Here is a good thread from the Polaris forum that'll give you a bunch of measurements. All of those springs will work in the Kawie's.

Spring Chart

 

STAKK,sorry,we did not have any other OEM kaw springs.I would be happy to test any for you and let you know what they are if you have them.

 

I am having the Pro -kit from EPI as you read, pink primary and black secondary, we report from this weekend's ride.

 

how 'bout it, anyone have any Pra. 360, 400, or 300 primary's??? Helix a question, If my stock 700 primary is 136 lb. finish and the dalton blue is 155 and epi pink is 160, what exactly is the extra 20-25 lb. pressure going to do? I am assuming it will make the bike pull about 400-500 more rpm on top, Is this right??? Also when i first bought the EPI red 2 year's ago, one of their tech's said that the stock 650 spring's let the motor go to 6000 rpm at wide open throttle and stay there until the belt goes through it's travel then it climb's to top speed, with the EPI red primary and black secondary the motor goes to 6500 rpm when you nail it and stay's until the belt goes through etc, etc....Is this in principal what these spring's actually do. and if so, why would we even need to mess with the weight's if we can just find the best spring combo???? I am wanting the best combo primary/secondary that will increase acceleration WITHOUT losing one single mph...That may be asking for too much, but i know when i put the epi red/black combo in my 650 with the pipe,jet's,etc....my top speed went from 66 mph with the stock springs to 64 mph with the EPI's....the acceleration was alot better but I lost two mph...If I put the dal. blue which is 155 compared to the EPI red at 140 ALONG with the black secondary will my top speed drop like with the red or will it stay the same? I would LOVE to pick up 1-2 mph, but i would be happy if it would stay at 67-68 mph and just get there quicker....sorry for the long post, i just need some info before i order.......

 

nyroc- nice chart, that will help alot. Thanks. KevinM thanks for the link as well, these will both be very useful while I toy with my clutch. I never have owned anything with an auto tranny, its pretty cool that a 25.00 spring can make so much of a difference. I really appreciate ALL the posts by Everyone. You guys rock! I really wish tommorow was sunday. I've been working saturdays for the last 9 yrs. solid and was just informed that I'll finally be getting weekends off....Twice the time to ride with my buds..and tinker with my V. [img]i/expressions/face-icon-small-smile.gif[/img]

 

Good thinking Stakk
1)yes,if you have some you would like me to test..no problem. I may be able to round some up next time I'm at the dealer.
2)What is more lbs at 1.25 going to do?.. Having a spring with a higher compressed load is going to make the flyweights act lighter(rev higher) in the last part of the clutching phase,when the belt is nearing the end of its travel((because there is more spring force against the weights).
Is is going to make more top end?..depends on the application. Our blue spring was developed as a good all around option for the V force. With only a couple hundred increase in engagement,it is very suitable for most peoples trail performance objectives,and the higher 1.25 load will help increase top end(especially on piped bikes that benefeit more from rpm increase).
Will it increase top end on a 650 prairie?(i have not tested it but will)....My opinion is probably no. The V and the 650 p are not the same. The gear ratio,tires,electronics(speed sensing etc on prairie),exhaust ,and heres an important one..camshaft timing, etc . are not the same. All of these thing lead the v to like higher rpm. I would expect that you would Lose top end speed(very slightly),unless you are running larger than stock tires,in which case it would probably help top end. You have already witnessed this,as you have mentioned already,with another primary spring with a higher load .You lost top end because the 650 engine and drive train characteristics prefer to not over rev as early,or as much , as a V (like I mentioned,larger tires would change this somewhat).You will notice that our kit for the 650 contains a primary spring(plain/white) with a 1.25 load of 114 for that very reason.
3) why do we need flyweights?... You do not always need them,and on a stock 650,I do not feel that the benefeits outweigh the cost,although i will probably re visit that next spring to make options available for people with mods. But,on a V, there are a couple of other things to consider. The bike is lighter,it comes out of the box in a higher state of tune,the dual pipes available along with other mods usually like higher rpm,and it has some habits (like the front end flying up in the air)that some people do not want for racing etc. Some things ,like using higher engagment ,make it spin out and stay flatter to the ground. This will result in a better run sometimes alongside a competitor,just because you could nail the throttle and keep it there. BUT... ...IF the front end did not come up(and we have proven it on our test track)....you would turn a much better ET (400') WITHOUT that high engaging spring.The higher pressure spring prevents the flyweights from working(upshifting)as hard as they normally would in the early part of the shift. Since more engagement is desirable(and that its a matter of preference as to how much),AND you still want to load the engine to get max torque to the ground in the early part of the shift to maximize ET,and still want top rpm the rest of the shift and out on top end,FLYWEIGHT design can be beneficial.

 

My above longwinded post was a response to a Question by STAKK,regarding clutch theory as I see it,I apoligize if it comes off as trying to sell anything on here. There are many reputable companies with available clutch components to suit your specific needs or applications.I've been on the net quite a bit lately for various reasons,I'll try to bite my tongue.

 

It's all good Helix. The more knowledge the better.

 

The more information the better, keep it coming.

 

Helix:

Thanks for all the info. I am running a set of dual MBRP's with the EPI "pink" spring. I read somewhere that you guys did a lot of testing with these pipes and your clutch mods. What would you recommend for a V Force where I could care less about dragging but want good low end to midrange snap and say who care what happens after 60mph?? I ride small dunes and like to hill climb as well as run the twisty trails.

Thanks