Saxat från testet:
Review of the ETS SC-10 "Energy Transfer System" from A.D. Boivin
Publish date: Nov 1, 2005
By: Matthew Baynard
After a few hours in the seat of the 1999 MXZ 600, the feeling in the seat of my pants confused me.
When speeds increased and the trail got really rough, the front suspension was pure paradise and the
rear was able to soak up the worst the trail had to offer. By contrast, when the pace slowed and the
bumps were smaller, the sled tried to buck me off. All to often the sled found the seat of my pants.
Regardless of speed, the washboard trails would get the sled kicking back and forth. No amount of
suspension tuning eliminated the ‘kick back’ and ‘bucking’ of the sled.
A dealer told me the Accelerator and Control Modulator (ACM) was poorly adjusted and I should soften
the rear springs. Adjusting the ACM would not have eliminated the problem since the ACM couples the
rear swingarm to the front and its primary function is to limit weight transfer. Limiting the weight
transfer does keep the skis from lifting, but does nothing to keep the rear end on the snow. Dialing
in a softer setting for the rear springs caused my 220 lb. build to bottom the sled in the rough stuff.
Adjusting the front suspension setting, which is based on rider weight, provided no relief from the tail
kicking MXZ.
After a bit of Internet research, I found the ride quality issues of my MXZ are not specific to the 1999 MXZ,
but to all SC-10 suspensions from Ski-Doo. The SC-10 design of a front swingarm and a rear swingarm is prone
to generate a kick back effect over moderate washboard or stutter bumps. The simple solution to my problem was
to couple the front and rear swingarms, limiting the range of motion in the rear swingarm.
Coupling Benefits
SC-10 ETS Kit
Coupling for the SC-10 ETS kit is basically linking the front swingarm to the rear swingarm on the SC-10 suspension.
The ACM does just the opposite, it links the rear swingarm to the front swingarm, which does little to improve ride
quality. To explain differences even further. When the front swingarm contacts a bump, the front to rear coupling
limits the movement of the rear swingarm, which forces the rear of the swingarm of the suspension to rise so that
the impact to the rear suspension is not as severe. That translates to less kick back. With the ACM, as weight is
transferred, the front suspension is forced down. This is how the ACM controls the amount of ski lift during heavy
weight transfer loads.
Understanding that coupling benefits will be maximized when the front swingarm’s travel is maximized is key to
understanding why the kit performs so well. In the coupled suspension, you want the front suspension travel to be
as great as possible to absorb more of the bump impact. Longer travel also translates to greater transfer of energy
from the impacted bump and the generation of vertical downforce at the rear suspension because of the front to rear coupling.
Hoppas du fick ut nått av det där!?
