100hours/1600 miles. For heavy use or use in dirty/dusty environments, the checking/replacing intervals may need to be done more frequently. Remove the rear cargo tray by removing the four hand screws. Locate the filter above the engine. Pull out on the yellow tab to unlock the cover.

Rotate the cover counter clockwise to remove it.

Inspect and clean the cover if needed. Remove the used filter.

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April 2018

ENGINE Inspect and clean the filter housing if needed.

Insert the new filter into the housing. make sure it seats properly

When installing, note the position of the cover and the duck bill valve. Push in on the yellow tab to secure the cover.

April 2018

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ENGINE Engine Valve Lash Valve shims are needed to adjust valve tappet/lash on the 998 engine. Consult the following chart for available shims. Below is a tip for how to replace the shims without having to set timing on the engine, since the cams have to be removed to replace the shims.

Valve Lash Intake: Exhaust:

0.15 mm - 0.22 mm (0.006” - 0.009”) 0.21 mm - 0.27 mm (0.008” - 0.011”)

998 3-Cylinder P/N Description

3020-420 3020-242 3020-243 3020-244 3020-245 3020-246 3020-247 3020-248 3020-249 3020-250 3020-251 3020-252 3020-253

Valve Cover Seal Valve Shim 1.20 mm Valve Shim 1.25 mm Valve Shim 1.30 mm Valve Shim 1.35 mm Valve Shim 1.40 mm Valve Shim 1.45 mm Valve Shim 1.50 mm Valve Shim 1.55 mm Valve Shim 1.60 mm Valve Shim 1.65 mm Valve Shim 1.70 mm Valve Shim 1.75 mm

P/N

3020-254 3020-255 3020-256 3020-257 3020-258 3020-259 3020-260 3020-261 3020-262 3020-263 3020-264 3020-265 3020-266

Description

Valve Shim 1.80 mm Valve Shim 1.85 mm Valve Shim 1.90 mm Valve Shim 1.95 mm Valve Shim 2.00 mm Valve Shim 2.05 mm Valve Shim 2.10 mm Valve Shim 2.15 mm Valve Shim 2.20 mm Valve Shim 2.25 mm Valve Shim 2.30 mm Valve Shim 2.35 mm Valve Shim 2.40 mm

To access the cams, remove the three coil packs and the four fasteners that secure the valve cover to the engine head.

PTO

Cylinder 1 10

2

3 April 2018

ENGINE Then remove the timing inspection plug from the mag side of the engine. This will allow you to turn the engine. On the XX only the timing plug will be removed. To turn the engine, remove the cover for the alternator to access the v-belt pulley.

Using a feeler gauge, determine the valve lash. If no changes need to be made, the valve cover/ coil packs and alternator cover can be reinstalled. If changes need to be made, determine what shims need to be used for each valve before proceeding.

Turn the engine to TDC on the compression stroke for the number 3 cylinder. Secure the chain to the camshafts as shown with a cable tie. This will keep the engine in correct time. Remove the timing chain tensioner located on the side of the engine.

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ENGINE Remove the camshaft caps by loosening each fastener evenly and carefully, as there is tension on the cams. Now you can carefully lift up on the camshafts to replace the shims. When finished, reassemble the engine.

Tensioner Installation Tip Squeeze the locking wire of the tensioner and compress. Lock it in place as shown.

Install the tensioner with the lock facing down and secure with the two cap screws. When the tensioner is fully seated the lock will release.

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April 2018

DRIVETRAIN DRIVETRAIN Clutching The drive and driven clutches used are made by TEAM. Other Information: • The drive belt (P/N: 0823-529) is directional. • The drive belt is 38.4 mm wide with a 26º taper. The outside circumference is 126.8 cm. • The recommended break in period for a belt is no more that 3/4 throttle and 40 mph for 25 miles. • Clutch puller 0744-080 should be used. • The drive clutch contains an idler bearing. • There is no deflection adjustment on the driven clutch. The clutch automatically adjusts. • The clutch tool 0744-098 should be used to spread the sheaved on the driven clutch to remove the belt. • Used Clutch Retention Tool 0444-321 to secure both clutches while torquing to the engine/transaxle. The existing spanner wrench 0644-136 is also suitable for the drive clutch. • DO NOT torque the driven clutch to the transaxle with the belt in place. This will lead to improper torque and may lead to damage to the driven clutch/vehicle.

Drive Belt Change With the wheels chocked and the vehicle in park, loosen the clamp that secures the cooling duct to the cover. Note: We removed the elbow when removing the cover.

Release the 9 clips that hold the cover in place.

April 2018

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DRIVETRAIN Remove the cover out the back of the vehicle.

Insert the drive belt deflection tool (P/N 0744-098) into the driven as shown. Thread it in as far as possible.

Starting from the bottom of the driven clutch, start pulling the belt off the clutch. Once started, rotate the driven clutch counter clockwise with the belt to remove the belt.

When installing the new belt, note the direction that it should be installed. The arrows point in the direction of the engines rotation.

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April 2018

DRIVETRAIN Place the belt over the drive clutch.

Starting from the top of the driven clutch, push the belt between the sheaves. Once started, rotate the clutch clockwise with the belt while pushing the belt over the sheave.

Remove the deflection tool and rotate the driven clutch until the sheaves are completely closed and the belt is at the upper portion of the driven clutch sheaves.

Replace the cover and secure it with the clips. The most effective means of securing the clips is to push on the middle of the clip as shown.

April 2018

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DRIVETRAIN Transaxle The Transaxle used on the Wildcat XX functions as a secondary transmission and rear gear case. There is no differential for the rear axles. The 5 basic functions as a secondary transmission are: • Lock the transmission to keep the driveline from turning - Park • Select a gear ratio to match power output desired - Low or High • Reverse the output direction • Deliver power to the rear axles - Low, High or Reverse • Provide a neutral position Because the engine and transaxle are separate, the alignment of the two components is critical for CVT durability and efficiency. Only use Sythetic Transaxle Fluid with EP (PN: 2436-728). The transaxle holds 40.5 oz (1.2 L) of fluid, and is full when the fluid is approximately level with the bottom of the fill hole threads.

Transaxle Cover Removal and Gear Assembly When removing the transaxle from the vehicle, make sure to drain the oil, then remove the speed sensor, gear position sensor and the shifter linkage/arm prior to removal. This will prevent damage to these components.

Cover Removal Remove the plug and spring that keeps tension on the shifter mechanism,

Remove all the fasteners that secure the cover to the case. Install two half way in as shown. Stand the case up and strike the cap screw with a rubber mallet or similar tool. This will break the sealant loose.

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April 2018

DRIVETRAIN Using a soft pry bar, carefully work the two sections apart at the various points around the case as shown. You may need to tap on the gear shifter shaft and gear select shaft to free them from the cover.

Gearset Installation This is designed to be a guide for installing each assembled gearset into the case. There is no chain for reverse gear in this transaxle. For more information, consult the service manual. Install the input shaft assembly into the case.

Next install the gearset and shift fork assembly together .

Do not allow the shift rail to fall into its location at this time. Leaving it slightly out as shown will aid in other gearset installations.

April 2018

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DRIVETRAIN Place the idler gearset in the case as shown. Make sure the 52T gear is under the 61T gear of the shift assembly.

Install the gearset with a splined end into the front drive gear. Make sure the splines are properly lined up and seated.

Install the output gear assembly.

Install the shifter mechanism. Make sure the pins on the shifter forks fit into place on the shifter mechanism. This is when you will drop the shift rail into its location on the case.

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April 2018

DRIVETRAIN Install the single 45T gear assembly into the case.

Making sure the shouldered side is facing up, place the selector gear onto the shift mechanism. There is an alignment spline on the shaft and the gear. This gear will slide into place when the alignment splines are lined up. If it will not easily go on, check the alignment.

Place the shift shaft assembly into its location on the case. Make sure the alignment marks are in the correct orientation.

Place the star gear over the selector gear. This is also orientated by the alignment spine on the shaft.

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DRIVETRAIN Place the park pawl spring over the park pawl as shown.

Place the pawl/spring into the case as shown. Make sure the spring is properly seated against its stop on the case. If the spring is not properly installed the park pawl may engage the park gear at any time.

Ensure all internal components are properly seated in the case and install the cover. Ensure the sealing surfaces on both the case and the cover are clean and free of debris and oil. Apply 3 Bond or 598 high temp sealant to the surface.

You may need to tap the cover in place by lightly and evenly tapping around the perimeter of the case with a rubber mallet. Install the cap screws and torque to spec in a criss cross pattern.

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April 2018

DRIVETRAIN Front Differential with Electronic Actuator:

In 2WD, the 4WD coupler is held away from the input shaft. When switched to 4WD, the actuator moves to the first position, allowing the shift fork spring to push the shift fork into the engaged position.

When switched to the 4WD LOCK position the actuator moves to the second position through the locker shaft, moving the LOCK fork out to engage the locking splines on the spider gear in the ring gear. The differential holds 13.5 oz of SAE Approved 80W-90 Hypoid GL-5 fluid. When full, the fluid should be at the bottom of the threads on the fill hole.

Differential Disassembly Remove the 8 cap screws that secure the cover to the differential case.

From the case side, using appropriate tools, drive the ring gear/differential assembly out of the case.

Remove the cover from the assembly.

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DRIVETRAIN Inspect the o-ring for the cover. Replace if damaged. When assembling the differential, make sure the o-ring is seated on the cover as shown.

The differential lock fork and gear will remain in the case.

To remove the actuator, remove the rubber plug and small Allen screw shown.

Remove the three screws that secure the actuator to the differential and slide the actuator off the differential.

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April 2018

DRIVETRAIN To take the input assembly off the case, remove the four cap screws and slide the assembly off the case. The shifter assembly, along with the 4wd shift fork and gear will be removed with the assembly.

If the 4wd shift fork or gear need to be removed from the assembly,take the yellow plug out of the case to reveal the small fastener that holds the assembly in place.

To remove, insert a Allen wrench or similar tool into the hole on the shift shaft to keep it from spinning.

The pinion gear assembly is held in place by a snap ring. Once the snap ring is removed, the pinion assembly can be removed by hand. There is no special tool needed to drive the pinion gear from the case.

April 2018

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DRIVETRAIN To remove the locker assembly, remove the locker assembly cover on the side of the case. This will expose the end of the locker shaft. Remove the clip to release the spring and locker shaft.

There is a beveled side on the locker shaft. This must be installed correctly to ensure proper operation. The beveled side faces towards the actuator on the differential.

This image shows the proper orientation of the locker shift assembly. The differential is assembled in the reverse order of disassembly. The cover may need to be tapped into place with a rubber mallet around the perimeter of the cover.

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April 2018

DRIVETRAIN Axle Pin Explained Front Axles

The design of the axle utilizes the axle shaft to act as a tool that pushes the on the internal pin of the splined portion of the CV cup. When the pin is pushed in it allows the detent pins to travel into the recessed area and relieves tension on the C-clip. The first stop point that you will feel is when the axle shaft first contacts the internal pin. After that initial stop point, you should be able to move the axle in a little bit further before you hit the second stop point. The axle shaft must be pushing straight into the cup for this to work properly. If you cannot push the axle in past the first stop, the axle is likely not lined up properly. Release pressure on the axle shaft and try again. Pressure must be kept on the pin until the axle is out of the gear case.

April 2018

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DRIVETRAIN Rear Axle

The rear axle on the Wildcat XX use the same principle to secure the axles into the transaxle as the front, however, the method of releasing the pins is different. There is a shaft that runs across the cup with curve cut in it. This allows for the pin to be pushed into the lock position by a spring. When the shaft is turned 90º (1/4) it will push the pin out and release the pressure on the c-ring. There are two Allen set screws used in the lock. The more recessed set screw should not be turned for any reason. Tightening this set screw can push the locking pin out of the cup, and into the unlocked position. The larger, more exposed set screw should only be turned 90º. There are stops to prevent going too far, but it is still possible to turn the set screw past them with enough force. Counter clockwise will unlock the pin, and clockwise will lock the pin.

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Recessed Set Screw DO NOT TURN

Exposed Set Screw ONLY TURN 90º

Locked Position

Unlocked Position

April 2018

DRIVETRAIN Rear Axle Removal

Lift the vehicle off the ground and remove the tire, castle nut lock, castle nut and washer to release the axle. Locate the exposed set screw for the lock and rotate the axle into a position where you can access it with a 4mm Allen wrench.

Turn the set screw 1/4 turn counter clockwise to unlock the pin. Do not turn it more than a 1/4 turn.

Firmly grasp the inner cup and pull the axle from the transaxle.

Support the trailing arm by a hydraulic jack or similar tool. Disconnect the sway bar and upper shock mount. This will allow the trailing arm to move down, allowing for the room to remove the axle from the vehicle. When reassembling, use blue Loctite on both cap screws.

April 2018

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DRIVETRAIN Compress the inner CV joint and move it to the shown position.

With the cup still compressed, lower the trailing arm while simultaneously moving the axle out of the chassis. The reverse of this process can be used to install the axle. When the axle is in place, do not allow the trailing arm to move down more than is needed to install the axle. Moving the trailing arm down too far will over extend the outer CV joint. This may cause it to come apart.

This picture shows the locations of the lock on the set screw & plunger, in the locked position. There may be paint marks on the axle from the factory, but these can wear off over time. It is good practice to put alignment paint marks for the locked position. This will help to prevent going past the lock position. Use the paint mark to visually verify the pin is in the locked position.

When installing an axle, Make sure the locking pins are in place. Ensure the center of the c-clip opening is rotated approximitly 90 degress from the locking pins. After installation, tug on the inner CV cup to ensure that it is properly locked.

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April 2018

SUSPENSION Rear Trailing arm Replacement and Adjustment The rear trailing arms must be adjusted properly when replaced to ensure proper suspension movement. If the trailing arm is not properly adjusted, damage may occur. Lift the vehicle so the rear tires are off the ground. Remove the torx head cap screws on the lower body panel to allow for the necessary room to remove the rod end hardware.

Remove the wheel, lock plate and the castle nut. Remove the brake caliper and place it out of the way. While supporting the trailing arm, disconnect the two front mounting points, the shock absorber and the sway bar. Push the axle out of the hub and remove the trailing arm from the vehicle. The axle may be removed as well. Account for the shims that are located on either side of the rod end. Remove the hub, rod end and any bushings/ other reusable components from the trailing arm. Check each part for damage or wear and replace if needed. Note: Press a NEW spherical bearing (p/n: 0404696) into the inner trailing arm mount. install the snap ring (p:/n: 1423-086) into the groove in the swing arm. Install the rod end into the trailing arm. Do not tighten the jam nut on the rod end.

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SUSPENSION Install the inner pivot to the frame. Torque the bolt to 170 lb-ft. Install but do not tighten the bolt for the rod end.

Take a preliminary measurement from the center of rod end bolt to the center of the front bearing housing mount bolt hole. Adjust the rod end to obtain the correct distance of 28 3/4”. There is approx. 1/16” of movement per turn of the rod end.

28 3/4” When the correct distance is set, place the shims between the gaps of the rod end and chassis mount. The shim placement will vary. Do not tighten the bolt.

Support the trailing arm near ride height. Install the axle through the bearing housing mount hole. Install the wheel bearing housing. Hand tighten each of the 6 fasteners evenly before applying a final torque of 35 lb-ft in a criss cross pattern. Install the wheel hub. Using red Loctite, tighten the hub nut to 250 ft-lbs. Increase the torque until the hub plate fits.

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April 2018

Install the shock onto the trailing arm, then the upper mount to the chassis. DO NOT allow the trailing arm to drop below the full drop level. Doing so will damage the axle. Ensure all bushing are in place.

Install the brake caliper.

Measure the distance between the rod end chassis mount bolt and the center of the cv shaft at the hub. The measurement should be 31 3/8”. If adjustments are needed, remove the bolt and lower the rod end; turn to adjust as needed. Continue this process until the proper distance is reached.

31 3/

8” (79 7

mm)

When the correct distance is reached, tighten the jam nut to secure the rod end to the trailing arm. Note the orientation of the rod end. it should be parallel to slightly tipped out to the trailing arm as shown. Do not allow the rod end to be tilted in.

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Pull back on the rubber cover on the rod end to access the flat area to hold it in the proper position with a wrench. Tighten the rod end bolt.

Install the sway bar.

With the vehicle still lifted off the ground, grasp the driver side rear axle and check for movement between the cups. There should be approx. 1/4” of movement of the axle shaft at full suspension drop. If there is no movement, check the swing arm alignment. If the swing arm is properly aligned, replace the axle.

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April 2018

SUSPENSION Suspension Adjustment FOX QS3 The FOX QS3 shocks on the XX have three position adjustment and adjustable dual rate springs with adjustable spring crossover.

The QS3 adjustments allow for easy and noticeable changes in the suspensions characteristics. Position 1 is for a softer ride, 2 is intermediate and 3 is the firmest setting. The rear shocks should be at the same position, and the front shocks should be at the same position.

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SUSPENSION The adjustable spring crossover changes when the spring goes from a dual rate to a single rate spring, and allows the user to fine tune exactly when this happens during suspension travel. Adjustments made on the crossover will also change body roll and bottom out resistance. The two rings must be tightened against each other after adjustments are made. The rear shocks should be at the same position, and the front shocks should be at the same position.

The adjustable preload changes the vehicle ride height. factory specified ride height is 14 inches for the XX. The rear shocks should be at the same position, and the front shocks should be at the same position.

Locations to measure ride height.

Front of Vehicle FOX SHOX can only be serviced at authorized service centers. Visit www.ridefox.com for more information.

Rear of Vehicle 34

April 2018

STEERING POWER STEERING The steering system has electric power steering. The power steering unit is located under the hood, at the top of the frame. This protects the unit from water and damage. The links from the Steering wheel to the EPS unit, to the steering rack are solid shafts with universal joints. The steering rack is positioned in front of the front differential to reduce bump steer and feedback. Main components in the system • Steering Wheel • Adjustable Column • EPS unit • Steering Shaft • Rack and Pinion Assembly -- Rack & Tie Rods -- Steering knuckles EPS (Electronic Power Steering) systems can vary the amount of power assist. The power steering is designed to maintain a light steering input effort, but maintains enough feel for the rider to have a better understanding of what the tire contact patch is doing in relation to the terrain.

Code Fault Description

Code Fault Description

C1301 C1302 C1303 C1304 C1305 C1306 C1307 C1308 C1309 C1310 C1311 C1312 C1313 C1314 C1315 C1316

C1317 CAN Bus Error C1318 Internal CRC Error C1319 Boot Counter Exceeded Incorrect Vehicle Speed-toC1320 RPM Ratio C1321 Vehicle Speed Erratic C1322 Engine RPM Lost C1323 "EPS OFF" Gauge Display Loss of CAN communication C1324 with EPS unit C1325 Dual Loss C1326 Rotor Position Encoder C1327 Voltage Converter Error (Low) C1328 Voltage Converter Error (High) C1329 Internal Data Error

April 2018

Over Current Excessive Current Error Torque Sensor Range Fault Torque Sensor Linearity Fault Rotor Position Encoder System Voltage Low System Voltage High Temperature Above 110° C Temperature Above 120° C Vehicle Speed High Vehicle Speed Low Vehicle Speed Faulty Engine RPM High Engine RPM Low Engine RPM Faulty EEPROM Error

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BRAKES BRAKES

The Wildcat XX has a four wheel hydraulic brake system with dual piston front calipers and single piston rear calipers.

Master Brake Cylinder The Master Cylinder is mechanically connected to the brake pedal. There is no assist. The front/rear bias is distributed from the master cylinder. Due to the location of the master cylinder, a remote reservoir has been added to make checking and filling the system more user friendly. The brake system is designed to use DOT 4 brake fluid that should be checked for proper level and for leaks daily. A full inspections annually or every 3200 miles is also recommended.

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April 2018

BRAKES Brake Calipers The force from the master cylinder is converted to clamping force by the caliper where pressure is exerted on the piston to cause the pads to clamp against the rotor. As pressure from the master cylinder is released the pads slightly move inward to release pressure from the rotor. The front calipers are dual bore, and the rear calipers are single bore. Areas to check: • Piston Movement • Grease Pins of Bracket • Leaks • Banjo Bolt Fitting

Brake Pads/Rotor When the brake pads are pushed against the rotor, friction is caused and vehicle momentum is decreased. Pad material composition can change braking ability, it is recommended to always replace brake pads with OEM pads. Rotors can have an equal effect on braking ability. The diameter, material and flatness can all change braking ability. Areas to check: • Pad Wear (1 mm wear limit) • Rotor Flatness/Warpage Always burnish brake pads when setting up an new vehicle or replacing pads.

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ELECTRICAL ECM (Electronic Control Module) WARNING: Do not disconnect the ECM with the ignition switch in the “ON” position. Damage may occur. ECM: The ECM is located between the seats in the XX along with the PDM’s battery and accessory plugs. They have a protective cover over them. To allow for easier removal and installation of the cover, tilt the drivers seat forward to allow for more room. The Diagnostic Connection is under the dash on the drivers side. Codes associated with the ECM: (note: some of these overlap with other sensors) P0219 - Engine Over-Speed Condition P0500 - Vehicle Speed-Sensor P0503 - Vehicle Speed Sensor Circuit Intermittent/Erratic/High P0504 - Brake Switch Priority P0562 - System Voltage Low P0563 - System Voltage High P0600 - Serial Communication Link P0606 - Internal Monitoring Error P060C - Internal Monitoring 3 Error P0615 - Starter Relay Circuit P0616 - Starter Relay Circuit Low P0617 - Starter Relay Circuit High P061A - Internal Monitoring of Torque Error P0630 - VIN Not Programmed or Incompatible P0641 - Sensor Reference Voltage #1 Circuit Low/Open P0643 - Sensor Reference Voltage #1 Circuit High P0651 - Sensor Reference Voltage #2 Circuit Low/Open P0653 - Sensor Reference Voltage #2 Circuit High P0685 - EFI/Main Relay Circuit Open P0686 - EFI/Main Relay Circuit Low/SG P0687 - EFI/Main Relay Circuit High/SP P2610 - ECU Warm Reset U0100 - Lost Communication With ECM U0155 - LCD Gauge to ECM CAN Communication Lost U1000 - Vehicle Not Registered or Invalid PIN Entered U1001 - Vehicle Not Registered, engine hours exceeds 5 hours

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April 2018

ELECTRICAL Electronic Throttle Control (ETC) Overview The ETC Systems utilize inputs from components on the vehicle to control the amount of air entering the engine. The throttle valve is opened/closed by a DC motor based on demand from the Pedal Sensor Value. Note: RPM and vehicle speed limitations are very smooth and not as abrupt as vehicles with throttle cables. ETC System Components

• • • • •

Pedal Sensor Throttle Position Sensor Throttle Valve Control Motor Atmospheric Sensors (Found on Standard EFI Systems) Redundant systems for safety, TPS, Pedal Sensor, Brake Switches

Eliminated Components

• Idle Speed Controller (ISC), Idle speed is controlled by opening or closing the throttle valve in addition to ignition timing adjustments. • Throttle Cable – the pedal senor and electronic motor control the throttle valve opening.

Note: The DTC’s listed for each sensor does not simply indicate a failed sensor, rather an error in the voltage received by the ECM on that circuit. This could be caused by improper power, inadequate ground, damaged wiring or a defective sensor.

April 2018

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ELECTRICAL Throttle Body The throttle body houses the throttle valve, dual TPS and a DC motor to control the throttle valve position. The throttle body bore size and throttle valve position control the volume of air entering the intake manifold. When the key is first turned on, you will hear the throttle actuate, and is initializing to check full range of operation. If an error occurs, check the intake tract for debris that could cause restricted motion. If the key is switched left on for 15 seconds without starting the engine, it will go through a full verification process. This process will not occur below 32ºF. There is no learn procss when installing a new throttle body. Codes associated with the Throttle body: (note: some of these overlap with other sensors) P061F - Electronic Throttle Control Driver Temperature Warning P1120 - Throttle Position Sensor Lower Position P1121 - Throttle Position Sensor Lower Adaption P1122 - Throttle Position Sensor Lower Return P1123 - Throttle Position Sensor Adaption Condition P1124 - Throttle Position Sensor Limp Home Adaption P1125 - Throttle Position Sensor Upper Position P1126 - Throttle Position Sensor Upper Return P2100 - Throttle Actuator Control Motor Circuit Open P2102 - Throttle Actuator #1 Control Motor Circuit Low/SG P2103 - Throttle Actuator #1 Control Motor Circuit High/SP P2106 - Electronic Throttle Control Output is out of Range P2107 - Electronic Throttle Control Driver Over-Temperature P210C - Throttle Actuator #2 Control Motor Circuit Low/SG P210D - Throttle Actuator #2 Control Motor Circuit High/SP P2118 - Throttle Actuator Control Motor Range Error P2119 - Throttle Control Actuator Control Performance Error P2135 - Throttle Position Sensor Plausibility Error

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April 2018

ELECTRICAL Throttle Position Sensor Purpose: To monitor the throttle position as one of the many inputs which helps the ECM calculate incoming air volume. It is located on the throttle shaft end. As part of the ETC system, there are two Throttle Position Sensors integrated into the throttle body. A single sensor failure will flash the error on screen and slightly limit the RPM. If there is a double TPS failure the ECM will enter limp mode with reduced power. Codes associated with the TPS: P0122 - Throttle Position Sensor #1 Circuit Low/SG P0123 - Throttle Position Sensor #1 Circuit High/Open P0222 - Throttle Position Sensor #2 Circuit Low/SG/Open P0223 - Throttle Position Sensor #2 circuit High TPS #1 and TPS #2 sensors are not serviceable, they must be replaced as part of the Throttle Body Assembly.

Pedal Value Sensor Purpose: Provides input to the ECM for driver requested torque output of the engine. There are two pedal position sensors, both send a signal to the ECM to indicate a 0-100% pedal value opening. If one pedal sensor circuit fails a code will flash on the display and limit the vehicle speed. In the event of a double sensor failure, the vehicle will not move. In the event the pedal sensor needs to be replaced, there is no “learned value” that needs to be reset. Codes associated with the Electronic Throttle: P2122 Pedal Position Sensor #1 Circuit Low/Open/SG P2123 Pedal Position Sensor #1 Circuit High/SP P2127 Pedal Position Sensor #2 Circuit Low/Open/SG P2128 Pedal Position Sensor #2 Circuit High/SP P2138 Pedal Position Sensor Plausibility Error Pedal Sensor #1 and Pedal Sensor #2 are not individually serviceable, they must be replaced as part of the Pedal Sensor Assembly.

April 2018

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ELECTRICAL Intake Air Temperature and Manifold Absolute Pressure Sensor – TMAP Senor Purpose: To monitor manifold absolute pressure, barometric pressure and intake air temperature. A 0-5 volt input to the ECM to calculate atmospheric conditions. The sensor is located on top of the intake manifold. Codes associated with the MAP sensor: P0068 - Throttle position sensor MAP plausibility P0107 - Manifold Absolute Pressure Circuit Low P0108 - Manifold Absolute Pressure Circuit High P0112 - Intake Air Temp Sensor Circuit Low/SG P0113 - Intake Air Temp Sensor Circuit High/Open P0114 - Intake Air Temp Sensor Circuit Intermittent

Brake Pressure Switches The ETC System utilizes 2 brakes switches, one that monitors the front circuit and one for the rear circuit. The front pressure switch is the primary switch, and is used to operate the brake lights. When the switch is closed, it supplies 12 volts DC to the brake lights and the ECM. The rear pressure switch is the secondary switch, it is only used by the ECM for ETC purposes. When the switch is closed it connects the circuit to ground. Having the switches operate in different methods is a safety redundancy in the system. If the operator attempts to engage the brake pedal and the accelerator pedal at the same time, the system will allow this for short periods of time, like when backing up an incline. If the operator attempts to power brake or aggressively ride the brakes, the system will reduce power and display code P2299 on the gauge. This code will clear once one of the pedals is released and power will resume. The power reduction and recovery is slow and not sudden. once tripped there is a 3 second delay to any corrective action by the ECM. The brake pedal must be depressed to start the vehicle in any gear. If both brake switches fail the engine will not start. In the event a brake switch DTC code is present, all connections should be checked and also ensure the brake system is bleed properly. Codes associated with the Brake Pressure Switches: P2299 - Brake Pedal Position/Accelerator Pedal Position Incompatible P0504 - Brake Switch Priority

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April 2018

ELECTRICAL Cooling Fan & Relay The primary fan switches on at 194º F (90º C) and will turn off at 185º F (85º C). The secondary fan switches on at 203º F (95º C) and off at 194º F (90º C). This temperature is taken from the engine coolant temp sensor. Codes associated with the Cooling Fan Relay: P0480 - Fan-Primary Relay Control Circuit Open P0481 - Fan-Secondary Relay Control Circuit Open P0691 - Fan-Primary Relay Control Circuit low/SG P0692 - Fan-Primary Relay Control Circuit High/SP P0693 - Fan-Secondary Relay Control Circuit Low/SG P0694 - Fan-Secondary Relay Control Circuit High/SP

Electronic Fuel Pump The ECM will activate the fuel pump/relay for approximately 5 seconds upon initial ignition switch ON. The ECM will then activate the fuel pump/relay when a timing sensor signal is received. Fuel mapping is only accurate if the fuel pump is producing the correct amount of fuel pressure. The Fuel Pressure Regulator, housed inside the pump assembly keeps the pressure regulated to a specified pressure. High Pressure = Rich Condition Low Pressure = Lean Condition Codes associated with the Fuel Pump: P0627 - Fuel Pump Control Circuit Open P0628 - Fuel Pump Control Circuit Low/SG P0629 - Fuel Pump Control Circuit High/SP

The fuel pump pressure is 43.5 ±1 PSI ( 300 Kpa) Fuel pressure is tested off the fuel pump with special tool (p/n 0644-587)

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ELECTRICAL Alternator

Alternator: While the Wildcat XX has a traditional stator located on the engine, it is also equipped with a 65 watt alternator from the factory. It is belt driven and is located on the Mag side of the engine. The protective shield should always be in place when using the vehicle.

Fuel Injector

Purpose: To atomize and control the amount of fuel entering the combustion chamber. The fuel injector is an output from the ECM. The ECM controls the pulse, which is calibrated to deliver a precise amount of fuel, at a specific fuel pressure. Codes associated with the Fuel Injector: P0201 - Cylinder #1 Fuel Injector Circuit Open P0202 - Cylinder #2 Fuel Injector Circuit Open P0203 - Cylinder #3 Fuel Injector Circuit Open P0261 - Cylinder #1 Fuel injector Circuit Low/SG P0262 - Cylinder #1 Fuel injector Circuit High P0264 - Cylinder #2 Fuel injector Circuit Low/SG P0265 - Cylinder #2 Fuel injector Circuit High P0267 - Cylinder #3 Fuel Injector Circuit Low/SG P0268 - Cylinder #3 Fuel injector Circuit High

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April 2018

ELECTRICAL Tilt Sensor

Purpose: To stop the supply of fuel if the vehicle exceeds the tilt sensor’s limits.

Inside the tilt sensor is a hall effect pendulum sensor. The tilt sensor activates only from left to right and has no effect on the system when the sensor tilts frontward and backwards unless the machine is near vertical or inverted. Operates on battery voltage – Internal circuitry converts to 0.3 to 7.0 volts. Anything under 0.3 volts or above 7.0 volts will look like an open or grounded wire and will terminate the ground to the fuel relay from the ECM. FUEL OFF will display on the instrument cluster. Codes associated with the Tilt Sensor: C0063 - Tilt Sensor Circuit High C0064 - Tilt Sensor Circuit Low FUEL OFF - Fuel System Deactivated

0.3 to 1.5 DC volts is normal – 1.6 to 2.9 is a neutral position (otherwise the sensor would be kicking on/ off.) 3.0 to 7.0 is tilt and will activate FUEL OFF when sensor is tilted 60° left or right.

Oil Pressure Switch Purpose: To monitor the oil pressure for the engine. If the oil pressure is low, oil PSI will flash on the gauge and engine RPM will be limited to 4000. The oil pressure switch does not detect oil levels, however, low oil level may lead to low oil pressure.

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ELECTRICAL Crankshaft Position Sensor

Crank Position Sensor: As the flywheel slugs pass by the timing sensor, AC voltage is generated and sent to the ECM. The ECM uses this AC voltage to determine the crankshaft rotational position, necessary to control the fuel injectors and ignition spark timing. Codes associated with the CPS: P0363 - Misfire Detected - Fueling Disabled P0370 - Loss of Crank Position Sensor Sync/Gap Position P0371 - Crank Position Sensor Additional Teeth Detected P0372 - Crank Position Sensor Missing Tooth P0373 - Crank Position Sensor Spike Detected P0374 - Crank Position Sensor Signal Not Detected

Error code P0363 will shut off fuel to a misfiring/dead cylinder to prevent raw fuel from entering the exhaust system and damaging the catalyst/causing a thermal event. The crank sensor will pick up on minor variations in the crank speed/pulse to determine if a cylinder is misfiring/not firing. RPM will be limited to 4000. This code will be reset by cycling the key. If a plug is wet fouled, this process may allow it to dry out and fire properly after being reset. A misfire can also be caused by very low fuel. The code/gauge will not display which cylinder was shut off. A misfire will not be detected at idle. The engine must be above 3000 RPM to detect a misfire.

4-Wire Oxygen Sensor

Purpose: To measure the oxygen content in the exhaust gas. The ECM uses the O2 sensor signal to make calibration adjustments based on current exhaust gas measurements. Having the O2 provide feedback to the ECM, is known as a Closed Loop EFI System. The ECM decides to use the O2 sensor’s feedback based on predetermined parameters built into the multidimensional engine maps. When the ECM is not using the feedback from the O2 sensor it is know as Open Loop EFI. Codes associated with the O2 Sensor: P0130 - O2 Sensor Intermittent/Open P0131 - O2 Sensor Low/SG or Air-Leak P0132 - O2 Sensor High/SP P0171 - O2 Feedback Below Minimum Correction P0172 - O2 Feedback Exceeds Maximum Correction 46

April 2018

ELECTRICAL Coolant Temperature Sensor Purpose: To monitor coolant temperature, it is an input to the ECM and operates on 5 DC volts from the ECM. The CTS is a negative temperature coefficient (NTC) sensor, the internal resistance decrease as the temperature rises. It is located on the left side of the cylinder head. The sensors resistance determines how much voltage is sent back to the ECM. The ECM continually monitors this voltage and uses it to perform multiple functions. Codes associated with the CTS sensor: P0116 - Engine Coolant Temp Sensor Circuit Range/Performance P0117 - Engine Coolant Temp Sensor Circuit Low/SG P0118 - Engine Coolant Temp Sensor Circuit High/Open/SP P0217 Engine Coolant Over Temperature Detected

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ELECTRICAL Ignition Coil

The 998 engine has three coils in a coil at plug configuration.

Purpose: To step up the voltage of the engines primary circuit supplied by battery voltage to 20,000 - 30,000 volts, which is produced in the secondary winding. An ignition coil is made up of a primary winding, a secondary winding and a laminated core. That amount of voltage is needed for the spark to jump across its gap and ignite the fuel/air mixture. The spark happens when the ECM drops the ground going to the ignition coil, which causes the voltage to ground through the spark plug. Codes associated with the IGN Coil: P2300 Ignition Coil #1 Primary Circuit Low/SG/Open P2301 Ignition Coil #1 Primary Circuit High P2303 Ignition Coil #2 Primary Circuit Low/Open P2304 Ignition Coil #2 Primary Circuit High P2306 Ignition Coil #3 Primary Circuit Low/Open P2307 Ignition Coil #3 Primary Circuit High

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WARNING: When checking spark or cranking the engine over without the spark plug installed in the cylinder head, always ground the spark plug or damage to the ignition coil may occur. WARNING: Never attempt to measure the ignition coil output voltage with a standard DVOM to prevent damage to the tool or ignition system.

April 2018

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Notes

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