2001 Polaris Slh 700 Manual
Idle adjustment on 8 hp evinrude. URL link for this page for information specific to the Polaris domestic carburetor red engined PWC models (1996-2004 SL SLH SLX SLT SLTH SLTX Pro 1200.) for information related to the newer generation PWC models (1999-2004 Virage, Genesis, MSX 140, Freedom) Note: Some electrical, diagnostic and engine related material is located on these pages Engine does not start, no spark = Replace the battery with a new battery The CDI on domestic engines requires the battery to deliver more than 10.6 volts while cranking the engine. An old or weak battery can not deliver enough voltage while the engine is cranking, and you will not have spark. This is a very common problem with Polaris PWC. Even if the battery is 'brand new' you should take the time to actually measure the battery voltage with a multi-meter (not the voltage on the Polaris MFD display). Connect the multi-meter, then watch the battery voltage sag when you press Start. If the voltage does not stay above 10.6 volts the battery is no good. Even if you just bought it.
Want to buy a good battery? Look for a high quality. Applies to all domestic engine carburetor Polaris PWC, two and three cylinder red engines 1996-2000 (and possibly some 2001) All later model red domestic carburetor engines through 2004 were wired this way from the factory.
Special note for 1999 Genesis (carburetor engine): an additional Orange wire must routed between the two separate electrical boxes How to figure out which cylinder is running poorly By testing the cylinders one at a time, you can narrow down which cylinder is dead or weak. Ground the ignition wires for all but one cylinder, and see if it will start (you may need to squeeze the throttle to get it to run). If it does, ground that plug wire, and test the next cylinder. Each single cylinder should run the engine about the same.
In this example, there were two problems. Incorrect spark plug firing order and the PTO carburetor was missing a part! Note: Update kit does not apply to the 1999 '1200'(1165cc) engines, so Polaris issued these ignition update kits. The original domestic 1996-1999 ignition systems Kit part numbers 28-1997 Hurricane and twin carburetor 1998-19 1996-1997 twin carburetor except Hurricane Note: Apparently the better choice for all 1996-1999 two cylinder engines is the Hurricane update kit 28091 1996-1998 three cylinder 900cc and 1050cc engines 28 1050cc three cylinder engines only Each kit includes an updated new CDI module and a new magneto stator. For the two cylinder engines a new Ignition Coil and spark plug wires are included. Three cylinder update kits reuse the original ignition coil pack. You can check whether you already have the update.
There will be a couple of electrical box wiring changes, including delete of the thin Black battery ground wire. Not part of the update kit itself, but recommended anyway, is to change the CDI power feed to come from the LR module Orange output. See Service Bulletin PWC-00-05.
After installing the stator and running the cable into the electrical box, but before connecting it to the terminal board, verify that you have zero ohms measured from the new Black stator wire back to the engine block. That Black stator wire is the only connection between the electrical box ground and the engine block ground, so it must be good. Parts interchanging Note: Polaris changed the design of the stator housing cable exit hole circa 1999, so one of the reasons for the different stator models and update part numbers is so the replacement stator can directly fit into the original magneto housing you have. If you are mixing and matching stators and engines from different years, these part numbers will help you get the right combo to physically fit the housing and the stator cable seal. To utilize newer stators with 8 or 12 Pin Connectors on the outside of the electrical box with a pre-2000 electrical box; For the three cylinder engines, is the (must use 4010170 stator, which has the mating 12-pin connector Deutsch DT M04-12P with 9 wires ). And From about 1994-2002, the factory installed gray Tempo brand fuel hose that chemically reacts where it connects to metal fittings, creating a greenish or bluish goo inside the hose that clogs the fuel system and carburetors, causing lean fuel delivery and burned pistons.
2001 Polaris Slh 700 Reviews
The outside of the Tempo fuel line can look and feel just fine., the same Tempo hoses were also used on Polaris and Yamaha PWC. Depending on the model you have you will need maybe 20 feet of fuel line. USCG TYPE B1 NMMA TYPE ACCEPTED (ISO 7840) J1527 A1 is also acceptable, and the A1 hose has a fire resistant outer coating SAE J1527 Type B2 (and A2) is for fuel tank vent hoses only, do not use B2/A2 for fuel lines unless it is also B1/A1 rated.
From what I can tell, the current version of these marine fuel hose ratings is for up to E10 (Gasoline with up to 10% Ethanol blend) Also applies to the fuel lines from tank to fuel pump, which are also under suction. Which causes an interference problem with the rubber 'tabs' or nubs on the double crank seals. SBT recommends trimming these tabs off the inner seal to accommodate the non-OEM bearing width when using SBT crankshaft and 6207 and 6307 bearings are used in many Polaris watercraft 2-stroke engines and are somewhat unique. In the case of the Fuji engine, the 6207 is pinned and the 6307 is pinned and also has a snap ring. The pin is used to keep the outer race from spinning in the case. You can use the unpinned bearing instead of OEM but also use Loctite 680 Green on the outer race to secure them.