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  1. #1

    Initial Carb Adjustment question 1995 stock sl 750

    I want to start out by saying this site has helped me a great deal, and I really appreciate all the help!
    I purchased a new triple outlet pump and carb rebuild kits from John Zeigler Many thanks to him for all of his help!

    Skis have been sitting for 10 years i started the 780 run but will go thru the carbs, the sl750 kept fouling plugs and later found crankcase was full of oil about 1.5 quarts, i sucked out the oil thru the intake, and found this site, I'm very glad i did! saved me alot of greif im sure replacing the fuel pump with a possible lean piston

    I asked John where to set my high and low speed screws he said just carefully set them where they were, The high speed was set initialy Mag 1 7/8, Cen 2, and PTO 1 7/8.
    Looking at some of the other posts this seems "not Right".

    I will be using the ski usually at or above 5000 ft elevation or higher here in Utah

    A chart i copied shows 1995 Sl 750 for high elevation recomendation to be Mag 3/4,
    Cen 1/4, PTO 1/2.
    I have gone thru the carbs and ready to reinstall them now with the fuel pump.

    Also does it matter which way the Tri pump is mounted outlets up or down?
    line routing seems more tidy with outlet lines pointing down.


    I would apreciate any input you might have


  2. #2
    Moderator RX951's Avatar
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    Welcome to the forum!

    Hang loose, the Polaris GURUS will chime in. Here is info from an old .pdf document I have archived.


    Polaris

    1994
    650 - Low Speed – 1-1/4
    High Speed – 1

    750 - Low Speed – 1/2
    High Speed – 1 – _m, 3/8c, 7/8p

    1995
    650 - Low Speed – 1
    High Speed – 1-1/8m, 1/4c, 7/8p

    750 - Low Speed – 1/2
    High Speed – 1m, 1/2c, 3/4p

    780 - Low Speed – 1/2
    High Speed – 7/8m, 3/4c, 1-1/8p

    1996
    700 - Low Speed – 5/8
    High Speed – 1-1/2

    Hurricane - Low Speed – 5/8
    High Speed – not adjustable

    SL780 - Low Speed – 5/8
    High Speed – _m, 3/4c, 1p

    SLT780 - Low Speed – 1-3/8
    High Speed – 1-1/8m, 7/8c, 1-1/4p

    SLX780 - Low Speed – 1-3/8
    High Speed – 1-1/8m, 7/8c, 1-1/4p

    900 - Low Speed – 5/8
    High Speed – not adjustable

    1050 - Low Speed – 1
    High Speed – not adjustable

  3. #3
    She likes the bike. But the ski gets her wet!!!! xlint89's Avatar
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    Welcome to the Hulk.


    Here are the high elevation recommendations for a 1995 SL 750. (above 5000 ft)

    Serious engine damage may result if the craft is operated at elevations BELOW 5000 ft with these adjustements.

    High speed screws Mag (front) 3/4 CEN 1/4 PTO (aft) 1/2

    Low speed screws 3/4 for all

    65 gram spring/15 lb pop off pressure

    Impeller 5131035 (stock SL 650 impeller)

    Operating RPM 5960-5970


    That's straight from the book.

  4. #4
    She likes the bike. But the ski gets her wet!!!! xlint89's Avatar
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  5. #5
    Click avatar for tech links/info, donation request K447's Avatar
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    Quote Originally Posted by xlint89 View Post
    ...Impeller 5131035 (stock SL 650 impeller)

    Operating RPM 5960-5970


    That's straight from the book.
    Would that be the expected maximum RPM with the SL 650 impeller at 5000+ feet of altitude?

    Really illustrates the reduced engine power at altitude!

  6. #6
    She likes the bike. But the ski gets her wet!!!! xlint89's Avatar
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    Quote Originally Posted by K447 View Post
    Would that be the expected maximum RPM with the SL 650 impeller at 5000+ feet of altitude?

    Really illustrates the reduced engine power at altitude!
    It really doesn't say if that is the MAX, but I would believe it is.

    And yes, that is WITH the 056 impeller.

  7. #7
    Click avatar for tech links/info, donation request K447's Avatar
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    Quote Originally Posted by xlint89 View Post
    It really doesn't say if that is the MAX, but I would believe it is.

    And yes, that is WITH the 056 impeller.
    So you have a 750cc engine producing less power and less RPM than a 650 would at lower altitudes.

    I suppose one way to get some of that power back would be to boost compression.

    Since the high altitude air is less dense to begin with there may not be a need for higher octane fuel despite raised compression.

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