I have a friend looking to buy a srx 700 and i just wanted to know what is the best year to look for.
gn_20psi
Whats the best year for the srx 700?
1 reading
they were pretty much all the same except the '99-'02 had a .91" lug track instead of the .75" track found on the '98. The 2000-'02 had a different ignition which offered a tiny performance advantage, although I raced a couple 98's with my '01 and I just never saw the difference...also-the 2000-'02 had the rear suspension changed slightly for better weight transfer-again not that much difference IMO. as far as cosmetics-the '98-'00 were all blue (the'98 had a black belly pan). The '01 and '02 were blue with silver tunnel and front suspension components and they had a blacked out windshield. from '00 to '01 they richened the jetting up. my '01 always had black plugs but it never missed a beat so I didn't mess with it but you could go with leaner jetting-I would now a days with the price of gas... :thumbsup:
The '02 was the last year of the SRX and has the Detonation Control System. Some guys swear at it, others swear by it. IMO the '02 was the epitomy of Yamaha's 2-stroke snowmobile motors, and the '01 is a pretty sweet sled too.
hmmm intresting guys
2001 was the fastest year of production
2002 DCS i havent heard great things about
2000 was the same as 2001 except for appearence wise (silver, decals), canadian versions had ohlins.... also 2000 were jetted leaner as pheniox said
stay away from 98-99... they had problems with the center piston blowing, 98 was the major problem year by 99 they fixed most of it but id still stick to a 2000 and up...
2001 was the fastest year of production
2002 DCS i havent heard great things about
2000 was the same as 2001 except for appearence wise (silver, decals), canadian versions had ohlins.... also 2000 were jetted leaner as pheniox said
stay away from 98-99... they had problems with the center piston blowing, 98 was the major problem year by 99 they fixed most of it but id still stick to a 2000 and up...
The 2000-2002 SRX has a different top end than the '98-'99 SRX. Not totally different, but different enough to have about 5 more HP.
The 2001-2002 have separate hand and thumbwarmer controls, which is a great option IMO. On my '98 SRX it seemed like I couldn't ever get them adjusted correctly so that my fingers and thumb were both at a comfortable temp because they're on one switch. Either your pinky was just right and your thumb was sweating or your thumb was just right and your pinky was freezing. If you're going to buy a SRX, get at least a 2000 IMO. I'd go for the 2001-2002 as I like the looks better and because of the dual warmer switches. The 2000-2002 SRX has a little bit better front suspension geometry as well I believe. Not to mentio a SRX can be bought relatively cheap nowadays.
The 2001-2002 have separate hand and thumbwarmer controls, which is a great option IMO. On my '98 SRX it seemed like I couldn't ever get them adjusted correctly so that my fingers and thumb were both at a comfortable temp because they're on one switch. Either your pinky was just right and your thumb was sweating or your thumb was just right and your pinky was freezing. If you're going to buy a SRX, get at least a 2000 IMO. I'd go for the 2001-2002 as I like the looks better and because of the dual warmer switches. The 2000-2002 SRX has a little bit better front suspension geometry as well I believe. Not to mentio a SRX can be bought relatively cheap nowadays.
What was the reasoning behind the 98-99 center cylinder blowing. My 99 burnt the center cylinder twice last season and was wondering if anyone knew the solution?
from the best of my knowledge it was a lean condition, but im not sure.... anyone else wanna chime in with the actual reason?
neighbor has a 02,, just need to know what to do with it,, it's stock and last winter he was the guy to beat,, fastest SRX I've run hands down,, don't worry about the DCS,,,,R2R
THE SRX GOT BETTER AND BETTER EVERY YEAR. THIS WAS A GREAT SNOWMOBILE, JUST LIKE THE OLD SRX,s. THIS SLED WAS A GIANT. REMEMBER 700 cc AND IT COULD HANDLE EVERYBODYS ELSE 800. LET ALONE WHATEVER 700 THAT WERE LEFT. THE 98 SRX HAD NO SPECIFIC BURNDOWN PROBLEM ON THE CENTER CYLINDER. THAT DID HAVE CRANKSHAFT PROBLEM THAT WAS COVERED UNDER YAMAHA WARRANTY AND REPARED. 99 SRX WAS VERY SIMILAR TO 98. THE 2000 THROUGH 2002 ARE THE BEST OF THIS MODEL, MOST HP, DEFFINITLY FASTEST, AND LITTLE INPROVEMENTS EVERY YEAR. THE DCS ON THE 2002 IS A GOD SEND, ESPECIALLY THE WAY GAS IS SHIT TODAY. IT WILL SAVE YOUR MOTOR !! 3:16 (yammie tony)
2001 Yamaha SRX 700
Four small changes, one sweet sled
Wade West
10/1/2000
It's been three years in a row now. The SRX has been at or near the top of our editorial picks since it rolled our eyeballs back into our skulls in '98. Everything we liked about the SRX 700 in the past holds true for 2001- performance, ergos, style points. A few of our gripes were even addressed- needs separate warmer controls, cornering bite. Only one remains- ornamental windshield.
Yamaha made one change in each of four different aspects of its top performance machine: aesthetics, performance, comfort and service.
Consumers will first notice the SRX's new look. The all-blue scheme of last season has been replaced with an attractive blue and silver contrasting paint job. The windscreen also went to smoke.
The performance-enhancing change from 2000 to 2001 comes in the form of a new hydraulic brake disc. The new part has been lightened by cutting additional ventilator holes in the inner portion of the rotor. The result is a reduction of .35 pounds of rotating mass, which is what inhibits acceleration, thanks to our good friend, Inertia.
Yamaha also tells us that the new disc undergoes a revised balancing process to reduce any vibration caused by imbalances in the rotor.
The third change is for rider comfort. Yamaha finally split the hand and thumb warmer circuits to allow riders to set each at a comfortable level. The two knobs have ten little clicks on them to help index favorite settings. Everything about the new switches' operation is great, except the location of the knobs. While longtime Yamaha riders won't have trouble finding the controls on the dash, we'd like to see them relocated to an easier to reach spot on the dash or handlebar area.
The fourth and final major change on the 2001 SRX is the addition of a grease zerk on the steering idler arm. This will make it much easier to maintain lubrication on this important joint. Better lubrication means better steering effort and response down the trail.
Overall, the SRX is still one of the best sleds on the market today. The only thing we'd really like to see Yamaha address is the decorative windshield. But as long as there are dealer options and aftermarket alternatives available, we'll learn to live with it. Concluded Test Rider Jeff Velander, "If I were buying a sled this year, this would be a hard one to pass up."
-----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------.
2002 YAMAHA SRX
Is This The Best Performing Out-of-the-Box Snowmobile Ever?
Claimed to be the most advanced and quickest top performance sled on the snow, the SRX continues to lead the way both in acceleration and in customer satisfaction.
What else would you expect from a motor company which has changed the rules and turned heads in every other motorsports segment they're involved in? Yamaha Motor Corporation has lead the charge in off-road motorcycle technology with their new breed of four-stroke dirt bikes. Yamaha is laying down more ponies to the pavement than ever with their R1 and R6 race bred sportbikes and Yamaha has one of the most diverse and exciting ATV model lineups in the industry, including the high performance 660 Raptor sport ATV.
Injecting this forward thinking and industry leading technology into their snowmobile division, Yamaha has developed a leading top performance sled with the SRX 700 and for 2002, the technology continues to push the envelope. This is a dedicated full-on performance snowmobile that blends top performance, trail manners and sharp handling into a tight package.
Potent Engine
It all starts with a compact and formidable triple cylinder powerplant, which features electronic controlled exhaust valves, 3-dimensional ignition, rare earth magneto, liquid heated flatslide carbs, and new for 2002, an automatic Detonation Control System (DCS).
From first squeeze through wide-open throttle, the SRX delivers a power hit with seamless pull. In fact, the SRX slammed out of the gates at the American Snowmobiler Old Forge Shootout last winter, and was proudly proclaimed the quickest box-stock snowmobile ever in the history of the competition, regardless of displacement.
Industry First: The new DCS keeps this unrelenting performance in check by monitoring the combustion process and moving into a fail-safe ignition retard zone when the potential for power robbing engine detonation is present. Go ahead, let the SRX engine scream the performance note it was intended and leave the worries of bad fuel and irregular jetting to advanced Yamaha technology.
Pro-Action Suspension
But all that power doesn't mean anything if you're merely hanging on for holy Hannah. Here's where the backbone of the SRX breed comes to the party. Based on the ProAction system chassis and suspension, the rigid and corner carving traits are tailored to the SRX power surge to deliver razor sharp handling, aggressive yet controllable weight transfer and an excellent ride quality.
Extras include a 300 watt magneto to power the projector style headlamps and infinitely adjustable hand and thumb warmer controls. At the other side of the bar is a hydraulic brake system delivering one finger pull stops with a progressive feel.
New Features
Industry Exclusive Detonation Control System (DCS) self-adjusts ignition timing for optimal performance, providing greater power and higher reliability.
Performance
The American Snowmobiler 2001 Shoot-Out results and numerous grass drag victories prove that the SRX can beat the competition's 800cc sleds. Triple-cylinder engine with industry-leading self-cleaning electronic power valves maintains strong engine performance. Exclusive CNC-machined exhaust ports deliver consistently high performance. Exclusive liquid-heated carburetors maintain excellent throttle response and fuel economy. Exclusive 360-degree indexed spark timing provides stronger spark and more consistent performance. Exclusive 300W D.C. CDI with throttle position sensor and 3D-ignition system provides strong low-end power and excellent throttle response.
Handling
Lightweight, rigid ProAction System Chassis has up to twice the torsional rigidity of competitive designs to provide razor-sharp handling. ProAction SRX rear suspension with aggressive control rod location and calibration provides excellent weight transfer and acceleration. The hydraulic brake system requires just one-finger effort and provides a progressive feel. Exclusive inner-ventilated brake rotor provides superior cooling.
Comfort/Convenience
Exclusive single-point, Quick-Adjust rear suspension allows the rider to quickly adjust both effective shock damping and spring rates to suit their riding style. Premium, rebuildable, aluminum-body KYB gas shocks provide class-leading ride quality. Standard tunnel protectors and front heat exchanger guard allows for easier after-market track studding. Separate temperature controls for handgrip and thumb warmers offer 10 settings each for greater comfort. Dual headlight design and high output 300W magneto system provides excellent nighttime visibility. Exclusive mechanical parking brake for peace of mind when trailering. Exclusive adjustable brake lever for a custom fit.
Four small changes, one sweet sled
Wade West
10/1/2000
It's been three years in a row now. The SRX has been at or near the top of our editorial picks since it rolled our eyeballs back into our skulls in '98. Everything we liked about the SRX 700 in the past holds true for 2001- performance, ergos, style points. A few of our gripes were even addressed- needs separate warmer controls, cornering bite. Only one remains- ornamental windshield.
Yamaha made one change in each of four different aspects of its top performance machine: aesthetics, performance, comfort and service.
Consumers will first notice the SRX's new look. The all-blue scheme of last season has been replaced with an attractive blue and silver contrasting paint job. The windscreen also went to smoke.
The performance-enhancing change from 2000 to 2001 comes in the form of a new hydraulic brake disc. The new part has been lightened by cutting additional ventilator holes in the inner portion of the rotor. The result is a reduction of .35 pounds of rotating mass, which is what inhibits acceleration, thanks to our good friend, Inertia.
Yamaha also tells us that the new disc undergoes a revised balancing process to reduce any vibration caused by imbalances in the rotor.
The third change is for rider comfort. Yamaha finally split the hand and thumb warmer circuits to allow riders to set each at a comfortable level. The two knobs have ten little clicks on them to help index favorite settings. Everything about the new switches' operation is great, except the location of the knobs. While longtime Yamaha riders won't have trouble finding the controls on the dash, we'd like to see them relocated to an easier to reach spot on the dash or handlebar area.
The fourth and final major change on the 2001 SRX is the addition of a grease zerk on the steering idler arm. This will make it much easier to maintain lubrication on this important joint. Better lubrication means better steering effort and response down the trail.
Overall, the SRX is still one of the best sleds on the market today. The only thing we'd really like to see Yamaha address is the decorative windshield. But as long as there are dealer options and aftermarket alternatives available, we'll learn to live with it. Concluded Test Rider Jeff Velander, "If I were buying a sled this year, this would be a hard one to pass up."
-----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------.
2002 YAMAHA SRX
Is This The Best Performing Out-of-the-Box Snowmobile Ever?
Claimed to be the most advanced and quickest top performance sled on the snow, the SRX continues to lead the way both in acceleration and in customer satisfaction.
What else would you expect from a motor company which has changed the rules and turned heads in every other motorsports segment they're involved in? Yamaha Motor Corporation has lead the charge in off-road motorcycle technology with their new breed of four-stroke dirt bikes. Yamaha is laying down more ponies to the pavement than ever with their R1 and R6 race bred sportbikes and Yamaha has one of the most diverse and exciting ATV model lineups in the industry, including the high performance 660 Raptor sport ATV.
Injecting this forward thinking and industry leading technology into their snowmobile division, Yamaha has developed a leading top performance sled with the SRX 700 and for 2002, the technology continues to push the envelope. This is a dedicated full-on performance snowmobile that blends top performance, trail manners and sharp handling into a tight package.
Potent Engine
It all starts with a compact and formidable triple cylinder powerplant, which features electronic controlled exhaust valves, 3-dimensional ignition, rare earth magneto, liquid heated flatslide carbs, and new for 2002, an automatic Detonation Control System (DCS).
From first squeeze through wide-open throttle, the SRX delivers a power hit with seamless pull. In fact, the SRX slammed out of the gates at the American Snowmobiler Old Forge Shootout last winter, and was proudly proclaimed the quickest box-stock snowmobile ever in the history of the competition, regardless of displacement.
Industry First: The new DCS keeps this unrelenting performance in check by monitoring the combustion process and moving into a fail-safe ignition retard zone when the potential for power robbing engine detonation is present. Go ahead, let the SRX engine scream the performance note it was intended and leave the worries of bad fuel and irregular jetting to advanced Yamaha technology.
Pro-Action Suspension
But all that power doesn't mean anything if you're merely hanging on for holy Hannah. Here's where the backbone of the SRX breed comes to the party. Based on the ProAction system chassis and suspension, the rigid and corner carving traits are tailored to the SRX power surge to deliver razor sharp handling, aggressive yet controllable weight transfer and an excellent ride quality.
Extras include a 300 watt magneto to power the projector style headlamps and infinitely adjustable hand and thumb warmer controls. At the other side of the bar is a hydraulic brake system delivering one finger pull stops with a progressive feel.
New Features
Industry Exclusive Detonation Control System (DCS) self-adjusts ignition timing for optimal performance, providing greater power and higher reliability.
Performance
The American Snowmobiler 2001 Shoot-Out results and numerous grass drag victories prove that the SRX can beat the competition's 800cc sleds. Triple-cylinder engine with industry-leading self-cleaning electronic power valves maintains strong engine performance. Exclusive CNC-machined exhaust ports deliver consistently high performance. Exclusive liquid-heated carburetors maintain excellent throttle response and fuel economy. Exclusive 360-degree indexed spark timing provides stronger spark and more consistent performance. Exclusive 300W D.C. CDI with throttle position sensor and 3D-ignition system provides strong low-end power and excellent throttle response.
Handling
Lightweight, rigid ProAction System Chassis has up to twice the torsional rigidity of competitive designs to provide razor-sharp handling. ProAction SRX rear suspension with aggressive control rod location and calibration provides excellent weight transfer and acceleration. The hydraulic brake system requires just one-finger effort and provides a progressive feel. Exclusive inner-ventilated brake rotor provides superior cooling.
Comfort/Convenience
Exclusive single-point, Quick-Adjust rear suspension allows the rider to quickly adjust both effective shock damping and spring rates to suit their riding style. Premium, rebuildable, aluminum-body KYB gas shocks provide class-leading ride quality. Standard tunnel protectors and front heat exchanger guard allows for easier after-market track studding. Separate temperature controls for handgrip and thumb warmers offer 10 settings each for greater comfort. Dual headlight design and high output 300W magneto system provides excellent nighttime visibility. Exclusive mechanical parking brake for peace of mind when trailering. Exclusive adjustable brake lever for a custom fit.
2001 has always been said to be the fastest year. My brother races a 2001 700 srx and I race a 1999 srx 600. My brothers srx flies, my 600 we are just starting on it this year. :thumbsup:
I'd go with an 01.
I'd go with an 01.
My neighbors 02 never had a problem with the DCS going off, but it has wasted every 01 SRX he has raced,,no contest,, alot has to do with the tuner though,, R2R
00>02 Jetting: 2000 147.5 146.3 146.3 42.5 Pilots
2001 150 148.8 148.8 40 Pilots
2002 147.5 146.3 146.3 40 Pilots
01 & 02 had a lighter brake disc, 00 had the same one as 98/99.
00 had updated transfer rod location and 300W 3D mapped ignition, stiffer steering post and dual bulb headlight.
01/02 had dual hand/thumbwarmer controls.
01/02 also rev a litle quicker due to a lighter flywheel.
98/99 had 15W gears, 00-02 had 13W
98 was the only year for the "Mountain SRX"
02 had the DCS system
Here's an excerpt from an American Mag on the 02:
Let's face it: When it comes to top performance snowmobiles, the SRX® simply has no equals.
Just ask any other machine unlucky enough to have gone up against it at the recent 2001 American Snowmobiler Shoot-Out, where in the 10 years since this competition's debut, the SRX ran the quickest quarter-mile time ever. Yep, ever.
Call it the speed demon extraordinaire, with one significant exception amongst the muscle sled set: The SRX also boasts the sort of superlative handling that gives most top-end trail machines a run for their money.
First, though, let's cover the SRX engine. With even more muscle in 2002, this powerplant continues to lead the industry in state-of-the-art engine technology. Want proof? Check out our industry-first features such as triple high-flow, liquid-heated 33mm flat-slide Mikuni carbs, ultra-precise 300-watt digital CDI ignition, throttle position sensor (TPS), self-cleaning electronic power exhaust valves, and an all-new-for-2002 detonation sensor that utilizes Indy car technology to increase horsepower and improve upon our already legendary durability. Simply put, you won't find more ballistic acceleration anywhere.
Add a featherweight ProAction System® chassis, wide ski stance and state-of-the-art ProAction suspension with aluminum-bodied KYB gas shocks, and that makes the SRX, according to Snowmobile magazine, "the best-handling multi-piped sled on snow."* No wonder they crowned this bad boy their "2001 best of class."** Might also explain why the competition has yet to figure out how to beat it.
*January '01 **Best of Class: High-Output Triples
2001 150 148.8 148.8 40 Pilots
2002 147.5 146.3 146.3 40 Pilots
01 & 02 had a lighter brake disc, 00 had the same one as 98/99.
00 had updated transfer rod location and 300W 3D mapped ignition, stiffer steering post and dual bulb headlight.
01/02 had dual hand/thumbwarmer controls.
01/02 also rev a litle quicker due to a lighter flywheel.
98/99 had 15W gears, 00-02 had 13W
98 was the only year for the "Mountain SRX"
02 had the DCS system
Here's an excerpt from an American Mag on the 02:
Let's face it: When it comes to top performance snowmobiles, the SRX® simply has no equals.
Just ask any other machine unlucky enough to have gone up against it at the recent 2001 American Snowmobiler Shoot-Out, where in the 10 years since this competition's debut, the SRX ran the quickest quarter-mile time ever. Yep, ever.
Call it the speed demon extraordinaire, with one significant exception amongst the muscle sled set: The SRX also boasts the sort of superlative handling that gives most top-end trail machines a run for their money.
First, though, let's cover the SRX engine. With even more muscle in 2002, this powerplant continues to lead the industry in state-of-the-art engine technology. Want proof? Check out our industry-first features such as triple high-flow, liquid-heated 33mm flat-slide Mikuni carbs, ultra-precise 300-watt digital CDI ignition, throttle position sensor (TPS), self-cleaning electronic power exhaust valves, and an all-new-for-2002 detonation sensor that utilizes Indy car technology to increase horsepower and improve upon our already legendary durability. Simply put, you won't find more ballistic acceleration anywhere.
Add a featherweight ProAction System® chassis, wide ski stance and state-of-the-art ProAction suspension with aluminum-bodied KYB gas shocks, and that makes the SRX, according to Snowmobile magazine, "the best-handling multi-piped sled on snow."* No wonder they crowned this bad boy their "2001 best of class."** Might also explain why the competition has yet to figure out how to beat it.
*January '01 **Best of Class: High-Output Triples
00>02 Jetting: 2000 147.5 146.3 146.3 42.5 Pilots
2001 150 148.8 148.8 40 Pilots
2002 147.5 146.3 146.3 40 Pilots
01 & 02 had a lighter brake disc, 00 had the same one as 98/99.
00 had updated transfer rod location and 300W 3D mapped ignition, stiffer steering post and dual bulb headlight.
01/02 had dual hand/thumbwarmer controls.
01/02 also rev a litle quicker due to a lighter flywheel.
98/99 had 15W gears, 00-02 had 13W
98 was the only year for the "Mountain SRX"
02 had the DCS system
Here's an excerpt from an American Mag on the 02:
Let's face it: When it comes to top performance snowmobiles, the SRX® simply has no equals.
Just ask any other machine unlucky enough to have gone up against it at the recent 2001 American Snowmobiler Shoot-Out, where in the 10 years since this competition's debut, the SRX ran the quickest quarter-mile time ever. Yep, ever.
Call it the speed demon extraordinaire, with one significant exception amongst the muscle sled set: The SRX also boasts the sort of superlative handling that gives most top-end trail machines a run for their money.
First, though, let's cover the SRX engine. With even more muscle in 2002, this powerplant continues to lead the industry in state-of-the-art engine technology. Want proof? Check out our industry-first features such as triple high-flow, liquid-heated 33mm flat-slide Mikuni carbs, ultra-precise 300-watt digital CDI ignition, throttle position sensor (TPS), self-cleaning electronic power exhaust valves, and an all-new-for-2002 detonation sensor that utilizes Indy car technology to increase horsepower and improve upon our already legendary durability. Simply put, you won't find more ballistic acceleration anywhere.
Add a featherweight ProAction System® chassis, wide ski stance and state-of-the-art ProAction suspension with aluminum-bodied KYB gas shocks, and that makes the SRX, according to Snowmobile magazine, "the best-handling multi-piped sled on snow."* No wonder they crowned this bad boy their "2001 best of class."** Might also explain why the competition has yet to figure out how to beat it.
*January '01 **Best of Class: High-Output Triples
2001 150 148.8 148.8 40 Pilots
2002 147.5 146.3 146.3 40 Pilots
01 & 02 had a lighter brake disc, 00 had the same one as 98/99.
00 had updated transfer rod location and 300W 3D mapped ignition, stiffer steering post and dual bulb headlight.
01/02 had dual hand/thumbwarmer controls.
01/02 also rev a litle quicker due to a lighter flywheel.
98/99 had 15W gears, 00-02 had 13W
98 was the only year for the "Mountain SRX"
02 had the DCS system
Here's an excerpt from an American Mag on the 02:
Let's face it: When it comes to top performance snowmobiles, the SRX® simply has no equals.
Just ask any other machine unlucky enough to have gone up against it at the recent 2001 American Snowmobiler Shoot-Out, where in the 10 years since this competition's debut, the SRX ran the quickest quarter-mile time ever. Yep, ever.
Call it the speed demon extraordinaire, with one significant exception amongst the muscle sled set: The SRX also boasts the sort of superlative handling that gives most top-end trail machines a run for their money.
First, though, let's cover the SRX engine. With even more muscle in 2002, this powerplant continues to lead the industry in state-of-the-art engine technology. Want proof? Check out our industry-first features such as triple high-flow, liquid-heated 33mm flat-slide Mikuni carbs, ultra-precise 300-watt digital CDI ignition, throttle position sensor (TPS), self-cleaning electronic power exhaust valves, and an all-new-for-2002 detonation sensor that utilizes Indy car technology to increase horsepower and improve upon our already legendary durability. Simply put, you won't find more ballistic acceleration anywhere.
Add a featherweight ProAction System® chassis, wide ski stance and state-of-the-art ProAction suspension with aluminum-bodied KYB gas shocks, and that makes the SRX, according to Snowmobile magazine, "the best-handling multi-piped sled on snow."* No wonder they crowned this bad boy their "2001 best of class."** Might also explain why the competition has yet to figure out how to beat it.
*January '01 **Best of Class: High-Output Triples
I JUST POSTED I KNOW OF NO PROBLEM ON THE 98 SRX WITH CENTER CYLINDER BURNDOWNS. CRANKS WERE OUT OF ROUND AND WERE FIXED THROUGH DEALER YAMAHA WARRANTIE. THIS DID NOT CAUSE BURNDOWN. IT DID MAKE SNOWMOBILE VIBRATE INTO YOUR FOOT WELLS. THEIR IS NO TECH UPDATE BETWEEN THE 98 SRX AND 99 SRX FOR BURNDOWNS OR ANY SERVICE BULLETINS. DON,T KNOW WHERE THIS GOT STARTED. 3:16 (yammie tony)
ive heard from two dealers that have worked on them during the times when they were sold that the 98s had a center cylinder burndown problem.
next time ill ask why...
next time ill ask why...
Yes,,he knows clutching,, does things no one would think of and well never beable to match,, he knows what to do as far as the DCS goes,, I have also run the 01's without any trouble but his 02 ran me over all last winter,, closest I got was 1 length in 660FT at the end of the winter,,,he also trounces the well tuned 900's ,,R2R
Im not argueing cause i already told you im not sure, thats what a yammy tech told me and it was 98!
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