- 1998 Polaris Sltx 1050
- Polaris Sltx 1050 Manual
- Polaris Sltx 1050 Owners Manual
- Polaris Sltx Parts
- Polaris 1050 Sltx Parts
- 1999 Polaris Sltx 1050 Price
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1992-1998 Polaris Personal Watercraft Repair Manuals. 1999 Polaris Genesis - X 45 Repair Manual: 1999 Polaris SLH - SLTH - SLX - SLXT - Pro 785 Repair Manual. 2000 Polaris Virage - SLX - Pro 1200 - Genesis Repair Manual. Page 169 READ OWNER’S MANUAL WATCH SAFETY VIDEO To locate your nearest dealer, call 1-800-POLARIS (765-2747) or visit www.polaris.com Polaris Industries Inc. 2100 Highway 55 Medina, MN 55340 Part No. 9927943 Rev 0 Printed in USA. Crack for starcraft 2 offline launcher game.
GROUP K Polaris 1050 EngineModifications
This document will outline the Group Kmodifications available for the '96 - '99 2 and 3 seat Polaris 1050cc models.Group K offers three different levels of modification for the 1050's. They areas follows:
Limited Kit - This affordable modification is ideal for the recreationalowner who wants a noticeable increase in overall performance without majorteardown work. The Limited Kit offers easy starting, strong acceleration and anoticeable increase in peak speed.
Sleeper Kit - This kit is intended to yield the maximum performance increase,while maintaining good reliability and fuel range. This kit offers verysignificant increases in overall acceleration and peak water speed while stillretaining the stock exhaust system and ignition.
Hammer Kit - This kit, which utilizes the Factory Pipe Products 'triplepipe' exhaust system, is an all out competition/grudge racing engine mod.The 2 seater Hammer kit is the quickest and fastest pump gas machine we haveconstructed to date. The Hammer modifications are intended to work in concertwith these pipes to make for the biggest performance increases, for the moneyspent. These kits will be available for the '98 and later two seaters as wellas the three seaters (at such time when FPP releases that system for the SLTX's).The performance stats of these kits are as follows:
Stock Limited Sleeper Hammer
97/99 SLTX 54/55mph 56/57mph 60/61mph 64/65 mph
98/99 SLHX/SLX 61/62mph 63/64mph 66/67mph 70/71 mph
About The Stock Machines - The domestic built 1050cc Polaris engine has a goodreputation for delivering overall power along with good reliability. The 3seater SLTX has excellent handling and hook-up abilities that make it wellsuited to handle increased horsepower levels. Like many 3 seaters, the SLTX has'acceptable' high speed turning characteristics. The added power ofthe Group K kits can also help the rider to better 'steer' the boatusing thrust. Just the same, the SLTX is a hull that has limited turningabilities (from a competition perspective).
The 2 seater SLXH/SLX models, while built ashigh performance sport boats, require significant considerations with respectto high speed handling. The 2 seater 1050 turns very aggressively, and is anoutstanding straight-line 'grudge racer' where water conditions arevery smooth. However as water conditions become rougher, the short 2 seaterhull can become somewhat difficult to control. Increasing the horsepower of the2 seater hulls can compound this high speed rough-water handling problem. Weoutline several modifications that can noticeably improve this handling.However even with these improvements, the 2 seater will never be a goodrough-water machine.
CYLINDER HEAD MODIFICATION - All of our kits include cylinder head domemodification, however the dome volume and shape specifications are differentfor all thee kits. While each 'head' is actually two separate parts(dome and water jacket shell), we only need the domes for our modificationwork. This head modification has a two fold purpose. First, to accurately setthe compression ratio/head volume. The second is to set the correct squishangles and clearances, which helps reduce detonation.
It bears noting that, during our testing, wefound that the 1050 engines do not respond well to big increases in compressionratio (as some other pwc's do). During our testing, we found that runningexcessive compression resulted in large increases in operating temperature, andvery minor increases in performance. This is particularly true for thetriple-pipe Hammer setups. While our head mods do net various compressionincreases, those increases are not huge. Along with this, the operatingtemperature of all thee cylinders is not identical. To help correct this, thecompression ratios of the 3 domes are staggered (slightly different) to helpequalize the combustion chamber temperatures.
CYLINDER PORTING - The Sleeper and Hammer kits both include cylinder porting. Inthe past, cylinder porting has received an undeserved reputation as amodification that causes a loss of reliability and engine life. If the portingis performed by someone with very little experience, that may be true. Theporting mods used in these kits are the result of many months of performanceand wear evaluation testing. We confidently claim that Group K cylinderporting will yield a wider power band and longer piston life than any otherporting modification available anywhere. All Group K modified cylinders andheads are prepared as matched pairs to assure that you have the proper squishclearance and compression ratio. These specifications play the key roleindicating the amount of overall power that the engine can make, as well as thequality of fuel that you may use. If you have aftermarket domes that you wantto use, we must inspect them to assure that they are within the spec range forour top end set (we will not prepare any '1 piece' heads for use withour kits).
Our cylinder porting is available in twodifferent finish modes. Both the 'Recreational' and'Competition' finish modes include all the same port timing, portshaping, and specification work. The Competition mode also includes additionalexhaust port finishing and a transfer port 'rough finish' thatfurther improves fuel atomization. This additional finishing work accounts for25% more shop time, yet contributes to only about 10% of the total performancegain (about .5 mph and a little bit of acceleration). The recreation finish isstandard in the Sleeper kits, the 'Competition' finish is availableas an option. The cost difference..$600 vs $450. All ported cylinders are alsohoned.
INLET SYSTEM
Limited and Sleeper Kits - The stock 1050 carbs are denoted as 38mm, however theyactually run about 35 mm at the smallest part of the venturi. For our Limitedand Sleeper kit, we have chosen to bore the stock carbs to a true 38mm, andrefine the jetting calibration for that throat diameter. This arrangementallows for instant starting, steady idling, and strong acceleration under allconditions. As part of this carb modification, we remove the choke butterflies.Since the 1050 carbs have accelerator pumps (that spray raw fuel down the carbthroats), we use 7 - 8 pumps at the throttle lever to 'prime' thecarbs for cold starts. Once the engine is warm, starting is instant without anypriming at all. Together with the high pitch impeller, these modified carbsallow the Sleeper modified boat to offer better fuel consumption, at cruisingspeeds, than the stock SLTX. The installation of larger carburetors has alwaysbeen considered a popular bolt on modification. However installing these (oftenvery expensive) carbs, on a recreational machine like the 1050 Sleeper, resultsin very questionable increases in performance and significant increases in fuelconsumption.
Hammer Kits - The triple pipes of the Hammer kit do require an increase incarb throat size to deliver the full potential of power. For our Hammer kits,we chose to use the 42mm Keihin High performance carbs. These tapered throatcarbs bolt directly onto the stock inlet manifold and match up perfectly to thestock flame arrestor and throttle cable. The only modification required toaccommodate them is the opening of the passages in the inlet manifold, and theinstallation of a 3rd pulse line for the center carburetor. This 42mm carb kit(including linkage , gaskets, and pre-jetting for your 1050 kit) is the leastexpensive and most effective carb upgrade we have seen for the 1050 engines.These carbs allow for smooth idling as well as 'violent' accelerationfrom all speeds. To be sure there are many 'larger' throat carb kitsavailable for this engine. Our testing indicated that these 'other'larger throat carbs consumed a lot more fuel than our 42's, but produced nomore power. For added ease of installation and synchronization, Group K canattach the 'rack bars' from your stock Keihin carbs on to your new42's. For this modification, simply send the carb bars along with you otherparts for modification.
All of our 1050 kits utilize the stock reedcages and petals. There are many aftermarket replacement reeds that can offerimproved performance..for a few operating hours. However after that, thematerial of these other petals can begin to 'lose it’s memory' orbegin to fracture. As this happens, the performance gradually becomes'less than the stock part'. No aftermarket replacements (to date)have offered the combination of longevity and performance that the stock partsoffer.
Along that same tack, the stock 1050 flamearrestor is a well designed part that met all the mechanical needs of our kits.It offers a good combination of air inlet and water spray protection.Installing an aftermarket replacement will have a negligible effect onperformance.
EXHAUST SYSTEMS- The stock1050 exhaust system is capable of delivering very good overall performance forrecreational applications. We do not consider the stock pipe or waterbox to bea handicap of any kind on our Limited and Sleeper Kits. There are a number ofaftermarket waterbox mufflers available for the 1050's. While these waterboxescan offer a noticeable improvement in overall performance, they also yield avery significant increase in exhaust sound level. Given the general publicssensitivity to the pwc sound level issue, we choose not to include thesewaterboxes as part of our kits. Quite frankly, we find that there are plenty ofother ways to yield ideal power levels without resorting to louder exhaustcomponents.
THE FPP TRIPLE PIPE SYSTEM & THE HAMMER KIT- In fallof 1998, Factory Pipe Products, of Ukia California, released their aluminumtriple pipes for the 1998 SLXH 1050 (this version of the pipes will not fit the'97 SL1050 nor the 3 seaters). These pipes are constructed as 'completelywater jacketed pipes'. That means there are actually 6 complete pipebodies…the 3 interior expansion chambers, and the 3 exterior water-jacketchambers. This complex construction is one of the reasons for the'attention getting' $2500 retail price tag.
Understandably, the FPP pipes were originallydesigned and intended for use on heavily modified IJSBA tour race machines.Given this, all the original testing and development was conducted only on suchracing engines. When FPP decided to sell the triple pipes as part of theirnormal product line, their first order of business was to confirm theperformance ability of the pipes on a completely stock machine (which is thestandard goal for all their products). While the triple pipes certainly offereda noticeable performance gain on a stock machine, the increase was not on theorder of what most customers would be expecting for a $2500 price tag.
It was at this time that FPP contacted Group Kto help with the development of a 'minimum modification' package thatwould allow the triple pipes to deliver a much bigger chunk of the potentialpower they had to offer. Since we already had considerable experience with the1050 engines, we already had a pretty good idea of which modifications an FPPequipped 1050 might best respond to. Our Hammer Kit is the end result of thattesting. At this writing, we have completed the development of the '98 SLXHHammer kit using 'production' triple pipes from FPP. All our SLTXtriple pipe tests were conducted with a set of 'pre-production'pipes. Given this, we expect to revisit the 3 seater tests when true'production' pipes are available.
IGNITION - The stock ignition on the 1050 motors has a rev limiter thatengages between 6700 - 6750 rpm. The Limited and Sleeper Kits are both intendedto be used with the stock ignition and limiter (the Sleeper gains added speedsby pulling a steeper impeller). We found no benefit by using a 'higher rpmlimit' cdi box on these two kits.
The Hammer Kit mandates the use of a Hot Seatcdi box , which eliminates the rev limiter. The Hot Seat boxes can be set upwith different ignition timing values. All our Hammer kits use the mostretarded setting of 23 degrees. Running more ignition advance with our kitresults in higher operating temperatures, but not high power output.
COOLING SYSTEM - For owners who have not already done so, the 1050 cooling canbe much improved by removing the plunger and spring that are mounted in thecooling bar (next to the thermostat). The standard cooling system (withthermostat ) works fine for the Limited and Sleeper kits. We would recommendthat the thermostats be replaced each season. The Hammer kit uses nothermostat, and requires modification of the cooling bar (send the cooling barwith your top end parts).
ABOUT FUEL OCTANES - All of our 1050 kits are intended to run on 92 octane unleadedpump gas under normal use. The Hammer 2 seater is a machine capable of 70 mphon pump gas, however running at full speed for 5 miles non-stop is not'normal use' for anyone. The collective heat from extended full rpmoperation simply generates more heat than any 92 octane fuel can support. ForSleeper and Hammer kit owners who intend to use their machines under extreme orcompetition use, we recommend a 50/50 mix of avgas (race gas) with the 92octane. This octane enhancement offers a big safety buffer against detonation,and the piston damage that detonation can potentially cause.
LOWER END PREPARATION - For the recreational power output of the Limited andSleeper kits, the stock lower end of the engine needs no special preparation.We would qualify that by saying that any 1050, with over 100 hours on it,should be a candidate for a lower end rebuild. The crank seals in the 1050Polaris engines are not 'last forever' type parts. For customersplanning to build a Hammer Kited machine, we strongly recommend a crankshaftrebuild on any crank with over 60 hours on it. The high output and rpms of theHammer kit can deal a death blow to an already weakened crank bearing. For allowners building a Hammer kit, crankshaft truing and welding is consideredmandatory to avoid crank journal twisting between cylinders.
Perhaps the most important preparation we couldrecommend for ALL 1050 owners would be to pressure check their engines. Thisshould not be confused with 'compression testing' (which isaltogether different). Pressure testing involves pressurizing the lower end ofthe engine to 8 - 10 psi (with the inlet and exhaust manifold ports blocked offair tight). If there is an air leak of any kind, your in-line gauge will showthe pressure drop. If you have air leaking out, that means there is raw airleaking 'in' during operation. This 'air leak' will induceintermittent lean conditions that can result in piston scoring. We have seensuch an uncommonly high occurrence of air leaks on 1050 engines (particularlyat the ignition housing/crankcase joint), that we consider this to be amandatory inspection. Air leak test kits for your 1050 are available fromWatercraft Connection (503) 232-2026.
IMPELLERS AND PUMPS - The 1050's come stock with a 'swirl type impeller. Theseimpellers offer great hook up in rough water because of the great amount ofimpeller-blade/water-contact surface area. Unfortunately this blade designgenerates a lot less peak water speed than more conventional design props. TheLimited kits can work fine with the stock impeller, however we recommend Solasimpellers for the Sleeper and Hammer Kits. The two primary pitches used are the'Xo' pitch, and the steeper 'X1' pitch. The Xo prop is usedon the 3 seater Limited and Hammer formats, while the X1 is used on all therest. While these props can work fine 'out of the box', we have seensome significant production pitch variations. The pitching of the impeller forthe Hammer kits must be more accurate than what we have seen 'out of thebox'. Furthermore, the Hammers require slightly steeper pitches than theXo and X1 carry. We can custom pitch these impellers for the Hammer kitcustomers. This re-pitching is absolutely mandatory for Hammer kit machines tonet the best peak water speeds.
The 1050's come standard with an aluminum castvane body (behind the impeller). While this vane body performs well, therelatively thin aluminum vanes tend to be easily damaged by debris passingthough the pump (rocks in particular). This damage is not crucial on arecreational machine, however it can be very crucial to the peak performance ofthe high output Hammer Kit. For Hammer kit owners that experience this pumpdamage, we recommend the all stainless steel 'D-75' vane body made bySkat Trak. The Skat Trak stainless steel vanes are both thinner and strongerthan the original aluminum Polaris part. The $695 price tag is a little hefty,but this will be the last (and best performing) vane body you will ever buy.
1998 Polaris Sltx 1050
DRIVELINE - All 1050's have a rubber cushion drive coupler mounted to theback of the engine. On older 1050's, this cushion is notorious fordisintegrating, causing a very bad vibration. If you are planning to modify anolder 1050, we strongly recommend to replace this cushion.
Directly behind the driveline cushion is sealcarrier, which holds the seals that keep the water from coming into the enginecompartment (Polaris calls this a bearing carrier, however it holds seals…nobearings). The seals in this carrier become easily worn, and should be replacedseasonally on recreational machines, a bi-annually on Hammer kits.
HANDLING - The hulls of the 2 seater and 3 seater are completelydifferent, hence the modifications needed for improved handling are alsocompletely different.
Polaris Sltx 1050 Manual
2 SEATER HANDLING- There areno modifications that can make the 2 seater Polaris a good rough water machine.However it is possible to improve it’s ability to 'deal' withrougher water conditions. Perhaps the biggest problem of the 2 seater is theporpoising. Based on out testing, the majority of this porpoising is caused bythe nozzle wedge (between the exit nozzle and the vane case) that aims thewater thrust slightly upward. Polaris installed this wedge to help lift thefront of the hull away from the water (resulting in slightly higher speeds onsmooth water). Unfortunately this same thrust angle serves to compound theporpoising problem. Some owners have reversed this wedge to improve rough waterhandling and reduce porpoising. The porpoising is certainly reduced, as is thesmooth water peak speed (by 3 - 5 mph). Our approach to the problem isdifferent. We remove the nozzle wedge altogether. This still makes for a'slightly' nose heavy ride that offers good control in semi-roughwater. We then machine the ride plate in a way that lifts the nose of the hullslightly away from the water surface (on smooth water). The net result of thiscombination is reduced porpoising and improved acceleration, with no loss ofsmooth-water peak-speed ability. The angle and face of our ride platemodification requires considerable accuracy, hence the cost. Too little cutcauses a noticeable loss of speed, while too much cut causes viscous porpoisingat all speeds.
During all our 2 seater tests we used the stockscoop grate and sponsons. To date, we have not found aftermarket replacementsthat offer a significant handling improvement and still maintain the good peakwater speeds of the stock parts.
3 SEATER HANDLING - The 3 seater has a whole different problem. The SLTXhull has an somewhat nose heavy attitude in the water. This nose heavinessmakes a very questionable contribution to steering ability, and anunquestionable loss of peak water speed. Furthermore, this nose heavy ridecauses the rider to take excessive punishment (through the handlebars) in roughwater conditions. The single easiest fix for this is the installation of theOcean Pro ride plate. The negative angle on the bottom of the O/P plate helpsto lift a good portion of the front of the hull off of the water, resulting innoticeably better speeds and rpms. Despite the reduced water contact area, the3 seater 1050 still turns very well at speed. For high speed rough waterapplications, we recommend to remove the stock 4-degree nozzle wedge with a2-degree wedge. For owners who do more smooth water riding, the 4-degree nozzlewedge can offer a little extra nose lift, and thereby ride comfort. This4-degree wedge is not advisable for high speed rough water riding, as it canyield excessive nose ride height.
HULL FINISHING - When you take delivery of any new 1050, the bottom surface ofthe hull is very smooth and shiny. While this finish looks real nice, it istotally non-functional. The ideal bottom surface finish is a non-shine finishcreated by numerous full-length front to rear 'scratches'. The bestway to accomplish this finish is with a piece of very coarse emery (40 - 60grit is best). All the sanding strokes should be front to back (continuous) forthe full length of the hull. The deep, full length, scratches should eventuallyeliminate any part of shiny surface. While this preparation may not lookattractive, these scratches will act as thousands of small rudders that willmake the hull track 'a lot' straighter in all water conditions. Thesescratches will also allow for much better surface holding in high-speed turns.
We consider this preparation to be mandatory forour 2 seater 1050's. The added nose lift, offered by our ride platemodification on the two seater, means that there is slightly less'steering' hull contacting the water surface. A shiny hull, at thisattitude, can tend to 'seek' at high speeds. This sanding preparationallows the same 2 seater hull to run arrow straight at peak speed, along withmuch more responsive steering control.
ABOUT INCREASED RPM's - For all the Limited and Sleeper kits that use thestock rev limiter, the stock oem driveline arrangement works very well. Likemost other Polaris models, the 1050's employ a large diameter spacer to set thepump case and impeller several inches further back on the hull. This'rear-set' position of the pump improves hook-up and peak waterspeed. However this pump assembly also uses a relatively long drive shaft(considering that this shaft is not rigidly supported anywhere along it’slength). This additional length is not a real problem for the 2 seatermachines, regardless of operating rpm. However the 3 seaters are another story.High performance 3 seaters are often run at high speeds in very rough water.This operation allows for the engine to make thousands of 'un-loaded freerevs' followed by sudden hook-up loads. This constant loading andunloading (under full throttle) can take a premature toll on drivelinebearings. If the rev limiter is eliminated, this same scenario takes placewithin a higher rpm range. These increased rpms, along with intermittent pumploading, can cause the stock drive shaft to bow at it’s center, and begin torotationally 'whip'. This 'whipping' will usually takeplace as the 3 seater 1050 engine is sustained over 7000 rpm in rough waterconditions.
![Parts Parts](https://www.repairmanual.com/wp-content/uploads/2006-Polaris-Sportsman-500-EFI-ATV-Service-Repair-Manual-page-3.jpg)
During our tests, we attempted to resolve thisproblem by installing a 4' shorter drive shaft (used in anothermodel), and then moving the spacer that 'rear-sets' the pump to theback of the vain body. Note that when this spacer is moved, the pump lossessome of it’s excellent hook-up ability. Unfortunately, the boat becomesslightly slower and 'less agile' without the rear-set pump exit. Inthe end, the best solution was to use the Hot Seat heat-treated drive shaft(long version), with the stock rear set pump arrangement. Please note that thisdrive shaft/pump issue is only a concern on 3 seaters being revved over 7000rpm. The high rpm 2 seaters become impossible to ride at the high speeds (inthe rough water) that might cause these load problems.
PRICES
Limited Kit
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Limited Cylinder headmodification 60.00
Carburetor Boring andRe-jetting 400.00
Ride Plate Modification (2 seateronly) 45.00
Ocean Pro Ride Plate (3 seateronly) 98.00
Solas X1 impeller (2 seater) 239.00
Solas Xo impeller (3 seater) 239.00
POLARIS 1050 'SLEEPER' KITincludes Recreational finishcylinder porting,head domemodification, carb boring, and jetting. (SEND head domes, cylinder, & carbset) 1050.00
Optional Competition Finish (for cylinderporting) 150.00
Ride Plate Modification (2 seateronly) 45.00
Ocean Pro Ride Plate (3 seateronly) 98.00
Solas X1 impeller (2 and 3 seater) 239.00
POLARIS 1050 'HAMMER' KITincludesRecreation finish cylinder porting,and head domemodification (SEND head domes, cylinder, & coolingbar) 650.00
HAMMER ENGINE LABOR & PARTS
FPP Triple Pipe ExhaustSystem 2500.00*
Polaris Sltx 1050 Owners Manual
Optional Competition Finish (for cylinderporting) 150.00
42 Keihin Carb Kit (includes pre-jetted carbsandlinkage) 670.00*
Inlet Manifold Modification (to accommodate 42mmcarbs) 45.00
Polaris Sltx Parts
Primerkit 29.00
Hot Seat 'high rev' CDIbox 399.00*
Crank shaft Truing andWelding 190.00
Engine Teardown and Reassembly (with pressuretest) 380.00 D16 group vst.
**NOTE: Group K will bill an additional$35.00 handling charge for engine assemblies via UPS
HAMMER DRIVELINE LABOR &PARTS
Ride Plate Modification (2 seateronly) 45.00
Ocean Pro Ride Plate (3 seateronly) 98.00*
Solas X1 impeller (2 seater) 239.00*
Solas Xo impeller (3 seater) 239.00*
Pitch adjustment For SolasImpellers 48.00
Heat Treated 'long' Driveshaft 180.00*
Skat Trak 'D-75' Stainless Steel PumpVane Case 695.00*
MISC.
Cylinder boring, hone, & chamfering (oneoversize) 160.00
Polaris 1050 Sltx Parts
*prices subject to change based onmanufacturer's current pricing
ORDER INFORMATION - SEND ALL PARTS REQUIRED FOR MODIFICATION VIA UPS TO:
ALL ORDERS PREPAID WITH A CASHIERS CHECK ORMONEY ORDER WILL BE RETURNED FREIGHT FREE VIA UPS GROUND SERVICE ANYWHERE INTHE CONTINENTAL UNITED STATES. ALL OTHER ORDERS WILL BE BILLED TO A VISA/MASTERCARD OR SENT FREIGHT COLLECT (UPS no longer carries cod cash orders). IF YOUWOULD LIKE TO PAY ADDITIONAL FOR 3 DAY, 2 DAY, OR 1 DAY RETURN SHIPMENT, PLEASESPECIFY YOUR PREFERENCE IN A COVER LETTER WITH YOUR PARTS. BE SURE TO INCLUDEYOUR RETURN ADDRESS AND DAY PHONE INFORMATION IN CASE WE HAVE ANY QUESTIONSREGARDING YOUR ORDER.
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1999 Polaris Sltx 1050 Price
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