Polaris 2000 Service Manual (9916290) 04 PDF

The Way Out.
2000 Virage TX, SLX, Pro 1200,

Genesis FFI ™ PERSONAL WATERCRAFT
SERVICE MANUAL
Foreword
This manual is designed primarily for use by Polaris personal watercraft service technicians in a properly
equipped shop. Persons using this manual should have a sound knowledge of mechanical theory, tool use, and
shop procedures in order to perform the work safely and correctly. The technician should read the text and be
familiar with service procedures before starting the work. Certain procedures require the use of special tools.
Use only the proper tools, as specified. Cleanliness of parts and tools as well as the work area is of primary impor
tance.
This manual includes procedures for disassembly and reassembly, inspection, maintenance, component identifi
cation and unit repair, along with service specifications for 2000 Virage TX, SLX, Genesis, Genesis FFI™, and
Pro 1200 Polaris personal watercraft. A table of contents is placed at the beginning of each chapter to aid the
user in locating specific areas of information. The alphabetic index at the end of the manual will help the user
find specific information quickly.
Care is taken to ensure that all information in this manual was technically correct at the time of publication. How
ever, all materials and specifications are subject to change without notice.
Comments or suggestions about this manual may be directed to: Engineering Services, Technical Writer, Polaris
Sales Inc., 2100 Highway 55, Medina, MN 55340.
Technical Training Center
Minneapolis, MN 55447
2000 Virage TX, SLX, Pro 1200, Genesis, Genesis FFI

Personal Watercraft Service Manual (PN 9916290)
Copyright2000 Polaris Sales Inc., Printed in U.S.A.
UNDERSTANDING SAFETY LABELS AND INSTRUCTIONS
Throughout these instructions, important information is brought to your attention by the following symbols:
j\ The Safety Alert Symbol means ATTENTION! BECOME ALERT! YOUR SAFETY IS INVOLVED!
DANGER
Failure to follow DANGER instructions will result in severe injury or death to the operator, passenger, bystander
or person inspecting or servicing the watercraft.
A WARNING
Failure to follow WARNING instructions could result in severe injury or death to the operator, passenger, bystand
er or person inspecting or servicing the watercraft.
CAUTION:
A CAUTION indicates special precautions that must be taken to avoid minor personal injury, or watercraft or prop
erty damage.
NOTE:
A NOTE provides key information to clarify instructions.
Polaris acknowledges the following products mentioned in this manual:
Loctite, Registered Trademark of the Loctite Corporation

FLEXLOC, Registered Trademark of SPS Technologies
MityVac, Registered Trademark of Neward Enterprises
Torx, Trademark of Textron
Teflon, Trademark of DuPont
Alemite, Trademark of Alemite Corporation
CHAPTER 1
GENERAL INFORMATION
Publication Numbers and FFI™ Tools .1.1
FFI ™ Special Tools 1.2
2000 Model Identification 1.3
2000 Model Specifications 1.4 - 1.5
Standard Torque Specifications 1.6
Decimal Equivalents 1.7
Conversion Tables 1.8
Tap Drill Charts 1.9
Glossary of Terms 1.10-1.11
Service Tips 1.12

GENERAL INFORMATION
Publication Numbers/Paint Codes
Watercraft Publication Part Numbers
Paint Codes
Dealer orders can be placed through Midwest Industrial Coatings using the Polaris "P" number. Phone
(763-942-1840). Mix as directed.
Special Tools
Polaris Sales Inc. 3100

1.1
GENERAL INFORMATION
Publication Numbers/Paint Codes
FFI ™ Fuel Injection Special Tools
2872454 - EMM Lap Top Com Cord
2872456 - EMM Service

Power Connector
2872604 - Engine Bumper Tool
2872602 - Schrader Valve
2872621 - Fuel Pump Ring Spanner
300 1.2 Polaris Sales Inc.

GENERAL INFORMATION
Model Identification
Identification Numbers
The engine I.D. number and hull I.D. number are used to register the watercraft. They are unique numbers that
distinguish each watercraft from others of the same model.
If the watercraft is ever stolen these numbers will help identify it. The owner should keep a record of these
numbers in a place other than the watercraft.
lumber Identifjj^tipii;;' ■; .;',, •": '■&•" /.";
if^dtyr^l^r:" Serial /^/lôtith'ofV" t TY^rof '- " ^
Month Code: A = January; B = February; etc.
Year Of Manufacture: 9 = 1999; 0 = 2000; etc.
Starter Cover
Engine I.D. Number

(Polaris Domestic Engine)
Polaris Sales Inc. 3/00

1.3
GENERAL INFORMATION
Model Specifications
Polaris reserves the right to change specifications at 2000 Wage TX 2000 GeneSJS 2000 GeneSJS FF1™
any time without incurring obligations. *
Model Number W005199D W005099D W005098D
Dimensions/Materials/Capacities
Length 120.3" (305.56cm) 131.1" (330.5cm) 131.1" (330.5cm)
Width 49.3" (125.22cm) 49.3" (125.22cm) 49.3" (125.2cm)
Height 39" (99.06cm) 40.4" (102.6cm) 40.4" (102.6cm)
Dry Weight 620 (280 kg) 625 (282 kg) 625 (282 kg)
Rider Capacity 3 person/500 lbs. (227 kg) 4 person/600 lbs. (272 4 person/600 lbs. (272 kg)
kg)
Rated Fuel Capacity including reserve .... 17 U.S. Gal (64.4L) 17 U.S. Gal (64.4L) 17 U.S. Gal (64.4L)
Fuel Reserve N/A N/A N/A
Oil Reservoir Capacity - U.S. quarts 6.0 (5.68L) 6.0 (5.68L) 6.0 (5.68L)
Hull Material Sheet Molded Compound Fiberglass Reinforced Fiberglass Reinforced
(SMC) Composite (FRC) Composite (FRC)
Top Deck Material Fiberglass Reinforced Fiberglass Reinforced Fiberglass Reinforced
Composite (FRC) Composite (FRC) Composite (FRC)
Engine/Cooling
Engine Model No W120-TCSP-02B1 W120-TCSP-02B2 W120-DFI-02B
Engine Displacement 1165cc 1165cc 1165cc
Engine Type (# Of Cylinders) Polaris Marine 1200 (3) Polaris Marine 1200 (3) Polaris Marine 1200 FFI® (3)
Bore & Stroke 84mm x 70mm 84mm x 70mm 84mm x 70mm
Compression Ratio (Full Stroke) 6.8:1 6.8:1 6.8:1
Horsepower 135 HP @ 6700 RPM 135 HP @ 6700 RPM 135 HP @ 6700 RPM
Cooling System Water cooled Water cooled Water cooled
Thermostat Open 140°F (60°C) 140°F (60°C) 140°F (60°C)
Overheat Warning 3500 Rev Limit @ 237°F 3500 Rev Limit @ 237°F S.L.O.W.™/Warning Light
(114°C) (114°C)
Induction Type Case Reed Case Reed Case Reed
Lubrication Oil Injected Oil Injected Oil Injected
Oil Type Polaris TC-W3, Premium Gold Polaris TC-W3, Premium Polaris TC-W3, Premium Gold
Synthetic or Nature Oil Gold Synthetic or Nature Synthetic or Nature Oil
Oil
RPM Limiter Operation 7200 RPM ±100 7200 RPM ±100 7200 RPM ±100
Carburetion
Carburetors 3-40mm, Keihin CDK 3-40mm, Keihin CDK 3-FICHT® Fuel Injectors
Fuel Type Regular Unleaded Gasoline Regular Unleaded Regular Unleaded Gasoline
(87 Octane or 89 if Gasoline (87 Octane or (87 Octane or 89 if
oxygenated) 89 if oxygenated) oxygenated)
Idle Speed (In Water) 1350±100 1350± 100 1150±50
Electrical
Magneto Generator Output 8.5A / 60W at 4500 RPM 8.5A / 60W at 4500 RPM 12A /160W at 4500 RPM
Ignition System Digital CDI Digital CDI FICHT®
Spark Plug Type NGK BR9ES NGK BR9ES NGK PZFR6H
Spark Plug Gap (inches) 028" (0.7mm) .028" (0.7mm) .032" (0.8mm)
Timing Degrees BTDC 23°±1 @3000 23°±1 @3000 N/A
15°±1 @6500 15°±1 @6500
Battery 12V19AYB16CL-B 12V19AYB16CL-B 12V19AYB16CL-B
Starting System Electric Electric Electric
Fuse 15A resettable circuit breaker 15A resettable circuit 15A resettable circuit breaker
breaker
Propulsion
Jet Pump Type Single Stage Axial Flow Single Stage Axial Flow Single Stage Axial Flow
Dominator Style Dominator Style Dominator Style
ImpellerRotation Counterclockwise Counterclockwise Counterclockwise
Couplingtype Rubber Rubber Rubber
Bilge Pump Type Electric Electric Electric
Minimum Water Level For Jet Pump 2 Feet (60cm) 2 Feet (60cm) 2 Feet (60cm)
Pivoting Angle 30° 30° 30°
ImpellerType Progressive Pitch Slim Hub Progressive Pitch Radial Progressive Pitch Radial 3
Stainless 3 Blade NuJet 7.0 3 Blade Skat Trak Blade Skat Trak
ImpellerDiameter 5.8" (14.73cm) 5.8" (14.73cm) 5.8" (14.73cm)
Reverse System Std Std Std
*MFD / MFI includes: Speedometer, Peak Speed, Peak RPM, Tachometer, Clock, Hour Meter, Oil Level, Trip Meter, Low
Oil Warning, Fuel Level, Volts, Low Fuel Warning, Hot Engine Warning, Compass.

GENERAL INFORMATION
Model Specifications
Polaris reserves the right to change specifications at any time without incurring obligations. 2000 SLX 9000 Pro 1900
ModelNumber W004699D W004999D

Dimensions/Materials/Capacities
Len9th 108.5" (276cm) 108.5" (276cm)
Width 47.5" (120.7 cm) 47.5" (120.7cm)
Height 39.5" (100.3cm) 39.5" (100.3cm)
Dry Weight 565(256kg) 625(282kg)
RiderCapacity 2 person/370 lbs. (168 kg) 2 person/370 lbs. (168 kg)
Rated Fuel Capacity including reserve 12.5 U.S. Gal (47.3L) 9.8 U.S. Gal (37.1 L)
Fuel Reserve N/A N/A
Oil Reservoir Capacity - U.S. quarts 5.0 (4.73L) 3.5 (3.31 L)
Hull Material Sheet Molded Compound Fiberglass Reinforced
(SMC) Composite (FRC)
Top Deck Material Fiberglass Reinforced Fiberglass Reinforced
Composite (FRC) Composite (FRC)
Engine/Cooling
EngineModeINo W120-TCSP-02B1 W120-TCSP-02B1
Engine Displacement 1165cc 1165cc
Engine Type (# Of Cylinders) Polaris Marine 1200 (3) Polaris Marine 1200 (3)
Bore&Stroke 84mmx70mm 84mmx70mm
Compression Ratio (Full Stroke) 6.8:1 6.8:1
Horsepower 135 HP @ 6700 RPM 135 HP @ 6700 RPM
CoolingSystem Watercooled Watercooled
Thermostat Open 140°F(60°C) 140°F(60°C)
Overheat Warning 3500 Rev Limit @ 237°F 3500 Rev Limit @ 237°F
(114°C) (114°Q
Induction Type Case Reed Case Reed
Lubrication Oil Injected Oil Injected
Oil Type Polaris TC-W3, Premium Gold Polaris TC-W3, Premium Gold
Synthetic or Nature Oil Synthetic or Nature Oil
RPM Limiter Operation 7200 RPM ±100 7200 RPM ±100
Carburetion
Carburetors 3-40mm, Keihin CDK 3-40mm, Keihin CDK
FuelType Regular Unleaded Gasoline Regular Unleaded Gasoline
(87 Octane or 89 if (87 Octane or 89 if
oxygenated) . oxygenated)
Idle Speed (In Water) 135Q±100 1350±100
Electrical
Magneto Generator Output 8.5A / 60W at 4500 RPM 8.5A / 60W at 4500 RPM
Ignition System DigitalCDI DigitalCDI
SparkPlugType NGKBR9ES NGKBR9ES
Spark Plug Gap (inches) , 028" (0.7mm) .028" (0.7mm)
TimingDegrees BTDC 23°±1 @3000 23°±1 @3000
15°±1 @6500 15°±1 @6500
Battery 12V19A YB16CL-B 12V19A YB16CL-B
Starting System Electric Electric
Fuse 15A resettable circuit breaker 15A resettable circuit breaker
Propulsion
Jet Pump Type Single Stage Axial Flow Single Stage Axial Flow
Dominator Style Dominator Style
ImpellerRotation Counterclockwise Counterclockwise
Couplingtype Rubber Rubber
Bilge Pump Type Electric Electric
Minimum Water Level For Jet Pump 2 Feet (60cm) 2 Feet (60cm)
PivotingAngle 30° 30°
Impeller Type Progressive Pitch Slim Hub Progressive Pitch Radial
Stainless 3 Blade NuJet 7.0 3 Blade NuJet 7.0
ImpellerDiameter 5.8" (14.73cm) 5.8" (14.73cm)
Reverse System N/A N/A
*MFD/ MFI includes: Speedometer, Peak Speed, Peak RPM, Tachometer, Clock, Hour Meter, Oil Level, Trip Meter, Low
Oil Warning, Fuel Level, Volts, Low Fuel Warning, Hot Engine Warning, Compass.
(Some models do not have all features.)

1.5
GENERAL INFORMATION
Standard Torque Specifications
The following torque specifications are to be used as a general guideline. Use standard torque values for the
appropriate size fastener when torque values are not specified. Always consult the specific manual section
for torque values of fasteners and use of locking agent.
To convert in. lbs. to ft. lbs. divide by 12

To convert ft. lbs. to Nm multiply foot pounds by 1.356.
To convert Nm to ft. lbs. multiply Nm by .7376.
3/00 1.6 Polaris Sales Inc.

GENERAL INFORMATION
Decimal Equivalents
1/64 0156
1/32 0312 1 mm = .0394"
3/64 0469
1/16 0625
5/64 0781 2 mm = .0787"
3/32 0938
7/64 1094 3 mm = .1181"
1/8 1250
9/64 1406
5/32 1563 4 mm = .1575"
11/64 1719
3/16 1875 5 mm = .1969"
13/64 2031
7/32 2188
15/64 2344 6 mm = .2362"
1/4 25
17/64 2656 7 mm = .2756"
9/32 2813
19/64 2969
5/16 3125 8 mm = .3150"
21/64 3281
11/32 3438 9 mm = .3543"
23/64 3594
3/8 375
25/64 3906 10 mm = .3937"
13/32 4063
27/64 4219 11 mm = .4331"
7/16 4375
29/64 4531
15/32 4688 12 mm = .4724"
31/64 4844
1/2 5 13 mm = .5118
33/64 5156
17/32 5313
35/64 5469 14 mm = .5512"
9/16 5625
37/64 5781 15 mm = .5906"
19/32 5938
39/64 6094
5/8 625 16 mm = .6299"
41/64 6406
21/32 6563 17 mm = .6693"
43/64 6719
11/16 6875
45/64 7031 18 mm = .7087"
23/32 7188
47/64 7344 19 mm = .7480"
3/4 75
49/64 7656
25/32 7813 20 mm = .7874"
51/64 7969
13/16 8125 21 mm = .8268"
53/64 8281
27/32 8438
55/64 8594 22 mm = .8661"
7/8 875
57/64 8906 23 mm = .9055"
29/32 9063
59/64 9219
15/16 9375 24 mm = .9449"
61/64 9531
31/32 9688 25 mm = .9843
63/64 9844
1 1.0
Polaris Sales Inc. ^~y 3/00

GENERAL INFORMATION
Conversion Table
°C to °F: 9 (°C + 40) - 5 - 40 = °F

°F to °C: 5 (°F + 40) + 9 - 40 = °C

GENERAL INFORMATION
Tap Drill Charts
SAE Tap Drill Sizes
Metric Tap Drill Sizes

1.9
GENERAL INFORMATION
Glossary Of Terms
ABDC: After bottom dead center.
ATDC: After top dead center.
ACV: Alternating current voltage.
Alternator: Electrical generator producing voltage alternating current.
BBDC: Before bottom dead center.
BDC: Bottom dead center.
BTDC: Before top dead center.
Bow: The front of a watercraft
C: Celsius
CC: Cubic centimeters.
CDI: Capacitor discharge ignition. Ignition system which stores voltage generated by the stator plate exciter coil
in a capacitor or condenser (in CDI box). At the proper moment a voltage generated by the stator plate pulser coil
closes an electronic switch (thyristor) in the CDI box and allows the voltage in the capacitor to discharge into the
primary windings of the ignition coil.
Cl: Cubic inches.
Condenser/Capacitor: A storage reservoir for electricity, used in both E.T. and CDI systems.
Crankshaft Run-Out: Run-out or "bend" of crankshaft measured with a dial indicator while crankshaft is
supported between centers on V blocks or resting in lower half of crankcase. Measure at various points especially
at the PTO end.
DCV: Direct current voltage.
Detonation: The spontaneous ignition of the unburned fuel/air mixture after normal ignition spark occurs. Piston
looks "hammered" through, rough appearance around hole. Possible causes: 1) Compression ratio too high for
the fuel octane; 2) low octane fuel; 3) over-advanced ignition timing.
Dial Bore Gauge: A cylinder measuring instrument which uses a dial indicator. Good for showing taper and
out-of-round in the cylinder bore.
End Seals: Rubber seals at each end of the crankshaft.
F: Fahrenheit
ft.: Foot/feet.
Foot Pound: Ft. Ib. A force of one pound at the end of a lever one foot in length, applied in a rotational direction.
g: Gram. Unit of weight in the metric system. There are 28 grams in one ounce.
gal.: Gallon.
Head Volume (Uninstalled): Cylinder head capacity in cc, head removed from engine with spark plug installed.
High Tension Lead: The heavy insulated wire which carries the high secondary voltage from the coil to the spark
plug.
Holed Piston: Piston in which a hole has formed on the dome. Possible causes: 1) detonation; 2) pre-ignition.
HP: Horsepower.
ID: Inside diameter.
Ignition Coil: A type of transformer which increases voltage in the primary windings (approx. 200V) to a higher
voltage in the secondary windings (approx. 14KV - 32KV) through induction. Secondary voltage must be high
enough to ionize the air gap at the spark plug.
Ignition Generating Coil: Exciter coil, primary charge coil. Stator plate coil which generates primary ignition
voltage.
in.: Inch/inches.
kg/cm : Kilograms per square centimeter.

Kg-m: Kilogram meters.
Km: Kilometer.
Kilogram meter: A force of one kilogram at the end of a lever one meter in length, applied in a rotational direction.

GENERAL INFORMATION
Glossary Of Terms
I or Itr: Liter. One liter = 1.0567 U.S. quarts.
lbs/in : Pounds per square inch.

Inch Pound: In. Ib. 12 in. lbs. = 1 ft. Ib.
Left Side: The left hand side of the vehicle. Referred to based on normal operating position of the driver.
m: Meter/meters.
Mag: Magneto.
Magnetic Induction: As a conductor (coil) is moved through a magnetic field, a voltage will be generated in the
windings. This is how mechanical energy is converted to electrical energy in the lighting coil, ignition generating
coils and trigger coil.
mi.: Mile/miles.
mm: Millimeter. Unit of length in the metric system. 1mm = .040".
N-m: Newton meters.
OD: Outside diameter.
Ohm: The unit of electrical resistance opposing current flow.
Open Circuit: An electrical circuit which is incomplete, (e.g. poor connections or broken wire preventing the flow
of current).
oz.: Ounce/ounces.
Piston Clearance: Total distance between piston and cylinder wall.
Piston Erosion: Piston dome melts. Usually occurs at the exhaust port area. Possible causes: 1) lean fuel/air
mixture; 2) improper spark plug heat range.
Pre-lgnition: A problem in combustion where the fuel/air mixture is ignited before normal spark ignition. Piston
looks melted at area of damage. Possible causes: 1) Spark plug heat range incorrect (too hot) 2) spark plug not
properly torqued; 3) "glowing" piece of head gasket, metal burr or carbon in the combustion chamber; 4) lean
fuel/air mixture.
Primary Circuit: This circuit is responsible forthe voltage build up in the GDI capacitor. In a CDI system the parts
include the exciter coil, the trigger coil, the wires from stator plate to CDI box and to the ignition coil primary
windings.
psi.: Pounds per square inch.
pts: Pint/pints
PTO: Power take off.
qt.: Quart/quarts.
RPM: Revolutions per minute.
Resistance: In the mechanical sense, friction or load. In the electrical sense, ohms. Both result in energy
conversion to heat.
Right Side: The right hand side of the vehicle. Always Referred to based on normal operating position of the rider.
Running Time: Ignition timing at specified RPM.
Secondary Circuit: This circuit consists of the ignition coil secondary windings, high tension wire and ground
through the spark plug air gap.
Seized Piston: Galling of the sides of a piston. Usually there is a transfer of aluminum from the piston onto the
cylinder wall. Possible causes: 1) improper lubrication; 2) excessive temperatures; 3) insufficient piston
clearance; 4) stuck piston rings.
Short Circuit: An electrical circuit which is completed before the current reaches the intended component, (e.g.
a bare wire touching a grounded component.
Spark Plug Reach: Length of threaded portion of spark plug. Polaris uses 3/4" (2 cm) reach plugs.
Static Timing: Ignition timing when engine is at zero RPM.
Stator Plate: The plate mounted under the flywheel supporting the primary ignition components and lighting coil.
TDC: Top dead center. Piston's most outward travel from crankshaft.
Trigger Coil: Pulser coil. Generates the voltage for triggering (closing) the thyristor and timing the spark in CDI
systems. Small coil mounted at the top of the stator plate next to the ignition generating coil.
Voltage Regulator: An electrical device which prevents overcharging of the battery or overloading of electrical
components as engine RPM increases.
Polaris Sales Inc. -| -|-| " 3j0q

GENERAL INFORMATION
Service Tips
In order to perform service work efficiently and to prevent costly errors, the technician should begin by reading the
text in this manual to become familiar with procedures before beginning. Pictures and illustrations have been
included with the text as an aid. Notes, cautions and warnings have also been included for clarification of text and
safety concerns. However, a knowledge of mechanical theory, tool use, and shop procedures is necessary to
perform the service work safely and satisfactorily. Use only genuine Polaris service parts.
nS Cleanliness of parts and tools as well as the work area is of primary importance. Dirt and foreign matter will act
as an abrasive and cause damage to precision parts. Clean the vehicle before beginning service. Clean new parts
before installing.
As Watch for sharp edges which can cause personal injury. Protect hands with gloves when working with sharp
components.
A± If difficulty is encountered in removing or installing a component, look to see if a cause for the difficulty can be
found. If it is necessary to tap the part into place, use a soft face hammer and tap lightly.
nS Some of the fasteners were installed with locking agents. Use of impact drivers or wrenches will help avoid
damage to fasteners.
/K Always follow torque specifications as outlined throughout this manual. Incorrect torquing may lead to serious
machine damage or, as in the case of steering components, can result in injury or death for the rider(s).
nS If a torquing sequence is indicated for nuts, bolts or screws, start all fasteners in their holes and hand tighten.
Then, following the method and sequence indicated in this manual, tighten evenly to the specified torque value.
When removing nuts, bolts or screws from a part with several fasteners, loosen them all about 1/4 turn before
removing them.
^ If the condition of any gasket or O-Ring is in question, replace it with a new one. Be sure the mating surfaces
around the gasket are clean and smooth in order to avoid leaks.
iK Some procedures will require removal of retaining rings or clips. Because removal weakens and deforms
these parts, they should always be replaced with new parts. When installing new retaining rings and clips use care
not to expand or compress them beyond what is required for installation.
nS Because removal damages seals, replace any oil or grease seals removed with new parts. A suitable driver
should be used when installing a new seal to prevent distortion or damage.
/K Polaris recommends the use of Polaris lubricants and greases, which have been specially formulated for the
top performance and best protection of our machines. In some applications, such as the engine, warranty
coverage may become void if other brands are substituted.
/K Grease should be cleaned from parts and fresh grease applied before reassembly of components.
Deteriorating grease loses lubricity and may contain abrasive foreign matter.
lK Whenever installing batteries, care should be taken to avoid the possibility of explosion resulting in serious
burns. Always connect the positive (red) cable first and the negative (black) cable last. When working with
batteries, always wear safety glasses or a face shield and protective gloves. Battery electrolyte contains sulfuric
acid and is poisonous! Serious burns can result from contact with the skin, eyes or clothing. ANTIDOTE: External
- Flush with water. Internal - Drink large quantities of water or milk. Follow with milk of magnesia, beaten egg, or
vegetable oil. Call physician immediately. Eyes - Flush with water for 15 minutes and get prompt medical
attention.

CHAPTER 2
MAINTENANCE/TUNE UP
Maintenance Schedule 2.1 -2.2
Recommended Lubricants / Products 2.3
Lubrication of Components 2.4-2.7
Electrical Maintenance 2.8-2.11
Engine Maintenance 2.12 - 2.18
Cable Adjustments 2.19 - 2.25
Fuel System Maintenance 2.25 - 2.29
Cooling System Maintenance 2.30 - 2.31
Storage 2.30 - 2.32
Cleaning 2.33
Bilge System 2.34
MFD / MFI Gauges 2.35
Submerged Engine 2.36
Pump / Impeller Maintenance 2.37
Hull / Deck Maintenance 2.38 ■ 2.39
Troubleshooting 2.40 - 2.45

MAINTENANCE/TUNE UP
Maintenance Schedule
Periodic Maintenance Schedule
NOTE: Maintenance intervals are based upon average operating conditions. Watercraft operated in saltwater
require daily corrosion protection and engine flushing, and more frequent maintenance and lubrication.
* Perform every 15 hrs. or one month when operated in salt water. **Perform daily when operated in salt water.
***Bonded rubber couplers-Pre-Season (Annually), 100 hrs, or when pump is disassembled for maintenance.
****Genesis FFI™ water separating filter requires no periodic maintenance.
CD Replace pop-off valve, spring, and seals every 100 hours only (not every 6 months).
[2] Replace water separator filter element and o-ring every 100 hours only (not every 6 months).
Q Replace inlet and outlet hoses and clamps every 100 hours only.
Polaris Sales Inc. 2.1 3/00

MAINTENANCE/TUNE UP
Maintenance Schedule
Periodic Maintenance Schedule

NOTE: Maintenance intervals are based upon average operating conditions. Watercraft operated in saltwater
require daily corrosion protection and engine flushing, and more frequent maintenance and lubrication.
Fogging kits should be added to all Polaris watercraft. The engine should be fogged if the PWC will not be used for
more than 48 hours.
* Perform every 15 hrs. or one month when operated in salt water. **Perform daily when operated in salt water.
***Bonded rubber couplers-Pre-Season (Annually), 100 hrs, or when pump is disassembled for maintenance.
Q] Replace pop-off valve, spring, and seals
EJReplace water separator filter element and o-ring
KEY
l=lnspect, adjust, service, or replace if necessary A=Adjust C=Clean R=Replace item
L=Lubricate with recommended lubricant
After washing the engine compartment of the watercraft, protect the metal components with a heavy duty siiicone
based spray lube or other non-flammable metal protectant. Do not use flammable sprays or protectants in the
engine compartment. Do not use petroleum based protectants or lubricants in the engine compartment, as most
are flammable and also may deteriorate rubber components.
Engine Break-In
Carbureted Models: Breaking in a new engine is critical! All Polaris watercraft utilize oil injection, however,you
must add oil to the fuel in the fuel tank for the first tank of fuel only. Mix Polaris Premium 2 cycle oil, or Polaris
Premium Gold Synthetic oil with the first tank of fuel at a 40:1 ratio. After the first tank of fuel/oil mixture is gone,
fill fuel tank with recommended octane fuel only. After any repair where pistons, piston rings, cylinders, or crank
shafts are replaced, the first tank of fuel must be mixed with oil in the above fashion.
FF1™ Models: It is not necessary to mix the first tank of fuel with oil. The FFI ™ system utilizes a fuel injector
for each cylinder, therefore, fuel by itself does not enter any part of the crankcase. Oil is injected into the crank-
case via an oil pump and check valves on the throttle bodies. The extra oil that would be added to the fuel tank
would be passed through the fuel injectors and would not reach internal engine parts.
ss ** -. Si ^--J--^ %>vrt^ ji N <-M"*i^ t^'V/'Jifi iV^ '"^-- "■ ' *■' ■'■" ^ w^
SSSi

MAINTENANCE/TUNE UP
Recommended Lubricants/Maintenance Products
As with all watercraft, proper lubrication and corrosion protection are necessary to maintain performance and en
sure years of trouble free service. Use the recommended lubricant for each component as indicated in the chart
below.

MAINTENANCE/TUNE UP
Lubrication
Throttle Cable And Choke Cable
Lubricate the inner throttle cable and choke cable. Choke
1. Depress throttle lever and apply lube onto cable.
2. Push and release throttle several times to work

lubricant down cable.
NOTE: Cable seals can be moved to allow oil into the

cable. Make sure seals are put back in proper location
Oil Pump
after oiling.
Cable
Throttle //
Cable

MAINTENANCE/TUNE UP
Lubrication
Steering Cable
Lubricate steering cable joints on steering nozzle end

and steering post end.
1. Expose inner cable and apply lube.
NOTE: Cable seals can be moved to allow oil into the

cable. Make sure seals are put back in proper location
after oiling.
Steering (Handlebar) Pivot Shaft
Lubricate handle pivot shaft and bushing using Polaris

Premium Marine Grease.
Steering Nozzle Pivot / Reverse Gate
Lubricate steering nozzle pivot and reverse gate with

grease.
Reverse Cable Lubrication
Lubricate reverse cable at both ends.
Polaris Sales Inc. 2.5 3100

MAINTENANCE/TUNE UP
Lubrication
Seat Latch And Hooks
Grease locking mechanism of seat latch at rear of seat

opening(s).
Throttle and Choke Shaft
Grease springs, exposed portions of cable, idle stop

Keihin Choke Cable
screw, and throttle and choke shafts at carburetor.
Shaft
NOTE: Grease often if used in salt water.
il Pump
Cable
Idle Speed Grease

Throttle
Screw Shaft
Carburetor and Oil Injection Pump
Grease springs, exposed portions of cable, and shafts

at carburetor.
NOTE: Grease often if used in salt water.

MAINTENANCE/TUNE UP
Lubrication
Drive Shaft Lubrication
A WARNING
The plastic driveshaft shroud is designed to protect you from dangerous moving parts. It must be rotated out of
the way to lubricate the driveshaft coupler. Follow the instructions below in order to avoid persona/ injury.
Grease drive shaft coupler and bearing housing anytime water in the craft has been at or above the coupler level
to avoid damage to these parts. Lubrication after every 25 hours of operation is also recommended.
All Season Grease (14oz.) PN 2871423

Alt^son Qtea# #<«>); PN 2871322
Bonded Rubber Coupler and Solid Coupler

Driveshaft splines should be lubricated during pre-sea-
Lubricate
son maintenance, every 100 hours, or when pump is dis
O-ring and
assembled. Sealing O-rings at impeller end and inside
Splines
coupler should be inspected and replaced if worn or
damaged. Refer to Final Drive section for driveshaft re
Bonded
moval procedure. Use Premium All Season Grease.
Rubber
Coupler
Front of Watercraft
Shroud
Forward
Shroud -
Grease Rotate 180°
Coupler Boot
Lubricate
O-ring and
Splines
Shroud Clamp
(Loosen) Bonded
Driveshaft Coupler (Solid-PRO 1200) Rubber
Coupler
Genesis
Shroud
Forward Models
Bearing Housing
Using a grease gun with a needle tip adaptor (PN
2871174) lubricate bearing housing at grease fitting until
grease purges past seals.

MAINTENANCE/TUNE UP
Electrical
Electrical Connections
Apply Nyogel™ grease to battery posts and exposed cable connections.

Inspect electrical box for moisture, check wire sealing grommets, and apply Nyogel™ grease to terminal board
connections.
Terminal Board
Terminal Board - (MFD) Terminal Board - (MFI)
O O O o o
O)
o lOR/BLK
GRN/W AGW 3
BLU/f W/BLK R PUR Y/R
0LU eiu/w
AGC i/4 BLK/T
R/PUR R/PUR BLKH
O o
3/00 2.8 Po/ar/s Sa/es /nc.

MAINTENANCE/TUNE UP
Electrical
Battery Safety
When removing and installing the battery, or when performing battery maintenance always heed the following
warnings and cautions:
A WARNING
Battery electrolyte is poisonous. It contains sulfuric acid. Serious burns can result from contact with the skin
eyes or clothing.
Antidote:
EXTERNAL - Flush with water.
INTERNAL - Drink large quantities of water or milk. Follow with milk of magnesia, beaten egg or vegeta
ble oil. Call a physician immediately.
EYES - Flush with water for 15 minutes and get prompt medical attention.
Batteries produce explosive gases. Keep sparks, flame, cigarettes, etc. away. Ventilate when charging
or using in closed space. Always shield eyes when working near batteries. KEEP OUT OF THE REACH
OF CHILDREN.
The battery must be removed from the watercraft for maintenance and charging. Battery electrolyte may spill
and damage the watercraft.
A WARNING
Always disconnect the black (negative) cable first. Electrolyte or fuel vapors may be present in the engine compart
ment and a spark could ignite them which could cause personal injury. When re-installing battery connect black (nega
tive) cable last.
Whenever installing batteries, care should be taken to avoid the possibility of explosion resulting in serious burns.
Always connect the positive (red) cable first and the negative (black) cable last. When working with batteries,
always wear safety glasses or a face shield and protective gloves. Battery electrolyte contains sulfuric acid and is
poisonous! Serious burns can result from contact with the skin, eyes or clothing. ANTIDOTE: External - Flush
with water. Internal - Drink large quantities of water or milk. Follow with milk of magnesia, beaten egg, or
vegetable oil. Call physician immediately. Eyes - Flush with water for 15 minutes and get prompt medical
attention.
Battery Removal
1. Remove straps or bar holding electrical box and battery
in position.
2. Remove cover from top of battery.
3. Remove battery vent tube from battery.
4. Disconnect black (negative) battery cable first.
5. Disconnect red (positive) battery cable next.
6. Lift battery out of watercraft, being careful not to tip it

sideways and spill any electrolyte.
Battery electrolyte can damage the watercraft finish if

spilled. If an electrolyte spill occurs, apply a generous
amount of baking soda to the area and then rinse with fresh
water.

MAINTENANCE/TUNE UP
Electrical
Replenishing Battery Fluid

The fluid level should be kept between the upper and low
er level marks.
To refill use only distilled water. Tap water contains miner

Maintain
als which are harmful to a battery.
Between
Battery Connections Upper and
Lower Level
Battery terminals and connections should be kept free of Marks
corrosion. If cleaning is necessary, remove the corrosion
with a stiff wire brush. Wash thoroughly with a solution
of baking soda and water (one tablespoon of baking soda
to one cup of water). Rinse well with tap water and dry
off with clean shop cloths. Coat the terminals and termi
nal bolts with Nyogel™ grease.
Battery Charging
The battery must be removed from the watercraft for

maintenance and charging. Battery electrolyte may spill
and damage the watercraft.
Always disconnect the black (negative) cable first. Electrolyte or fuel vapors may be present in the engine compart
ment and a spark could ignite them which could cause personal injury. When re-installing battery connect black (nega
tive) cable last.
A WARNING
Keep the battery away from sparks and open flames during charging because the battery gives off gases which
are explosive. If you smell fuel do not attempt to charge the battery. When using a battery charger connect the
battery to the charger before turning on the charger. This prevents the possibility of sparks at the terminals which
could ignite the battery gases. Do not connect charger cables to the battery unless the charger is unplugged.
1. Remove caps from cells. Add distilled water if necessary to bring electrolyte up to proper level.
2. Connect battery to a charger. Set charging rate at 1.9 amps (maximum) and charge battery for ten hours.
During charging, if the electrolyte temperature rises above 115°F (45°C) or if battery feels hot when touched, re
duce the charging rate to lower the temperature and increase the charging time.
3. After battery is charged, check fluid level. If it has dropped add distilled water to bring electrolyte up to proper
level.
4. Check results of charging. The specific gravity of each cell must be 1.270 at room temperature. The voltage
should be 14.5 -15.5 V during charging; 12.2 -12.8 V after charging.

MAINTENANCE/TUNE UP
Electrical
Battery Installation
WARNING
Always connect battery cables in the order specified. Red (positive) cable first, black (negative) cable last.
1. Install battery in its holder.
2. Install battery vent tube. It must be free from kinks,

obstructions, or restrictions and securely installed.
If not, battery gases could accumulate and cause an
explosion. Avoid skin contact with electrolyte,
severe burns could result.
3. Apply Nyogel ™ grease to each cable bolt.
4. First, connect and tighten red (positive) cable.
5. Second, connect and tighten black (negative) cable.
6. Apply dielectric grease to each cable end and to terminal post area.
7. Reinstall battery cover and electrical box over battery and reconnect straps.
8. Verify that cables are properly routed.
9. Verify that vent hose is not kinked.
Battery Storage
1. Remove battery. Clean casing and terminals with baking soda and water (one tablespoon of baking soda to
one cup water). Apply dielectric grease to battery terminals and all exposed cable connectors.
2. Top off battery with distilled water and charge to a specific gravity of 1.270 (test each cell). Recharge monthly
as required to prevent battery discharge, sulfation, and freezing.
3. Store battery in a cool, dry place out of direct sunlight.
Circuit Breaker
The electrical system is protected with a 15A circuit

breaker. In order to reset the circuit breaker, locate and Electrical Box
push the reset button on top of the electrical box.
"Push to Reset"
Decal
Reset Button

MAINTENANCE/TUNE UP
Engine
Engine Mounts
Check tightness of all engine mounts including bolts that secure mounting plate to engine. Inspect rubber mounts
for cracks. Tighten or replace if necessary. Always replace engine mounts when engine is removed for service.
Compression Test
A compression test is a good indicator of engine condition. For accurate readings, use a high quality gauge and
make sure the battery is in good condition and fully charged.
Compression Gauge PN 2870852
A WARNING
The spark plug high tension leads must be securely grounded to the engine block to prevent a spark which may
ignite fuel or fumes, causing a fire or explosion.
1. Remove all spark plug high tension leads and

connect securely to ground on engine block.
2. Remove all spark plugs and install compression

gauge in cylinder to be tested.
3. Using the starter motor, turn engine over with

throttle wide open until a maximum reading is
obtained (approximately 3-5 seconds). Record
reading.
4. Repeat for the other cylinders and compare to each

other cylinder. All readings must be within 5% of
each other.
Compression (Open Throttle at Sea Level)
Standard -120-*50 $&/$ty in
Service JLIijti^; '* tâ^than 5%

variance between cylinders.
Spark Plugs
1. Disconnect high tension leads and remove spark

plugs. See page 7.1 for spark plug applications. Important! Use Only Resistor Spark Plugs
2. Inspect electrodes for wear, carbon buildup, or
fouling (wet oily residue). Replace plugs if edges of
electrodes are rounded or eroded.
Severe engine damage may occur if the incorrect spark

plug is used. Refer to Electrical section for spark plug
type. .024 - .028" (.6 - .7 mm, Non-FFI™.)
FFI™ .32" (.8mm)
3. Clean with electrical contact cleaner or a glass bead
spark plug cleaner only. A wire brush or coated
abrasive should not be used.

MAINTENANCE/TUNE UP
Engine
Spark Plugs
4. Measure gap with a wire gauge. Recommended

spark plug gap is .024 - .028" (.6 - .7 mm), or .32"
(.08mm) on FFI™ models. Adjust if necessary by
bending the side electrode carefully.
5. Coat spark plug threads with a small amount of

anti-seize compound.
6. Install spark plug and torque to specifications.
7. Make sure spark plug caps are screwed completely

onto end of plug wire.
8. Apply a small amount of Nyogel ™ grease to inside of

plug caps and install.
Ignition Timing Specifications

Refer to Electrical Section for ignition timing adjustment procedure and timing chart.

MAINTENANCEATUNE UP
Engine
Cylinder Head Re-Torque
With engine at room temperature (68° F or 20° C), re-

torque cylinder heads in a criss-cross pattern de
scribed in the Engine Section.
Cylinder Base Gasket Re-Torque

torque cylinder base nuts following the pattern de
scribed in the Engine Section.
Exhaust Manifold
torque exhaust manifold bolts following torque pattern
shown in Engine section.

MAINTENANCE/TUNE UP
Engine
Exhaust Cooling Orifice/Screen Cleaning
The exhaust pipe rubber hoses and muffler are cooled by injecting a small amount of water through an orifice from
the main cooling system into the exhaust stream. The orifice and screen should be inspected and cleaned periodically
to ensure proper cooling of the exhaust muffler and connector hoses. Be sure hoses are not restricted (kinked or
collapsed internally).
Do not enlarge the orifice or a decrease in per

formance will result.
1. Loosen clamp connecting hose to fitting and
remove line.
2. Using a deep well 9/16" socket or flare nut

wrench, remove fitting from exhaust
manifold. Inspect fitting for debris or
restriction and clean if necessary.
3. Inspect and clean orifice and screen.
4. Apply pipe thread sealant to threads of
fitting and re-install. Tighten securely.
5. Re-install air bypass hose and tighten
clamp.
Orifice Size:
Orifice
Pro 1200.SLX.
Fitting
Virage TX:
.070" (1.8mm)
If particles are inside Exhaust Pipe

screen, replace fitting
Exhaust
1 1 t Orifice Pipe
Welding
Wdh
Tip Cleaner
Orifice Size:
Periodic inspection
and cleaning of this
Genesis. Genesis
FFI®: screen is required
.090" (2.3mm) for proper cooling
performance.
If particles are inside

screen, replace fitting
Flow
Wdlding
Tip Cleaner

MAINTENANCE/TUNE UP
Engine
Thermostat/Pop Off Valve Cleaning (FFI™ Watercraft)

If low end performance of the watercraft begins to deteriorate, and the jet pump intake area is free of debris and
weeds; or if the overheat alarm sounds, the thermostat pop off assembly should be checked for debris and
cleaned. Inspect the thermostat pop off assembly if the watercraft has been stored for more than 30 days or has
been used in salt water.
CAUTION:
Note the location of all parts when cleaning the thermostat/popoff valve assembly. Be sure all parts are positioned
correctly during reassembly, or severe engine damage will result within a very short period of operation. Do not
perform this maintenance while the watercraft is in the water. The thermostat pop off assembly is under tension
from an internal spring. When the screws are removed, the assembly will come apart quickly if not held together
firmly.
1. Using a 3/16" (.5 cm) hexagonal wrench and a flat

screwdriver, remove screws while holding
thermostat pop off assembly firmly together.
Carefully take assembly apart. Be careful npt to
lose any parts.
2. Inspect thermostat pop off assembly for debris,

such as sand or seaweed, and clean thoroughly
with water. Inspect pop off valve for wear. See III. 1.
3. Inspect condition of gaskets and rubber parts.

Replace any parts that appear cracked, damaged,
or distorted.
4. Inspect thermostat and housing for corrosion.

Visually inspect thermostat for damage or
distortion. It should be closed at room temperature.
5. Apply Loctite 242 (Blue) to bolts. Carefully Internal Pop-off Valve x

assemble thermostat pop off assembly in the (Longer End Towards n
correct sequence. Verify proper alignment of all Engine) \ ^
parts and gasket/O-ring during assembly. The
arrow in the illustration indicates the direction of
Valve Spring Gasket
water flow (away from engine). See III. 2.
Thermostat
Thermostat
Base
Gagftet

MAINTENANCE/TUNE UP
Engine
Idle Speed
NOTE: Idle speed is not adjustable on Genesis FFI (see page 3.40)
1. Connect a tachometer according to the

manufacturer's instructions.
2. With craft in the water or test tank, start engine

and let it idle.
3. Adjust idle speed to specifications by turning the

idle speed screw in (clockwise) to increase or out
(counterclockwise) to decrease idle speed.
4. Check throttle cable free play and oil pump

. adjustment and adjust if necessary.
Idle Speed - In Water
1350 ± 100 BPM
Throttle Lever Freeplay
1. Start engine and adjust idle speed to specifications.

Stop engine.
2. Adjust throttle lever freeplay to specifications by

loosening locknut and turning cable adjuster.
3. Adjust oil pump cable as outlined on page 2.18.

Check tightness of oil pump fasteners.
Throttle Lever Freeplay
.020-.060"(.5-1.5 rtjm)
.020-.060" (.5-1.5 mm)
OR
.020-.060" (.5-1.5 mm)

MAINTENANCE/TUNE UP
Engine
Oil Filter
The oil filter is located in-line between the oil tank and the oil pump on all models. The in-line oil filter is a special
type and must not be substituted. Replace the oil filter annually or whenever water or debris has entered the oil
tank. Do not attempt to clean this filter.
1. Cut cable tie straps, or remove clamps, securing

lines to filter.
2. Remove lines and replace filter with arrow pointing

in direction of oil flow (towards pump).
3. Install new cable tie straps, or reinstall clamps, on

each line and check for leaks.
Oil Pump Adjustment
NOTE: Adjust idle speed and throttle lever freeplay be

fore performing oil pump adjustment.
1. Inspect mark on oil pump lever and index mark on oil

pump body. The marks should align with throttle
released (idle speed). The lever should move
immediately when the throttle is opened slightly.
2. If marks are not aligned, loosen cable adjuster nuts

and adjust until marks are aligned.
3. Tighten nuts securely and recheck adjustment.

MAINTENANCE/TUNE UP
Cable Adjustments
Throttle Cable Inspection/Adjustment
Cable Inspection
1. Check for smooth throttle opening and closing in all

handlebar positions. Throttle operation should be Throttle Lever Free Play
smooth and lever must return freely without binding.
2. Inspect cable for proper routing, kinks, or damage.
3. Inspect both ends of cable and replace if frayed, kinked

or damaged.
Cable Adjustment - SLX / Pro 1200
Adjustments are made by turning the lock nuts at the carbu

retor and then fine tuning at the throttle block adjuster bolt. .020 -.060" (.5 -1.5 mm)
1. Set idle speed to specifications. See idle speed

adjustment, page 2.17.
2. Measure throttle lever free play between lever block and .020-.060" (.5-1.5 mm)
lever as shown in III. 1.
11.1.
3. To adjust, loosen lock nut on upper throttle cable

adjuster. Turn adjuster in (clockwise) to increase or out
(counterclockwise) to decrease free play.
4. Tighten lock nut securely when adjustment is complete.
5. Start engine and turn handlebars to left and right

through entire turning range. If engine RPM increases
re-check cable condition, routing, and lever free play,
and correct or adjust as necessary.
Adjuster Lock Nut
Cable Adjustment - Virage TX / Genesis / FFI™
1. Set idle speed to specifications. See idle speed

2. Measure throttle lever freeplay between the lever block

and lever as shown in III. 1.
3. To adjust, loosen lock on cable. Turn adjuster in

(clockwise) to increase or out (counterclockwise to
decrease free play. Tighten lock when adjustment is
complete.
Never operate the engine for more than 15 seconds without

cooling water. Severe engine damage may occur from over
heating.

MAINTENANCE/TUNE UP
Cable Adjustments
Choke Cable Inspection
Cable Inspection
1. Choke operation should be smooth when opening and

closing.
2. Inspect cable for proper routing, kinks, or damage and

replace if necessary.
Choke Cable Adjustment - SLX / Pro 1200
Choke Lever
1. Adjust choke cable by loosening lock nuts at carburetor

and moving cable up or down in holder until lever has Choke Off
specified free play. Remove air intake cover and
observe choke plate position. The choke plate(s) in
carburetor(s) must close completely when choke is fully
Choke Applied
on, and be completely vertical when the knob or lever is
returned to the off position.
2. Tighten nuts securely and re-check lever free play. Turn

bars from full left to full right through entire range of
motion and verify that at least the minimum lever play is
present in all handlebar positions. Be sure cable is
routed properly through the handlebar pad and down
the steering post.
Choke Cable Adjustment - Virage TX / Genesis / FFI
1. Adjust choke cable by loosening lock nut on cable.

Turning the adjuster in (clockwise) increases choke
lever freeplay. Turning the adjuster out
(counterclockwise) decreases choke lever freeplay.
Choke Lever Free Play
1/8-1/4" (3-6mm)

MAINTENANCE/TUNE UP
Cable Adjustments
Steering Cable Inspection
Cable Inspection
1. Check handlebars for free movement throughout their

full range. Visually inspect steering control cable for
damage. Check cable ends for damage.
2. Make sure cable is routed and secured properly.

Inspect fasteners at ends of cable and re-torque.
Inspect steering nozzle bolts and bushings for wear.

MAINTENANCEn"UNE UP
Cable Adjustments
Steering Cable Adjustment
Insert drill bit or dowel into hole to lock

1. Open front door compartment on watercraft. Open
steerina in center position.
tool kit panel in order to access steering assembly.
2. Locate hole at the base of the steering shaft mount.

Align handlebars so that the hole in the steering
shaft aligns with the hole in the mount. Insert a 1/8"
dowel or drill bit into locking hole. The handlebars
are now locked in.
3. Place a straight edge across horizontal center line

of steering nozzle or trim nozzle. NOTE: The trim Rear View Of Pump Nozzle
nozzle mounting bolts can be used as a reference
for the center line on models with Quick Trim.
See III. 2.
Place straight edge across horizontal

center line of steering nozzle or trim
nozzle.
III. 2
4. Measure distance from straight edge to hull on left

and right side. Be sure to measure at right angles to Straight Edge
the straight edge and at equal distances from the
nozzle. The distance at "X" should be equal when
handlebars are straight.
See III. 3.
Distance should be equal at "X"

MAINTENANCE/TUNE UP
Cable Adjustments
Alternate Method Of Measuring Nozzle
Following is an alternate method for checking nozzle

centering.
Rear View Of Pump Nozzle
1. Perform steps 1 and 2 on page NO TAG to center
handlebars.
2. Measure distance from rear-most edge of steering

nozzle (or trim nozzle) to stationary pump nozzle
(extension housing) with a 6" steel rule or a vernier
caliper. Measure at the same point on both left and
right sides along horizontal center line. The
distance should be equal. See III. 1.
Measure on horizontal center line from

rear of steering or trim nozzle to station
ary nozzle. Distance should be equal.
11.1
Adjustment Procedure
1. Minor adjustments can be made using the steering

cable rod end(s). Loosen jam nut on rod end(s).
Remove end from top of steering nozzle. Turn rod
end in or out to adjust. Reinstall rod end, apply
Loctite 242 (Blue) and tighten bolt to specifications.
See III. 2.
The cable must be threaded into the rod end a minimum

of 3/8" (1 Omm). Do not attempt major adjustments with
the rod ends.

MAINTENANCE/TUNE UP
Cable Adjustments
Adjustment Procedure Cont.
2. Apply Loctite 242 (Blue) to threads of cable and

securely tighten jam nut with rod end positioned
parallel to mounting surface. See III. 1 and 2.
Cable
threads
Minimum thread engagement:

2 3/8" (10mm).
3. Use main cable adjuster nuts to make major

adjustments. Adjuster nuts are located at forward
end of cable near steering pod. Open front
compartment and remove storage tray for access to
bottom nut. See III. 3.
4. Using two 11/16" open end wrenches, hold one nut

and loosen the other. Lengthen or shorten cable to
adjust nozzle centering. Tighten cable nuts
securely after adjustment is complete.
5. Turn handlebars to left and right through entire

steering range. The bars should move freely and Use main cable nuts
smoothly without binding. If resistance or binding is for major adjustments
evident check rod end positioning, cable condition, Tighten securely.
and routing to locate and correct the cause.

MAINTENANCE/TUNE UP
Cable Adjustment/Fuel System
Reverse Cable Adjustment
The reverse cable does not require periodic adjustment.

If the reverse linkage does not function properly, inspect
the cable for damage. Inspect all linkage, fasteners,
brackets, and pivots for wear or damage. When a new
cable is installed the cable must be adjusted.
1. Place reverse shift lever in reverse position.
2. Loosen cable adjuster nuts.
3. Adjust cable until reverse gate locating collars

engage fully into reverse actuator locating slot when
slight upward pressure is applied to reverse gate.
Reverse gate must float in the notch and should not
be forced in.
4. Check gate locking by pulling up on gate when in

down position.
5. Move shift lever to forward position. Reverse gate

must be above water stream.
6. Tighten adjuster nuts securely.
7. Seal the cable threads and adjuster nuts with

marine grade silicone sealant (PN 8560054) and
tighten securely. Allow sealant to cure fully before
operating craft.
Carb Air Intake
1. Remove carburetor air intake cover.

Torque Properly -
2. Inspect element for damage or debris. Refer to Engines
Section
3. Clean with hot water and mild detergent, or replace
element. Rinse thoroughly in clear water.
4. Dry completely and reinstall parts. Torque cover bolt to

specifications found in Engine section.
Element

MAINTENANCE/TUNE UP
Fuel System
Gasoline Safety
A WARNING
Gasoline is highly flammable and explosive under certain conditions.

Always exercise extreme caution whenever handling gasoline.
Always refuel with the engine stopped and outdoors or in a well ventilated area.
Do not smoke or allow open flames or sparks in or near the area where refueling is performed or where
gasoline is stored.
Do not over fill the tank. (Do not fill the tank neck.)
If you get gasoline on your skin or clothing, immediately wash it off with soap and water and change
clothing.
Never start the engine or let it run in an enclosed area. Gasoline powered engine exhaust fumes are
poisonous and can cause loss of consciousness and death in a short time.
Shut off fuel valve (if applicable) whenever the watercraft is stored, parked, or transported.
. When working on any part of the fuel system on DFI models, disconnect battery ground cable.
Water Separating Filter - Genesis FFI : See Carburetor and Fuel System, Chapter 3.
Fuel/Water Separator
The fuel/water separator should be checked daily and/or

whenever refueling. 1"-2" (2.5-5 cm) of water depth in
water trap can cause the engine to run poorly due to re
stricted fuel flow. If water trap fills quickly, check for water
in the fuel tank.
A WARNING
Gasoline is extremely flammable and explosive under

certain conditions. Do not smoke or allow flames or
sparks in the work area. Be sure the work area is well
ventilated. See gasoline handling warnings found above.
Failure to heed these warnings may result in serious inju Full Level (not
Water Level
ry or death. marked on bowl)
Float
1. Visually inspect bowl for water collected at bottom of Filter Restricts

bowl. Movement
Shut off fuel
NOTE: If water is present it will appear as a clear liquid valve before
at the bottom of the bowl. Water traps include a filter to removing!
improve water separation, and a colored float to indicate
water level. The maximum travel of the float is to the
base of the filter, or approximately one half the depth of
the bowl. Empty bowl if float appears to be off the bottom.
A WARNING
If equipped with fuel valve, turn valve to "OFF" position before removing bowl.
For models without fuel valve, make sure battery ground cable is disconnected.

MAINTENANCE/TUNE UP
Fuel System
IMPORTANT!
2. Turn off fuel valve (if applicable) or remove battery

ground cable.
3. Wrap a shop towel around top of bowl.
4. Remove bowl slowly by turning counterclockwise.

Take care not to spill fuel while removing. Wipe up
spills immediately with a shop cloth. Dispose of fuel
properly and follow all gasoline handling precautions
found on page 2.26.
5. Clean and inspect all parts. Replace O-rings if worn,

damaged or deteriorated. Install O-ring on bowl.
6. Reinstall separator bowl taking care that the O-Ring is

not damaged and in the proper place.
7. Hand tighten securely. Turn fuel valve on, start engine

momentarily and check carefully for fuel leaks around
bowl.
Never operate the engine for more than 15 seconds with

out cooling water. Severe engine damage may occur from
overheating.

MAINTENANCE/TUNE UP
Fuel System
Fuel Lines/Vent Lines
1. Check fuel lines and vent lines for signs of wear,

deterioration, damage or leakage. Replace if
necessary. Insure that clamps are tight.
2. Be sure all lines are routed properly and secured with

cable ties away from any moving parts.
Make sure lines are not kinked or pinched.
Fuel Filter
The fuel filter should be replaced annually or whenever

sediment is visible in the filter.
Arrow Indicates
Direction of Flow
1. Loosen line clamps at both ends of filter.
2. Remove fuel lines from filter.
3. Install new filter with arrow pointed in direction of fuel

flow.
4. Re-install and tighten clamps on fuel line.
5. Start engine and inspect for leaks.
Never operate the engine for more than 15 seconds with

out cooling water. Severe engine damage may occur from
overheating.
Water Separating Filter - Genesis FFI™
The water separating filter on the Genesis FFI ™ requires

no maintenance.

MAINTENANCE/TUNE UP
Fuel System
Carburetor Adjustments
DO NOT attempt to perform carburetor adjustments with the engine attached to a flush kit or inaccurate adjust
ment will result. Idle speed and low speed mixture screw adjustments should only be performed in a test tank
or in the water while secured to a trailer or dock. See carburetion section before making any adjustments to the
mixture screws.
Idle Speed
NOTE: Idle speed is not adjustable on Genesis FFI™ (see page 3.40)
1. Adjust idle speed to specifications.
2. Start engine and warm to operating temperature in a

test tank or with the craft safely secured to a trailer or
dock.
3. Install tachometer to one of the spark plug high

tension leads. Adjust idle speed to specified RPM by
turning idle speed screw clockwise (to increase) or Keihin
Idle Speed Screw Carburetor
counterclockwise (to decrease) speed.
Idle Speed (in Water):

1350 +10P RPM
Digital Tachometer
PET 2500 PN 8712500
PET2100 PN 8712100
Carburetor / Throttle Body Synchronization
See Carburetor chapter (Chapter 3) for carburetor and throttle body synchronization.

MAINTENANCE/TUNE UP
Cooling System Maintenance/Storage
Cooling System Flushing and Salt Water Maintenance
Flushing the cooling system with fresh water is necessary to neutralize the corroding effects of salt water or water
with impurities like silt, sand, alkali, and other particles as well as to flush out other residue left in the passages
of the watercraft cooling system.
Flush water passages when the watercraft is not going to be ridden again that day or if the watercraft is expected
to be stored for an extended time.
Always follow the recommended flushing procedure below when flushing the watercraft cooling system to avoid
engine damage.
Never flush a hot engine. Severe engine damage could result.
Do not flush engine with engine turned off. Water will fill engine and severe engine damage may result.
A WARNING
Do not touch any electrical part or driveshaft component when the engine is running. Severe personal injury or
death could result.
Flushing Procedure
Use Flush Kit PN 2871443
1. Attach garden hose to Female Coupler/Hose

attachment.
2. Snap the male and female coupler together. Do not

turn on water yet.
3. Start engine and immediately (within 10 seconds) open

water tap.
4. Rev the engine intermittently for one minute to

completely flush cooling system.
5. Turn off water tap.
6. When all water has exited the cooling system, turn off
the watercraft engine. NOTE: This step should not
take longer than 10 seconds.
7. Press button on female coupler/hose attachment to

separate from male coupler.
8. Wipe off any water which may have spilled on engine.
9. Perform corrosion prevention steps and fog engine.
External Engine Corrosion Prevention
After flushing the engine for off-season storage or after

salt water use, rinse external engine surfaces with
freshwater, dry thoroughly and spray all metal compo
nents in the engine compartment with a non-flammable
lubricating type rust inhibitor.

MAINTENANCE/TUNE UP
Cooling System Maintenance/Storage
Off Season Storage Procedures
NOTE: Genesis FFI™ models use the same off season storage procedures as all Polaris watercraft, however,
because the EMM and stator housing used on the FFI™ are water-cooled, it is recommended that the Genesis
FFI ™ is stored between 0° and 10° noseup. With the nose level or upright, water inside the EMM and stator hous
ing will drain from the watercraft.
When the craft will not be operated for periods greater than 30 days, the following maintenance items should be
performed:
• Fuel System Storage

• Flush Engine
• Fog Engine
• Drain Engine/Freeze Protection
• Corrosion Protection
• Battery Storage
• Complete Lubrication
• Cleaning Hull Interior and Exterior
Engine Draining
Engine draining is automatic. You will, however, need to make sure the exhaust system is drained. To do so, start
and briefly rev up engine. This will remove enough water from the exhaust system to prevent any damage from
freezing. For off season storage, remove water hose going to exhaust manifold to allow engine to drain
completely.
Fuel System Storage
Top off the fuel tank with fresh fuel and add fuel conditioner/stabilizer. It is recommended that the craft be operated
for approximately 10-15 minutes after stabilizing fuel to ensure treated fuel reaches the entire fuel system and
all components. Follow the directions on the container for recommended amount to add for long term storage.
On models equipped with a fuel/water separator, drain any water present in the bowl before storage.
Polaris Premium Carbon Clean

Fuel System Additive
PN 2871326
NOTE: Using a fuel stabilizer and topping off the fuel tank eliminates the need to drain the fue\ system.
If you prefer to drain the fuel tank, refer to fuel handling warnings on page 2.26 and use the following procedure:
1. Drain fuel tank with a siphon or pump and inspect fuel/water separator. Drain if necessary.
2. Leave fuel cap loose to prevent condensation from forming in fuel tank.

MAINTENANCEmJNE UP
Fuel System Storage/Engine Fogging
Engine Fogging Procedure - AH Models
Failure to perform the following preventive maintenance can result in serious engine corrosion during off season
storage. In order to prevent rust and corrosion on internal engine parts (i.e. crankshaft, bearings, pistons, rings
cylinder walls), Polaris highly recommends the regular use of Polaris fogging oil. The engine should be fogged
daily when operated in salt water.
Polaris Premium Fogging Oil

and Corrosion Inhibitor
When properly applied, fogging oil coats all internal engine parts for prevention of rust and corrosion, which in turn
will extend the service life of the engine.
1. Remove air intake cover and filter.
2. Start the engine and spray Polaris fogging oil towards Torque Properly
each carburetor throat to ensure that all internal parts Refer to Engines
are properly coated. Spray fogging oil for two to three Section
seconds in each carburetor throat and repeat until the
engine is flooded with fogging oil. Then stop the
engine immediately.
3. Reinstall air filter and air intake cover. Torque bolts to

proper specification. See Chapter 3, Engines. Element-
Never operate the engine for more than 15 seconds while

the watercraft is out of the water. Overheating of engine
and drive line components will result.

MAINTENANCE/TUNE UP
Cleaning
Cleaning
1. Remove drain plug and clean bilge and engine area with hot water and mild detergent (such as dish soap) or
with bilge cleaner. Rinse and drain thoroughly. Wipe up remaining water with clean, dry shop cloths. Do not
use abrasive cleaners.. Spray all external metal surfaces with Silicone Spray. Coat all surfaces inside the
engine compartment with Silicone Spray or a non-flammable protectant. Do not use petroleum based
protectants or lubricants in the engine compartment, as most are flammable and also may deteriorate rubber
components. Store watercraft with drain plug removed and the seat propped open slightly to inhibit
condensation from forming in engine compartment.
2. Wash exterior of watercraft with fresh water and a mild detergent. Rinse thoroughly.
3. Inspect and thoroughly clean jet pump intake, outlet, and impeller area.
4. Inspect entire deck and hull area for damage. Inspect rub rails to be sure they are fastened securely.
Silicone Spray
T-9 Metal Protectant
Non-Flammable For Use Inside
For Use On External Metal Surfaces
the Engine Compartment
PN 2871064 (Available Commercially)
Never clean the watercraft with strong detergents, abrasives, de-greasers, paint thinner, acetone, window
cleaners, ammonia or products containing alcohol. They can damage finishes, decals, vinyl, and plastics, and can
accelerate UV breakdown which could cause color change and premature deterioration of parts.
5. After cleaning, protect and shine watercraft using a regular furniture polish or non-abrasive silicone wax.
Protect seat and handlebar unit with a vinyl protector.
6. Cover watercraft with a Polaris cover and store in a clean, dry place. Do not use plastic or coated materials as
condensation and corrosion may occur.
Fire Extinguisher
1. Remove and inspect fire extinguisher condition and state of charge. Replace if necessary.

MAINTENANCE/TUNE UP
Bilge System
Bilge Siphon System
1. Clean bilge siphon pickup screen whenever debris

is present.
View From
Inside Hull
Screen
2. Inspect the .040" hole in fitting elbow. It must be

clear to prevent siphoning of water into bilge.
3. Inspect all tie straps to be sure they are tight and in .040" hole must
position. be clear to prevent
siphoning water
into bilge
To pump fitting
Bilge Drain Plug Bilge Siphon
1. Inspect bilge plug for cracks or damage from

over-tightening. Keeper Gasket
Strap Bilge Plug
2. Periodically inspect sealing O-ring and replace if Assembly
worn or damaged. Inspect drain plug, gasket,
keeper strap and tightness of screws.
O-Ring

MAINTENANCE/TUNE UP
2000 MFD / MFI Gauges
2000 MFD / MFI Fit Chart
NOTE: Refer to chapter seven (Electrical) for MFD/MFI diagnostics, repair and compass calibration.

MAINTENANCE/TUNE UP
Submerged Engine
Submerged Engine (Hydrolocked)
If the engine becomes water-flooded, follow these procedures immediately. If water is left in the engine it will
cause severe engine damage.
1. Remove watercraft from water.
2. Remove lanyard cord from engine stop switch.
3. Put watercraft onto a flat surface protected by a mat or cardboard; leaving room to roll it.
4. Remove drain plug to empty water out of bilge, and remove seat.
5. Remove spark plugs and tip watercraft counterclockwise (to port side) until spark plug holes are just below
horizontal.
A WARNING
Be sure the lanyard cord and lock plate are removed from the engine stop switch to kill the ignition or severe injury
could result.
6. While holding the watercraft in this position, turn drive shaft by hand to rotate engine until water has run out.
7. Attach spark plug wires to ground on engine and depress starter button for one second at a time until no more
water exits the spark plug holes.
WARNING
Depressing the starter turns the engine and pump. Stay clear of all moving parts to avoid severe personal injury.
8. Upright the watercraft.
9. Inspect, dry anjJ install new spark plugs.
10. Check battery vent hose for obstruction; drain water from hose if present.
11. Check fuel and oil for the presence of water and drain if necessary. Do not run watercraft if water is present.
Verify that no air is present in oil line.
12. Grease driveshaft and bearing housing.
13. Turn fuel valve "On". Install lanyard cord and lock plate. Pull choke and attempt to start engine. The spark
plugs may have to be removed, cleaned, and dried with electrical contact cleaner until the engine starts.
14. Reinstall drain plug. Reinstall seat.
15. Test ride unit and verify proper operation. Check the fuel/water separator (if applicable) after test ride and
remove water if necessary.

MAINTENANCE/TUNE UP
Pump/Impeller
Cooling Water Pickup Screen
Inspect the screen in the pump stationary nozzle for de

bris and clean if necessary.
Fasteners
Inspect all fasteners in the pump area and make sure

they are tight. These include the steering nozzle mount
ing bolts, steering cable bolt, trim nozzle mounting bolts
(where applicable), and all reverse mechanism fasteners
(where applicable). Inspect pump mounting nuts and ex
tension housing bolts. Refer to specific torque values
listed in the General Information section or Final Drive/
Jet Pump section.
Scoop/Ride Plate/Intake Grate
Verify fastener torque on the scoop, ride plate, and intake

grate. Inspect all components for damage. Inspect the
scoop sealing area for signs of black exhaust trails which
indicate a leak in the sealant around the scoop. Even a Intake
small leak will ventilate the pump area, creating cavita- Grate
tion of the pump and reducing performance. If a leak is
evident, remove the scoop and re-seal. Refer to Final
Drive/Jet Pump section for procedures. Excess silicone Ride Plate
sealant can be trimmed until flush with edges.
Drive Shaft
Impeller Clearance Impeller
A WARNING
Be sure the lanyard cord and lock plate are removed from
the engine stop switch to kill the ignition or severe injury
could result.
1. Remove intake grate.

2. Use a feeler gauge to measure impeller clearance
along each blade in three spots. If measurement
exceeds service limit, replace impeller. If clearance
is excessive with a new impeller, the pump housing
must be replaced.
Pump Housing Inspection
Inspect pump housing for excessive wear, cracks, or

deep gouges. Replace if necessary.

MAINTENANCE/TUNE UP
Hull/Deck
Sacrificial Anode
A zinc sacrificial anode is in place on all models on the

pump housing. The purpose of these anodes is to prevent
corrosion of metal parts due to electrolysis. The mounting
surfaces must be clean and the mounting bolt tight to main
tain a good connection between the pump and anode.
1. Periodically inspect anode for excessive wear.
2. Check bolt to be sure it is tight. If the bolt is loose,

remove anode and clean mounting surfaces on pump
and anode.
3. Apply dielectric grease to bolt threads and contact

surfaces.
4. Tighten bolt securely.
Handlebars/Hand Grips
1. Pull and twist on hand grips to ensure they are not loose.
If loose or wore, the handlebar with grip assembly must
be replaced.
2. Check steering support hub fasteners and make sure

they are tight. Check handlebars and hub for cracks or
damage. Replace if cracked or damaged.
3. Inspect steering arm bolt torque.
Steering Arm Bolt Torque
14ft]bs.(19.3Nm)
Fasteners/Parts/Hoses
Inspect the watercraft for any loose nuts, bolts, fasteners

and hoses. Be sure that all hose clamps are tight. Replace
cracked, damaged, or deteriorating hoses.

MAINTENANCE/TUNE UP
Hull/Deck
Seat Seal Inspection/Seat Adjustment
Seat Adjustment (Genesis Shown)
1. Remove seat and loosen lock nut on rear post.
2. Turn clockwise to provide more seal pressure and

counterclockwise to reduce pressure (if seat is too
tight or new seal installed).
3. Repeat steps one and two for center post.
4. Reinstall seat and make sure it latches securely with
no up and down movement at front or rear.

MAINTENANCE/TUNE UP
Troubleshooting
For Genesis FFI™ troubleshooting, see Chapter 8, FFI™ Fuel Injection.
The following information is provided to help you identify possible causes for conditions/symptoms listed. Always
verify tune-up adjustments and all related basic maintenance has been performed. These items are randomly
listed, and are not necessarily in order of most common occurrence.
Lean Condition
Symptoms: Hard starting; bogging; hesitation; backfire; surging; detonation; engine noise; low power; spark plug
light colored or eroded; engine runs hot; high or unstable idle; piston failure; application of choke improves condi
tion. Stalling (may restart immediately or soon afterward); high speed surging; high speed or sharp turns makes
condition worse (may hesitate or stall only in turns). Too lean at full throttle, turning high speed adjuster screw
out improves condition or has no affect.
• Fuel level low or fuel contaminated
• Restricted fuel filter, fuel pump, or fuel shut-off valve
• Water in fuel valve, pump, or lines
• Water present in fuel system
• Water in carb fuel chambers between diaphragm, jet block and jets
• Kinked or restricted fuel tank vent or fuel lines
• Fuel tank inlet check valve damaged, faulty, or improperly installed
• Vent lines kinked
• Air leaks at fuel pickup connections or lines between pump and tank
• Fuel pickup tube disconnected or loose in tank
• Fuel pump impulse line pinched, kinked, restricted with oil or water, or leaking
• Carburetors dirty; main pilot or bypass orifices restricted; fuel inlet screen plugged
• Carburetor synchronization incorrect
• Water separator full or restricted
• Water in fuel tank
• High or low speed screws adjusted incorrectly; jets too small or restricted
• Fuel pump diaphragm or check valve damaged
• Fuel filter restricted
• Carburetor jetting incorrect
• Fuel tank pickup screen plugged
• Air leaks in engine intake tract (carburetor base gaskets, reed gaskets, synchronizing plugs, etc.)
• Carburetor inlet needle or control lever arm stuck or adjusted incorrectly
• Fuel line "T" restricted
• Inlet needle valve restricted or size too small
• Air leaks at: cylinder base, crankcase drain plugs, fuel pump impulse line or fitting, carburetor
base gaskets, reed cage gaskets, crankshaft end seals, crankcase mating surfaces
Poor Performance
• Rich or lean fuel condition.
• Jet pump impeller damage, pump cavitation/ventilation.
• Ignition timing incorrect, weak or intermittent spark on one or more cylinders, low compression
• RPM is limited or timing retarded due to low fuel or overheating (where applicable)
• Crankshaft out of index due to hydrolock by fuel or water (see hydrolock troubleshooting this sec
tion)
• Fuel lines connected improperly
• Ignition timing retarded or RPM limited due to overheat or low fuel (where applicable)
• Water leak into exhaust system (i.e. exhaust pipe to manifold; exhaust manifold to cylinders; etc.)

MAINTENANCE/TUNE UP
Troubleshooting
Rich Fuel Mixture
Symptoms: Fouled sparkplugs; black sooty exhaust; rough idle, idle unstable; poor fuel economy; rough running
("four cycling"); misses; poor performance; bogs; loads up; backfires (plug fouling).
• Thermostat/popoff leak, dirty or damaged
• Carburetor mixture needles damaged or adjusted incorrectly
• Needle and seat damaged
• Misuse of choke
• Fouled spark plugs
• Fuel pump diaphragm damaged (ruptured)
• Carburetor synchronization incorrect
• Needle and seat control arm too high or sticking
• Collapsed exhaust hose or pipe (restricted)
• Air intake restricted
• Broken, cracked or poorly sealing reed valve
• Low compression
• Ignition problem
• Anti-siphon valve worn or broken
Symptoms: Engine backfires.

• Weak spark from fouled, defective, worn or wrong spark plugs
• Broken reed petals
Symptoms: Engine "pinging" or "knocking".

• Lean fuel mixture
• Poor quality, low octane gasoline
• Incorrect ignition timing
• Spark plug heat range too high
Symptoms: Engine power loss.

• Weak spark
• Incorrect fuel or fuel mixture
• Water in fuel system or oil tank
• Fuel filter restricted
• Jet intake clogged
• Cooling system clogged
Symptoms: Engine noise.

• Detonation (see causes for holed or eroded pistons, this section)
• Excessive piston clearance
• Exhaust leak, loose exhaust pipe or muffler (water box)
• Engine mounts or mount plate loose or rubber mounts broken
• Drive coupler splines dry
• Driveshaft runout excessive
• Driveshaft end play incorrect; rubber dampers worn or missing
• Broken ring or ring land
• Oil pump bushing end play excessive
• Ignition timing incorrect
• Piston pin damaged or bent
• Connecting rod bearing failure (small end or big end)
• Crankshaft main bearing failure or wear
• Flywheel loose

MAINTENANCE/TUNE UP
Troubleshooting
Piston Damage
Symptoms: Hole in piston.
• Water in carburetors or fuel

• Lean fuel mixture (see lean condition troubleshooting)
• Detonation from incorrect ignition timing, poor quality fuel, modified cylinder heads, excessive
carbon buildup, etc.
• Incorrect spark plug
• Overheated engine
• Flywheel key sheared, keyway damaged, flywheel damage
• Crankshaft out of index
Symptoms: Eroded piston (exhaust edge of crown) or scuffed piston.
• Lean fuel mixture (see lean condition troubleshooting)

• Detonation from incorrect ignition timing, poor quality fuel, modified cylinder heads, excessive
carbon buildup, etc.
• Engine overheating (inspect cooling system)
• Crankshaft out of index (see engine section)
• Flywheel key sheared
Symptoms: Seized or scuffed piston.
• Water in oil
• Oil pump failure
• Oil tank vent problem restricted, check valve in backward
• Pinched or restricted lines
• Lean fuel mixture (see carburetion)
• Poor quality fuel
• Water in fuel
• Engine overheating
Symptoms: Cracked piston crown.
• Hydrolocked engine (water or fuel)

• Foreign material in engine
Symptoms: Cracked/broken piston skirt.
• Excessive piston to cylinder clearance

• Foreign material in engine
• Sharp ports
• Modified engine
• Hydrolocked engine (water or fuel)

MAINTENANCE/TUNE UP
Troubleshooting
Engine Overheating/Misc.
Symptoms: Engine overheats.
• Cooling water passages in pump restricted (check screen and passages)

• Impeller or pump housing damage
• Pump housing passage plugs missing
• Thermostat/popoff valve restricted
• Cooling water passages in engine restricted with sand or debris
• Loose or damaged cooling hoses or clamps
• Collapsed exhaust hose or pipe (restricted)
Symptoms: Hard starting (engine turns over with electric starter but engine won't start)
• Out of fuel
• Low compression
• Weak spark or no spark (see ignition troubleshooting)
• Lean mixture (see lean mixture troubleshooting)
• Choke inoperative or not closing completely
• Fouled spark plug(s)
• Water in fuel
• Worn, broken or cracked reeds
• Restricted or plugged low speed/idle passages
Symptoms: Low compression.
• Choke or throttle closed (both must be wide open for test)

• Loose cylinder head or head gasket failure
• Rings stuck or broken, or excessive end gap
• Piston damage (see piston damage)
• Cylinder worn, improperly honed or bored, damaged
Symptoms: Erratic idle/no idle.
• Idle speed improperly adjusted

• Plugged or restricted low speed fuel passages
• Incorrectly adjusted low speed mixture screw
• Ignition problem
• Throttle linkage worn or sticking
• Air leaks in intake tract
Symptoms: Hissing sound when removing gas cap.
• Hose kinked
• Outlet check valve clogged
• Vent line plugged
Polaris Sales Inc. 2 A3 3/00

MAINTENANCE/TUNE UP
Troubleshooting
Electrical
NOTE: A yellow color may develop on spark plugs overtime due to salt water mist ingestion. This is a conductive
coating which will eventually cause fouling.
Symptoms: No spark or weak spark on one cylinder.

• Non-resistor spark plugs in use
• Poor connection (spark plug cap to high tension lead)
• Poor connection (high tension lead to ignition coil)
• Fouled spark plug
• Faulty spark plug cap
• Poor grounds or connections in electrical box
• Faulty ignition coil
• Poor connections to Hall Effect sensors (trigger)
• Faulty Hall Effect sensor (trigger)
Symptoms: No spark or weak/intermittent spark on all cylinders.

• Non-resistor spark plugs in use
• Fouled spark plug
• Engine stop switch faulty (shorted)
• Low battery voltage / crank speed too low with spark plugs installed
• Wiring incorrect or disconnected
• Terminal board or connectors corroded
• Poor grounds or connections in electrical box or at engine mount plate
• Poor connections at primary winding of secondary coil (blk/blk-white on Polaris-Fuji engines)
• Faulty ignition coil
• Faulty exciter coil, trigger, or pulser coil (test stator)
• Excessive crankshaft runout on Magneto end (digital CDI only) (> .004" or .10 mm)
Vibration / Pump
• Damaged impeller or stator vanes in pump
• Driveshaft bent or engine alignment incorrect
• Pump cavitation/worn pump bearings
• Engine mounting plate bolts loose
• Loose, worn, or broken rubber engine mounts
• Rich running - carb synchronization, popoff valve stuck open, excessive piston to cylinder clear
ance, ring end gap, needle and seat dirty or stuck open
• Exhaust pipe/bracket loose
• Muffler loose or rubbing on hull
• Fasteners loose or broken
• Crankshaft out of index or runout excessive
• Misfire on one or more cylinders
Porpoising / Hull
• Ride plate wrong type or misaligned
• Water in hull

MAINTENANCE/TUNE UP
Troubleshooting
Hydrolock
When an engine has been hydrolocked from water or fuel it is important to find the cause and inspect all compo
nents which may have been damaged. Be sure to check the items on this list to ensure maximum service life
from the engine. If fuel hydrolocked, check carburetor fuel inlet needle and seat condition.
Find the cause of excess water in the hull. (i.e. Was the craft submerged? Righted improperly after being cap
sized? Is the bilge siphon system functioning properly? Does the cooling system have a leak inside the craft?
Is the hull leaking, allowing water into the engine compartment? Are seat or compartment seals in place and fitting
tightly? [jet pump O-ring, driveshaft through hull fitting, speedometer pitot fitting, steering cable seal, air/water
separator drain line, bilge siphon fittings through hull, cooling water supply through hull, etc.]. Was the engine
left running when the craft capsized?)
• Engine Compression - verify within specifications (See Engine Section)

• Reeds - inspect for damage (See Carburetion Section)
• Fuel Tank/Venting - check fuel tank and vent system for water
• Crankshaft Indexing - verify crankshaft has not been forced out of index (See Engine Section)
• Flywheel and Key - Inspect flywheel, key, and keyways for damage. Check ignition timing marks
on flywheel with a dial indicator before the engine is disassembled to verify proper positioning.
(See Electrical Section)
• Fuel Pump - check diaphragm condition (stretched from water pressure)
• Cylinder Condition - check base mounting flange area for cracks
• Check Applicable Service and Information Bulletins
If damage is suspected and engine is disassembled, or if water was left in the engine:
• Bearings - inspect all bearings for rust or damage
• Connecting Rods - inspect for damage, inspect small end carefully for dents, pitting in bearing
surface
• Piston and Piston Pin - Inspect for cracks or damage

CHAPTER 3
FUEL SYSTEM/CARBURETION
Carburetor Specifications / Initial Settings 3.1
Carburetor Jet Part Numbers 3.2
Gasoline Safety 3.2
Vent / Fuel Delivery Diagrams 3.3-3.5
Fuel Tank / Pickup Diagrams 3.6-3.9
Air Intake Silencer Diagram 3.10
Carburetor / Throttle Body Assemblies 3.11 - 3.12
Oil Tank Diagrams 3.13 - 3.14
Keihin System Operation 3.15 - 3.17
Fuel Shut Off Disassembly / Inspection 3.18
Fuel Water Separator 3.19 - 3.20
Carburetor Adjustments 3.21 - 3.22
Carburetor / Throttle Body Removal 3.23 - 3.25
Carburetor / Throttle Body Disassembly 3.26 - 3.32
Carburetor / Throttle Body Assembly 3.33 - 3.35
Carburetor / Throttle Body Installation 3.36 - 3.37
Cable Adjustment 3.38 ■ 3.39
Mixture Screw Settings 3.40 - 3.41
Fuel Tank Vent System 3.42
Fuel Pump Operation 3.43 - 3.44
Reed Valve Removal / Inspection 3.45
Fuel System Testing 3.46 - 3.47

Carburetor Specifications and Initial Settings
2000 Virage TX

Carburetor Jet Part Numbers
Keihin Carburetor Jet Part Numbers
The following chart lists all main and pilot jets and the part number of each that are presently available.
MAIN JET NO. PART NO. MAIN JET NO. PART NO.
80 3050101 160 3050194
82 3050102 165 3050195
85 3050103 170 3050196
88 3050104 175 3050197
90 3050105 180 3050198
92 3050106 185 3050199
95 3050107 190 3050201
98 3050108 195 3050202
100 3050109 200 3050203
102 3050110
105 3050111
108 3050112
110 3050113
112 3050114
115 3050115
118 3050116
120 3050117
122 3050179
125 3050180
128 3050181
130 3050182
132 3050183
135 3050184
138 3050185
140 3050186
142 3050187
145 3050188
148 3050189
150 3050190
152 3050191
155 3050192
158 3050193
Gasoline Safety
A WARNING
♦ Always exercise extreme caution whenever handling gasoline.
♦ Always refuel with the engine stopped and outdoors or in a well ventilated area.
♦ Do not smoke or allow open flames or sparks in or near the area where refueling is performed or where
gasoline is stored.
♦ Do not over fill the tank. (Do not fill the tank neck.)
♦ If you get gasoline on your skin or clothing, immediately wash it off with soap and water and change clothing.
♦ Never start the engine or let it run in an enclosed area. Gasoline powered engine exhaust fumes are
♦ Shut off fuel valve whenever the watercraft is stored or parked.

Vent/Fuel Delivery Exploded View
2000 SLX/PRO 1200
Fuel In
Fuel Out

2000 VIRAGE TX / GENESIS

2000 Genesis FFI1
Fuel Out
(Top Outlets)
Fuel In
(Bottom Inlets)

Fuel Tank/Fuel Pickup Exploded View
2000 SLX
Bolt Torque
18-24 ft,l&M)
Apply Loctite 242 (Blue)
Clamp Torque
35 In.lbs. (4 Nm)
Tank Wountinig Bolt Torque
Apply LoGtite 242 (Blue)
Common Torque Guide

Small Clamp Torque: 22 in. lbs. (2.5Nm)
Large Clamp Torque: 35 in. lbs. (4Nm)

2000 Pro 1200
Bolt Torque
18-24 ft.lbs. (2-3Nm)
Apply Loctite 242 (Blue)
Retainer Nut Torque

10-15 ft.lbs. (14-20 Nm)
Clamp Torque
35 In.lbs. (4 Nm)
Common Torque Guide


2000 Virage TX
Nm)
Common Torque Guide


2000 Genesis / Genesis FFI1
Retainer Nut Torque
Genesis FFI Only!

Air Intake Silencer
2000 SLX / Virage TX / Pro 1200 / Genesis / Genesis FFI
Lock Washer
Flat Washer
Element

Carburetor Assembly Exploded View
Keihin Carburetor -SLX / Virage TX / Pro 1200 / Genesis
Mid Jet Rjiot Jot
Mid Range
Check Valve
Fuel Pump
Gasket Synchronizing
Screw
Idle Mixture Screw
•<3*

FUEL SYSTEWl/CARBURETION
Throttle Body Exploded View
Throttle Bodies - Genesis FFI
Screws
Throttle Valve
TPS Lever
Throttle Shaft
Screws
4 / 4
Bracket Screws

Oil Tank Exploded View
2000 SLX/Pro 1200
Common Torque Guide

Clamp Torque
35 in.lbs.
(4Nm)
Bolt Torque
35-46 in. lbs
(4-5 Nm)
Oil Tank Cradle

Pro 1200 Only

FUEL SYSTEWl/CARBURETION
Oil Tank Exploded View
2000 Virage TX / Genesis / Genesis FFI1
Oil Fill Hose
Oil Level Sender
Common Torque Guide


System Operation - Keihin
The Keihin carburetor uses a floatless diaphragm type. Several separate but overlapping systems are used to
meter fuel and air properly. Refer to the illustrations on page 3.16 - 3.17.
1. Air Metering System
The metering of air is controlled by the throttle plate. The position of the throttle plate determines which fuel deliv
ery system or systems supply fuel from the fuel chamber to the engine.
2. Inlet Needle Valve System/Fuel Chamber
The amount of fuel allowed into the fuel chamber is controlled by the inlet needle valve assembly. Opening and
closing of the valve is controlled by regulator diaphragm movement and spring pressure under the control arm.
The regulator diaphragm is sealed to the carburetor body forming two chambers. One side is vented to atmo
spheric pressure, the other side (fuel chamber) is exposed to the venturi (low pressure) through the fuel delivery
jets and passages. Atmospheric pressure pushes on one side of the diaphragm, applying pressure on the control
arm in the fuel chamber. This reduces pressure on the inlet needle and allows it to lift more easily off the seat.
When the engine is running, pressure in the carburetor venturi (and therefore the fuel chamber) is less than atmo
spheric. This increases the effect of the atmospheric pressure on the diaphragm and lever and overcomes spring
pressure. When the lever return spring pressure is overcome by these forces, the needle lifts off of the seat or
"pops off", allowing pressurized fuel from the fuel pump to enter the fuel chamber. Fuel inlet needle "pop off" pres
sure is influenced by many factors. Atmospheric pressure, venturi low pressure, the amount of spring pressure
on the control arm, and fuel pressure from the fuel pump all have an affect on operating pop off pressure. All of
these forces combined regulate the amount of fuel that enters the carburetor fuel chamber and the engine.
Changes to pop-off pressure are not recommended.
3. Idle System
At idle and low throttle settings, fuel mixture is controlled by the idle jet and idle mixture screw. At idle, the throttle
plate is open only far enough to uncover the idle port. The idle mixture screw controls fuel delivery to the idle
port on Keihin carbs. When the throttle plate is closed, fuel metered through the idle jet is mixed with incoming
air through the bypass portsXo atomize the air/fuel mixture. For this reason, the idle speed must be set accurately
before any adjustments are performed to the idle mixture screw on Keihin carbs. As throttle opening increases,
fuel from the idle jet is discharged through the bypass holes to ensure proper mixture. The low speed adjusting
screw can be used to fine tune the idle and low speed system. Turning the screw in leans the mixture; turning
the screw out richens the mixture
4. Mid-Range System
At mid-range throttle openings (approximately 1/4 through 1/2 throttle) fuel mixture is determined primarily by the
mid-range jet or transition jet. The idle jet, idle mixture screw, and main jet, have a minor effect on mid-range
mixture. Fuel is metered through the mid-range jet or transition jet and discharged through the mid-range port.
As throttle opening increases, the main jet has a greater effect and the mid-range or transition jet a lesser effect.
The mid-range system does not have an adjustable mixture screw on the Keihin carburetors.
5. High Speed System
The high speed system consists of the main jet This has an effect on mixture from 1/4 to full throttle, with the
greatest affect at 1 /2 to wide open throttle. Compensating for altitude is accomplished only by changing main jets.
6. Choke System
The purpose of the choke system is to supply an overly rich mixture for starting a cold engine. When the choke
plate is fully closed and throttle plate is open a strong vacuum is applied to the main nozzle, mid-range, bypass,
and idle ports, and a very rich fuel air mixture is discharged to the engine for starting.

System Operation - Keihin Carburetor
Keihin Carburetor
Vapor
Separator Anti-Siphon
Valve
Restrictor
Main Main Jet

Fuel
Discharge
Return
Nozzle
Mid-range
\ Jet
Fuel Inlet
Seat
Needle
Valve
Control
Arm
Mid-range
Port Atmospheric
Vent
Throttle Transfer
Plate -\ Bypass
Check Control Arm
Holes
Valves Spring
Fuel
Chamber
Idle
Port Regulator
Diaphragm
Fuel
Pump
Diaphragm
Drain
Idle Mixture
Screw
Impulse Fuel Inlet
(from
Crankcase)
Fuel Delivery Effect Diagram
Idle 1/4 1/2 3/4 WOT

System Operation - Keihin Carburetor
High Speed
Mid-Range
Low Speed

Fuel Shut Off Valve Disassembly and Inspection
Gasoline Safety
A WARNING

♦ Do not smoke or allow open flames or sparks in or near the area where refueling, maintenance, or repair
work is performed or where gasoline is stored.
♦ If you get gasoline on your skin or clothing, immediately wash it off with soap and water and change
clothing.
♦ Shut off fuel valve (if applicable) whenever the watercraft is stored, parked, or transported.
♦ For models without fuel valve, disconnect battery ground terminal.
Fuel Filter
A WARNING
Set fuel valve to "OFF". Gasoline is extremely flammable and explosive under certain conditions. Do not smoke
or allow flames or sparks in the work area. Be sure the work area is well ventilated. See gasoline warning above.
Pressure may be present in the fuel tank. Remove the fuel cap slowly to release pressure before removing fuel
filter clamps and lines.
The fuel filter is an in-line type filter (SLX / Pro 1200 / Virage
TX / Genesis) and should be replaced annually or when
contaminated with fuel or water. The fuel filter on Genesis
Arrow Indicates
FFI ™ is located in fuel tank.
Direction of Flow
After replacement turn the fuel valve "ON" to check for
leaks. Turn the fuel valve "OFF". If the filter leaks correct
the problem before operating the craft.

Fuel/Water Separator
IMPORTANT: Prior to performing any adjustments to car

buretors check the following:
• Verify that no water is present in the fuel system. Check

the water trap for presence of water.
• Check for proper choke operation.
• Verify all fuel and vent lines are routed and secured
properly.
• Check the reed valves for damage.
• Check fuel pump diaphragms for damage.
• Verify all seal and gaskets are in good condition (no air
leaks present).
• Check engine compression (see engine section).
• Verify proper fuel flow (i.e. fuel flow through shut off
valve).
• Synchronize carburetors; inspect throttle plates (butter

fly) for damage.
Fuel/Water Separator - (Carbureted Models)

The water trap should be checked daily and/or whenever
refueling. 1 "-2" (2.5-5 cm) of water depth in water trap can Water Trap -
cause engine to run poorly. If water trap fills quickly, ex Typical
cessive water may be present in fuel tank.
The water trap includes a filter to improve water separa

tion, and a colored float to indicate water level. Empty trap
if float appears to be off the bottom.
NOTE: The maximum travel of the float is to the base of

the filter, or approximately one half the depth of the bowl.
Visually inspect the bowl for water collected at the bottom

of the bowl. See illustration. If water is present it will ap
pear as a clear liquid at the bottom of the bowl. Turn off
fuel valve. Wrap a shop towel around the bowl and re Water Level
Full Level as
move bowl by turning counterclockwise. Take care not to Float
Filter Restricts
spill fuel while removing. Wipe up spills immediately with Movement (lev
a shop cloth. Dispose of fuel properly and follow all gaso el not marked)
line handling precautions found on page 3.37. Reinstall
separator bowl taking care that the O-ring is undamaged
and in the proper place. Hand tighten securely. Check
carefully for fuel leaks around bowl.
WARNING

certain conditions. Do not smoke or allow flames or sparks
in the work area. Be sure the work area is well ventilated.
See gasoline handling warnings found on page 3.2. Failure
to heed these warnings may result in serious injury or
death.

Water Separating Filter
Water Separating Filter - Genesis FFI™

The Genesis FFI ™ utilizes a water separating filter that is
located inside the tank. This unique filter separates water
from fuel, allowing only fuel to enter the fuel pump and fuel
lines. Maintenance is required only if fuel tank fills up with
water (submerged) or if you are experiencing running
problems and suspect water in fuel tank.
A WARNING

certain conditions. Do not smoke or allow flames or sparks
in the work area. Be sure the work area is well ventilated.
See gasoline handling warnings found on page 3.2. Failure
to heed these warnings may result in serious injury or
death.

Carburetor Adjustment and Service
Carburetor Mixture Screw Adjustment - Keihin
Carburetor mixture screws pre-adjusted at the factory and usually no adjustment is necessary. Exceptions would
be after cleaning or overhaul, or when minor adjustments are required for altitude. Refer to carburetor specifica
tions at the beginning of this section and perform the following adjustments.
1. Loosen large clamp at air intake silencer and remove.
2. Secure choke in its closed position using tape or a tie

to prevent debris from entering carburetors or
engine.
3. Remove air intake cover, (6) screws, air intake

screen, gasket, and (9) attaching bolts. Remove air
intake base from carburetors.
NOTE: Use care to ensure lock washers are kept with

bolts, and cover the carburetors to prevent debris from
entering.
Do not force the needle into the needle seat. If over-tight

ened, needle damage will occur, resulting in erratic carbu
retor performance. In the photo at right, a needle (shown
with limiter cap removed) is damaged and must be re
placed. Refer to carburetor specifications at the begin
ning of this section.
Damaged Mixture Needle (Bottom)
NOTE: Water testing the craft is extremely important. The high speed mixture cannot be accurately determined
in a test tank. If operated in a test tank, the wide open throttle settings needed to fine tune may damage the
silicone sealant in the pump area.
The main jet controls fuel mixture between 3/8 and wide open throttle. Test in an area where you can safely and
legally operate the craft at full throttle for 10-15 seconds to obtain a spark plug color reading. Remove each spark
plug and observe color of spark plug insulator - it should be medium to dark brown.

Carburetor Adjustment and Service
Low Speed Mixture Screw Adjustment - Keihin
NOTE: Synchronize carburetors and adjust idle speed precisely with a tachometer (in the water) before adjusting
low speed mixture screws.
4. Turn each low speed screw in clockwise to lightly

seat, then back each out the specified number of
turns. See charts at the beginning of this section.
NOTE: This is a base setting only. Final adjustment
must be made by warming the engine to operating
temperature, and adjusting low speed screws in (to
lean) or out (to richen) mixture until a smooth idle and
good throttle response is obtained.
IMPORTANT: Prior to performing any adjustments to car

buretors check the following:
• Verify that no water is present in the fuel system. Check

the water trap for presence of water.
• Verify all fuel and vent lines are routed and secured
properly.
• Verify all seal and gaskets are in good condition (no air
leaks present).
• Check engine compression (see engine section).
• Verify proper fuel flow (i.e. fuel flow through shut off
valve passages, tank, lines, and filters).
• Synchronize carburetors; inspect throttle plates (butter

fly) for damage.

Carburetor / Throttle Body Removal
When servicing Polaris carburetors or throttle bodies,

replace parts with genuine Polaris parts only. Serious
engine damage may occur if genuine Polaris parts are
not used. Always inspect fuel system components
during disassembly. All text refers to carbureted mod
els. Throttle bodies do not have many components of
carburetors, therefore, disregard any reference to
certain carb features that do not apply to throttle bod
ies, (e.g. choke cable).
Carburetor/Throttle Body Removal
1. Turn fuel valve off. On Genesis FFI ™, disconnect
negative terminal on battery.
1. Remove bolts securing air intake silencer
assembly.
2. Inspect flange seal for damage or distortion.
3. Loosen throttle and choke cable(carb models

only) adjuster nuts and remove each cable from
the bracket and shaft arm.
Do not kink cable when removing.
4. Remove oil pump cable from bracket and throttle

shaft arm.
5. Loosen clamp and remove fuel supply line(carb

models only).

6. Loosen clamp and remove fuel return line(carb

versions only).
7. Remove oil lines from carburetors/throttle bodies.
8. Loosen clamp and remove fuel pump impulse

line(carb versions only).
9. Remove carburetor/throttle body mounting bolts

and lift air intake silencer base with bolts.

10. Inspect condition of intake silencer base plate

gasket. Replace upon reassembly. Note the
position of the intake base for reassembly.
11. Remove carburetor/throttle body assembly.

Carburetor Disassembly/Inspection
12. Remove accelerator pump cover.
NOTE: The cover is under spring tension. Support

during removal.
13. Inspect passage sealing O-ring and replace if

worn or damaged. The flat surface of the O-ring
faces the pump body (away from cover).
14. Remove accelerator pump components including

spring, diaphragm, dust boot, and O-ring.
15. Check guide bushing in pump body and replace

front carburetor jet block assembly if worn. The
bushing is not replaceable.

16. Check surface of actuator cam and replace if
worn.
17. Inspect pump diaphragm for cracks, distortion or

damage. Replace accelerator pump assembly if
damaged.
18. Clean all passages. See carburetor cleaning, in

this section.
NOTE: Before removing metering diaphragm cover,

note position of water drain and low speed screw indi
cators.
19. Remove metering diaphragm cover and check to

make sure the atmospheric vent is clear.

20. Inspect diaphragm for signs of hardening,

stretched or weak areas, holes, or tears.
21. Measure control arm height from machined

surface to top of plastic button on control arm.
NOTE: Top of plastic button #2 should be .060 "(1.5

mm) below casting surface #1 as per illustration at
right. Variances in control arm positioning will result
in incorrect fuel supply. If the control arm is too close
to the diaphragm, fuel levels will increase, resulting in
a rich operating condition. If the control arm is too far
below the casting parallel line a lean condition will re
sult.
22. Loosen screw and remove control arm and inlet

needle.

23. Inspect inlet needle for wear, damage, or foreign
material.
Good Condition Worn, Deposits
24. Inspect needle seat for wear or foreign material.

Clean or replace jet block if seat is damaged.
Inspect control arm return spring. Replace if
corroded, damaged, or distorted.
25. Remove screw and carefully lift jet block from

carb body. Carefully remove jet block from carb
body.
26. Inspect needle seat O-rings for damage. Replace

O-rings upon reassembly. Clean screen of debris
or replace if torn or damaged.

27. Note position of main, mid-range and transfer

jets(where applicable), and idle jets in jet block.
Removal is not necessary for cleaning. Inspect
each jet for residue, varnish, or corrosion. Replace
jets if build up of varnish, residue, or corrosion is
present.
NOTE: Even a small amount of residue will reduce the
flow characteristics of the jet. Be sure jet is thoroughly
cleaned or replace if corroded or questionable.
28. Note position of limiter caps low speed mixture

screws. Carefully remove the caps (pull off). Turn
each mixture screw in (clockwise) while counting the
exact number of turns until lightly seated. Record
the number for future reference. Carefully inspect
the tip of each needle for wear or damage. Replace
if necessary.
Do not force screw past lightly seated or screw and/or

carburetor body will be damaged.
29. Inspect condition of jet block sealing O-ring.

Replace upon reassembly.

30. Tip carburetors and remove bypass port cover.
31. Remove mid-range jet anti-siphon valve cover plate

and inspect the valve (where applicable). The valve
must lay flat against the plate to seal properly.
Replace if distorted or bent. Replace gasket if torn
or damaged.
32. Note location of idle discharge port.

Cleaning
1. Thoroughly clean all passages with carburetor
cleaner or electrical contact cleaner.
A WARNING
Wear eye protection when using compressed air or

chemical spray cleaners. If you get cleaner in your eyes
or if you swallow cleaner, see your doctor immediately.
Some carburetor cleaners are extremely caustic and ex
tended periods of soaking can loosen the adhesive seal
er on passage drill-way plugs. Do not soak rubber or
plastic components (such as diaphragms, needle seat
screen, or O-Rings) in caustic cleaning solutions. Irrep
arable damage will occur. Do not use agitator type car
buretor cleaning equipment. Rubber parts must be
cleaned with mild detergent and hot water only.
2. If the carburetor is extremely dirty or contaminated
with fuel residue and varnish, soak for short periods
only in carburetor cleaner, and rinse in hot water.
3. Replace the jets if they are extremely dirty or have a
buildup of fuel residue, corrosion, or fungus. Even a
small amount of foreign material will reduce the flow
characteristics of a jet.
4. Verify all passages and jets are unobstructed by
spraying electrical contact cleaner through the
passages.
Do not use wire or welding tip cleaners on the jets as the

orifice size may be altered.
5. Use low pressure air to dry carburetor body and all

components.

Carburetor Assembly
NOTE: When assembling carburetors, keep in mind the following:
• Maintain cleanliness at all times, especially

watching for paint chips caused by cover re
moval.
• Proper needle valve control arm level, set to

specification.
• Do not apply pressure on top of the needle

valve assembly during adjustment.
• Use Loctite™ 242 to prevent corrosion of car

buretor mounting bolts and diaphragm cover.
• Manually synchronize carburetors (see pro

cedure this section).
1. Install O-ring and anti-siphon valves with plates.
2. Install bypass port cover.
3. Install screen and new O-rings on inlet needle seat.

Lubricate O-rings with Polaris Premium 2 Cycle
Lubricant.
Polaris Premium 2 Cycle Lubricant

PN 2871098-Gallon
PN 2872097 - Quart

Carburetor Assembly
4. Install jet block and tighten screw on Keihin carb

securely.
5. Grease low speed mixture screw O-rings. Install

O-rings, washer, spring, and screw(s).
6. Turn screw in until lightly seated and then back it out

the number of turns recorded during disassembly. If
number was not recorded, turn out to the specified
base setting found in beginning of this chapter.
Install limiter cap(s) with tab positioned midway
between the stops.
7. Manually synchronize carburetors. Look down each

carb bore and verify throttle plates are just below
first bypass hole (not on or above). Adjust
accordingly with idle stop screw.
Bypass Bypass
Ports Ports
-Idle Port -Idle Port
Correct Incorrect
NOTE: These are initial settings from which additional

fine tuning may be necessary.
Do not force screw past lightly seated or screw and/or seat will be damaged. Operation of the craft with mixture
screws improperly adjusted (too lean) may cause serious engine damage. Always read spark plugs under actual
operating conditions after assembly to verify proper mixture.
8. Lubricate and install inlet needle, lever arm, and spring. Tighten screw securely. Inspect lever arm height
outlined on page 3.28 and adjust if necessary.

Carburetor Assembly
9. If jets were removed, install mid-range jet, idle jet,
and main jet.
10. Install metering diaphragm and then gasket,

aligning holes in diaphragm and gasket with pins.
11. Apply Loctite 242 (Blue) to screws and install

diaphragm cover with drain hole facing
downward, toward throttle plate.
12. Install diaphragm and dust boot. Install O-ring

with flat side facing the pump body (away from
cover).
13. Install spring and cover. Tighten screws securely.
14. Grease all exposed shafts and springs with

Polaris Premium All Season Grease.
15. Synchronize carburetors. See page 3.34.

Carburetor / Throttle Body Installation
1. Place new gaskets on intake manifold.
2. Carefully set carburetors/throttle bodies in place.
3. Install intake silencer base with new gaskets. The

silencer bolt flange must be positioned as shown
towards the engine.
4. Apply Loctite™ 242 Blue to mounting bolts. Install

bolts aligning all gaskets. Torque to
specifications.
Carb Mounting Bolt Torque -

Apply Loctite 242 Blue
108 in. lbs. (12.5 Nm)

5. Install impulse line and fuel line (carb models

only)...
Fuel return line (carb models only)...
6. Tighten clamps to specified torque.
Fuel Line Clamp Torque -
10in. lbs. (1.4Nm)
7. Install and adjust throttle cable, choke cable (carb

models only), and oil pump cable.

Cable Adjustment
Throttle Cable - SLX / Pro 1200
Minor adjustments to throttle cable freeplay can be per

formed at the throttle cable adjuster screw on the han
dlebar.
1. Loosen lock nut.
2. Turn adjuster screw in (to increase) or out (to

decrease throttle cable freeplay until adjusted to
specification.
Major adjustments must be performed at the carburetor

end of the throttle cable.
1. Loosen nuts and adjust throttle cable until lever

freeplay is within specified range.

Cable Adjustment - Virage TX / Genesis / FFI
1. Set idle speed to specifications, See idle speed

2. Measure throttle lever freeplay between the lever block

and lever as shown in III. 1.
3. To adjust, loosen lock on cable. Turn adjuster in

(clockwise) to increase or out (counterclockwise to
decrease free play. Tighten lock when adjustment is
complete.
Choke Cable - SLX / PRO 1200
Choke cable adjustments are made by turning the cable

lock nuts at the carburetor. The choke knob should just
touch the bottom of its travel when the choke plates are
open completely (vertical).
Choke Cable Adjustment - Virage TX / Genesis / FFI1
1. Adjust choke cable by loosening lock nut on cable.

Turning the adjuster in (clockwise) increases choke
lever freeplay. Turning the adjuster out
(counterclockwise) decreases choke lever freeplay.
Choke Lever Free Play

Oil Pump Cable Adjustment
Oil Pump Cable
NOTE: Adjust idle speed and throttle lever freeplay be

fore performing oil pump adjustment.
1. Inspect mark on oil pump lever and index mark on oil

pump body. The marks should align with throttle
released (idle speed).
2. If marks are not aligned, loosen cable adjuster nuts

and adjust until marks are aligned.

Mixture Screw Settings - Keihin
Idle Speed
On Genesis FFP models, the EMM is programmed to idle at 1100 RPM±50. The idle speed cannot be
adjusted on Genesis FFI models, therefore do not attempt to make any idle adjustments.
1. Connect a tachometer according to the

2. With craft in the water or test tank, start engine

and let it idle.
3. Adjust idle speed to specifications by turning the

idle speed screw in (clockwise) to increase or out
(counterclockwise) to decrease idle speed.
4. Check throttle cable free play and oil pump

adjustment and adjust if necessary.
^^Biii!
Mixture Screw Adjustment - Base Setting - Keihin
The low speed (idle) mixture screw base settings are determined at the factory using a flow meter. Limiter caps
are then installed to allow only slight adjustment of the screws in each direction to compensate for changes in
altitude and temperature. The base settings should not be changed. If large adjustments are necessary for prop
er mixture, the carburetors, fuel system, and engine should be inspected to find the cause of a rich or lean condi
tion. (See Lean Condition Troubleshooting in Maintenance section.) If the carburetor has been tampered with
or disassembled before exact base settings were recorded, use the following procedure to adjust each screw.
Note:The base settings are for elevations between sea level and 3000 ft. (900 meters).
1. Remove limiter cap(s).
2. Turn mixture screw in until lightly seated, then

turn screw out the specified number of turns (see
specifications in beginning of this chapter).
3. Reinstall limiter cap(s) with tab positioned

mid-way between the stops to allow slight
adjustment in each direction.
4. Test the craft under actual operating conditions to

verify proper mixture.

Mixture Screw Settings - Keihin
Mixture Screw Adjustment - Tuning - Keihin
Low Speed (Idle) Mixture Screw
1. The low speed mixture screw is located

lowermost on carburetor. Remove limiter cap
(pull outward).
2. With craft in the water or test tank, adjust idle

speed to specifications (see procedure this
section).
3. Start engine, let it idle for one minute to normalize

engine temperature. Rev engine slightly for
10-20 seconds and return to idle.
4. Turn each mixture screw to obtain highest idle

RPM.
5. Turn each screw out approximately 1/4 turn from

this point. Fine tune to achieve best throttle
response.

Fuel Tank Vent System
Operation
The fuel tank vent system consists of an inlet check valve and a pressure relief valve. The inlet check valve allows
air to enter the tank as the fuel supply is being used. The pressure relief valve maintains a 1-1.5 PSI positive
pressure in the fuel tank. If pressure in the tank exceeds 1.5 PSI, the valve releases and excess pressure is
allowed to escape.
Inspection
The check valves can be tested for proper operation by applying pressure to one end with the Mity Vac™. Apply
approximately 5 PSI to the end of the valve marked VAC. The valve should hold steady pressure. Try to apply
pressure to the other end of the valve, it should allow air to go through easily with no pressure build up. Replace
the check valve if found to be faulty.
Relief Valve Testing Relief Valve
Apply air pressure with a Mity Vac™ to relief valve.

With air pressure applied in the direction of the ar
row, the valve should "pop" between 1.0 and 1.5 Apply 1 -1.5 PSI
PSI. In the opposite direction it should hold pres
sure.
Fuel Tank Check Valve Testing
To test the air inlet check valve, remove the valve

and apply approximately 5 PSI pressure to the end
of the valve marked "VAC". The valve should hold
steady pressure. Connect the tester to the other
end and apply pressure. Air should pass through
the valve with no pressure build up. Replace the
check valve if it holds pressure both ways or fails
to hold pressure one way.

Fuel Pump Operation
Fuel Pump Operation
The pump supplies fuel to carburetors. On three cylinder models two fuel pumps supply fuel to each of the end
carburetors and commonly to the center cylinder.
When the piston is on the upstroke

crankcase pressure is low, the 1 Piston on upstroke
diaphragm in the fuel chamber moves
outward toward the chamber cover. Outlet check
Inlet check
This causes a negative (low) pressure in Negative valve closed Fuel return
valve open
the fuel chamber. The check valve on (low) to tank
the fuel supply side of the chamber crankcase Diaphragm
opens, allowing fuel to enter. This pressure —/—
vacuum causes the outlet check valve to

close so fuel cannot return from the
carburetor. See III. 1.
Fuel in
When the piston is on its downstroke,

the pressure from the crankcase II. 2 Piston on downstroke
becomes positive causing the
diaphragm to move in the opposite Positive
direction, reversing the pressure in the (high) check
Inlet uiicorx
iiiioi Outlet
wwiww* check
wi iwvsix f"e'r,eturn
tan I/1
pump chamber. This causes the inlet crankcase valve closed valve open
check valve to close and the outlet valve pressure
to open, delivering pressurized fuel to

the carburetor fuel chambers, see III. 2.

Fuel Pump Maintenance
Fuel Pump Maintenance
The fuel pump does not require any specific scheduled maintenance. However, the following should be observed:
• Output: The pump output may be checked by re
moving the fuel supply line from the rear cylinder
carburetor (PTO end) and placing it into a contain
er. With the engine idling a steady small stream of
fuel should be observed.
• Cleaning: The pump and impulse line must be dis

assembled and cleaned whenever water is present
in fuel (beyond separator) or in the engine.
• Impulse Diaphragm Inspection: Loosen clamp

and remove impulse line from pump fitting. Apply
5 PSI pressure to impulse line fitting. The dia
phragm should hold pressure indefinitely. Remove
and inspect the pump diaphragms if the impulse
chamber does not hold pressure.
Disassembly/Inspection
1. Remove fuel pump body screws (4) and carefully

lift assembly from carburetor.
2. Remove gasket, diaphragm, and O-ring.

Carefully examine each for cracks, holes,
distortion or fatigue (stretching). Replace if
necessary.
3. Inspect the check valves in the fuel pump body.

The valve body cannot be disassembled and
must be replaced as an assembly if check valves
are damaged or bent.

Reed Valve Removal
Reed Valve Removal
1. Remove air box inlet and hose clamp. Remove

air box cover and screen. Remove (9) intake
base bolts and intake base.
Cover carbs and use care not to drop washers or de

bris into carb openings.
2. Remove fuel inlet lines and plug to prevent fuel

spills. See fuel warnings on page 3.2. Remove
choke and throttle cables from carb assembly.
Remove fuel return line and plug.
3. Remove flange nuts securing carb rack assembly

to intake manifold and remove carb rack.
4. Remove intake manifold bolts and intake

manifold flange nuts. Remove manifold. Inspect
all gaskets and mating surfaces for possible air
leaks.
5. Remove reed stuffers, reed gaskets, reed

assembly, and lower reed gaskets.
Reed Valve Inspection
1. Thoroughly inspect condition of reed valve

stuffers, reed valves and gaskets. Replace if
necessary.
2. Reed valves are sometimes held open by carbon

or other small particles. Remove screws from
reed stop. Remove the reed, making sure not to
flip the reed if it is to be re-used. Reverse
positioning of a reed will cause breakage.
3. Wipe reed cage and reed valve clean.

Reed Pedal
Reassemble reed, reed stop and screws to cage Exaggerated
Clearance .015"
andtighten. NOTE: If a gap of greater than .015" for illustration
(.38 mm) max.
(.4 mm) exists, replace the reed valve.
4. Clean and dry components for reassembly. Apply

Loctite 242 to reed stop screws for reassembly to
engine.
5. See installation of reed cage and intake manifold

in Engine Section.

Testing
Fuel Line Air Leak Testing
Fuel lines may develop air leaks causing the PWC to run lean or be hard to start. If you suspect this to be the
case, the following would be suggested areas to check.
All fuel line clamps: Carb rack hose connections; fuel line from carb rack back to fuel pump; fuel pump back to
shut off valve; shut off valve to fuel tank drop tube, then drop tube lines within tank. The return line may also cause
lean conditions to exist regarding inlet needle and seat pop off.
Fuel lines within the fuel tank may become distorted from fuel additives. In this case, lines should be replaced.
1. To check for air leaks in the main fuel line, remove fuel in line from fuel pump and fuel out lines from fuel tank.
Attach a Mity Vac™ to one end and plug the opposite end. Pressurize the line with 10-14 PSI. The line should
hold this pressure for five minutes. If pressure will not hold, check hose clamps and fuel shut off valve.
2. To verify if the shut off valve is leaking, bypass the valve. If it maintains pressure, the valve is faulty and should
be repaired or replaced. This test should be done on both main fuel line and reserve line, switching the.shut off
valve accordingly.
3. To check for air leaks from the fuel pump through the carb rack, remove the fuel line from the fuel pump out
line, and remove the return line from the fuel tank.
4. Attach one end of the line and install the Mity Vac™ on the other end. Apply 8 to 9 PSI to the line. It should
maintain that pressure for five minutes. If not, check hose clamps and inspect lines for damage. If after
checking lines and clamps no leaks are found, carbs should be taken apart and inspected.
Oil Check Valve Testing
1. Apply pressure to end of check valve in direction

of flow as shown. The valve should release when
2-5 PSI pressure is applied.

Testing
Accelerator Pump Testing
On models equipped with an accelerator pump, verify proper accelerator pump operation use the following proce
dure:
Wear eye protection when performing this procedure.
1. Turn engine off.
2. Remove air intake silencer.
3. While observing pump outlet nozzle in carburetor

quickly open throttle. A steady stream of fuel
should be evident from each carburetor
accelerator pump outlet nozzle as the throttle is
opened. The pump reservoir must be full of fuel
before performing this test. After operating the
accelerator pump two or three times the reservoir
will be empty and fuel will no longer spray from the
nozzle until the engine is started.
Some causes of improper pump operation are:
• No fuel entering chamber

• Worn pump cam
• Diaphragm damaged or swollen
• Check valve in nozzle stuck open or closed
• Outlet nozzle restricted
• Passages or hoses restricted
Troubleshooting
Refer to Troubleshooting at the end of Maintenance

section for carburetion troubleshooting information.

CHAPTER 4
ENGINE
Engine Specifications 4.1
Specific Torque Chart 4.2
Torque Patterns 4.3-4.4
Engine Mount and Assembly Diagrams ... 4.5-4.12
Engine Removal 4.13 - 4.14
Engine Disassembly 4.15 - 4.24
Engine Assembly 4.25 - 4.40
Oil Pump Assembly 4.41
Engine Installation 4.42
Cylinder Honing 4.43 - 4.44
Cooling System Flow Charts 4.45 - 4.47
Thermostat / Coolant Filter 4.48 - 4.49
Crankshaft Indexing 4.50 - 4.53
Crankshaft Truing 4.54

ENGINE
Service Data
Engine Specifications
2000 SLX / Virage TX / Pro 1200
Piston Identification: 2241

ENGINE
Specific Torque Chart
Torque Chart - Engine Fasteners
NOTES:
271 indicates use of Loctite 271 or 262 thread locking agent (red).
242 indicates use of Loctite 242 thread locking agent (blue).
AS indicates use of Anti Seize compound
Grease indicates use of a light coating of grease
Size 1/4" to 7/8" micro hose clamps torque to 22 in. lbs.
Size 1" and larger hose clamps torque to 35 in. lbs.
Do not install fasteners dry. Always clean fasteners before reusing. Cure time of locking agent is reduced when
Loctite™ Primer-N or Primer T is used to clean and prime fastener threads.
• To convert in. lbs. to ft. lbs. divide by 12
• To convert ft. lbs. to Nm multiply foot pounds by 1.356.
• To convert Nm to ft. lbs. multiply Nm by .7376.

ENGINE
Torque Patterns - Polaris Domestic Engine
Cylinder Head Cover - SLX / Virage TX

Pro 1200/Genesis Cylinder Head - All
22 ft. lbs. (30 Nm) 20 ft. lbs. (27.6 Nm)
0 0
©
Intake Manifold
72 in. lbs. (8.3 Nm)

ENGINE
Torque Patterns - Polaris Domestic Engine
Crankcase Bolts (Bottom View) 3 Cylinder

(8mm) 22 ft. lbs. (30.4 Nm) - 6 bolts
(10mm) 28 ft. lbs. (38.6 Nm) - 2 bolts
©
Mag End PTO End
Cylinder Base Nuts (Top View) 3 Cylinder

35-40 ft. lbs. (48.3-55.2 Nm)
©
PTO End Mag End
Exhaust Manifold (3 Cylinder)

26 ft. lbs. (35.96 Nm)
© o ©

ENGINE
Engine and Mount Assembly
2000 SLX / Virage TX / Pro 1200 / Genesis / Genesis FFI™
Spark Plug Ground
Heads Are One Piece

Temp Switch
on Genesis FFI ™
160°F(71°C)
Ground must be clean and
Apply Loctite™ 242 (Blue)

Torque to 45 ft. lbs.
(62 Nm)
Torque all to
50 ft. lbs. (69 Nm)
Apply Loctite 262 (red)
Engine Alignment
Shims. Note number
and location for reas
Engine Mount To Hull sembly. Always check
14 ft. lbs. (19 Nm) engine to pump align
Apply Loctite 242 ment after engine
installation.

ENGINE
Cylinder and Manifold
2000 SLX / Virage TX / Pro 1200 / Genesis / Genesis FFI1
108 in. lbs

(12.4 Nm)
Water Outlet Manifold
22 ft. lbs.
(30.4 Nm)
20 ft. lbs. Cylinder Head Cover

(27.6 Nm)
Note alignment of head prior to

disassembly and reassemble the
same way it was removed.
Heads are one piece on

Genesis FFI ™
35-40 ft. lbs
(48-55 Nm)
Cylinder
Stuffer
Reed Valve Assembly
Gasket-
108 in. lbs.

(12.4 Nm)

ENGINE
Crankshaft/Piston
2000 SLX / Virage TX / Pro 1200 / Genesis / Genesis FFI1
Piston Rings <-~ <f*~*1>
Piston Pin
Circlip
Connecting Rod
Small End Bearing
Snap Ring "A"
Connecting Rod Bearing
\
Crank Pin Spacer
Thrust Washer.
Snap Ring
"B" Plated
Collar
Spacer
Snap Ring "A"

ENGINE
Crankcase
SLX / Virage TX / Pro 1200 / Genesis / Genesis FFI1
Upper Crankcase
Flywheel Cover
Starter Housing
Impulse Fitting
Apply Loctite™ PST Thread
Sealant
Gasket
Use only 3-Bond 1215 to

seal crankcase and cover
Lower Crankcase
8mm
10mm 22 ft. lbs.
28 ft. lbs. (30.4 Nm)
(38.6 Nm)

ENGINE
Exhaust System
2000 SLX/Pro 1200
Bolt Torque
44 ft.lbs. (60 Nm)
Bolt Torque
14 ft.lbs. (19 Nm)
Bolt Torque
6 fl.lbs. (8 Nm) Bolt Torque
14 ft.lbs. (19 Nm)
Bolt Torque
8 ft.lbs.
Hoseclamp Torque
35 in.lbs. (4 Nm)

ENGINE
Exhaust System
2000 Virage TX
Bolt Torque
44 ft.lbs. (60 Nm)
Hoseclamp Torque
35 in.lbs. (4 Nm)
Bolt Torque
14 ft.lbs. (19 Nm)
Bolt Torque
8 ft.lbs.
(11 Nm)
Bolt Torque
6 ft.lbs. (8 Nm)

ENGINE
Exhaust System
2000 Genesis / Genesis FFI Spacer

PN 5131945
Flat Washer
PN 7555841
Lock Washer
PN 7552608
Bolt
PN 751691
Grommets
PN 5411547
Exhaust
Pipe
Hoseclamp Torque
35 in.lbs. (4 Nm)
18ft.lbs(25Nm)
Clamp Torque
90 in. lbs. (10 Nm)
Bolt Torque
6 ft.lbs. (8 Nm)

ENGINE
Oil Pump Assembly Exploded View
1200 Marine Engines
Oil Pump Cable
EClip
Note: Replace O-Ring every

time oil pump is removed
and it must be positioned
properly to prevent water
Lever Arm from entering flywheel area

ENGINE
Engine Removal - Polaris Engines
Engine Removal
Refer to illustration on pages 4.5-4.12 during engine
removal. Photos shown are for Genesis FFI ™. Gen
esis and carb. model differences are noted where ap
plicable.
1 . Turn off fuel valve if applicable.
2 . Remove seat. Apply masking tape or duct tape

around seat opening to protect hull from
scratches during engine lifting procedures.
3. Loosen bolts and remove air intake silencer

assembly.
4 . Remove spark plug high tension leads from spark

plugs.
5 . Remove straps securing exhaust water box.
6 . Disconnect stator wires from connector, and

remove temperature sender wire from terminal
board. Move electrical box out of the way to
complete battery ground (-) cable removal. On
Genesis FFI™, remove wires from EMM and
electrical box.
7 . Disconnect battery ground (-) cable from rear of

engine crankcase.
8 . Loosen clamp and remove hose from water outlet

manifold.
9 . Remove exhaust pipe and exhaust silencer.
10 . Remove exhaust manifold.
11 . Remove cable from starter motor.
12 .Genesis models - Remove coupler shroud from

bracket.
Carb. models - Spin coupler back until it clears
crankshaft. Pump and/or drive shaft removal is
not necessary for engine removal.
13.Remove jet pump and driveshaft assembly.

Refer to Final Drive-Jet Pump-Bilge section for
procedure.
14 . Disconnect oil supply line at oil pump and plug the

line.

ENGINE
Engine Removal - Polaris Engines
15.If engine will be completely disassembled,

remove drive coupler from crankshaft before
CAUTION: Do not use coupler removal
loosening (4) engine mount nuts.
tool on rubber dampened coupler.
16 . Remove PTO spark plug. Find Top Dead Center
of this piston.
17 .Turn coupler clockwise (as viewed from rear of

craft) until piston is approximately 1" (25.4 mm)
before top dead center. NOTE: Estimate piston
position using a screwdriver or similar probe
through plug hole. Use wrench
on flats to
18.Remove screwdriver or probe and insert remove
approximately 1 foot (30 cm) of 5/16" (8mm) coupler
nylon rope through spark plug hole. Using
coupler tool or a large wrench on flats of coupler,
turn crankshaft counter clockwise until rope is
trapped between piston and cylinder head. With
crankshaft locked in position, remove coupler by
turning counter clockwise (as viewed from the
rear).
Use a wrench on the flats of the coupler to remove.

Do not use coupler removal tool PN 2871037 on the
rubber damgfned coupler or misalignment may oc
cur.
19 . Remove engine mount nuts (4). With the aid of a

chain hoist, lift engine upward and out of hull.
Engine alignment shim(s) may be in place on one
or more of the engine rubber mount studs. Note
the number and location for reinstallation. The
number of shims installed in production is written
next to each mount with permanent marker.
Engine rubber mounts are stressed during
removal of mounting nuts. Be sure to inspect the
mounts carefully and replace if damaged. Always
inspect engine to pump alignment when&ngine is
Engine Lifting Eye
reinstalled. JL,
(2 Required).
NOTE: Engine lifting eyes can bye easily fabrulped by
removing the upper porcelain from a spark plug and
welding a large washer to the sp^rk plug base. Install
one lifting eye in the PTO cylinder^d one in the Mag
neto cylinder spark plug hole (CSrb. and Genesis
only).

ENGINE
Disassembly/Inspection - Polaris Engines
1 . Remove carburetors/throttle bodies.
2 . Remove starter motor. Inspect O-ring and bore in cover

for damage.
3 . Remove intake manifold. Inspect sealing surface for

nicks or damage that may cause an air leak. Remove
reed blocks and stuffers.
Measure air gap between fiber reed and reed block as

shown. The air gap should not exceed .015" (.4
Reed Pedal
mm). If clearance is excessive DO NOT attempt to Exaggerated
Clearance .015
reverse the reeds to reduce the air gap. Always replace for illustration
(.38 mm) max.
them if damaged. Check each fiber reed for white stress
marks or missing material. Replace if necessary.
Reed Air Gap - Maximum
5^ (.4mm)

ENGINE
Inspect condition of reed stuffers and replace if

deformed or damaged. The stuffer should fit
squarely into the reed block.
Remove oil pump. Inspect O-ring condition and

sealing surface.
Remove flywheel cover bolts, tap cover lightly with a

soft faced hammer and remove cover and gasket.
Inspect starter drive bushing in cover for wear or
damage. Measure inside diameter and replace if
worn beyond service limit. Measure starter drive
shaft O.D., calculate clearance and compare to
specifications.
iStarter Drive Bushing Clearance:
Service Limit:
•1 .0.10" ( w **?■
:f
3/00 4.16 Polaris Safes /nc.

ENGINE
Remove thrust spring and plastic bushing from

starter drive bushing in cover. Replace spring and
bushing if worn.
Remove flywheel nut and washer using flywheel

holder tool. Install puller and remove flywheel.
Inspect flywheel key and keyway in flywheel for
damage.
Do not thread the puller bolts into the flywheel more than
3/8" (.95 cm) or stator damage may result. Do not tighten
the flywheel puller against the magnet holder screws or
damage to the screws or magnet holder may result.
10 . Remove starter drive. A thrust washer is located on

each end. Inspect gear teeth for wear, cracks or
damage. Hold drive body and rotate drive gear to
check operation of drive assembly. The drive gear
must slide smoothly outward without binding.
Inspect bushing in starter housing as outlined for
cover bushing on page 4.16.
11 . Remove bolt and alien screw from wiring harness

grommet. Remove 3 alien screws that retain stator
assembly. Remove stator assembly.

ENGINE
12 .Remove spark plugs.
13 .Remove starter housing by removing remaining 3

bolts in housing. Tap housing lightly to break seal.
14.Inspect condition of crankshaft seal in housing.

Always replace seal when rebuilding engine. See
Engine Assembly for seal replacement procedure.
15 .Remove water outlet manifold. Clean and inspect

gasket surfaces. Note location of water outlet
manifold and orientation of cylinder heads (cylinder
head covers).

ENGINE
16.Remove fuel injectors (FFI™ model only). Mark

injectors so they can be re-installed on their
respective cylinders.
17. Remove ignition coils (FFI™ model only). Mark coils

so they can be re-installed on their respective
cylinders.
18 . Remove cylinder heads (cylinder head covers) and

inspect sealing surface. Clean and inspect groove in
cylinder for damage or debris. Replace all O-rings
upon reassembly. Mark cylinder heads so they can
be re-installed on their respective cylinders.
19 .Check each cylinder head for warping as shown.

Replace cylinder head if warp exceeds service limit.
Cylinder Head Warp
Service Limit? .003^(.08mm)

ENGINE
20 . Loosen cylinder base nuts evenly in a criss cross

pattern. Support pistons while removing cylinders.
NOTE: Each cylinder and piston should be marked

to keep all parts together as a matched set. If parts
are to be reinstalled keep piston pins and top bear
ings together with their respective cylinders. Always
use new piston pin C-clips upon reassembly.
21 .Inspect each cylinder for wear, scratches, or

damage. If no damage is evident, measure cylinder
for taper and out of round with a telescoping gauge
and micrometer or a dial bore gauge. Measure bore
1/2" down from top of cylinder in two directions - in
line with piston pin and 90p to the pin to determine if
bore is out of round. Repeat measurements at
bottom of cylinder to determine taper or out of round
at the bottom. Record all measurements.
NOTE: If cylinders are worn or damaged refer to page
4.43-4.44 for boring/honing and port chamfer informa
tion.
22 . Remove piston circlips carefully using an awl, scribe,

or very small screwdriver.
The circlip is under tension. Wear eye protection. Keep

your thumb on the edge of the clip to prevent it from
springing out.
23 . Remove piston pin using piston pin puller and piston.

If necessary, heat piston crown slightly with a
propane torch.
Do not apply heat to the piston rings. The rings may lose
radial tension.

ENGINE
Piston Pin / Needle Bearing Inspection

1 . Clean needle bearing in solvent and dry with
compressed air.
2 . Inspect needle cage carefully for cracks or shiny

spots which indicate wear. Replace needle bearings
if worn or cracked, and always replace them if piston
damage has occurred.
3 . Visually inspect piston pin for damage, discoloration,

or wear. Run your fingernail along the length of the
pin and replace it if any rough spots, galling or wear is
detected. Measure piston pin.
Piston Pin Diameter
21.005*21*, 998mm
Connecting Rod Small End Inspection
1 . Clean small end of connecting rod and inspect inner

bore with a magnifying glass. Look for any surface
irregularities including pitting, wear, or dents.
2 . Run your fingernail around the inside of the rod and

check for rough spots, galling, or wear.
3 . Oil and install needle bearing and pin in connecting

rod. Rotate pin slowly and check for rough spots or
any resistance to movement. Slide pin back and
forth through bearing while rotating and check for
rough spots.
4 . With pin and bearing centered in rod, twist ends back

and forth in all directions to check for excessive axial
play. Pull up and down evenly on both ends of pin to
check for radial play. Replace pin and bearing if
there is any resistance to rotation or excessive axial
or radial movement. If play or roughness is evident
with a new pin and bearing, replace the connecting
rod.

ENGINE
Piston Inspection/Measurement
1 . Check piston for scoring or cracks in piston crown or

pin area. Excessive carbon buildup below the ring
lands is an indication of piston, ring or cylinder wear.
2 . Measure piston outside diameter at a point 10 mm

(3/8") up from bottom of skirt at a 90° angle to the
direction of the piston pin. Record the
measurement for each piston.
NOTE: The piston must be measured at this point to
provide accurate piston-to-cylinder clearance measure
ment.
3. Subtract this measurement from the minimum

cylinder measurement recorded previously. If
clearance exceeds the service limit, determine if
piston or cylinder is worn and recondition or replace
as necessary.
nder Clearance
4 . Position each piston ring 1/2" (1.3 cm) from the top
of the cylinder using the piston to push it squarely
into place. Measure installed gap with a feeler
gauge at both the top and bottom of the cylinder.
NOTE: A difference in end gap indicates cylinder taper.

The cylinder should be measured for excessive taper
and out of round. Replace rings if the installed end gap
exceeds the service limit.
NOTE: Always check piston ring installed gap after re-

boring a cylinder or when installing new rings.
Piston Ring Installed Gap
STD: ,
Service
Cylinder Cleaning/Cylinder Reconditioning
Refer to page 4.43 for cylinder cleaning, honing, and re-

boring information.

ENGINE
1 . Scribe a mark on the engine mounts and crankcase.

This will allow the mounts to be installed at nearly the
same position and speed engine alignment after
reassembly. Remove engine mounts. One bolt has
dielectric grease applied. Note position of this bolt
and orientation of mounts for reassembly.
Loosen and remove crankcase bolts following the

order shown at right.
Tap crankcase on reinforced areas to separate top

from bottom. Remove bottom half of crankcase.
Remove crankshaft from bottom half of crankcase.

Remove seal collar and O-ring. Inspect sealing
surface on collar and crankshaft. Remove snap
rings.

ENGINE
Crankshaft Main Bearing Inspection
1 . Clean crankshaft thoroughly and oil main and

connecting rod bearings with Polaris Premium 2
cycle engine oil. Carefully check each main bearing
on the shaft.
NOTE: Due to extremely close tolerances, the bearings

must be inspected visually, and by feel. Look for signs
of discoloration, scoring or galling. Turn the outer race
of each bearing. The bearings should turn smoothly and
quietly. The inner race of each bearing should fit tightly
on the crankshaft. The outer race should be firm with
minimal side to side movement and no detectable up
and down movement. Replace any loose or rough bear
ings.
Connecting Rod (Big End) Side Clearance
1 . Measure connecting rod big end side clearance

with a feeler gauge. Compare to specifications.
Connecting Rod Big End Side Clearance

Standard: .01*- .020*(.3>6-.51mm)
Service Limit: .022" (.56mm)
Connecting Rod (Big End) Radial Clearance
1 . Rotate rod on crankshaft and check for rough spots.

Check radial end play in rod by securing crankshaft
in a holding fixture. Set up a dial indicator as shown Dial
in illustration at right. Support connecting rod Indicator
against one thrust washer and apply up and down
pressure on connecting rod. Read total movement
of indicator and compare to specifications. Replace
rod, bearing, pin, and thrust washers if clearance is
excessive. Important Note: A very small amount Connecting
of radial play is normal and may be barely Rod
perceptible when inspecting by feel.
Crankshaft
Connecting Rbd Big End Radial Clearance O

Standard: .0015" - .0018" (.038-.046mm) .
Service Limit: .0021" (.053mm)
NOTE: Specialized equipment and a sound knowledge of crankshaft repair and straightening is required to per
form crankshaft work safely and correctly. Crankshaft repair should be performed by trained Polaris service tech
nicians in a properly equipped shop.

ENGINE
Assembly - Polaris Engines
The cylinder mounting studs on Polaris engines are used to secure crankcase halves along with the crankcase
bolts. Do not allow crankcase sealer to cure before torquing base nuts or assembling the top end Be sure all
top end parts are clean, inspected, and ready for assembly priorto assembling engine lower end. Improper crank
shaft main bearing clearance may result if sealer dries, causing premature engine wear. Be sure to follow the
Crankcase Assembly procedure below when assembling crankcases
1 . Clean crankshaft and lubricate with Polaris

Premium 2 Cycle Oil.
2 . If new outer main bearings are being installed, heat

new bearings on a hot plate.
Wear protective gloves to avoid burns when installing

bearings.
3 . Install inner bearing on PTO end. Install spacer and

outer bearing. Be sure bearings are fully seated. If
necessary, tap bearing lightly on inner race only
until fully seated.
Do not drive on outer race or bearing damage may occur.
Polaris Sales Inc.

4.25 3/00
ENGINE
4 . Install inner Mag end bearing, spacer, and outer

bearing.
5 . Clean crankcase halves thoroughly, rinse and dry

completely. Be sure all old sealer is removed from
surface.
6 . Install crankshaft in upper crankcase.

ENGINE
Assembly - Polaris Engine
7 . Install bearing retainer circlip with end gap facing

directly upward as shown.
8 . Apply grease to seal lip and install seal with lip and
spring facing inward toward crankshaft.
9 . Apply a light film of grease and install O-ring and

seal collar, being careful not to dislodge spring on
seal during installation of collar.
î^^^^Slt^:^r^:/-':
10.Install seal retaining circlip with end gap facing

upward. The seal retainer circlip is plated to resist
corrosion.

ENGINE
11 .Install Mag end bearing retainer circlip with ends

facing upward as shown.
12 . Apply a thin, even layer of sealer to entire surface of

upper crankcase half.
Do not allow sealer to dry. Crankcase must be as-

sembted immediately to ensure proper fit of main
bearing outer race in crankcase.
1-3 . Place lower crankciase half on upper half aligning

circlips and seals. Press into place.
14 . Apply Loctite™ 242 (blue) to crankcase bolts, install

and tighten to specifications following torque
pattern shown in illustration at right.
15 .Turn engine upright.

16.Install front and rear engine mounts. The two
reinforcing ribs on each mount are positioned to the
rear (PTO end) of engine. Torque to specification.
Front (Mag end) has a relief for magneto housing. Mag End PTO End
Rotate crankshaft to be sure crankshaft rotates
Ci)
freely without binding. Q

ENGINE
17.Lubricate main bearing oil holes with Polaris

Premium 2 Cycle engine oil and rotate crankshaft to
distribute oil evenly.
18 .Install one C-clip in piston with gap facing up or

down. Be sure clip is fully seated in groove.
19 .Lubricate and install piston rings on piston. Letter

marked on end of ring faces upward.

ENGINE
20 . Lubricate piston rings, pin bore, cylinder bore, and

piston skirt.
21 . Lubricate and install new connecting rod small end

bearing in rod.
22. Install piston with arrow facing exhaust (ring

locating pins should be facing intake).
23 . Install piston pin and remaining C-clip with gap up or

down. Be sure both clips are fully seated on the
groove.

ENGINE
Cylinder Installation
24.Install new base gasket. Apply a thin coat of

crankcase sealer to the area shown.
25 . Place piston support block under piston skirt.
Crankcase Sealer -
12f5 Pft 28715S7
26 . Align ring end gaps with locating pins and compress

rings. Install cylinder carefully with a gentle front to
rear rocking motion. Install cylinder base nuts
loosely. Do not tighten them at this time. Repeat
Steps 18-26 for other cylinder(s).
lilllll
Do not twist or force cylinder during installation.
■111
IMPORTANT: To prevent possible water leaks at ex
haust manifold, the cylinders must be aligned be
fore the base nuts are tightened.
■ ' ' W ■'■ *
27 .Temporarily install exhaust manifold to cylinders

without gasket and tighten bolts lightly. This will
ensure proper alignment of cylinders to manifold.

ENGINE
28 .Torque cylinder base nuts to specification following

the torque pattern shown.
29 . Remove exhaust manifold.
30.Be sure O-ring grooves in cylinders are clean.

Inspect surfaces of cylinder and cylinder head for
nicks or scratches.
31 . Lightly grease new cylinder head O-rings and install
in groove. Be sure O-ring is properly positioned and
groove is clean and free from debris.
32 . Install cylinder heads carefully. Torque bolts evenly

in three steps to specification.
NOTE: Cylinder heads must be positioned correctly with
the wide opening toward the intake and the small opening
(marked "ex") toward the exhaust. On Genesis FFI™ en
gine, water manifold orientation is to exhaust side.
Cylinder Head Torque -
20 ft. lbs. (27-6 Nm)

ENGINE
33.Carefully install injectors (FFI™ only) with fuel

inlet/outlet ports facing intake side. When inserting
injector, it is extremely important to install straight
without binding injector. It is very important to torque
bolts evenly in three steps to specification I
34 . Lightly grease new inner and outer cover O-rings and

place in grooves (SLX / Pro 1200 / Virage TX /
Genesis). Be sure O-rings are properly positioned
and grooves in cover are clean and free from debris.
35 . Install covers with water manifold outlets on exhaust

side (SLX / Pro 1200 / Virage TX / Genesis). Do not
tighten the bolts at this time.
36 .Temporarily install water outlet manifold and bolts

to ensure proper alignment of covers.(SLX / Pro
1200 / Virage TX / Genesis).
37.Remove exhaust manifold, apply Ultra Copper™

silicpne, making sure surfaces are clean and free
fronh burrs. Torque evenly in three steps, as shown,
to specification.
Exhaust Manifold (3 Cylinder)

26 ft. lbs. (35.96 Nm)
0 © ©

ENGINE
38 .Tighten all cover bolts lightly (Carb. models).

Cylinder Head Cover - Carb. models
39 . Remove water outlet manifold (Carb. models).
40.Torque cover bolts evenly in three steps to

specification (Carb. models).
ih^
41 .Install water outlet manifold with new gaskets and

torque bolts evenly in a criss-cross pattern to
specification.
NOTE: If flush plug was removed, apply Loctite™ pipe
sealant to threads and torque to 18 ft. lbs. (24.9 Nm).
Water Outlet Manifold Bolt Torque -
108 in. lbs. (12.4Nm)

ENGINE
42 . Apply anti-seize to threads of spark plugs, install and

torque to specification.
43 . Press a new seal into starter housing from inside to

outside until outer seal flange bottoms on cover. The
seal lip and spring face inward (toward crankshaft).
44.Apply grease to lip of seal and a light film on

crankshaft.
45 . Before installing cover, apply a thin film of 3 Bond

1215 to sealing surface and remove any hardened
sealer from crankcase parting line.
3 Bond 1215-
PN2871S5? ■?iiAie,
46 . Install starter housing cover. Torque all bolts (4) to

specification.
Starter Housing Cover Torque -
22 ft. lbs (30-4 Mm)

ENGINE
47 .Clean stator mounting surface. Feed stator wiring

harness through hole and lubricate grommet. Apply
Loctite™ 242 to stator mounting screws and torque.
Stator Mounting Screw Torque-
60 in. lbs. (6.9 Nm) (Loctite^ 242)
48 .Push grommet into place in starter housing. Remove

housing bolt (FFI™) and install grommet clamp,
install and torque bolts. Be sure wire harness is
positioned properly to clear the flywheel ring gear.
Grommet Clamp Bolt Torque-
108in. Ibs;<j2$ JJfifj&x

Housing Bolt Torque: 22 ft.lbs (30.4 Nm)
49 . Install new washers on ends of starter drive.

ENGINE
50. Lightly grease ends of starter drive and install in

starter housing.
Polaris Premium Starter Grease

PN 2871460(2oz. tube)
51 .Install flywheel key in crankshaft. Apply a small

amount of Loctite ™ 262 (red) to taper and 242 (blue)
to threads of the crankshaft.
52 . Install flywheel using puller bolts to hold flywheel.

Failure to do so may result in personal injury. Install
washer and nut. Torque to specification.
NOTE: Always check the condition and tightness of
the two timing screws on the flywheel (Carbu
reted Models).
Flywheel Nut Torque-

90 ft. lbs. (124.4 Nm)
Flywheel Holder Tool PN '229

(Carb. models) '
53 .Check for proper clearance between stator wires,

harness, and flywheel ring gear.

ENGINE
54.Check Crank Position Sensor (CPS) for proper

clearance (Genesis FFI™ only). The CPS is not
adjustable. If out of specification, replace.
55 . Install oil pump drive coupler.
56 .Grease and install spring and plastic bushing into

flywheel cover.
57. Install a new gasket on flywheel cover and water

jacket cover. Tighten bolts in a criss-cross pattern.
58.Grease O-ring and install starter motor. Torque

mounting bolts to specification.

ENGINE
59 . Install reed valves in crankcase. Be sure surface of

crankcase is clean.
60 .Install reed stuffers.
61 .Install intake manifold and tighten bolts evenly in

three steps to specification following torque pattern
found on page 4.3.
108 \h jbs. (1X4 Nm) "
62 . Install new carburetor/throttle body flange gaskets

on manifold. Install carburetors/throttle bodies,
gaskets, and air intake mounting plate. Wire choke
plate closed, or cover opening in manifold to prevent
debris from entering. Torque carburetor/throttle
body bolts to specification.

ENGINE
63 .If impulse fitting was removed, apply pipe sealant

and reinstall. Torque to specification. If crankcase
drain plugs were removed, re-install with new sealing
washers and torque to specifications.
Crankcase Drain Piug Tor^tif^^ :; ; :
64 . Lubricate and install a new O-ring on oil pump. Line

up drive spade on pump with slot in flywheel nut and
install. Apply Loctite™ 242 (blue) to the bolts and
torque evenly to specifications.
Oil Pump Bolt Torque*
60 in. lbs. (6.9 Nm)
65 . Install oil pump cable and connect oil lines to oil pump
and carburetors (throttle bodies). Adjust as outlined
on pages 2.18-2.22.
66 .Bleed oil pump and oil lines to ensure no air is

trapped in pump or lines - see page 4.41.
67 .Apply a light film of grease to crankshaft threads and

install drive coupler. Tighten hand tight.
68 .Thoroughly grease splines inside coupler and

replace sealing O-ring.
69 .Install ignition coils. Torque to specification.
Ignition Coil Bolt Torque-
108in. lbs. (12.4 Nm)

ENGINE
Oil Pump
Oil Pump Bleeding

The oil pump must be bled following any repair service
to the injection system which might allow loss of oil and
subsequent trapped air upon reassembly.
IMPORTANT: Always pre-mix the first tank of fuel used

after oil pump or engine service to ensure proper lu
brication of the engine.
70 . Fill oil reservoir with Polaris injector oil.
71 . Loosen hex head screw at top of oil pump.
72 .After a short period of time oil should begin to flow

from beneath the screw head. Be sure that a
steady flow of oil is evident to remove all air before
tightening the screw.
73 .Tighten screw.
Do not over tighten. The screw is hollow.
74 . Any time the engine is disassembled or repaired it is

important that each oil supply line from the pump to
the engine be checked for signs of wear or air
bubbles. If air bubbles greater than 1/2" (1.3 cm) in
length are present, fill oil supply lines with oil using a
small oil squirt can.
Troubleshooting
NOTE: See Maintenance section for adjustment/in

spection information.
75 . Remove lines from their fittings at the engine and

pump. Blow through them to ensure they are not
plugged or restricted.
76 .Apply some pressure to the check valve fittings

Oil Pump Check Valve
with the Mity Vac™ or similar tool. These valves
should open with 2-5 lbs. of pressure. (Located on Carburetor/Throttle Body)
Flow
77 . Be sure oil feed lines fit tightly, are not cracked or
leaking.
78 . Be sure the in-line filter between oil pump and oil

tank is clean and bleeding is complete.
79 . If oil still won't flow, replace the oil pump.

Apply 2-5
NOTE: This machine is equipped with a variable oil lbs. pressure
pump controlled by a link rod between the carburetors
and the pump arm. This is a non-adjustable rod. It is
necessary to inspect the rod and linkage for correct
installation and smooth operation before running the
engine.

ENGINE
Engine Installation - Polaris Engines
Engine Installation
Engine installation is done in reverse order of the removal instructions. A few important tips are listed below to
ensure long and trouble free service.
A WARNING
Do not install the battery ground (-) cable until all other fuel and electrical connections are done. Electrolyte or fuel
vapors may be present in the engine compartment and a spark could ignite them, resulting in personal injury.
NOTE: Observe the following precautions:
• When installing the engine mounts to engine crankcase, use Polaris Anti-Corrosive Nyogel™
Grease on one of the four bolts.
• Engine rubber mounts are stressed during removal of mounting nuts. Be sure to inspect the
mounts carefully and replace if damaged.
• Always clean residual Loctite™ out of threads before reinstallation or applying new Loctite™.
• Always use new gaskets on the exhaust system and electrical box.
• Remember to inspect for damage on any wiring, hoses, or lines before and after reinstalling the
engine.
• Make sure all cables, hoses, and wiring are routed and secured properly.
• Adjust throttle cable and check throttle operation. It must operate freely and return completely
when released.
• Verify proper operation of engine stop switch.
• After engine installation, pump alignment must be inspected. Refer to the Final Drive section
for inspection and alignment procedures.
• Synchronize carburetors and be sure they are clean.
• Adjust oil pump cable and bleed pump.
• The first tank of fuel should be pre-mixed with Polaris Premium 2 cycle or Premium Synthetic
2 cycle oil at a 40:1 ratio.
Shims used for engine and driveshaft alignment must

Use new
be reinstalled in their original locations. Do not allow
exhaust
them to be mixed up. Always verify proper engine to
^ gaskets
pump alignment after engine installation as outlined in
the Jet Pump, Final Drive, section. In most cases, the
number of shims used in production is marked in
permanent marker next to each engine mount. The Ground must be
same number should be installed as a starting point, clean and tight
and in most cases adjustment will not be necessary.
Always verify proper engine alignment before installing
pump.
Inspect condition of Apply dielectric
engine mounts grease to one bolt

ENGINE
Cylinder Honing
Cylinder Honing
The cylinder bore must be de-glazed whenever new piston rings are installed. A light honing with fine stones
removes only a very small amount of material. A proper Crosshatch pattern is important to provide a surface that
will hold oil, and allow rings to seat properly. If the Crosshatch is too steep, oil retention will be reduced. A cross-
hatch angle which is too shallow will cause ring vibration, poor sealing, and overheating of the rings due to blow-by
and reduced contact with the cylinder wall. Service life of the pistons and rings will be greatly reduced.
Cylinder Hone Selection

Selecting a hone which will straighten as well as remove material from the cylinder is very important. Honing a
cylinder with a spring loaded glaze breaker is never advised. Polaris recommends using a rigid type hone which
also has the capability of oversizing. These hones are manufactured by such companies as Sunnen Products
Company of St. Louis, Missouri; and Ammco Tools, Inc., of North Chicago, Illinois.
De-glazing
If cylinder wear or damage is minimal, hone the cylin
der lightly with finish stones.
1200 Engine Cylinder Honing

On Polaris 1200 engines, it is important to bolt exhaust
manifold to cylinder to be honed and torqued to specifi
cation before honing.
Honing To Oversize
If cylinder wear or damage is excessive, it will be nec
essary to oversize the cylinder using a new oversize
piston and rings. This may be accomplished by either
boring the cylinder and then finish honing to the final
bore size, or by rough honing followed by finish honing.
For oversize honing always wet hone using honing oil

and a coarse roughing stone. Measure the piston (see
piston measurement) and rough hone to the size of the
piston or slightly larger. Always leave .002 - .003" (.05
- .07 mm) for finish honing. Complete the sizing with
fine grit stones to provide the proper cross-hatch finish
and required piston clearance.
Honing Procedure
1 . Wash cylinder with solvent. Clamp cylinder in a

soft jawed vise with exhaust manifold installed and
torqued.

ENGINE
Cylinder Honing
Honing Procedure, Cont.

2 . Place hone in cylinder and tighten stone adjusting knob until stone contacts the cylinder walls (DO NOT
OVERTIGHTEN). Cylinders may be wet or dry honed depending on the hone manufacturer's
recommendations. Wet honing removes more material faster and leaves a more distinct pattern in the bore.
Using a 1/2" (13 mm) drill motor rotating at a speed of 300-500 RPM, run the hone in and out of the cylinder
rapidly until cutting tension decreases. Remember to keep the hone drive shaft centered to prevent edge
loading and always bring the stone approximately 1/2" (1.3 cm) beyond the bore at the end of each stroke.
Release the hone at regular intervals to inspect bore size and finish.
Port Chamfering
After honing the cylinders, chamfer all ports to remove sharp edges. To chamfer the ports, use a small hand grind
er with a 1/2" - 1" (12-25mm) diameter cylindrical grinding stone or sanding roll, a half round file, or a 3 sided
de-burring knife. Hold the cylinder securely by installing bolts in the exhaust mounting holes and clamping in a
soft jaw vise. The corners, top and bottom edges of ports should receive a standard chamfer (.3 -.6mm) with
the widest portion at the center of the port window. The sides of the ports require only de-burring (.05 - .3mm).
Refer to illustration below.
Chamfer Angle Standard Chamfer

(Typical)
Port
\ .3-.6mm
Cylinder (.012-.024")
\
10-20°
CAUTION:
Do not exceed 20°
chamfer angle .3-.6mm
(.012-.024")
.05-.3mm
(.002-.012")
IMPORTANT: Cleaning the Cylinder After Honing

Scrub the cylinders thoroughly in hot, soapy water. Pay close attention to the area where the cylinder sleeve
meets the aluminum casting and use electrical contact cleaner if necessary to remove all traces of debris. Rinse
the cylinders in clear water and dry thoroughly with compressed air. Immediately apply Polaris Premium 2 Cycle
Lubricant or 2-stroke engine oil to all areas of the cylinder sleeve to prevent rust. Wipe cylinders with an oil coated
shop towel to clean all remaining honing material from the cross hatch of the cylinder bore, and re-oil.

ENGINE
Cooling System Flow Chart
SLX/VirageTX/Pro 1200

ENGINE
Genesis

ENGINE
Genesis FFI1
OUT

ENGINE
Thermostat and Coolant Filter
Thermostat Pop Off Assembly

If low end performance of the watercraft begins to dete
riorate, and the jet pump intake area is free of debris and
weeds; or if the overheat alarm sounds, the thermostat
pop off assembly should be checked for debris and
cleaned. Also inspect the thermostat pop off assembly Internal Pop-off Valve
if the watercraft has been stored for more than 30 days (Longer End Towards
or has been used in salt water. To do this, use a 3/16" Engine)^ Qasket
(.5 cm) Allen wrench and a flat screwdriver.
Thermostat
If the thermostat pop off assembly is reassembled incor Spring
Thermostat
rectly severe engine damage will result within a very
Base
short period of operation.
Gasket
NOTE: Do not perform this maintenance while the wa Genesis FFI'
tercraft is in the water. The thermostat pop off assembly
is under tension from an internal spring. When the
screws are removed, the assembly will come apart
quickly if not held together firmly.
1 . Remove screws while holding thermostat pop off

assembly firmly together. Carefully take assembly
apart. Be careful not to lose any parts.
2 . Check thermostat pop off assembly for debris, such
as seaweed, and clean it out.
3 . Check condition of rubber elements. Also check
thermostat and housing for corrosion. Replace any
parts that appear in poor condition.
4 . Assemble thermostat pop off assembly in correct
sequence. Assemble carefully to ensure proper
alignment between all internal parts and be sure the
gasket or O-ring is properly positioned. The arrow
indicates the direction of water flow (away from
engine).
5 . Attach thermostat pop off assembly using screws
removed in step one and Loctite™ 242 (blue).

ENGINE
Thermostat and Coolant Filter - Polaris Engines
Exhaust Coolant Filter - Polaris Engines

The exhaust coolant filter is located on the top of the ex
haust manifold. This filter traps debris that would other
wise enter the exhaust hose cooling orifice. This ensur
es the proper exhaust temperature for cooling and
performance.
Cleaning Procedure
1 . Loosen clamp and remove hose from fitting.
2 . Using a deep well 9/16" socket or flare nut wrench,

remove fitting from exhaust manifold.
3 . Inspect fitting for plugging. Flush with water to

clean.
4. Reinstall fitting into exhaust manifold. Tighten

securely.
5 . Reinstall bleed hose and clamp. Tighten securely.
Orifice Size:
Orifice
Pro 1200.SLX.
Fitting
Virage TX:
.070" (1.8mm)
Exhaust Pipe
Exhaust
Pipe
All Engines - Screen Cleaning
y.
Flow
T
Welding
Tip Cleaner
If particles are inside screen, replace fitting

ENGINE
Crankshaft Indexing
Crankshaft Indexing - SLX / Pro 1200 / Virage TX / Genesis
Polaris Watercraft crankshafts are pressed together or

"indexed" so the connecting rod journal center lines are
120° apart from each other.
.100 ATDC
It is sometimes necessary to check multi-cylinder crank Dial Indicator
shafts to verify that one cylinder has not been forced out
of position relative to the other cylinder or cylinders.
Causes for out-of-index crankshafts include but are not
not limited to:
• Hydrolock from water or fuel; See Troubleshoot
ing, Chapter 2.
• Impact to impeller from foreign object or acci
dent; Degree
• Abrupt piston or other mechanical failure; Wheel
Following is a method of checking:
Disconnect battery ground cable and all spark plug high

tension leads; ground high tension leads to engine. Dis
connect lanyard from engine stop switch before proceed
ing with the following steps.
1 . Securely fasten a degree wheel on the flywheel or

output coupler/driveshaft. Use a large degree wheel
for more accuracy, and make sure it is mounted Three Cylinder
concentrically with the crankshaft center line. Cut a
slot in a paper or cardboard degree wheel and slide it
over the driveshaft if engine and pump shaft is
installed in craft. Again, be sure to secure the degree
wheel.
2 . Sharpen a coat hanger or section of welding rod and
anchor it to a convenient spot. Point the sharpened
end at the outer perimeter of the flywheel or drive
coupler mounted degree wheel.
3 . Install a dial indicator into the magneto end cylinder
spark plug hole (front) (#1). (The ignition timing is
referenced by the magneto end.)
4. Rotate the engine to bring the piston to top dead
center (TDC) on the cylinder with the indicator
installed.
5 . Locate TDC as accurately as possible by finding the
center of the point where there is no piston
movement. "Zero" the dial indicator at this point.
Continue to rotate the crankshaft in the normal
direction of rotation (counter clockwise as viewed
from the rear of the craft) until the dial indicator reads
.100" (2.54mm) after top dead center (ATDC).
IMPORTANT: Do not allow the crankshaft to move
from this position.
6 . Bend the pointer or move the degree wheel until the

pointer aligns with the 120° mark on the degree
wheel.

ENGINE
Crankshaft Indexing
7 . With the pointer aligned, make sure the degree wheel

and pointer are secured and will not move out of
position. Re-check accuracy of this location by
repeating steps 4 and 5. The pointer should align
with the 120° mark when the dial indicator reads
.100" (2.54mm) ATDC.
IMPORTANT: Do not move the degree wheel or pointer
after the initial setting on the mag end cylinder - simply
read the wheel and dial indicator.
8 . Remove the dial indicator and install in cylinder #2

(center). Repeat steps 4 and 5 for cylinder #2. Note
the degree wheel indication when the dial indicator
reads .100" ATDC. It should be 120° (± 2°) from
cylinder #1. Proceed to PTO cylinder (#3). Cylinder
#3 should also be 120°(± 2°) from cylinder #1.
Symptoms of an out of index crankshaft can include:
• Difficulty calibrating carburetor (repetitive plug
fouling on one cylinder with no other cause);
• Unexplained piston failure on one cylinder (i.e.
severe detonation, broken ring lands, piston hol
ing);
• Excessive vibration of engine, backfiring, etc.;
• Rough idle, poor top speed.
Dial Caliper Crankshaft Indexing
Be sure to keep the dial caliper vertical, and in the center of the plug hole for greatest accuracy.
Disconnect battery ground cable and all spark plug high tension leads. Ground high tension leads to engine.
Disconnect lanyard from engine stop switch before proceeding with the following steps.
1 . Remove all spark plugs
2 . Install a dial indicator into the magneto end (Front) cylinder spark plug hole. (The ignition timing is referenced
by the mag end).
3 . Rotate the engine to bring the piston to top dead center (TDC) on the cylinder with the dial indicator installed.
4 . Locate TDC as accurately as possible by finding the center of the point where there is no piston movement,
and zero the dial indicator at this point. Do not move the crankshaft from this position.
5 . Using the dial caliper, measure the distance from the spark plug gasket surface of the cylinder head to the top
of the piston on the center and PTO (rear) cylinder. Be sure to measure all cylinders at the same position in the
spark plug hole.
Polaris Sales Inc. 4 51 3/00

ENGINE
Crankshaft Indexing
Crankshaft Indexing - Genesis FFI
Polaris Watercraft crankshafts are pressed together or

Rotate until
"indexed" so the connecting rod journal center lines are
120° apart from each other. resistance
is felt
It is sometimes necessary to check multi-cylinder crank
Bumper
shafts to verify that one cylinder has not been forced out
Tool PN
of position relative to the other cylinder or cylinders.
Degree 2872604
Causes for out-of-index crankshafts include but are not
Wheel
not limited to: Scribe
• Hydrolock from water or fuel; See Troubleshoot Mark
ing, Chapter 2.
• Impact to impeller from foreign object or acci
dent;
• Abrupt piston or other mechanical failure;
Following is a method of checking: II. 1
Disconnect battery ground cable and all spark plug high

tension leads; ground high tension leads to engine. Dis
connect lanyard from engine stop switch before proceed
ing with the following steps.
1 . Securely fasten a degree wheel on the flywheel or

output coupler/driveshaft. Use a large degree wheel
for more accuracy, and make sure it is mounted
concentrically with the crankshaft center line. Cut a
slot in a paper or cardboard degree wheel and slide it
over the driveshaft if engine and pump shaft is
installed in craft. Again, be sure to secure the degree
wheel.
2 . Sharpen a coat hanger or section of welding rod and
anchor it to a convenient spot. Point the sharpened
end at the outer perimeter of the flywheel or drive
coupler mounted degree wheel.
3 . Install bumper tool PN 2872604 into the magneto end
cylinder spark plug hole (front) (#1). (The ignition
timing is referenced by the magneto end.)
4 . Rotate the engine to bring the piston to the top of the
cylinder, making contact with the bumper tool. Scribe
a mark on the degree wheel. (See III. 1)
5 . Rotate the engine in the opposite direction until
similar contact is made with the bumper tool. Scribe
another mark on the flywheel. (See III. 2)
6 . Once both scribes are in place, remove bumper tool
and record the measurement between both scribes Halfway be
Degree
and divide it in half. Make a scribe in the middle. This tween scribes
Wheel
is Top Dead
is Top Dead Center.
Center
7 . Bend the pointer or move the degree wheel until the
pointer aligns with the 120° mark on the degree
wheel.
II. 3

ENGINE
Crankshaft Indexing
8 . With the pointer aligned, make sure the degree wheel

and pointer are secured and will not move out of
position. Re-check accuracy of this location by
repeating steps 4 and 5. The pointer should align
with the 120° mark when measurement is taken
between 2 scribes and divided in half.
IMPORTANT: Do not move the degree wheel or pointer
after the initial setting on the mag end cylinder - simply
read the wheel and dial indicator.
9 . Install the bumpertool in cylinder #2 (center). Repeat

steps 4 through 6 for cylinder # 2. It should be 120° (±
2°) from cylinder #1. Proceed to PTO cylinder (#3).
Cylinder #3 should also be 120°(± 2°) from cylinder
#1.
Symptoms of an out of index crankshaft can include:

• Difficulty calibrating carburetor (repetitive plug
fouling on one cylinder with no other cause);
• Unexplained piston failure on one cylinder (i.e.
severe detonation, broken ring lands, piston hol
ing);
• Excessive vibration of engine, backfiring, etc.;
• Rough idle, poor top speed.

ENGINE
Crankshaft Truing
Crankshaft Truing
Lubricate the bearings and clamp the crankshaft securely in the holding fixture. On three cylinder crankshafts,
straighten one of the ends (Magneto or PTO) and then straighten the center section. Place the center section
in the holding fixture and then straighten the remaining end. If truing the crankshaft requires striking with a ham
mer, always be sure to re-check previously straightened areas to verify truing. Refer to the illustrations below.
NOTE: The rod pin position in relation to the dial indi

cator position tells you what action is required to
straighten the shaft.
10 .To correct a situation like the one shown in the

illustration at right, strike the shaft at point A with a
brass hammer.
NOTE: The rod pin position in relation to the dial indi

cator position tells you what action is required to
straighten the shaft.
11 .To correct a situation like the one shown in the

illustration at right, squeeze the crankshaft at
point A. (Use tool from alignment kit).
12 . If the crank rod pin location is 180° from the dial

indicator (opposite that shown above), it will be
necessary to spread the crankshaft at the A
position as shown in the illustration at right. When
rebuilding and straightening a crankshaft,
straightness is of utmost importance. Runout
must be as close to zero as possible.
NOTE: Maximum allowable runout is .004" (.1 mm).

CHAPTER 5
FINAL DRIVE/JET PUMP/
BILGE SYSTEM
Final Drive Torque Specifications 5.1
Pump Special Tools 5.1
2000 Pump Data 5.2
Driveshaft / Coupler Diagrams 5.3-5.5
Pump Assembly Diagrams 5.6
Pump Intake Diagrams .. 5.7 - 5.8
Reverse Systems 5.9
Intake Scoop / Ride Plate Installation 5.10
Pump Removal 5.11 - 5.12
Pump Disassembly 5.13-5.16
Pump Assembly 5.17
Pump Installation 5.18 - 5.20
Pump Housing Removal 5.21
Pump Housing installation 5.22
Pump / Drive Shaft Alignment 5.23 - 5.26
Pump Lubrication 5.27 - 5.28
Sacrificial Anode 5.29
Ventilation / Cavitation Diagnostics 5.30

FINAL DRIVE/JET PUMP/BILGE SYSTEM
Pump Data
Final Drive Jet Pump Torque Values
NOTES:
262 indicates use of Loctite™ 262 thread locking agent (red). Note: 271 is an acceptable substitute.
242 indicates use of Loctite™ 242 thread locking agent (blue). Note: 243 is an acceptable substitute.
AS indicates use of a light coating of grease or Anti Seize compound.
Do not install fasteners dry. Always clean fasteners before installing.

Pump Data
2000 Pump Data
*Part number is located on impeller
Impeller Torque - (All) 100 ft. lbs. (138.3 Nm) Apply grease to threads
Use of impellers other than those listed above may result in engine failure. Use only the impeller recommended.

Driveshaft/Coupler
2000SLX/VirageTX
Use only Polaris All Season

Grease PN 2871423. Install O-Ring
Rubber bumpers
must be inspected
and in place.
NOTE: Drive shaft end play

(fwd/rear) should be .100-.200"
(2.5-5 mm) with new bumpers.
Install O-ring on
shaft, grease,
Lubricate every 25 hrs. and install into
or monthly (15 hrs. in salt pump impeller.
water use)
(Virage TX Only One

Clamp)
(Virage TX)
NOTE: Drive shaft runout

service limit - .005" (.13mm).
Hose Clamp Torque
Inspection information found 35in. lbs. (4 Nm)
on page 5.13.

FINAL DRIVE/JET PUWIP/BILGE SYSTEM
Driveshaft/Coupler
2000 Pro 1200
Lubrication Fitting
(Grease)
Rubber Bumpers
Must Be In Place
Check Sealin
Surface For Wea
Lubrication Fitting
(Grease)
NOTE: Drive shaft runout

service limit - .005" (.13mm).
Inspection information found
on page 5.13.
Use only Polaris All Season Grease whenever
grease is recommended, NOTE: Drive shaft end play (fwd/rear) should
Hose Clamp Torque be .100-.200" (2.5-5mm) with new bumpers
35in. lbs. (4 Nm)

Driveshaft/Coupler
Use only Polaris All Season

Grease PN 2871423. Install O-Ring Coupler Shroud
Assembly
Rubber bumpers
must be inspected
and in place.
Install O-ring on
shaft, grease,
and install into
pump impeller.
Lubricate every 25 hrs.

or monthly (15 hrs. in salt
water use)
Hose Clamp Torque

35in. lbs. (4 Nm)
NOTE: Drive shaft runout NOTE: Drive shaft end play

service limit - .005" (.13mm). (fwd/rear) should be .100-.200"
Inspection information found (2.5-5 mm) with new bumpers.
on page 5.13.

Pump Assembly
18 ft. lbs. (24.9 Nm)

Apply Loctite™ 242
(blue)
Apply Marine Grade Apply Polaris All Season-

Silicone Sealant to grease to O-Rings
Tail Cone (PN 8560054)
Pump
Stator
Note A:
Wedge - thick edge

towards bottom
Install Seals With
Torque: Lip/Spring Toward
78 in.lbs Impeller
Apply Polaris All (5.5 Nm)
Season grease
4" Pump Extension (SLX,
VirageTX, Pro 1200)
Apply Anti-
seize
Torque:
30 ft.lbs
(41.5 Nm) Anode
Pump must be flush

against hull to prevent any possible
leakage or cavitation. Apply liberal
amount of grease to the large
mounting O-ring.
Apply Marine Grade

Silicone Sealant to pump
housing and o-ring (PN Note A:
8560054) Orifice size in water supply pipes are
different depending on model. Be
sure to verify proper orifice size if the
pipe is replaced.

Pump Intake
2000 SLX / Virage TX / Pro 1200
Use Marine Grade Silicone Sealant (PN 8560054).

Allow sealant to cure for 24 hrs. before operating craft.
IMPORTANT!
Apply continuous 1/2" (1.3 cm) bead of Marine Grade
Silicone Sealant between hull & pump housing and on
O-ring. Clean excess silicone after installation.!
IMPORTANT!
. Apply continuous 1/2" (1.3 cm) bead of Marine Grade
Silicone Sealant between hull & scoop edges. Clean
excess silicone after installation. NOTE: If inlet
scoop is damaged or bent during removal, replace
with a new scoop.
Ride Plate
Torque to 8 ft. lbs.(11 Nm)

IMPORTANT!
Apply continuous bead of Ma
rine Grade Silicone Sealant to
ride plate sealing area. NOTE:
Cavitation may result if silicone
is not continuously applied; e.g.
pin holes, separation, or dam
age. Allow 24 hr. cure.

Pump Intake
2000 Genesis / Genesis FFI™
Use Marine Grade Silicone Sealant (PN 8560054).

Allow sealant to cure for 24 hrs. before operating craft.
IMPORTANT!
Apply continuous 1/2"
(1.3 cm) bead of Ma
rine Grade Silicone
Sealant between hull IMPORTANT!
& pump housing and Apply continuous 1/2" (1.3 cm)
on O-ring. Clean ex bead of Marine Grade Silicone
cess silicone after Sealant between hull & scoop
installation. edges. Clean excess silicone
after installation. NOTE: If inlet
scoop is damaged or bent dur
ing removal, replace with a new
scoop.
Torque to 8 ft. lbs.(T1 Nm)

IMPORTANT!
Apply continuous bead of Marine
Grade Silicone Sealant to ride
plate sealing area. NOTE: Ca-
vitation may result if silicone is
not continuously applied; e.g. pin
holes, separation, or damage.
Allow 24 hr. cure.

Reverse
2000 Virage TX / Genesis / Genesis FFI
TX Gasket
Pinion
Reverse Control Mechanism F|ange Cam Shaft
Reverse Handle
Reverse Plate Rear Bracket

Reverse
Lock
Reverse Cable
Reverse Arm
Virage TX / Genesis / Genesis FFI Polaris Electronic Reverse Control (PERC)

Reverse Gate Assembly / Genesis / Genesis FFI™*
14ft.lbs(19.4Nm)
14ft.lbs(19.4Nm)
*See chapter seven for PERC troubleshooting procedures.

Intake Scoop and Ride Plate Installation
Intake Scoop / Ride Plate Installation and Sealing, All Models
IMPORTANT! The area around the intake scoop and ride plate must be completely sealed in order to prevent
ventilation of the pump area (cavitation). Prepare pump housing for installation before applying sealant. See
Ventilation/Cavitation page 5.30 for more information.
1. If ride plate or intake scoop has been removed,

clean a//old sealant from hull mounting area. Apply
a 1/2" (1.3 cm) or larger continuous bead of marine
grade silicone sealant to the area shown. Be sure to
apply sealant between hull and inlet scoop shown
by arrows.
2. Install intake scoop, carefully push into place.
3. Set ride plate in place and secure it with attaching

screws. Wipe off any excess sealant inside scoop
area so water flow is unobstructed. For precise
alignment of the scoop, install the pump housing
immediately (see pump installation).
IMPORTANT! Allow sealant to cure for 12 hours before
operating the craft.

Pump Removal
Modular jet pump design allows removal of many driveline and pump components without removal of the pump
housing, which is sealed to the hull.
The following items can be serviced with the pump housing installed in the watercraft:
Impeller (for clearance inspection), intake grate, ride plate, speedometer pitot fitting, steering nozzle, trim nozzle,
reverse gate and linkage, pump extension housing, impeller, driveshaft, stub shaft and bearings.
The pump housing must be removed to service the following items:
Pump-to-hull O-rings, (bilge siphon fittings and main pump housing) and inlet scoop.
NOTE: The pump can be removed with the intake grate and ride plate installed. However, if pump cavitation
is suspected the intake grate, ride plate, and inlet scoop should be removed and re-sealed.
Impeller Clearance
1. Remove lanyard cord and lock plate from engine
stop switch. Remove seat and battery hold down
straps. Move electrical box aside. Disconnect
battery ground (-) cable. Remove drive shaft
coupler guard. See III. 1 and 2.
Front of Watercraft ■
Pro 1200 (Solid Coupler)
Engine
Remove Driveshaft Guard
2. Remove intake grate and check impeller to housing

clearance with a feeler gauge. Measure clearance
at leading edge, middle, and trailing edge of each
blade. Replace impeller if clearance exceeds
service limit at any point. If clearance exceeds
service limit with a new impeller, replace pump
housing.
Impeller Clearance
Sid: j^
Seryicji* Unls
Pump Removal
1. Disconnect steering cable end from steering

nozzle.

Pump Removal
1. On models equipped with reverse, the reverse

link can easily be removed if shifted into reverse
position.
2. Remove bilge siphon hoses from extension

housing.
NOTE: On models equipped with an electric bilge

pump, the number of siphon hoses will vary.
3. Loosen (4) 5/16" mounting bolts. Remove

extension housing (and wedge where applicable).
4. Hold water inlet tube toward main pump body at

the hull so as not to dislodge the O-ring seal while
removing extension housing.

Pump Disassembly/Inspection
5. Remove four (4) mounting bolts.
6. Pump removal is easier if an assistant pushes the

driveshaft out of the engine coupler (inside hull)
while the pump is removed. Note interlocking tabs.
They must be correctly aligned during reassembly.
7. Remove pump and shaft as an assembly.
NOTE: The bearing housing (near engine coupler)

should be inspected when pump/driveshaft is removed.
8. On models with extended pump, remove pump

extension.
9. Remove driveshaft from impeller by pulling straight

outward.
NOTE: If the pump housing, intake scoop, or ride plate

must be removed, refer to page 5.21.
Drive Shaft Inspection
1. Clean driveshaft and support in V - blocks as shown

(C). Measure runout by rotating shaft and
observing dial indicator at point "B". Replace if
runout exceeds the service limit.
NOTE: Excessive driveshaft runout can cause vibra
tion, bearing, and spline failure. See Pump/Final Drive
Troubleshooting at the end of chapter 2.
Place dial indi

cator
at "B"
Support in V-blocks
at "C"

Drive Shaft Inspection, Cont.
2. Inspect driveshaft splines and splines inside engine

drive coupler and impeller carefully for wear or
damage. Replace worn parts. Rubber bumpers
control driveshaft end play. Replace if worn,
cracked or damaged.
NOTE: If drive shaft, impeller, or coupler splines are

worn or damaged, improper pump-to-hull, or pump-to-
engine alignment should be suspected. Refer to Pump/
Drive shaft Alignment on page 5.24 for more informa
tion.
Drive Shaft End Play
3. Inspect bolts and pivot bushings, steering nozzle,

trim nozzle, and reverse gate linkage for wear,
cracks, or damage. Replace worn parts. Remove
these components as necessary for further pump
disassembly. (Reverse gates may differ.)
4. Note position of interlocking tabs in section

housings. They must be correctly aligned during
reassembly.

5. Remove tail cone screws (3) and tail cone. Inspect

O-ring seal located in housing and replace if
damage is evident.
6. Mount stub shaft flat surfaces in a vise to keep the

shaft from rotating.
7. Install impeller removal tool and turn

counterclockwise to remove. The tool can be
Impeller Removal Tool
identified by 3 knurled sections on shaft (diameter
has 3 knurled sections
is .852"). Inspect impeller and stator vanes for
Impeller Tool Diameter
cracks, wear, or damage and replace if necessary.
.852" (21.65mm)
Impeller Removal Tool
PN 2871036
Coupler Tool Has 2
Knurled Sections
Coupler Tool Diameter:

.787" (20 mm)
8. Remove assembly from vise. Using a soft face

hammer, tap stub shaft out of housing.

9. Inspect shaft and collar for wear, scratches, or

damage. Install new O-rings upon reassembly.
NOTE: Seals, bearings, and O-rings should be re

placed if removed. Heat the impeller housing evenly
with a heat gun to ease removal of bearings in next
step. Remove tail cone O-ring before applying heat.
10. Using a brass or aluminum drift, tap bearing spacer

to one side enough to expose inner bearing races.
Drive out tail cone end bearing and remove spacer.
Drive other bearing out removing seals with
bearing. See page 5.17 for bearing and seal
installation procedure.
11. Measure spacer length with a Vernier caliper.

Replace if worn beyond service limit. If the spacer
is too short, the bearings will be side loaded and
premature wear will result.
Bearing Spacer Length
Service Limit: i7S(T (43*94 mm)

Pump Assembly
Pump Assembly
NOTE: To ease installation, wrap bearings in wax paper and chill in a freezer for 30 minutes or longer. Warm
the impeller housing evenly with a heat gun or a propane torch. DO NOT OVERHEAT.
1. Press or drive one bearing into place until it

bottoms against the shoulder in the pump housing.
Apply grease to center bearing spacer and install.
Do not drive on the inner race. Bearing damage will re

sult. Drive on outer race only.
2. Insert stub shaft to center spacer and press

remaining bearing into opposite end of housing.
Remove stub shaft.
3. Apply marine grease to seal lips and also between

the two seals. Install two new oil seals as shown
with both springs and lips up and visible (toward
impeller). Press seals to bottom of chamfer on
seal bore (about 1/87.32 cm beyond end of bore).
NOTE: Check pump alignment before installing stub

shaft and impeller. See page 5.23-5.26.
4. Grease and install two new O-rings on stub shaft.

Align bearing spacer carefully and push shaft into
pump housing. Liberally grease seal collar and
push into place slowly and carefully to prevent
dislodging seal springs. The collar can be installed
in either direction.

Pump Installation
5. Mount stub shaft flats in a vise. Apply grease to
threads of stub shaft, install impeller and torque to
specifications.
Impeller Torque
Apply Grease
100 ft. lbs. (138.3 Nm)
Pump Installation
NOTE: Before installing pump review pump alignment

information on page 5.23 - 5.26.
1. Prevent damage to bearing housing seals by

wrapping coupler end of driveshaft splines with
electrical tape. Apply grease to tape and install
driveshaft. Remove tape when driveshaft is past
seals.
2. Liberally grease a new driveshaft O-ring and

splines of shaft. Install shaft in impeller.
3. Install pump extension (where applicable), pump

housing, and impeller and driveshaft assembly
while lining up splines in drive coupler. If splines are
not aligned, turn stub shaft with a wrench slowly
while pushing inward on pump.Push assembly
completely into place on pump housing while
aligning interlocking tabs.
4. Apply grease to new stub shaft O-ring(s). Apply

silicone sealant to tail cone (PN 8560054) and
install tail cone. Apply Loctite 242 (Blue) to bolt
threads and torque to specifications.
Tail Cone Bolt Torque
Aipy tc?ctit^ 242 (piue)

^ in; lbs. (9Nm)

Pump Installation
5. Apply a light film of grease to a new O-ring on the

cooling water supply pipe.
6. Align interlocking tabs (D) and install stator housing

to pump housing. Apply Loctite 242 (Blue) to the
four 5/16" mounting bolts and torque to
specification.
NOTE: Install wedge between stationary housing and

stator housing (where applicable). Thick edge is posi
tioned toward bottom, and corner tabs must align.
Stator Section Mounting Bolt Torque

18 ft. lbs. (24.9 Nm)
7. Install bilge siphon lines and secure with new

cable ties. Tighten securely.

Pump Installation
8. Install steering nozzle. Apply Loctite 242 (Blue) and

torque to specifications.
NoiSJe Boll|fmmlb)
9. Install reverse mechanism, if applicable. Apply

Loctite 242 (Blue) and torque to specifications.
Inspect reverse cable adjustment. See
Maintenance section. (Reverse gates may differ.)
Reverse Gate Actuator Pivot Bolt TQrque
Reverse Gate Pivot Bolt Torque
10. Thoroughly grease bearing housing and coupler.

Pump Housing Removal
Pump Housing Removal
1. Remove pump and driveshaft.
2. Remove bilge siphon and cooling water supply

lines inside the hull. Cooling Water View From
Supply Line Inside Hull
NOTE: On some models, there is only one siphon
hose and the electric bilge pump. Other models have
only the electric bilge pump.
Bilge Siphon Line
3. Remove pump housing nuts and washers (4)

evenly in a criss-cross pattern. Pull the pump
housing straight out to remove.
Intake Scoop / Ride Plate Installation and Sealing
IMPORTANT! The area around the intake scoop and ride plate must be completely sealed in order to prevent
ventilation of the pump area. See Ventilation/Cavitation page 5.30 and pump alignment information on page 5.24
for more information.

Pump Housing Installation
Pump Housing Installation
Review important information regarding pump stud installation on page 5.23 and 5.25 before proceeding with
pump housing installation!
1. Liberally grease large pump-to-hull O-ring and

apply Marine Grade Silicone sealant to O-rings on
bilge siphon and cooling water supply fittings.
2. Apply anti-seize to threads of pump mounting studs.
3. Install pump housing and hold inward against hull.
Apply Marine Grade

Silicone Sealant PN
8560054
4. Torque pump housing nuts in three steps to 20 ft.

lbs. (27.7 Nm) using a criss-cross pattern. Do not
use air tools. Do not over-tighten mounting nuts or
hull damage may occur.
Use Criss Cross Torque Pattern On Pump

Marine Grade Silicone Sealant
300 iiij tube

Pump Drive Shaft Alignment
The drive shaft must be properly aligned to prevent premature wear of driveline components. Always inspect
drive shaft alignment if drive shaft, engine drive coupler, or impeller spline damage is evident. Wear or stripping
of engine couplersplines is usually caused by engine misalignment. Wear or stripping of splines at the impeller
is usually caused by pump-to-hull misalignment. Inspect drive shaft alignment whenever engine has been re
moved or wear is evident on coupler, drive shaft splines, impeller splines, or through-hull fitting/bearing carrier.
Symptoms of drive shaft mis-alignment include:
•Excessive drive line noise or vibration;
•Premature wear of driveshaft, drive coupler, or impeller splines;
•Through-hull fitting or bearing housing failure.
Pump Alignment Inspection Procedure
1. Disconnect lanyard cord lock plate from engine stop switch. Remove battery negative cable.
2. Remove driveshaft/pump assembly. (See pump removal this section).
3. Remove bearing housing from through-hull fitting.
4. Remove tail cone.
5. Remove impeller and stub shaft from pump housing. Inspect bearings for wear or damage and replace if
necessary. See Pump Disassembly/Inspection this section.
6. Assemble pump without stub shaft, impeller, or tail cone.
7. Install stator housing to pump housing. Tighten mounting bolts to 18 ft. lbs. (24.8 Nm).
Stator Housing Mounting Bolt
8. Install alignment tool into pump bearing housing with the smaller diameter coupler end facing toward engine.
9. Slide coupler end of alignment tool into

drive coupler.
10. If engine and pump are properly aligned,

the tool will slide freely into the engine
coupler.
11. If mis-alignment is evident, determine the

probable cause of misalignment from the
following chart and correct the condition.

Pump Alignment Inspection
Pump Alignment Inspection, Cont.
Engine Alignment Inspection (Vertical)

1. If vertical mis-alignment is evident, loosen engine
Front of Watercraft
mount nuts and add or remove shims between
mount plate and rubber engine mounts (equally on Drive Coupler
Bearing Carrier
both sides) to raise or lower the coupler.
NOTE: Before shimming engine, be sure misalignment

is not caused by a problem in the pump mounting area,
Engine
such as loose mounting fasteners; improperly installed
pump mounting studs; hull damage, etc.
Alignment Tool Too High (See NOTE:)
2. To raise coupler: Add shim(s) to the rear mounts or

remove shim(s) from front. To lower coupler: Front of Watercraft
Remove shim(s) from rear mounts or add shim(s) to
front. The number of shims installed in production is Bearing Carrier Drive Coupler
written next to each mount in permanent marker on
late models.
Engine
Alignment Shims
PN 7555860 Alignment Tool Too Low (See NOTE:)

Pump To Hull Alignment
Pump-To-Hull Alignment Inspection

(Vertical or Horizontal Drive Shaft Misalignment)
The pump must be mounted flush with the hull and intake scoop to ensure proper driveshaft alignment. Some
of the causes of mis-alignment are listed below. A mis-aligned pump increases stress on driveline components
such as the impeller and driveshaft (stripped splines), and pump bearings. Ventilation of the pump cavity may
also occur due to leakage of the large pump sealing O-ring. Check pump-to-hull alignment after installing pump
housing to hull or whenever splines are stripped on the impeller end of the driveshaft. A quick method of checking
for a pump mis-alignment problem is measuring the gap between the hull and pump housing with a feeler gauge.
The gap should not exceed .010" (.25mm). Pump-to-hull misalignment can be caused by:
•Improperly installed intake scoop (check ride plate - it should be flush with bottom of hull).
•Hull damaged in pump mounting area. Damage to hull may result if pump mounts are over-tightened
(often due to the use of air tools), or if studs are improperly installed in pump. If the hex portion
of the stud is not engaged properly in the pump housing recess, the hex portion of the stud may
protrude past the edge of the pump housing, and prevent the housing from seating fully against
the hull.
Review the information on pump alignment below and on page 5.23 and 5.24.
Forward
Pump Housing
Hull
Intake Scoop
Ride Plate Should Be Flush With Hull. ^ Check For Gap Between
Check Intake Scoop Installation If Not Flush Ride Plate
Pump And Hull

Pump To Hull Alignment
3. Grease the large pump sealing O-ring and

Apply Sealant
apply Marine Grade Silicone Sealant (PN
8560054) to the bilge siphon tube(s), cooling
water supply tube, and studs (to seal stud in
hull). Install pump.
4. Hold pump inward tightly against hull while an

assistant tightens stud mounting nuts inside
hull. Torque evenly in three steps to 28 ft. lbs.
(38.7 Nm).
Tighten
28 ft. lbs. (38.7 Nm)
5. Torque pump mounting nuts (outside of hull)

evenly in three steps to 28 ft. lbs. (38.7 Nm)
using a criss cross pattern.
6. Check to be sure pump housing is tight against

hull. To inspect pump-to-hull fit, measure the
gap between the hull and pump housing with a
feeler gauge. If a gap is present it should not
exceed .010" (.25mm).

Driveshaft Lubrication (All Models)
Driveshaft Lubrication
Grease the drive shaft coupler any time water in the watercraft has been at or above the coupler level to avoid
damage to these parts. Lubricate after every 25 hours of operation (every 15 hours if operated in salt water).
See Drive Shaft Coupler lubrication below. Bonded rubber couplers - drive shaft must be removed to grease
splines. See maintenance guidelines in Maintenance Section, and refer to drive shaft removal in this section.
Be sure to lubricate drive shaft periodically and after reassembly.
A warning
The plastic drive shaft shroud is designed to protect you from dangerous moving parts. In order to lubricate the
driveshaft coupler, the driveshaft shroud must be rotated. Follow the instructions below in order to avoid personal
injury.
Driveshaft Coupler / Bearing Housing Lubrication
1. Remove lanyard cord and lock plate from the

engine stop switch.
2. Remove seat. Remove battery ground (-) cable.
3. Loosen clamp holding plastic driveshaft shroud in

place and rotate it 180° (See III. 1).
4. Solid Couplers - turn driveshaft coupler until grease

fitting is accessible. Bonded rubber couplers - drive Bonded Rubber Coupler
shaft must be removed to grease splines. See (Must remove drive shaft to grease)
maintenance guidelines in Maintenance Section,
and refer to drive shaft removal in this section. Front of Craft
Grease
5. Using a grease gun with Polaris grease gun adaptor
lubricate coupler at the grease fitting until the
Engine
coupler boot just begins to expand. Lubricate
bearing housing at grease fitting until grease purges \
past the seals. Use only Polaris Premium Marine or
All Purpose grease.
SLX shown Coupler Shroud
Polaris Premium All Season Grease

Driveshaft Lubrication
Driveshaft Coupler / Bearing Housing Lubrication, Cont.
Bearing Housing Removal/Inspection
1. With driveshaft and pump removed, loosen

clamps securing housing assembly to through-hull
fitting.
2. Inspect bushings and seals in bearing housing

assembly for wear or damage that may allow water
to leak into hull. The housing cannot be rebuilt.
Replace as an assembly if wear is evident.
3. Check sealing and bearing surface on driveshaft

for wear, nicks or damage that may accelerate seal
or bushing wear.

Sacrificial Anode
Sacrificial Anode
A zinc sacrificial anode is in place on all models on the pump housing. The purpose of the anode is to prevent
corrosion of metal parts due to electrolysis. The mounting surfaces must be clean and the mounting bolt tight
to maintain a good connection between the pump and anode.
1. Periodically inspect anode for excessive wear.
2. Check bolt to be sure it is tight. If the bolt is loose,

remove anode and clean mounting surfaces on pump
and anode.
3. Apply dielectric grease to bolt threads and contact

surfaces.
4. Tighten bolt securely.

Ventilation/Cavitation Diagnostics
If a watercraft exhibits poor performance, high engine RPM with little forward speed or power, inconsistent RPM,
or difficulty pulling skiers out of the water, pump ventilation or cavitation may be the cause.
Ventilation
Ventilation results when air enters the pump inlet tract and is compressed by the impeller, causing a reduction
in thrust and an increase in engine RPM. Small leaks are often difficult to diagnose. A hole or crack the size of
a pin in the sealed area around the pump intake tract is enough to cause ventilation.
Some possible sources of air are:

1. Intake scoop - An improperly sealed intake scoop is the most common cause of ventilation. Make sure the
scoop has a complete bead of Marine Grade silicone sealer all the way around without any gaps or pin holes.
Sometimes, small leaks in the silicone sealer around the intake scoop are hard to detect with a visual inspection.
The following method may make it easier to see.
1. Turn high speed fuel screws out (counterclockwise) 1/2 turn, and operate the craft.
2. Remove intake grate and look for exhaust trail (black smoke path) in the area around the scoop.
3. Remove intake scoop and re-seal with a complete bead of Marine Grade silicone sealant. Refer to
illustration below for critical sealing points in the pump area.
4. Reinstall pump, ride plate, and intake grate and set high speed screws back to original position.
2. Ride plate-The ride plate must be completely sealed in the area around the intake scoop, and also in the area
where the hull meets the pump cavity.
3. Drive shaft bearing housing or through hull fitting- If the drive shaft bearing carrier seals are worn or damaged,
air may be drawn into the pump from the engine compartment. Also inspect the through-hull fitting. The entire
circumference of the fitting must be sealed to prevent water from entering the hull, and air from entering the pump.
Refer to Chapter 6 for through hull fitting repair.
4. Incorrectly mounted pump (pump sealing O-ring leakage). This can be caused by a damaged pump sealing
O-ring, an improperly installed intake scoop or a misaligned pump (there should be no detectable gap between
pump housing and hull).
Cavitation
Cavitation results when a low pressure area is created in the vicinity of the impeller blades, causing the surround
ing water to boil or more accurately, the gas bubbles within the water implode with a destructive force. Cavitation
may be caused by cracked, damaged, bent or broken impeller blades, or an excessively worn impeller or housing
(check impeller clearance).
Ventilation or cavitation can drastically reduce the amount of output thrust produced by the pump. Evidence of
either problem may appear as burn marks on the impeller and stator vanes in the pump.
Drive Shaft Pump Housing Cutaway View Of Pump

Assembly - Sealing Points
Through-Hull
Fitting (Inside
Hull
Intake Grate Ride Plate

Hull
Intake Scoop

CHAPTER 6
HULL/DECK, STEERING
AND CONTROLS
Hull / Body Specifications 6.1
Seat Assembly Diagrams 6.2-6.4
Steering Assembly Diagrams 6.5-6.6
Deck Assembly Diagrams 6.7-6.9
Front Compartment Assembly Diagrams 6.10-6.11
Shroud Assembly Diagram 6.12
Decal Diagrams 6.13-6.16
Steering System 6.17 - 6.18
Cable Adjustment 6.19 - 6.21
Speedometer 6.22
Hull Repair 6.23 - 6.24
Sponsons 6.25
Foot Pad Replacement , 6.25

HULL/DECK, STEERING AND CONTROLS
Hull / Body Specifications
Hull Specifications
Paint Codes / Colors
Paint Ordering
Dealers can order Polaris paints through Midwest Industrial Coatings, (612) 942-1836.

Seat Assembly
2000 Virage TX
Bolt Torque
8-12 ft.lbs.
(11-17
Bolt Torque
14ft.lbs
Seat Strap (19 Nm)
Main Seat Seal
Bolt Torque
8-12 ft.lbs.
(11-17 Nm)
Underside Of Seat Seat Bumpers Seat Cover
1. Apply Loctite™ 242 (Blue) to threaded fasteners.

2. Apply Polaris Premium Marine or All Season Grease to steering post bushings.

Seat Assembly
2000 SLX/Pro 1200
Seat Cover
Apply Polaris Premium

Marine or All Season
Seat Seal
Grease.
Bolt Torque
8-12 ft.lbs.
(11-17 Nm)

Seat Assembly
2000 Genesis / Genesis FFI
Front Seat Trim
Front Seat Seal
Torque 8-12 ft.lbs

(11-17 Nm)
Seat Bumper Rear Seat Trim
Latch Rear Seat Seal
Torque 8-12 ft.lbs

(11-17 Nm)
Torque 8-12 ft.lbs

Seat Bumper (11-17 Nm)
Front Seat Shield
UI
Rear Seat Shiel
Seat End Cap

Seat Strap w/Clips
Latch


Steering Assembly
2000 SLX/Pro 1200
Bolt Torque
14ft.lbs.
(19 Nm)
MFD Gauge
Bolt Torque
Handlebar Clamp 40 in.lbs.
(4.6 Nm)
Bolt Torque
14 ft.lbs.
(19.3 Nm)
Steering Support
52 in. lbs.
(6Nm)
40 in. lbs.
(4.6 Nm)
Steering
Post
8 ft. lbs. (11 Nm)
DO NOT Over tighten
Steering
Arm
Steering Lever to
Cable block
Adjuster Nuts clearance
.020-.060
1. Apply Loctite™ 242 (Blue) to threaded fasteners. (.5-
2. Apply Polaris Premium Marine or All Season Grease to steering post bushings. 1.5mm)

Steering Assembly
2000 Virage TX / Genesis / Genesis FFI
Torque 14 ft.lbs
(19 Nm)
Handlebar Clamp 40 in. lbs.

(4.6 Nm)
14 ft. lbs.
(19.3 Nm)
Steering Support
(Genesis, Genesis
FFI™ Only)
Steering
Post
8 ft. lbs. (11 Nm)
DO NOT Over tighten
Steering
Arm
Steering Lever to
block
Cable
Adjuster Nuts clearance
.020-.060
(.5-
1.5mm)

Deck Assembly
2000 Virage TX
Bolt Torque
14 ft.lbs.
(19 Nm) Bolt Torque
14 ft.lbs.
(19 Nm)
Bolt Torque
8-10in.lbs.
(.9-1.1 Nm)
9-11 ft.lbs.
12-15 Nm
Bow Strap
Assembly
8 ft.lbs.
11 Nm

Deck Assembly
2000 SLX/Pro 1200
Bolt Torque
14 ft.lbs.
(19 Nm)
Torque
8 ft.lbs. (11 Nm)
Bolt Torque
8-10 In.lbs.
(.9-1.1 Nm)
NOTE: Apply Loctite™ 242 (Blue)

to threaded fasteners
Bolt Torque
8 ft.lbs. (11
Nm)
Bolt Torque
9-11 ft.lbs.
(12-15 Nm)
Bolt Torque
48 in.lbs.
(5.5 Nm)
3/00 6.8 Polaris Safes Inc.

Deck Assembly

to threaded fasteners
Torque 8-ft.lbs
(11 Nm)
Torque 8-10 in.lbs

(.9-1.1 Nm)
Important!
Use Loctite™
242 (Blue) on
stud whenever
servicing
Torque 8-ft.lbs
Torque 14 ft.lbs (11 Nm)
(19 Nm)
Seat Base Adjuster.

Periodic adjustment
Torque 40 in.lbs
may be necessary
Torque 10 ft.lbs (4.6 Nm)
(14 Nm) to ensure a tight fit.
Torque 14 ft.lbs
(19 Nm) REAR
PLUNGER
5/8
FRONT
PLUNGER
Torque 48 in.lbs
(5.5 Nm)
1 1/8
fi
Torque 8 ft.lbs r
(11 Nm)

Front Compartment Assembly
2000 Virage TX / SLX / Pro 1200
Bolt Torque
35 in.lbs.
(4Nm)
Bolt Torque
4 ft.lbs. (5
Nm)
SLX/Pro 1200 | Bolt Torque

6-8 ft.lbs.
(8-11 Nm)
25 In.lbs.
(3Nm)
Bolt Torque
Bolt Torque
40 In.lbs.
10 ft.lbs. / /
(4Nm)
(13 Nm) / Bolt Torque
35 In.lbs. (4 Nm)
Bolt Torque
Bolt Torque
14 ft.lbs
6-8 ft.lbs.
(19 Nm)
(8-11 Nm)
Virage TX

To Threaded Fasteners

Front Compartment Assembly
Latch
Compartment Door
Torque 40 in.lbs
(4.6 Nm)
Torque 6-8 ft.lbs

.3-11 Nm)
Torque 35 in.lbs
(4Nm)
Hinge Asm
Access Panel Asm.
Gas Spring Boot
Rubber Strai
=*—<3
Fire Extinguisher Container

Shroud
Gasket
Deutsche Connector
MFI Gauge
Pitot Tube
Console Latch

Torque 6-8 ft.lbs

(8.3-11 Nm)
Console Lid Seal Torque 35 in.lbs

(4Nm)
Console Pad
Receiver Latch Plate
Steering Shroud
Console Hook Tool Kit Strap
Torque 10 in.lbs Tool Kit

(1.1 Nm)
Grommet
Mirror Gasket
Wire Shroud Cover
Mirror
Shroud Support Bracket Torque 60 in.lbs

(6.9 Nm)

Decals
2000 Virage TX
RH
LH
Decal Replacement
1. Decals are easily removable with the aid of a hot air gun. Heat the decal area first; then peel back the decal,
while intermittently applying some heat to the decal.
2. Wash the area where the new decal is to be placed with mild soap and warm water. While the area is still wet
apply the new decal. Smooth out any trapped air bubbles with a soft flexible plastic squeegee.

Decals
2000 SLX
LH
Decal Replacement

Decals
2000 Pro 1200
LH
Decal Replacement

Decals
RH
LH
Decal Replacement

Steering Cover/Steering Post
Steering Cover/Steering Post (Handlebar) Removal Cont.
1. Remove steering cover (handlebar pad) by loosening

the (6) screws located on underside of pad. Virage TX / Genesis
Models
2. Spread bottom of cover apart and lift it up and
rearward. Note throttle cable and switch wire
/outing for reassembly.
3. If handlebar is to be replaced, remove screws on

throttle block and remove block. If post is not being
replaced disconnect cable from throttle lever. Remove
cable from throttle block by loosening jam nut and
unscrewing adjuster.
Remove screws (6)
4. Remove the (3) stop switch screws, separate the
switch and set it aside.
5. Remove (4) bolts on handlebar clamp and remove

handlebar.
6. Remove steering cable from steering arm.
7. Remove (4) bolts on steering housing.
8. Slide steering column up and out of the support hub.

Reverse procedure for reassembly. Grease column.
9. Re-install cover. Route wires and cable behind

handlebar and through seal grommet in deck.
SLX/Pro 1200 Remove screws (4)
WARNING
Be certain to check for free and correct operation of the

steering system when reassembly is complete.

Steering Cable Replacement
Steering Cable Replacement
1. Disconnect cable at steering arm and at steering

nozzle by removing bolt, nut, and washer.
2. Loosen jam nut and unscrew tie rod ends. Remove

sealing nut at pump end of cable.
Threaded Fitting
Remove
Nut
3. Pull cable out of hull making note of cable routing. Push cable
Route new cable around left hand side of engine and to rear
battery. After passing cable through threadedfitting.
Seal the cable, nuts and washers with Marine Grade
silicone sealant. Tighten nuts to proper torque.
Rubber Washer
Sealing
Forward
Grommet
Plastic
Sealing
Washer
Nut
Torque:
42 in.lbs
Slide Boot Rearward (4.8 Nm)
4. Perform steering cable adjustment following

procedures on pages 6.19-6.21. Make sure area
where cable passes through hull is properly sealed (A).
A warning
Be certain to check for free and correct operation of the

steering system when reassembly is complete.

Cable Adjustments
Steering Cable Adjustment
Insert drill bit or dowel into hole to lock

1. Open front door compartment on watercraft. Open
steering in center position.
tool kit panel in order to access steering assembly.
2. Locate hole at the base of the steering shaft mount.

Align handlebars so that the hole in the steering
shaft aligns with the hole in the mount. Insert a 1/8"
dowel or drill bit into locking hole. The handlebars
are now locked in the center position.
3. Place a straight edge across horizontal center line

of steering nozzle or trim nozzle. NOTE: The trim
nozzle mounting bolts can be used as a reference
for the center line on models with Quick Trim.
See III. 2.
Place straight edge across horizontal

center line of steering nozzle or trim
nozzle.
4. Measure distance from straight edge to hull on left

and right side. Be sure to measure at right angles to
Straight Edge
the straight edge and at equal distances from the
nozzle. The distance at "X" should be equal when Nozzle
handlebars are straight. See III. 3.
Hull Hull
Distance should be equal at "X"

Cable Adjustments
Alternate Method Of Measuring Nozzle
Following is an alternate method for checking nozzle

centering.
1. Perform steps 1 and 2 on page 6.19 to center

handlebars.
2. Measure distance from rear-most edge of steering

nozzle (or trim nozzle) to stationary pump nozzle
(extension housing) with a 6" steel rule or a vernier
caliper. Measure at the same point on both left and
right sides along horizontal center line. The
distance should be equal. See III. 1.
Measure on horizontal center line from

rear of steering or trim nozzle to station
ary nozzle. Distance should be equal.
.1
Adjustment Procedure
1. Minor adjustments can be made using the steering

cable rod end(s). Loosen jam nut on rod end(s).
Remove end from top of steering nozzle. Turn rod
end in or out to adjust. Reinstall rod end, apply
Loctite 242 (Blue) and tighten bolt to specifications.
See III. 2.
The cable must be threaded into the rod end a minimum

of 3/8" (1 Omm). Do not attempt major adjustments with
the rod ends.
Wire Clip Replacement
1. If replacement of the wire clips becomes necessary, thoroughly clean the area around the anchor with lacquer
thinner or acetone. Apply two part epoxy to the anchor and the hull.
2. Attach clip to hull area and hold pressure on it for a minute or so. Apply low heat with a heat gun to reduce cure
time.

Cable Adjustments
Adjustment Procedure Cont.
3. Apply Loctite 242 (Blue) to threads of cable and

Incorrect Correct
securely tighten jam nut with rod end positioned
parallel to mounting surface. See III. 1 and 2.
Rod end positioned parallel to mounting sur

face after jam nut is tight.
III. 1
Cable
threads
Minimum thread engagement:

2 3/8" (10mm).
4. Use main cable adjuster nuts to make major

adjustments. Adjuster nuts are located at forward
end of cable near steering pod. Open front
compartment and remove storage tray for access to
bottom nut. The cable is not adjustable at the
through-hull end. See III. 3.
5. Using two 11/16" open end wrenches, hold one nut

and loosen the other. Lengthen or shorten cable to
adjust nozzle centering. Tighten cable nuts
securely after adjustment is complete.
6. Turn handlebars to left and right through entire Use main cable nuts
steering range. The bars should move freely and for major adjustments
smoothly without binding. If resistance or binding is Tighten securely.
evident check rod end positioning, cable condition,
and routing to locate and correct the cause.
II. 3

HULUDECK, STEERING AND CONTROLS
Speedometer
Speedometer Operation and Inspection
The speedometer is operated by water pressure.

The pressure is supplied to the back of the
speedometer through a hose connected to a fitting
located inside the jet pump intake grate area.
1. If the speedometer becomes inoperative first

Ride Plate
check hose for kinks or restrictions. Check to see
that it is connected properly to fitting and to back Impeller
of speedometer. The fitting must be aligned with
Drive Shaft
the pump intake grate to read accurately.
Intake Grate
2. Occasionally foreign debris such as grass or
weeds will lodge in the fitting or line. To clear Speedometer Pick-up Fit
hose and fitting, disconnect hose from ting
speedometer and apply low pressure air to hose.
3. To test speedometer unit, connect a Mity Vac™ to

the fitting on the speedometer. Apply pressure
and compare the reading to the table below.
Re-connect line and test for proper operation.
Inspect Line for

Obstruction

SMC Repair
SMC Hull Repair

The hull on some models is constructed of sheet molded compound (SMC) which is an epoxy based, rigid, rein
forced material. The processes used to manufacture the hull involve high heat and pressure. Once this process
is complete it cannot be reversed. Therefore, hot air welding or similar methods cannot be used to repair damage.
A two part rigid structural adhesive such as 3M #08101 or equivalent is acceptable for SMC materials. Patch
kits are locally available at most auto supply stores. Be sure to follow the directions carefully according to the
repair kit package. After any repairs are made the hull can be prepped and painted using a base coat/clear coat
marine quality paint.
Do not use power sanding equipment on the repair area or bond strength may be affected. Hand sand only.
NOTE: For bonding use 3M #08101 structural adhesive or equivalent. Example shown is through hull fitting
installation. Basic preparation procedure is the same for repairing damaged hull/deck components.
1. Remove all original adhesive and sand the area

to be repaired with 80 grit paper. Power
sanding is not recommended - bond
strength may be adversely affected. Use
acetone or lacquer thinner to clean and prime the
area around the repair.
2. Mix parts 1 and 2 of the structural adhesive,

apply to the fitting and hull, and immediately
press the parts into place holding pressure for at
least two minutes until the adhesive begins to set
up.
3. Handling strength should be achieved within 30

minutes. Allow 24 hours for total cure time before
painting or putting into service.

FRC Fiberglass Repair
Gel Coat Nick or High Spot Repair
1. Lightly sand area using 600 grit paper & water
2. Wipe down with dry cloth
3. Brush on thin film of Aqua Buff 2000™
4. Buff clean
FRC Fiberglass Repair (HULL)
Some hulls are constructed of hand laid fiberglass. Normal fiberglass repair procedures
apply-
Damaged fiberglass can be easily repaired by following a few basic steps.
1. Remove all damaged material with a sabre saw or grinder.
2. Using a disc grinder or die grinder, taper fiberglass 1" (2.5 cm) back from patch area on inside of part.
3. Apply masking tape to outside of part to form a mold.
4. Mix enough polyester resin and catalyst to complete the repair, following instructions for resin being used.
5. Apply resin to inside of patch area using a disposable paint brush.
6. Lay in small pieces of shredded fiberglass mat. Use the paint brush to force air bubbles out. Add more resin
and move mat around.
NOTE: Pieces of mat between 1" to 2" (2.5 to 5 cm) square work best.
7. Keep adding mat and resin until patch area is filled up to the original thickness.
8. Let resin cure thoroughly.
9. Remove masking tape from outside of repair.
10. Remove any high spots from outside with a disc grinder.
11. Fill and smooth any defects with polyester auto body filler.
12. Sand smooth and feather with 360 to 400 grit sandpaper.
13. Paint outside of repair following instructions on paint container.

Sponsons
Sponson Removal/Installation
Sponson
Sponsons are secured to the hull with (6) screws per side.
New screws come with locking agent applied. If screws
are re-used, apply Loctite 242 (Blue). Assemble the
sponsons as shown at right. Torque screws to 48 in. lbs.
(5.5 Nm). Inspect condition of rubber sealing washer and
Bolt
replace if missing or damaged.
PN 7515198
Foot Pad Replacement

Rubber Washer
1. Remove old pads.
PN 5811440
2. Use Goo-Gone™ to remove old adhesive from the
Torque to 48 in. lbs.
deck. If scraping is required, only use a soft plastic
material.
(5.5 Nm) Flat Washer
PN 7555839
3. Remove Goo-Gone™ residue with mild detergent
soap.
4. Wipe surface with acetone. Allow acetone to

completely dry.
5. Remove backing from new foot well pad and
immediately apply to the deck.
6. Work the pad with your fingertips until the entire pad
is pressed onto the deck surface. Constant pressure
activates the adhesive and works any air bubbles out
from under the pad.
7. Allow for 24 hours to cure.
NOTE: Don not allow the pad temperature to exceed

80°F , or below 60°F for at least 24 hours. Always cover
the watercraft when exposed to direct sunlight.

CHAPTER 7
ELECTRICAL
Spark Plug / Alternator Specifications 7.1
CDI Box Identification 7.1
Ignition timing Chart 7.2
Warning Systems Operating Characteristics 7.3
Ignition System Diagram 7.4
Electrical Box Diagrams 7.5-7.7
Electrical Testing 7.8-7.11
Battery Maintenance 7.12
Starter Motor Disassembly 7.13 - 7.14
Starter Motor Inspection / Repair 7.15-7.16
Starter Motor Assembly 7.16 - 7.17
Starter Motor Testing / Troubleshooting 7.18
Warning Sensor Testing 7.19
Fuel Sender / FFI™ Fuel Pump Testing 7.20
FFI ™ Fuel Pump Diagram 7.21
FFI™ Fuel Pump / Water Filter Removal 7.22 - 7.23
FFI™ Fuel Pump Testing 7.23 - 7.24
RPM Limiter Circuit Overview / Testing 7.25
Oil Level Sensor Overview / Testing 7.26
PVL Ignition Testing / Troubleshooting 7.27 - 7.30
Ignition Coil Identification 7.31
Trigger Coil Testing 7.32 - 7.33
Ignition Timing Adjustment 7.34 - 7.37
MFD / MFI Overview and Troubleshooting 7.38 - 7.43
MFI Compass Calibration 7.44
PERC™ Overview / Troubleshooting 7.45 - 7.47
Bilge Pump Overview 7.48
2000 Polaris 1200cc Wiring Diagrams 7.49 - 7.53

ELECTRICAL
Specifications
Spark Plugs / Alternator
Refer to wiring diagrams in this section for more information
Alternate Spark Plugs:

For NGK BPR8ES. NGK BR9ES, or Champion RN2C
NOTE: Use only Resistor type spark plugs in all Polaris products
NOTE: Use only NGK PZFR6H spark plug in Genesis FFI™ .032" gap is critical!
CDI Box Identification
Refer to wiring diagrams in this section for more information and stator resistance specifica
tions.
*lgnition timing specification for high RPM - Check at specified RPM (5000-6250) not operating RPM.
Ignition Timing on Genesis FFI™ is set at the factory and is controlled by the EMM. Timing cannot be
changed or altered in any way on Genesis FFI™ personal watercraft.
When replacing a CDI box on a Virage TX, SLX, Pro 1200, or Genesis, it is very important
to check timing. A new CDI box may be programmed slightly different than the one be
ing replaced, causing ignition timing to be advanced or retarded too far.

ELECTRICAL
Specifications
Ignition Timing Chart

1200 Engine - 136mm Rod, 70mm Stroke Degrees to Piston
Position Conversion Chart - BTDC
Degrees BTDC Inches/MM
10 .026/.63
11 .032/.81
12 .038/.96
13 .044/1.12
14 .051/1.30
15 .059/1.49
16 .067/1.70
17 .075/1.91
18 .084/2.14
19 .094/2.38
20 .104/2.64
21 .114/2.90
22 .125/3.18
23 .137/3.47
24 .148/3.77
25 .161/4.08
26 .174/4.41
27 .187/4.74
28 .200/5.09
29 .215/5.45
30 .229/5.82
31 .244/6.20
32 .259/6.59
33 .275/6.99
34 .291/7.40
35 .308/7.82

ELECTRICAL
Specifications
Warning Systems Operating Characteristics

Following is a quick reference chart showing how each model warns the operator and/or protects the engine when
the engine overheats, or when a low fuel or oil condition exists.
Year Model Temp Sensor Light

"ON" (MFD)
@ F7C°
2000 Virage TX 237±8°F/114°C Oil, Heat, Fuel
2000 SLX 237±8°F/114°C Oil, Heat, Fuel
2000 Pro 1200 237±8°F/114°C Oil, Heat, Fuel

2000 Genesis 237+8° F/114° C Oil, Heat, Fuel
2000 Genesis FFI ™ 237±8°F/114°C Oil, Heat, Fuel
Some models limit RPM to 4500 in the event of an overheat or low fuel condition. Refer to the chart for the system
in use on each model.
Stator Plate Assembly And Ignition System Test Specifications
All specifications are listed on the appropriate wiring diagram. Refer to the wiring diagram for the model you
are working on. If resistance specifications are not listed on the wiring diagram, use specifications listed be
low. Refer to test procedures in this section.
All electrical resistance readings should be done at room temperature. Reading may vary ± 10%. Disconnect
component to be tested. Always subtract meter lead resistance when measuring small resistance values. Meter
readings were obtained using either a Fluke™ 73 or Tektronix™ DMM155 digital multitester. Use of other meters
may produce different results.
NOTE: Most meters will not be able to measure a resistance this low. Touch the meter leads together, view your
meter, and record this reading. Measure the alternator coil wire connections, or the primary coil connections listed
above. The reading should be the same as what you recorded when the meter leads were shorted together.
■r

ELECTRICAL
Ignition System
2000 Virage TX / SLX / Pro 1200 / Genesis
Clamp
Sealing Grommet
Stator/Plate Asm
Connector
Plug Cap (5000 ohms)
High Tension Lead
CDI Module
Ignition Coil Assembly
Refer to Wiring diagram for resistance specifications
When replacing a CDI box on a Virage TX, SLX, Pro 1200, or Genesis,
it is very important to check timing. A new CDI box may be pro
grammed slightly different than the one being replaced, causing igni
tion timing to be advanced or retarded too far.

ELECTRICAL
2000 Virage TX / Pro 1200 / Genesis / Electrical Box
Electrical Box
Main Harness
"ID Battery Cable Starter Harness
Stator Harness
Starter Solenoid ©
Cable
Regulator (LR-505)
Ignition Coil
CDI Controller—Q
When replacing a CDI box on a Virage TX,

SLX, Pro 1200, or Genesis, it is very impor
tant to check timing. A new CDI box may
be programmed slightly different than the
one being replaced, causing ignition tim Bottom View
ing to be advanced or retarded too far.

7.5
ELECTRICAL
2000 SLX Electrical Box
2 4 6 8 10
Terminal Board
V
\
Ground Harness Circuit Breaker (15 AMP) Ignition Coil
Trim Harness Battery Cable
hi'- 'I
Starter Solenoid Cable

Stator Harness

ELECTRICAL
2000 Genesis FFI
2 4 6 8 10
13 5 7 9
Starter Solenoid Cable
Battery Solenoid Cable
Accessories Harness
Terminal Board
0- —0
Engine Harness

ELECTRICAL
Charging System - Virage TX / SLX / Pro 1200 / Genesis
Electrical Testing
Digital Multitester - The Fluke 73

The easiest and most accurate method for testing
modern electrical components is with a digital
multitester. Any good quality multitester will work.
However, due to ease of operation and durability, Polaris
recommends the Fluke Model 73 (see photo). This
instrument will provide a digital readout value on the test
being performed. Listed below are the dial symbols, their
meaning and what the dial setting can be used for.
J»J|k2870659 ^
Off= Instrument Off
V^"=Volts AC - measuring alternator output
V— =Volts DC - measuring battery voltage, volt drop, etc.
300mv— =Milli Volts DC - measuring small DC voltages
Q=0hms, resistance - measuring component resistance values - testing coils, wiring, etc.
->h=Diode check - checking the condition of rectifier diodes; cannot be used for testing except when the diodes
are out of circuit
A^= Amps AC - not used
A— = Amps DC - used to check battery charge rate, system draws, etc.
NOTE: When using the Amp settings, the red test lead must be moved to the 10A (unfused) socket on the front
of the instrument.
Charging System Testing (Unregulated Voltage)
1. Remove electrical box cover for component access.
2. Turn multitester dial to Volts AC ( ^ ) position.
3. Disconnect alternator-to-main harness connector at electrical box. Connect one of the tester leads to the
yellow alternator wire and the other lead to the red/purple alternator wire.
4. Start engine. While observing voltage reading, increase engine speed to about 3000 RPM. Readings should
be above 20 VAC. If output is low, test stator coils with an ohmmeter. Refer to the wiring diagrams for
connections and resistance specifications.
Do not run engine out of the water for more than 15 seconds as severe engine damage may result from
overheating.

ELECTRICAL
Charging System/Switch Testing - Virage TX / SLX / Pro 1200 / Genesis
Charging System Testing (Regulated Voltage)
1. Turn multitester dial to volts DC (V— ) and connect leads across battery terminals.
2. Start and briefly run engine at 3000 RPM. Measured voltage should be around 14.5 VDC. A higher reading
may indicate a regulator problem or a poor ground at the regulator heat sink. A lower reading may indicate an
excessive system load, alternator problem, or a faulty regulator.
3. If DC Volt reading is low, charge and test battery and re-test.

NOTE: The regulator/rectifier is a solid state unit and no repair or adjustment is possible.
Start/Stop Switch Testing
1. Set multitester to ohms (Q) position.
2. Unplug MFD/MFI connector.
3. Connect one of the test leads to the red/purple pin and the other lead to the yellow/red pin. Depress start
button. The reading should be .3 ohms or less. A high resistance or open reading indicates a faulty switch.
4. Release start button. An open reading (OL) should be indicated. If low resistance is measured, replace the
switch.
Tether Switch Testing
1. Set multitester to ohms (Q) position.
2. Unplug stop switch connector (black/yellow and black wires).
3. Connect one of the test leads to the black/yellow pin and the other lead to the black pin. Push kill button or
disconnect tether cord. The reading should be .3 ohms or less.
4. Connect tether cord and release button. An open reading should be indicated. If not, replace the switch.
Polaris Sales Inc. 7.9 3/°°

ELECTRICAL
Battery Testing
Zj\ WARNING: Whenever installing batteries, care should be taken to avoid the possibility of explosion resulting
in serious burns. Always connect the positive (red) cable first and the negative (black) cable last. When working
with batteries, always wear safety glasses or a face shield and protective gloves. Battery electrolyte contains
sulfuric acid and is poisonous! Serfous burns can result from contact with the skin, eyes or clothing. ANTIDOTE:
External - Flush with water. Internal - Drink large quantities of water or milk. Follow with milk of magnesia, beaten
egg, or vegetable oil. Call physician immediately. Eyes - Flush with water for 15 minutes and get prompt medical
attention.
Preparing A New Battery For Service
NOTE: Do not service the battery unless it will be put into regular service within 30 days.
To assure maximum service life and performance from a battery, it must have proper initial servicing. To service a
new battery, the following steps must be taken:
• Remove vent plug from vent fitting.
• Fill battery with electrolyte to upper level marks on case.
• Set battery aside and allow it to cool and stabilize for 1/2 hour.
• Add electrolyte to bring level back to upper level mark on case. NOTE: This is the last
time that electrolyte should be added. If the level becomes low after this point, add only
distilled water.
• Charge battery at 1/3 of its amp/hr rating for up to 2 hrs. NOTE: This charge rate is to
be used only on new batteries during the first-time charge. After this charge, they should
be charged at the normal charge rate of 1/10 of amp/hr.
• Check specific gravity of each cell with a hydrometer to assure each has a reading of
1.270 or higher.
Battery Testing
There are three tests which can easily be made to determine a battery's condition. Whenever the complaint is
related to either the starting or charging systems, the battery should be checked first.
OCV - Open Circuit Voltage Test
Battery voltage should be checked with a digital multitester. Readings of 12.4 or less require further battery
testing and charging.
NOTE: Lead-acid batteries should be kept at or as near full charge as possible. If the battery is stored or used
in a partially charged condition, hard crystal sulfation will form on the plates, reducing their efficiency and possibly
ruining the battery.

ELECTRICAL
Battery Testing
Specific Gravity Test
A tool such as the battery hydrometer can be used to measure electrolyte strength or specific gravity. As the
battery goes through the charge-discharge cycle, the electrolyte goes from a heavy (more acidic) state at full
charge to a light (more water) state when discharged. The hydrometer can measure state of charge and
differences between cells in a multi-cell battery. Readings of 1.270 or greater should be observed in a fully
charged battery. Differences of more than .025 between the lowest and highest cell readings indicate a need to
replace the battery.
Open Circuit Voltage
Detail A
Specific Gravity
*At80°F
NOTE: Subtract .01 from the specific gravity reading at 40° F.
Battery Hydrometer
PN 2870836
Load Test
A battery may indicate a full charge condition in the OCV test and the specific gravity test, but still not have the
storage capacity necessary to properly function in the electrical system. For this reason a battery capacity or load
test should be conducted whenever poor battery performance is encountered.
NOTE: This test cannot be performed with an engine or starting system that is not working properly.
1. Attach a multitester to the battery. The reading should be 12.4 volts or greater.
2. Engage electric starter and view registered battery voltage while cranking engine. Continue the test for 15
seconds. During this cranking period, the observed voltage should not drop below 9.5 volts. If the beginning
voltage is 12.4 or higher and the cranking voltage drops below 9.5 volts during the test, replace the battery.

ELECTRICAL
Battery Maintenance
Refilling a Low Battery
The normal charge/discharge cycle of a battery causes the cells to give off hydrogen and oxygen. These gases
are the ingredients of water. Because of the loss of these gases and the lowering of the electrolyte level, it will be
necessary to add pure, clean distilled water to bring the fluid to the proper level. After filling, charge the battery to
raise the specific gravity to the fully charged (1.270 or greater) position.
Off-season Storage
To prevent battery damage during extended periods of non-use, the following basic battery maintenance items
must be performed:
• Remove battery from machine and wash case and battery tray with a mild solution of
baking soda and water. Rinse with lots of fresh water after cleaning. NOTE: Do not
get any of the baking soda into the battery or the acid will be neutralized.
• Using a wire brush or knife, remove any corrosion from cables and terminals.
• Make sure electrolyte is at proper level. Add distilled water if necessary.
• Charge at a rate no greater than 1/10 of the battery's amp/hr capacity until the electro
lyte's specific gravity reaches 1.270 or greater.
• Store battery either in machine with cables disconnected, or store in a cool dry place.
NOTE: Stored batteries lose their charge at the rate of 1% per day. They should be
recharged to a full charge every 60 to 90 days during a non-use period. If stored during
the winter months, the electrolyte will freeze at a higher temperature as the battery dis
charges. The chart below indicates freezing points by specific gravity.
Charging Procedure
Charge the battery with a charger no larger than 1/10 of the battery's amp/hr rating for as many hours as needed to
raise the specific gravity to 1.270 or greater.
A WARNING
The gases given off by a battery are explosive. Any spark or open flame near a battery can cause an explosion
which will spray battery acid on anyone close to it. Battery acid will cause burns to skin. In case of contact with
battery acid, wash the affected area with large quantities of cool water and seek immediate medical attention.

ELECTRICAL
Starter Motor
Starter Motor Disassembly
1. Remove starter motor and disassemble. Mark end

covers and housing for proper reassembly.
2. Remove housing through bolts.
3. Remove brush end bushing dust cover and

armature thrust washers. Keep washers in orderfor
reassembly.
4. Remove drive end cover and armature. Remove

thrust washer, phenolic washer, and shim washers.
Keep washers in order for reassembly.

7.13
ELECTRICAL
Starter Motor
Starter Motor Disassembly

5. Measure resistance between starter input terminal
and insulated brushes. Reading should be .3 ohms
or less. Remember to subtract meter lead resistance.
6. Measure resistance between insulated brush and

starter housing. Reading should be infinite. (OL).
Inspect insulation on brush wires for damage and
repair or replace as necessary.
7. Slide positive brush springs to the side, pull brushes

out of their guides and remove brush plate. Slide brush
end frame off end of starter. NOTE: The electrical
input post must stay with the field coil housing.
8. Measure resistance between ground brush and brush

plate. Resistance should be .3 ohms or less.
Brush Inspection
1. Measure length of each carbon brush. Replace brush

assembly when worn to 5/16" (8 mm) or less. The
brushes must slide freely in their holders.
Carbon Brush
Service Limit 5/16" (8mm)

ELECTRICAL
Starter Motor
Brush Replacement
1. Remove terminal nut with lock washer, flat washer,

large phenolic washer, 2 small phenolic spacers, and
sealing O-ring. Inspect O-ring and replace if damaged.
2. Slide positive brush springs to the side, pull brushes

out of their guides and remove brush plate.
Cleaning
Some cleaning solvents may damage the insulation in the

starter. Care should be exercised when selecting an ap
propriate solvent. If the commutator needs cleaning use
only an electrical contact cleaner.
Armature Testing
1. Using a digital multitester, measure resistance

between each of the segments of the commutator.
The reading should indicate .3 ohms or less.
2. Measure resistance between commutator and

armature shaft. Reading should be infinite (OL).
Inspect surface of commutator wear or discoloration.
Replace if excessively worn or damaged.
3. Place armature in a growler. With growler on, position

a hacksaw blade lengthwise, 1/8" (.3 cm) above
armature coil laminates. Rotate armature 360°. If the
hacksaw blade is drawn toward the armature on any
point, the armature is faulty and must be replaced.
4. Inspect permanent magnets in starter housing. Make

sure they are not cracked or separated from housing.
Use care when handling starter housing. Do not drop or

strike the housing as magnet damage is possible. If mag
nets are damaged, starter must be replaced.

7.15
ELECTRICAL
Starter Motor
*Do not reuse. Replace with new parts.
15
Starter Assembly
1. Install brush plate to field magnet housing

aligning index tab.
2. Install O-ring, two small phenolic spacers, large

phenolic washer, flat washer, lock washer, and
terminal nut.
3. While holding brush springs away from brushes,

push brushes back and hold in place.
4. Slide armature into field magnet housing.

Release brushes.
5. Lightly grease drive end bushing and reinstall

drive end frame on armature. Inspect seal for
wear or damage. Replace drive end cap if
necessary. Lip of seal faces needle bearing.

ELECTRICAL
Starter Motor
Starter Assembly Cont.
6. Be sure wire insulation is in place around

positive brush wire and pushed completely into
slot on phenolic plate.
7. Using a non-petroleum grease, lubricate brush

end bushing and install shims.
8. Align brush plate and install cover and screws.
9. Reinstall bolts and tighten evenly and securely.
10. Lightly grease pinion shaft and install pinion,

spring stopper, and snap ring.
Starter Solenoid Bench Test
To measure the resistance of the pull-in coil, connect

one meter lead to the Yellow/Red wire and the other
to ground. The resistance should be 2.8-3.6 ohms.
Refer to Electric Starter System Testing in this
section to further test the solenoid.

7.17
ELECTRICAL
Electric Starter Testing
Electric Starter System Testing

Condition: Starter fails to turn motor or motor turns slowly.
Dynamic testing of starter system (for this test, a digital multitester must be used).
Make sure that engine crankshaft is free to turn before proceeding.
With the tester on VDC, place the tester black Remove battery, test and/or service. Install a
lead on the battery negative (-) terminal and the fully charged shop battery to continue the test.
tester red lead on the battery positive (+) (Continue on with left column.)
terminal. Reading should be 12.4 v or greater.
Is it?
No-.
Disconnect the red engagement coil wire from the With the black tester lead on ground, check for
starter solenoid. Connect the black tester wire to voltage at the large relay in terminal, the circuit
an appropriate ground and the red lead to the red breaker in and out terminals, and across both
harness wire at the solenoid. Push the start sides of the start switch with the switch on start.
button. The meter should read battery voltage. Repair or replace any defective part(s).
Does it?
No-.
Yesj
Reconnect the solenoid. Connect the tester black Clean the battery to solenoid cable ends or
lead to the battery positive terminal and the red replace the cable.
tester lead to the solenoid end of the
battery-to-solenoid cable. Push the start button.
The reading must be less than .1v DC. Is it?
No-.
Yes|
Connect the black tester lead to the solenoid end Replace the starter solenoid.
of the battery-to-solenoid cable and the red tester
lead to the solenoid end of the solenoid-to-starter
cable. Push the start button. The reading must
be less than .1v DC. Is it?
No-.
Yesi
Connect the black tester lead to the solenoid end Clean the solenoid-to-starter cable ends or
of the solenoid-to-starter cable and the red tester replace the cable.
lead to the starter end of the same cable. Push
the start button. The reading must be less than
.1vDC. Is it?
No-.
Yes|
Connect the black tester lead to the starter frame. Clean the ends of the engine-to-battery negative
Connect the red tester lead to the battery cable or replace the cable.
negative terminal. Push the start button.
Reading should be less than .1v DC. Is it?
No-.
Yesj
If all these tests indicate a good condition, yet the

starter still fails to turn, or turns slowly, the starter
must be removed for static testing and inspection.

ELECTRICAL
Temperature Warning - Virage TX / SLX / Pro 1200 / Genesis
Coolant Temperature Warning Circuit Operation

The MFD/MFI light is controlled by a temperature/warning switch installed into the engine cooling system. When
engine coolant temperature sensor reaches its "ON" temperature (see page 7.3) the switch closes, completing
the current flow from the wire harness through the MFD/MFI and to ground. The system should be tested periodi
cally for proper operation.
Temperature Warning Circuit Test

Warning light in MFD/MFI is activated when tempera
ture switch contacts are closed (overheat condition)
and ground path is complete. On Polaris engines, the
sensor is located on the exhaust manifold. Ground the
sensor wire from MFD/MFI with engine running to see
if temp light activates. Refer to MFD/MFI function/test
ing in this section.
Temperature Sensor Test

The temperature/warning switch is normally open. Us
ing a digital VOM set in the Ohms position, and with the
wires disconnected, contact one test probe to the
switch terminal and the other test probe to engine
ground. The meter should show an open circuit. Heat
the switch in a water bath to the "on" temperature listed
on page 7.3. Measure resistance of the switch. Read
ing should be less than .4 ohms.
CAUTION:
When testing the switch, heat only in a water bath. Nev

er subject the sensor to an open flame or sensor dam
age will result. Do not immerse the wires in the water
bath.

7.19
ELECTRICAL
Fuel Sender
Fuel Sender Operation and Sender Testing

The fuel gauge is operated through a voltage signal at the
fuel tank sending unit. The sending unit resistance
Sending unit
changes with the height of the float in the sender. To
check for proper sending unit operation connect an ohm-
meter to the wires as shown.
Fuel Sending Unit R

Disconnect wires (in
Full (Float up) - 35
electrical box or at
Empty (Float down) - connector) and mea
Non-FFI Style
All readings ± 10% a sure resistance.
Check all wiring connections and refer to the wiring dia

gram at the end of this section for correct connections at
the gauge assembly.
Genesis FFI Fuel Pump Module Testing

NOTE: Fuel Pump Modules have to be replaced as a complete unit. They should not be disassembled in any
way. If one of the components tests bad, the whole unit must be replaced.
Gasoline Safety
A WARNING
gasoline is stored.
♦ If you get gasoline on your skin or clothing, immediately wash it off with soap and water and change clothing.
♦ Shut off fuel valve whenever the watercraft is stored or parked.

ELECTRICAL
Genesis FFI™ Fuel Pump Module
Brown
Red (+)
Black (-)
Electric
Fuel Pump
Secondary
Filter
(Inside
Housing)
Float & Valve Asm.

Primary Fuel Filter
Bleed Tube Float & Lever Asm.

ELECTRICAL
Genesis FFI™ Water Separating Filter Removal
1. Loosen fuel pump module ring by using fuel pump ring

spanner wrench PN 2872621. Remove module nut
from fuel tank. Slide module out.
Fuel Pump Spanner Ring
2. Remove primary filter and float and valve assembly.

ELECTRICAL
Genesis FFI™ Water Separating Filter Removal, cont.
Secondary
Filter (inside
housing)
Genesis FFI™ Fuel Sender Testing
1. Test fuel sender as shown below.
Empty (Float Down): 240 ohms Full (Float Up): 35 ohms

ELECTRICAL
Genesis FFI™ Fuel Pump Testing
1. Test fuel pump at red and black leads as shown

in photo at right. Pump should show 3 amps
maximum. If pump shows different - replace
fuel pump module.
Fuel pump flow should be 18 gph minimum.
Genesis FFI™ Fuel Pump Module Installation
1. Install fuel pump module into fuel tank. Torque

fuel pump module nut to 36-44 ft. lbs (49.8 - 60.8 Torque Nut to 36-44 ft lbs.
Nm) using fuel pump ring spanner tool PN (49.8-60.8 Nm)
2872621.

ELECTRICAL
RPM Limiter Circuits
RPM Limiter Function
An RPM limiting system protects the engine by electronically limiting RPM in the event of engine overheat. This
feature is designed to help prevent engine damage due to engine overheating.
Engine Overheat - Virage TX. SLX. Pro 1200. and Genesis
If the engine overheats, the thermal switch becomes conductive and provides a ground path for the tan wire lead
ing from the CDI module and the Multi-Function Display. The Multi-Function Display will display a "HOT" warning
message, the warning light will flash, and the engine RPM will be limited to approximately 4500 RPM. A circuit
within the CDI senses the ground path connection and activates the limiting function. See diagram below.
Low Fuel
No low fuel limiters are present on these models.
Important Note: When the engine overheat circuit has caused the system to limit, it will continueto limit until
both of the following conditions are met:
1. The problem that caused the initial limiting must be corrected (cool engine);
AND
2. The operator must momentarily release the throttle and allow the RPM to fall below 4500.
Electrical Box
CDI Unit i
tan
Multi-Function gray
Display
L—:Y
Terminal
tan Board
When limiter circuit is activated engine
RPM will be limited to 4500.
Thermal Switch
(on engine)
RPM Limiter System Troubleshooting

RPM Limiter System Troubleshooting flowchart is shown below.

ELECTRICAL
Oil Level Sensor Testing
Oil Level Sensor Troubleshooting
Problem: No oil level indication and/or low oil warning at MFD/MFI.
3. Open electrical box and disconnect oil level sensor wires. Measure resistance of sender wires and compare
to specifications. Consult the appropriate wiring diagram for specifications and wire colors.
4. Inspect all electrical connections including the pins in the harness connector on the back of the MFD.
Connections must be clean and tight. Refer to MFD troubleshooting tips at the end of this chapter for more
information.
Oil Level Sending Unit Resistance
Full (Float up) - 35 Ohms

Empty (Float down) - 240 Ohms
All readings ±10% at room temperature.

ELECTRICAL
Ignition System Testing - PVL - Virage TX / SLX / Pro 1200 / Genesis
PVL Ignition Troubleshooting (1200 Carbureted Engines)
Verify spark plugs are RESISTOR TYPE!
If the battery voltage is low, cranking rpm will be down. The ignition system may show weak spark with
a plug out of the cylinder, but not spark under compression or it may show no spark at all. Install a charger
on the battery to ensure good cranking rpm.
Verify the firing order. If the plug leads are all the same length, trim them so they can only be installed
on the correct cylinder.
Read through the entire procedure before proceeding. Some steps are repeated. The correct sequence
depends on the readings obtained in step one (1).
1. Check continuity from inside spark plug caps to

engine stud.
To Coil
—— Engine
Ground
ohms
If reading is OK, proceed to Step 2.
II. 1
A. If a spark plug lead reads faulty, open the electrical

box and remove the plug wire(s) that are show
ing incorrect readings.
a. Measure the resistance of the plug wire(s)

with coil.

ELECTRICAL
Ignition System Testing - PVL - Virage TX / SLX / Pro 1200 / Genesis
PVL Ignition Troubleshooting, Cont.
b.Check the resistance of the coil without the Ignition

plug wires installed. Coil
(do not disconnect the
primary side of the coil)
SPECIFICATION: 1200 to 1600 ohms (III.3)
Jl Engine
v —Ground
1200-1600
ohms
2. Open the electrical box and check for correct con

Stator Black Wire
nections between the stator, CDI, coils, and terminal Engine Stud (Ground)
board. Inspect the wiring for incorrect connections or
physical damage.
A.Verify the correct installation of the Yellow stator wire

and Yellow/Purple jumper wire if so equipped.
a. Disconnect the stator from the electrical box

at the stator connector.
b. Connect the negative test lead of the ohm

meter to the black wire coming from the
stator and leave it connected for the duration
of test 2.
c. Connect the positive test lead to an engine

ground.

ELECTRICAL
Ignition System Testing - Virage TX / SLX / Pro 1200 / Genesis

Stator Purple Wire
d.Connect the positive test lead to the purple
wire:
Stator Black Wire
SPECIFICATION: 5.5 ohms (III. 5)
II. 5
e. Connect the positive meter lead to the follow Red/Purple and Gray wre
ing wires (one at a time). (one at a time)
SPECIFICATIONS: (III. 6)
RED/PURPLE: OPEN
GRAY: OPEN
Open readings are correct for Tektronix
DMM 155 meter. Other meters may
show a very high Meg-ohm reading.
f. Connect the negative test lead of the ohm Brown, Red, Green, andBlue
meter to the gray wire coming from the stator (one at a time)
and repeat step e.

ELECTRICAL
Ignition System Testing - Virage TX / SLX / Pro 1200 / Genesis
g. Check the primary side resistance of the

ignition coils:
h. Check the secondary side resistance of the

ignition coils. (III. 8)
( To Coil
BLACK coil wire to each secondary lead:
Black Coil
Wire
Amp
III. 8

ELECTRICAL
Ignition Coil Identification - Virage TX / SLX / Pro 1200 / Genesis
Virage TX / SLX / Pro 1200 / Genesis Ignition

Coils
NOTE: The ignition system used on 1200 carbureted
personal watercraft engines are sequential firing types.
Ignition spark on each cylinder occurs independently of t
Front Air Box
the others using a separate trigger pulse from each Hall
Effect sensor in the stator.
On models with sequential firing, the high tension leads

(spark plug wires) must be installed on their respective
cylinders or the engine will not run properly.
1 3 2
Bulkhead Mounted Electrical Box

1550Q Coil Pack
Wire Sequence
When replacing a CDI box on a Virage TX, SLX, Pro 1200, or Genesis, it is very important

ELECTRICAL
Trigger Coil Testing - 2000 Virage TX / SLX / Pro 1200 / Genesis
PVL Ignition Troubleshooting Virage TX / SLX / Pro 1200 / Genesis
Verify spark plugs are RESISTOR TYPE!
Without RFI suppression

A large change in electrical
current
happens immediately after
the spark plug fires and
With RFI suppression
causes strong RFI genera-
lion o
Start End Start End

Time Time
Electrical current wave with
Electrical current wave after spark plug fires.
& without RFI suppression
II.2
11.1
RFI is caused by the tendency of plug voltage to rise and fall rapidly once the spark plug is fired. These alternating
currents are suppressed by the use of resistor spark plugs and resistor spark plug wires.
The creation of RFI can distrupt the the micro-processors within the CDI box and cause ignition misfiring. For
these reasons it is extremely important that Polaris Domestic Engines utilize the PVL spark plug wires and resistor
spark plugs.

ELECTRICAL
Trigger Coil Testing - 2000 Virage TX / SLX / Pro 1200 / Genesis
STATOR
Trigger Coil (Hall Effect Sensor) Testing
The "trigger coils" are Hall Effect sensors and re
quire a constant DC power source via the brown
wire out of the CDI module. The wire is powered
when the engine is cranked for starting and while
running. When a magnet (sealed in the magnet
holder on the flywheel) is passed by the sensor,
the sensor becomes conductive and triggers the EXCITERS
release of the energy stored in the capacitor,
creating the ignition spark.
1. To test trigger coils, disconnect the stator

wires and attach a 9 volt battery to the brown
and gray wires from the stator plate. Connect
To
one lead of an ohmmeter to the gray stator
Green,
wire. Connect the other lead to the red, green,
Red, or
or blue sensor wire. Refer to the illustration at
Blue wire
right.
2. Rotate flywheel slowly while observing the

ohmmeter indication. The ohmmeter should
indicate an open circuit (oo) until the magnet in
the magnet holder passes by the sensor. At
this point the reading should switch to low
resistance (under 25 ohms). It should go back
to infinite as flywheel rotation continues.
3. Repeat the test for the other trigger coils.
NOTE: Actual resistance readings may vary with different meters. A specific resistance reading is not critical.
The reading must, however, switch sharply from high to low resistance, and then back again as the flywheel is
rotated.
Alternate Method Of Testing Hall Effect Sensors

Static Timing Light tool (PN 2871745) can used to test Hall Effect sensors. Simply connect the white test wire to
the Red (Mag), Blue (Cen), or Green (PTO) wire from the stator. If the sensor is functioning properly, the light
will turn on and off as indicated in Static Timing Procedure page 7.35.
NOTE: Hall Effect sensor ground is now a gray wire. Connect black wire of static timing light tool to gray wire
from stator to test.

ELECTRICAL
Ignition Timing Adjustment - Virage TX / SLX / Pro 1200 / Genesis
Dynamic (Running) Ignition Timing
When replacing a CDI box on a VirageTX/SLX/Pro 1200 or Genesis, it is very important

NOTE: Always verify timing of engine at room temperature only (68° F/20° C).
Verify the ignition position at maximum advance (3000 RPM) when checking the timing.
If engine damage has occurred due to a suspected ignition related problem, check the ignition timing at the speci
fied operating RPM.
Always dial indicate the timing mark before attempting to adjust the ignition timing. To indicate the marks:
1. Remove timing inspection plug from starter cover.
2. Remove front (Mag) cylinder spark plug and install

dial indicator.
3. Rotate crankshaft by hand while observing dial

indicator. As the piston touches the indicator
plunger, the dial will begin to rotate. Find the exact
point where the pointer stops rotating and reverses
direction. This will be Top Dead Center (TDC).
4. While holding crankshaft with piston at TDC, zero
indicator by rotating bezel until "O" on dial and
pointer align.
5. Rotate crankshaft oppositethe direction of rotation

about .200" BTDC (2 pointer revolutions).
Dial Indicator
6. Rotate the crankshaft in the normal direction of
rotation to .081" (2.06mm) BTDC.
7. Using a fast drying white ink, mark the flywheel in
line with the projection in the inspection hole to
make it easier to see with a strobe light.
8. Verify proper piston position by repeating steps 2 - 5.
9. Remove dial indicator and install spark plug.

10. Connect a tachometer according to
11. Connect a timing light to the front (Mag) cylinder.
Start engine and increase RPM to 3000.
Mark flywheel
in line with
projection
View through
Never operate engine for more than 15 seconds with timing hole
out cooling water. Severe engine damage may occur
from overheating.

ELECTRICAL
Ignition Timing Adjustment - Virage TX / SLX / Pro 1200 / Genesis
Dynamic Ignition Timing, Cont.
12. Point timing light at inspection hole. Be sure to

view the mark at 90° to the window to avoid
misreading. Note the position of the scribed mark
in relation to the pointer.
13. If marks do not align, stop engine and reinstall dial

indicator in Mag end cylinder. Rotate the engine
until the mark is in the same position as sighted
with the strobe light. Read dial indicator and
compare reading to Degrees to Piston Chart on
page 7.2.
Ignition Timing Adjustment

To adjust ignition timing:
1. Remove flywheel cover.

2. Loosen magnet holder screws.
3. Rotate magnet holder to adjust ignition timing.

Rotating the magnet holder clockwise (as viewed
from the front) will advance the timing and rotating
counterclockwise will retard timing. Move the
magnet holder in the opposite direction
approximately the same amount as the mark must
move. Tighten screws securely.
4. Verify proper ignition timing with the timing light.
Static Ignition Timing Adjustment

Static Timing Light tool (PN 2871745) can used to verify that the hall effect sensors are working.
1. To check the sensors, simply connect the white test wire to the Blue (Cen) or Green (PTO) wire from the stator.
The light should come on and go out sharply (as indicated in static timing) if the sensor is functioning properly.
If the light glows or is slow to react, the Hall Effect sensor is damaged.
Ignition Timing Adjustment / Ignition Point Adjustment Unit
1. Verify proper ignition timing with the timing light as

shown above.
NOTE: When replacing a CDI box on a Virage TX, SLX, Pro 1200, or Genesis, it is very
important to check timing. A new CDI box may be programmed slightly different than
the one being replaced, causing ignition timing to be advanced or retarded too far.

ELECTRICAL
Ignition Point Adjustment Unit
1. Set timing as indicated above.
2. Remove battery cover and exhaust hoses as

required to access the battery and electrical box.
3. Remove negative (-) cable from battery terminal.
4. Carefully open the electrical box. Remove the LR

module and the CDI.
5. With the CDI box accessible, attach the harness

of the Ignition Point Adjustment Unit, (PN
2872290), to the serial port on the CDI.
6. Reassemble the electrical box completely.

Reconnect the battery and exhaust hoses.
7. Remove the timing cover plug.

ELECTRICAL
8. Connect timing to light to MAG high tension wire.
Start engine and verify timing with timing light.
Never operate the engine for more than 15 seconds while

the watercraft is out of the water. Overheating of engine
and drive line components will result.
9. Timing can now be set to exact specification

using the Ignition Point Adjustment Unit. Press
the "POS" or "NEG" button to advance or retard
timing until timing is at specification. Pressing the
"POS" or "NEG" buttons will advance or retard
the timing in one degree increments up tp two
degrees each way.
10. After correct timing has been established,

remove the timing light and install the timing
cover plug.
11. Remove exhaust and battery cable. Open

electrical box and disconnect the Ignition Point
Adjustment Unit. Reassemble the electrical box
and install.
12. Reconnect the battery and any exhaust hoses

that were removed to access the electrical box.

ELECTRICAL
Multi-Function Display
The Polaris Multi-Function Display (MFD) allows the operator to see such important information as time run, dis
tance run, maximum speed, current speed, fuel level and more at the touch of a button. Following is a summary
of operating instructions for both styles of MFDs. A description of Operating Modes and Key Function is listed
below followed by Troubleshooting the MFD system.
OPERATION AND MODES

NOTE: Not all MFDs have all these functions.
HOUR: Secondary display function controls multi-LCD when selected by mode key. HOUR annunciator is on
when in HOUR mode. Actual engine run hours are displayed in. 1 hour increments from 0 to 999.9 hours. HOURS
can be neither reset nor lost when power is removed due to nonvolatile EEPROM memory.
CLOCK: CLOCK is a secondary display function and controls multi-LCD when selected by mode key. CLOCK
annunciator is on when in CLOCK mode. To set the time, first enter CLOCK mode and then hold the SET key
for 2-4 seconds to enter CLOCK SET mode. Both keys are now used to adjust the time. MODE selects the digit,
SET advances the digit. Press MODE when complete to start the clock (colon begins to flash).
PEAK SPEED/RPM: While in TACH mode, pressing the SET key will display both the peak speed and maximum
sustained RPM since the last reset or auto-off occurred. While displayed, holding the SET key for 4 seconds will
reset the peak memories.
KEY FUNCTIONS AND DISPLAY
MODE KEY: Toggles multi-LCD display modes as pressed. Annunciators scroll from left to right to indicate selec
tion.
SET KEY: Function varies with selected mode. Used to temporarily disable warning indications, to access peak
speed and RPM while in TACH mode, reset distance in DIST mode, select MPH - Km/H while in VOLT mode,
and to set time while in CLOCK mode.
LCD DISPLAY: Displays variety of both essential and performance data: speed, RPM, fuel level, oil level, trim
position, distance, voltage, engine hours, clock, peak speed, peak RPM, and warning conditions (low fuel, low
oil, low power, high temperature).
WARNING LED: Super bright LED flashes to alert rider of warning condition. Actual condition is then displayed
in multi-LCD readout.
SPEED: Primary display function, controls left LCD at all times. Displays speed with .1 MPH resolution from
5-75 MPH. Input is received from jet intake fin.
TACH: Yellow wire from alternator: Default secondary display function, controls Multi-LCD at power on or
when selected by MODE key. RPM annunciator is on when in TACH mode.. Displays RPM with 10 RPM resolu
tion.

ELECTRICAL
FUEL: Pink wire from sending unit at fuel tank: Primary display function controls left hand bar graph at all
times. Displays in 1/8 tank increments. Toggles low "FUEL" display and warning LED when fuel reaches 1/8 level.
"FUEL" will flash in display regardless of Multi-LCD display mode.
OIL: Blue wire from sending unit at oil tank: Primary display function controls right hand bar graph at all times.
Displays in 1/4 tank increments. Toggles low "OIL" display and warning LED when oil reaches 1/4 level. "OIL" will
flash in display regardless of Multi-LCD display mode.
TRIM: Primary display function controls top bar graph at all times. Trim position is shown from -5 to +5 in .5
increments. Because of the safety clutch in the trim motor, it may be necessary to re-synchronize the TRIM dis
play if the nozzle should be deflected upward. This is accomplished by simply running the trim motor until both
the trim nozzle and display are at their limits (either up or down).
DIST (Distance) Internal function: Secondary display function controls Multi-LCD when selected by mode key.
DIST annunciator is on when in DIST mode. Distance is displayed in .1 mile increments from 0 to 999.9. Distance
can be reset by pressing the SET key for 4 seconds while in DIST mode.
VOLT: Red wire, purple tracer: Secondary display function controls Multi-LCD when selected by mode key.
VOLT annunciator is on when in VOLT mode. Voltage is displayed in .1 volt increments from 5 to 18 volts.
ENGLISH/METRIC: While in the VOLT mode, pressing and holding SET will toggle the instrument between MPH
and KPH. The distance function is automatically toggled at the same time.
LOW POWER: If battery voltage drops below 10.9 volts, the Multi-LCD display will flash "LOPR". If this occurs,
the speed and distance functions will cease until power is restored.
HIGH TEMP: When a hot engine signal is received, the Multi-LCD display will flash "HOT" and the warning LED
will light.
WARNING RESET: When warning conditions occur, pressing the SET key will deactivate the warning depending
on the condition: HOT: Only LED is disabled for 5 minutes: FUEL: Both LED and LCD are disabled for 5 minutes;
OIL: Both LED and LCD are disabled for 15 minutes.
ON/AUTO ON: When system is off, a single press of MODE key will turn the MFD on. When the engine is started,
the MFD will automatically power on.
AUTO OFF: After 5 minutes of no activity, the system automatically shuts itself off. The internal clock continues
to keep time. Memory functions (distance, hours, MPH/KPH) are retained, and the clock, fuel level, and oil level
will be displayed.

ELECTRICAL
Multi-Function Instrument
The Polaris Multi-Function Instrument (MFI) simultaneously displays a great deal of important vehicle information
such as speed, RPM, fuel and oil levels, clock, compass heading, engine hours, and warning conditions. Addition
ally, the MFI acts as a command center for security and speed limit functions and interfaces to an optional depth
sensor to provide a built in digital depth gauge.
DISPLAY SUMMARY
The MFI is configured with a Liquid Crystal Display (LCD) on the left, a function/numeric keypad in the center,
and an electronically driven analog speedometer and reverse (PERC ™) indicator on the right. The LCD contains
a highly responsive analog tachometer, fuel and oil gauges, a 16-point compass, clock, battery voltmeter, reset-
table distance meter, and non-volatile engine hour meter. To the right and under the fuel and oil gauges, is a digital
depth gauge, which automatically activates if the optional depth sensor is installed. The bottom row of alphanu
meric characters is a versatile display that normally displays battery voltage, distance traveled, and engine hours.
These displays will be overwritten in the event of a warning condition, or if an optional function is selected, such
as security lock, speed limit, or real time digital display.
PRIMARY FUNCTIONS
ON/AUTO: The MFI will automatically "wake up" when the engine start button is pressed or alternately by press
ing and holding any button for 1 second.
AUTO OFF: The MFI will return to sleep mode after 5 minutes of inactivity. While in sleep mode, the clock contin
ues to show time, and the fuel level, oil level, and the compass rose are displayed. If the SECURITY LOCK is
active, the display will also show "LOCKED".
TACHOMETER: The analog tachometer visually displays the revolutions per minute (RPM) of the engine in 200
RPM increments from 0-8000 RPM. For more accurate RPM readings, see "DISPLAY" below.
FUEL GAUGE: Displays fuel level in exact 1/8 tank increments. Toggles "LOW FUEL" warning and flashes the
warning LED when fuel reaches 1/8 level. Pressing any key will disable the flashing LED for 15 minutes.
OIL GAUGE: Displays oil level in exact 11A tank increments. Toggles "LOW OIL" warning and flashes the warning
LED when oil reaches 1/4 level. Pressing any key will disable the flashing LED for 15 minutes.
COMPASS: The compass displays true vehicle heading relative to magnetic north with a resolution of 16 points
per revolution. The triangular pointer rotates to indicate the direction of travel.
CLOCK: The center of the LCD display contains a digital clock. To set the clock, simply press and hold the
"CLOCK SET' button until the clock digits begin to flash. Each subsequent press of the CLOCK button advances
the time by one minute. Pressing and holding the button will automatically advance the digits more rapidly. Once
the intended time is reached, simply release the button. After five seconds, the MFI will automatically exit the
"CLOCK SET" mode.

ELECTRICAL
DEPTH GAUGE: Before activating the DEPTH GAUGE function, the depth sensor must first be installed. After
installation is complete, press and hold both the 3/8 and 4/9 buttons simultaneously for several seconds to acti
vate the DEPTH GAUGE function. The display will read "SONAR ON", and the depth digits under the fuel and
oil gauges will display depth in either feet or meters. If the sensor is not found, the MFI will automatically cancel
the DEPTH GAUGE function. The DEPTH GAUGE will display water depth below the hull from 0 to 199 feet (0-75
meters). The readout is accurate to approximately 45 mph (70 kph). The display will flash"—" if tracking is lost.
To disable the DEPTH GAUGE, simply press and hold the 3/8 and 4/9 buttons simultaneously for several seconds
until "SONAR OFF" is displayed.
VOLTMETER: The left side of the multi-purpose display contains the battery VOLTMETER. Battery voltage is
displayed from 5 to 18 volts in .1 volt increments. A battery voltage of less than 10.9 volts will trigger the "LOW
POWER" warning message, indicating battery voltage is approaching a "no start" condition.
DISTANCE METER: The center of the MFI contains a resettable DISTANCE METER. Distance is displayed from
0-999.9 miles (0-999.9 km) in .1 increments. To reset the DISTANCE METER, simply press and hold the "DISTANCE
RESET' button until the distance displayed returns to "000.0".
HOUR METER: The right side of the multi-purpose display contains the engine HOUR METER. Actual engine
operating hours are displayed in .1 hour increments from 0-999.9 hours. The HOUR METER cannot be reset,
and is retained even when power is removed due to non-volatile EEPROM memory.
SPEEDOMETER: The right side of the MFI contains an analog speedometer. While the speedometer is tradition
al in appearance, it is actually controlled by the system microprocessor, and is extremely accurate.
DIRECTION: The lower portion of the analog display contains a forward/reverse direction indicator. The pointer
on the gauge moves in synchronization with the reverse gate as it is lowered over the jet nozzle when actuated
by the electric thumb switch. The indicator is useful in establishing a "neutral" position beween forward and re
verse. The LED will flash when the reverse gate is not fully forward. Pressing any key will disable the LED for
five minutes.
SECURITY LOCK: Briefly pressing and releasing the LOCK button will cause the lock status to be displayed,
either "LOCKED" or "UNLOCKED". Pressing and holding the LOCK button for several seconds initiates the SE
CURITY LOCK function. The MFI will display "ENTER CODE—". Enter the code using the 5-button keypad.
The factory set default code is "1234". An asterisk (*) will appear with each press of a numeric button. If the proper
code has been entered, the display will show the new lock status. If previously "LOCKED", the security lock will
switch to "UNLOCKED", and the vehicle may be started normally. If previously "UNLOCKED", the security lock
will switch to "LOCKED" and the vehicle will not start.
If starting the engine is attempted while the security lock is set to "LOCKED", the warning LED will flash, the engine
will not start, and the MFI will indicate "LOCKED", followed by "ENTER CODE-—". If an improper code is entered,
the MFI will display "INVALID CODE", and exit code entry mode.
CODE SET MODE: The factory set default security code is "1234", however, the code may be changed to any
4 digit number. To select your own code, enter CODE SET mode by pressing and continuing to hold the LOCK
button for several seconds until "CHANGE CODE" is displayed (the display will first show the lock status, followed
by "ENTER CODE-—", and finally "CHANGE CODE"). The MFI will then display "OLD CODE-—". Enter the code
as if locking or unlocking the vehicle. If the correct code is entered, the display will then show "NEW CODE—".
Select any 4-digit code. The display will then read "CONFIRM CODE—-". Enter the same code to confirm your
selection. "CODE CONFIRMED" will display for several seconds if the second entry of the new code matches
the first. If the second code entered does not match the first, "INVALID CODE" will be displayed and the CODE
SET MODE is cancelled.

ELECTRICAL
DISPLAY: Pressing the DISPLAY button toggles the MFI between NORMAL DISPLAY mode and DIGITAL DIS
PLAY mode. The lower display will show VOLTS/DISTANCE/HOURS when in NORMAL mode, and real-time
digital RPM and SPEED when in DIGITAL mode. When first entering DIGITAL DISPLAY mode, the MFI briefly
displays the last recorded peak RPM and SPEED. While the peak values are being displayed, holding the DIS
PLAY button for several seconds will reset the peak values. Pressing the DISPLAY button while in DIGITAL DIS
PLAY mode toggles the display back to the standard VOLT/DISTANCE/HOURS display.
ENGLISH/METRIC: To change units between English and metric, press and hold the 1/6 button and the 2/7 but
ton simultaneously for several seconds. When in metric mode, "km" appears in the distance meter, and the
"MTRS" icon will illuminate in the depth gauge (where applicable) if activated.
WARNING INDICATIONS:
• LOW FUEL -1/8 tank or less of fuel remaining
• LOW OIL -1/4 tank or less of oil remaining
• ENGINE OVERHEAT - overheated engine
• LOW BATTERY - battery voltage below 10.9 volts
• REVERSE - indicates reverse has been initiated
• CHECK ENGINE (DFI only) - indicates a warning condition from the DFI engine control

ELECTRICAL
Multi-Function Display / Multi-Function Instrument
MFD / MFI Troubleshooting

If the MFD / MFI is not working check the following items:
• Battery connections for corrosion;
• Fuse inside electrical box;
• Pins in MFD / MFI connector for corrosion or loose fit;
• Power and ground at the connector to the MFD / MFI;
• Component inputs are functioning properly.
Following are some of the common symptoms of a malfunctioning MFD / MFI and possible causes:
Display is stuck on one function / display shows all 8s / buttons don't work
Although uncommon, this malfunction may occur after the battery has been removed from the craft or when the
power is disconnected. It may freeze on any one function, or with all "8s" displayed, as if the MFD / MFI is perform
ing it's self-check during power up. It is possible that when the battery negative cable is re-connected after ser
vice, power glitches may cause the micro-processor to temporarily malfunction. This has no damaging or perma
nent affect on the MFD /MFI, and can be corrected by disconnecting the negative battery cable for approximately
1 minute to reset the microprocessor.
When reconnecting the battery negative cable, take care to make it as "clean" a connection as possible. Only
contact the battery terminal once while connecting the cable. Do not contact the terminal repeatedly. Hold pres
sure on the cable until the terminal bolt is tight.
To avoid the possibility of explosion, always disconnect the negative cable first and connect it last.
One part of display malfunctions
Determine which function (or functions) are not working. If only one or two parts of the display are affected,
chances are the input for that function is the problem. Test individual senders and inputs including related wiring.
Refer to the electrical wiring diagram. Check for clean, tight connections at the back of the gauge and inside the
electrical box. If water is present in the electrical box, be sure the wire sealing grommets and box sealing O-ring
are properly positioned. Route wires carefully when assembling the box to prevent pinched wires. On new units,
make sure the wires are located correctly in the connector clip by comparing wire color to the key on the schematic
wiring diagram.
Intermittent malfunctions
Be sure to get an accurate description of the problem from the customer if a malfunction is intermittent. Intermit
tent malfunctions are usually traced to a loose connection on the sender or signal wire power supply or ground
path. If the display is completely dead concentrate on the power supply to the display and the ground wire from
it. Disconnect the coupler from the back of the display unit and check for battery voltage on the Red/Purple wire.
If no power is present test the black wire for good continuity to ground. If the ground path is complete check the
1/4 amp fuse in the electrical box. Be sure to check for power across the fuse terminals even if it appears to be
good. In some cases the fuse will have good continuity but will not pass current.
Blowing fuses
Power surges or "spikes" are the most common cause of blown fuses. These power surges can be caused by
loose connections in the electrical box, poor ground at the engine mount plate, and even corroded or loose battery
terminals (not necessarily visible to the naked eye). Any time the battery charging path is interrupted there is a
potential for a voltage "spike". Concentrate your effort there for blown fuses.
In order to display accurate information, the MFD / MFI must receive accurate data. This data may be in the form
of a variable ground path such as the fuel and oil level senders, a pressure input such as the speedometer pitot
tube, or a specific voltage signal like the alternator input for RPM.
Speedometer reading inaccurate

The MFD / MFI electronically converts a pressure input from the pitot tube (located in the pump inlet area) to a
graphic display of MPH or (KPH). The MFD / MFI can be checked by connecting a pressure pump to the back
of the MFD / MFI and comparing the reading to the chart on page 6.22. Inaccurate reading can be caused by
kinks or obstructions in the pressure line or pitot tube, cavitation of the pump, or wrong operating RPM.
In some cases, an improperly functioning display may be corrected by disconnecting the battery for two hours.
If all items above have been checked and verified, it may be necessary to replace the MFD / MFI.
Polaris Sales Inc. 7 43 3/00

ELECTRICAL
Multi-Function Instrument Compass Calibration
Compass Calibration
The electronic compass provides eight points of heading information. Its solid-state design utilizes no moving
parts, can be electronically calibrated, and unlike mechanical systems, is immune to vibration. The compass will
be reasonably accurate without calibration. However, like all compasses, there are many factors which can influ
ence the accuracy, such as geographic location, angle of operation, magnetic characteristics of the watercraft,
etc. It is recommended that the following calibration procedure be performed on all watercraft when the craft is
first launched, if the geographic location changes significantly, or if the battery is disconnected.
NOTE: It is important that the watercraft is floating and away from any large metal objects or magnetic sources
at the time of calibration.
1. Press the "MODE" button until "ENGINE HOUR" is displayed.
2. Press "SET" for approximately 4 seconds until "CC SET 1" is displayed.
3. Carefully align and hold the watercraft in any direction.
4. Press the "SET" key. The display will now read "SET 2".
5. Again, carefully rotate the watercraft 180° and face it in the opposite direction.
6. Press the "SET" key.
The MFI will use these two readings to calculate the proper calibration and store it in the memory.
NOTE: When operating the watercraft, some error may be introduced if the angle of pitch is different than when
calibrated. Therefore, for the most accurate readings, make sure the angle of pitch is the same as when cali
brated.

ELECTRICAL
Polaris Electronic Reverse Control (PERC)
2000 Genesis / Genesis FFIn
Cover
O-ring
Reverse Limit Switch
Motor Bracket
Reverse Motor Assembly
Reverse Linkage
Reverse Cable \
The Genesis watercraft feature an electric reverse gate system designed to make changing direction of travel
easier for the operator. A simulated "neutral" gear is possible by positioning the reverse gate half way down.
Engine power is limited for safety when the reverse gate is not in the full up or forward position.
The electric reverse system has components located in 4 areas of the watercraft; (1) Forward/Reverse switches
on the handlebar, (2) Reverse motor and control switches inside the hull, (3) Reverse gate at the jet pump nozzle,
(4) Graphic display in the MFI depicting reverse gate position.
1. Forward/Reverse switches on the handlebar control the up and down movement of the reverse gate. Think
of these switches as polarity switches for the reverse motor.
2. The reverse motor is a DC motor that can run either direction depending upon the polarity of the DC voltage
supplied to the motor. The reverse motor is mounted to a reduction gear box that drives a cable which raises
or lowers the reverse gate.
3. The reverse gate, when deployed, directs pump thrust to enable the craft to move in reverse.
4. The graphic display depicts the reverse gate position. Placing the reverse gate midway between forward and
reverse will place the craft in a simulated "neutral" gear.

ELECTRICAL
Reverse Motor Assembly Wiring Diagram
Reverse Motor Connector

GRN/WHT
GRN/WHT
Reverse Switch Input
GRN/YEL
GRN/WHT
*- NO3 Switch Output to MFI
Forward
Switch
BLK
BLU
NC2
BLU/WHT
BLU/WHT
Reverse Switch Input
BLU/WUT
^ NO3 Switch Output to MFI
Reverse
Switch
BLK
NC2
BLK
BLK
Ground
GRY/OR
^ NO3 Engine Limit Switch Output
Reverse Sync to MFI and EMM
Switch
NC2 Not used
Gear Reduction Box

ELECTRICAL
PWC Electric Reverse Operation/Troubleshooting
W1RF FND VIFW Motor Resistance

OF CONNECTOR
In Forward
In Neutral
4BLU/WHT/WHT or Reverse
5 GRY/OR
6GRN/WHT/WHT
0.8Q 2.6Q
1BLK
2 BLU/WHT
3 GRN/WHT
CONTINUITY TO PIN 1 (GROUND)
CONTINUITY TO PIN 4 (FORWARD/REVERSE SWITCH CONTACT)
CONTINUITY TO PIN 6 (FORWARD/REVERSE SWITCH CONTACT)
SWITCH POSITION
Italicized text indicates reverse gate position. The motor windings resistance is
approximately .8Q.

ELECTRICAL
Bilge Pump
Bilge Pump
Battery voltage is supplied to pump on orange wire from LR505, LR31-2 or LR503-1 when engine is running. To
test pump apply alternate power and ground. If pump does not run replace bilge pump. If pump runs with alternate
power and ground start engine and check for battery voltage on Orange wire terminal. If no power replace LR
module or repair connection. If power is present on Orange terminal inspect pump ground circuit.
• If pump continues to run after engine is off replace LR module.
• Inspect inlet area regularly for debris.

Polaris Sales Inc.
7.49
2000 Virage TX Wiring Diagram

ELECTRICAL
Per Polaris Service Bulletin PWC-00-05
3100
Move Red/Purple CDI power wire (male end) to Orange terminal (LR switched power).
Corrects for engine no-restart condition
2000 SLX Wiring Diagram
ELECTRICAL
3100
7.50
Polaris Sales Inc.

ELECTRICAL
2000 Pro 1200 Wiring Diagram
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ELECTRICAL
2000 Genesis Wiring Diagram

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ELECTRICAL
2000 Genesis FFI™ Wiring Diagram
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CHAPTER 8
FICHT® FUEL INJECTION
FFI™ Theory / System Overview 8.1-8.5
EMM Service Code Chart 8.6
Preliminary Tests 8.6-8.7
FFI™ Diagnostic Guide 8.8 - 8.13
FFI™ Action Steps 8.14 - 8.18
FFI™ Specifications / Specific Tests ... 8.19

FFI™ FUEL INJECTION
Theory
FFI™ FUEL INJECTION DIAGNOSTIC SOFTWARE: PN 2873377
Overview
The function of Polaris' FFI ™ (Ficht® Fuel Injection) model sequential, direct-injection fuel system is to efficiently
supply fuel under all engine load, temperature, and RPM conditions. The benefits of FFI ™ include quick starting,
improved fuel economy, excellent throttle response, and greatly reduced exhaust emissions. FFI ™ involves the
interaction of various fuel, ignition, and electrical components. All these components work together under the
direction of an EMM (Engine Management Module).
A WARNING
It is unlawful to tamper with any system or function of Polaris FFI™ model personal watercraft. Do not
modify any part of the watercraft. Doing so may end in a fine and/or jail.
Polaris' FFI ™ system has a number of unique features:
• Alternator output is dual-voltage; both 12 and 38 to 45 volts DC are produced and regu
lated.
• The fuel injectors are a German concept (Ficht®); fuel is injected under high pressure
directly into each combustion chamber.
• The fuel system is protected by a water separating filter which is located in the fuel tank.
• Technician diagnostic procedures are simple; the EMM stores service codes and deliv
ers real-time data.
• Various sensors monitor engine running conditions; operator warning systems like
S.L.O.W.™ are standard features.
• The ignition system is a high-frequency multi-strike CD system that generates a variable

spark profile to exactly meet combustion requirements.
• The EMM is water cooled, and controls the ignition coils' primary circuit operation.
Fuel Injectors
The fuel injectors are in a 38-45 volt system, and there is one injector per cylinder. The injectors are secured to
the cylinder head by a flange and two bolts. Each injector has two ports; one for fuel inlet(large port on bottom),
the other an outlet(smaller port on top), both on the same side of the injector body. The inlets and outlets are
different sizes to prevent fuel line mis-installation.
The EMM controls injector operation by opening and closing individual injector ground circuits. In doing so, the
EMM can change both the timing and duration of the fuel charge (pulse width). The EMM adjusts injector opera
tion in respect to data received from various engine sensors. It also senses changes in the 45 volt circuit from
the rectifier/regulator inside the EMM.
Each injector has an internal fuel passage designed for cooling. Fuel passes through the body to link the inlet
and outlet nipples. Since fuel arrives under pressure, a small volume constantly flows through the injector to cool
the armature. Fuel pressure to the injectors is approximately 25 psi.
If a fuel injector electrical circuit becomes open or disconnected while the engine is running, the EMM will store
a specific injector service code in memory, and will turn on the "check engine" light.
Ignition System Operation

Polaris' FFI ™ ignition system is a high frequency, multi-strike CD system that generates a variable spark profile
to exactly meet combustion requirements. AC current is generated by the stator, passed through the regulator
inside the EMM for conversion to DC. Signals from the crank position sensor allow the EMM to determine proper
cylinder firing sequence. Internal circuits also allow the EMM to detect open loads in the coil primary circuits, and
set and store corresponding service codes.

Theory
FFI ™ Combustion Process

The FFI ™ combustion process functions in two modes: stratified and homogeneous. The engine is started in
homogeneous, idles in stratified, then smoothly transitions again to homogeneous as the engine moves to higher
RPM. For more detail on FFI™ combustion, see Introduction to FFI® Fuel Injection video, PN 9915680.
During startup, fuel is injected with the piston low in the cylinder. Air/fuel is mixed by turbulence, and multiple
plug firings occur to ensure quick starting and complete combustion.
During idle, multiple plug firings continue for each cylinder combustion event. Spark is timed to occur as fuel
reaches the spark plug tip, then is programmed to continue in a multi-strike mode. Due to fuel/air density at low
RPM, and fuel actually spraying on the plug tip, repeated plug firing ensures complete combustion.
At higher RPM, the fuel injectors supply fuel earlier in the firing sequence. Pistons are farther down the cylinder,
and air/fuel is mixed by turbulence. In this mode the mixture is more combustible, so fewer firings per combustion
event will occur. Very low amperage is required to sustain either stratified or homogeneous operation.
• Stratified: Air/Fuel mixture is layered with different ratios within the combustion
chamber.
• Homogeneous: Air/Fuel mixture is uniform throughout the combustion chamber.
Flywheel
The FFI ™ flywheel has four important functions:
• Provides a ring gear for starter motor engagement.
• Has cast-in timing encoder ribs on the outer diameter that work in conjunction with the
magnetic crankshaft position sensor to control ignition timing and fuel injector operation.
• Houses magnets that work in conjunction with the stator to provide power to operate the
ignition, injectors, EMM, MFI(multi-function instrumentation gauge), and accessories.
It contains magnets that work in conjunction with a stator to provide battery charging (12 volts) and injector opera
tion (45 volts). Within approximately one crankshaft revolution, the EMM will learn crankshaft positioning to en
able it to fire the cylinders and control spark advance.
Stator
The stator provides AC voltage to the regulator/rectifier side of the EMM where it is converted to DC voltage.
The DC power is used to charge the battery, power the EMM and run the ignition and injectors. The injectors
and and ignition are 100% driven by the stator voltage.
Capacitor
The capacitor is a voltage limiter. It prevent fluctuations in voltage that would cause erratic injector operation,
and resultant unwanted changes in fuel mixture and combustion.
ENGINE MANAGEMENT MODULE (EMM)

The Engine Management Module (EMM) has two engine harness connectors. It is a water cooled microprocessor
that receives inputs from several switches and sensors. This information is used by the EMM to control engine
operating parameters such as ignition,and fuel injection.
EMM inputs include:
• Throttle Position
• Air Temperature
• Crankshaft Position
• Water Temperature
• EMM Temperature (Internal)

Theory
Engine Management Module (EMM) continued.

• Alternator variable 38 to 45 Volts
• Barometric Pressure
The EMM, besides controlling engine operation, has a number of other important programmed functions. It:
• Stores Service Codes
• Activates S.L.O.W.™ (Speed Limiting Overheat Warning) System
• Provides cold start enrichment
• Controls the engine monitor gauge light
• Generates a tachometer signal
• Prevents excessive engine RPM
• Controls electric fuel pump operation
• Records engine operating hours
The EMM is an EEPROM design, so service codes will not be lost if the battery is disconnected. Service codes
that have been stored for 15 or more running hours, but have not reoccurred, will automatically be eliminated from
memory.
Internal EMM Sensors

Five sensors are located inside the EMM; barometric pressure, EMM temperature, alternator 38 to 45 volt sys
tem, battery 12 volts, and ROM verification. Since none are serviceable parts, failure correction would require
replacement of the EMM.
Barometric Pressure (BP) Sensor: The BP sensor is a silicon pressure sensor having a diaphragm sealed air
passage that generates an AC voltage signal. It senses ambient air pressure through a screened port that's open
to atmosphere. The BP signal enables the EMM to compensate for pressure changes caused by altitude so it
can adjust fuel flow accordingly. If sensed values are out of limits, or the sensor or circuit fails, the EMM will turn
on the MFI "check engine" light, and store a service code.
EMM Temperature Sensor: Monitors fuel injector driver circuit temperature to prevent it from exceeding design
limits. One or more fuel injectors could malfunction should this occur. If sensor values are out of limits, or the
sensor or circuit fails, the EMM will turn on the MFI "check engine" light, and store a service code. The EMM will
also initiate S.L.O.W.™, only if excessive temperature is the failure mode.
45 Volt Circuit Sensor: Monitors rectifier/regulator 38 to 45 volt output. This is the circuit that powers the fuel
injectors. If voltage exceeds the expected range, the EMM will initiate S.L.O.W. ™, store a service code, and turn
on the MFI "check engine" light. Voltage below the expected range will store a service code and turn on the MFI
"check engine" light, but will not put the engine into S.L.O.W.™
RPM limiter: This feature of the EMM programming prevents engine damage due to excessive RPM. Normal
engine operation automatically returns as soon as engine RPM drops down to the specified range.
ROM Verification: A continual EMM self-test of factory programming. The EMM will turn on the "check engine"
light and store a service code if, at any time, a program failure is detected.
Polaris Sales Inc. 8.3 3I°°

Theory
External EMM Sensors
Air Temperature Sensor: The air temperature sensor monitors the temperature of air entering the air silencer.
The AT sensor is a Positive Temperature Coefficient (PTC) thermistor, a resistor whose resistance changes with
temperature and alters voltage values accordingly. When temperature increases, both resistance and voltage
also increase. When temperature decreases, resistance and voltage likewise decrease.
Water Temperature Sensor: The water temperature sensor is located in the exhaust manifold. It is held in a
seat in the water passage of the manifold, but does not actually contact the water. The sensor has a dual purpose;
it provides data to the EMM primarily for use in adjusting the air/fuel ratio during engine warm-up, and it sends
a signal to the EMM that will trigger the MFI "check engine" light in the event of an engine overheat.
The water temperature sensor is also a Positive Temperature Coefficient (PTC) thermistor, a resistor whose re
sistance changes with temperature. When temperature increases, both resistance and voltage also increase.
When temperature decreases, resistance and voltage likewise decrease.
If sensor values are above the limits (engine overheat), the EMM will initiate S.L.O.W. ™, store a service code,
and turn on the MFI "check engine" light.
If sensor values are below the limits, or the sensor or its circuit malfunctions, the EMM will store a service code,
and turn on the MFrcheck engine" light. The engine will not go into S.L.O.W.™.
Throttle Position Sensor: The Throttle Position Sensor (TPS) is a rotary potentiometer. It's located on the rear
of the throttle bodies by the EMM.
The sensor receives a voltage signal from the EMM. As the throttle lever is rotated, the EMM receives a return
voltage signal through a second wire. This signal is relative to the position of the throttle. As the throttle opens,
voltage increases. As the throttle closes, voltage decreases. A third wire completes the ground circuit back to
the EMM.
If sensed values are out of limits, or the sensor or its circuit fails, the EMM will turn on the "check engine" light
and store a service code. If the TPS becomes open during engine operation, engine RPM will drop to idle speed.
The engine will not accelerate above idle until the fault is corrected and the EMM is powered down by removing
the lanyard. Wait ten seconds and power up the system by inserting the lanyard.
When replacing a TPS sensor, calibration must be performed. Using Polaris Diagnostic Software, PN2873377,
enter "Service Utilities / Engine Monitoring" screen. Under "sensors" chart, look for 'TPS CAL" With the throttle
lever wide open, the calibration should read 78-80% open. If TPS is out of this range, loosen throttle cable at
throttle bodies and tighten or loosen cable as needed to achieve 78-80% open.
Crankshaft Position Sensor: The Crankshaft Position Sensor is a magnetic device. It generates a magnetic
field that's induced by the flywheel encoder ribs passing by it. This produces an AC voltage signal directly related
to flywheel RPM. Crankshaft TDC is determined by encoder rib spacing.
The sensor feeds the flywheel encoder data to the EMM, which calculates crank position and engine speed. The
EMM generates a tachometer signal, and controls fuel injector and ignition operation. The sensor is located on
the top of the flywheel housing on the MAG side of the engine.
If the Crankshaft Position Sensor or its circuit fails, the engine will not run. A sensor that is damaged or
out of adjustment will NOT turn on the "check engine" light but will store a service code only if the failure occurs
while the engine is running.
NOTE: Crankshaft sensor operation can be verified by the Engine Monitoring screen of the Polaris Diagnostic
Program. RPM on the screen should reflect engine RPM while cranking.

Theory
S.LO-W.™ WARNING SYSTEM
FFI engines have a protective feature that prevents engine damage due to an engine cooling system overheat,
alternator output exceeding 45 volts, or excessive EMM temperature. This feature is called S.L.O.W. ™ (Speed
Limiting Overheat Warning).
A number of devices monitor engine operating conditions. All are linked directly to the EMM, which in turn is con
nected to the MFI check engine light. A complete listing of failure modes and their effect on engine operation
can be found under the Service Codes heading in the Diagnostics section.
Initiation
When the appropriate sensor or switch is activated, the EMM responds by interrupting fuel injector operation.
It begins a gradual five second drop in engine RPM to a threshold limit of approximately 3500 RPM. This is accom
plished by cutting out one cylinder at a time. The EMM turns on the MFI check engine light. As long as S.L.O.W.™
is activated, the engine will run normally below 3500 RPM. Above 3500 RPM, the engine will run poorly.
Recovery
The engine will operate as described as long as the condition that activated S.L.O.W.™ continues to exist. To
recover from S.L.O.W. ™, two conditions must be satisfied; sensor or switch parameters must be back within lim
its, and engine RPM must be reduced to idle. The system will now immediately recover and the EMM will return
engine operation to normal.
Failures that initiate S.L.O.W.™

• Code 18 - Alternator 45V Above Expected Range
• Code 25 - EMM Temperature Above Expected Range
• Code 43 - Water Temperature Sensor Above Expected Range

EMM Service Code Chart
DIAGNOSTICS
Polaris EMM Service Code Chart
NOTE: Bold service codes are "hard codes" that will initiate S.L.O.W.
NOTE: A disconnected TPS sensor WILL NOT display service code.
Preliminary Tests
A WARNING
The FFI ™ ignition system presents a serious shock hazard. The primary circuit operates at 300 volts;
the secondary circuit operates in excess of 35,000 volts. Use caution to avoid injury from shock, or injury
from your reaction to shock. Do not handle primary or secondary ignition components while the engine
is cranking or running.

Preliminary Tests
Since electrical, fuel, and ignition systems interact, a symptom can have more than one cause. To determine
the faulty system, perform the following steps. Once a system is isolated, use the Diagnostic Guide to further
define the problem and lead to the appropriate Action Step.
Step 1: Check all ground wires and wire connectors for tightness, damage, or corrosion. Poor grounds can
cause many symptoms including failure to start and misfiring. Disassemble, clean, and reinstall any questionable
ground connections. Check the circuit breaker.
Loose ground connections are the #1 cause of engine malfunction. Make sure to check all ground circuits first,
before moving on to next Action Steps.
Step 2: Examine spark plugs for indications of rich or lean cylinders, fouling, or evidence of internal damage.
Step 3: Retrieve any service codes and correct if possible.
Step 4: If engine won't crank, check the following:
• Battery and connections: There are two ground wires on the Genesis FFI™.
• Check circuit breakers. Go to Diagnostic Guide
Step 5: If engine will crank but not start, eliminate the stop switch first by testing the black and yellow wires
that lead to the stop switch. If okay, perform cranking spark test with timing light.
Results:
• Steady spark on all - fault is in fuel or electrical system. Go to Step 6.
• No spark - test battery for full charge.
• No spark - Inspect starter. Check for too much voltage drop. See Electrical Section.
• No spark on some or all - note problem cylinders. Go to appropriate symptom in Diag

nostic Guide.
Step 6: If engine will run, perform the following tests (while problem is occurring, if possible).
NOTE: Polaris Diagnostic Software is able to perform cylinder drop tests, as well as provide live engine
data, and should be used with the following procedures.
A: Monitor each spark plug lead with a timing light. Look for only one flash per revolution consistently.
Results:
• All show steady flash - check or replace spark plugs.
• All show steady flash - fault is fuel or electrical. Go to Step B.
• Intermittent output or multiple fire on some - note problem cylinders. Go to appropriate

symptom in Diagnostic Guide.
B: Monitor each fuel injector signal using a timing light (use care to clip onto only one wire).
Results:
• All show steady flash - suspect faulty fuel delivery system, low 45 volt system output,
or failed injector. Go to appropriate symptom in Diagnostic Guide.
• Intermittent output on some - note problem cylinders. Go to appropriate symptom in

Diagnostic Guide.
NOTE: If running problem occurs above 3500 RPM, the engine may be in S.L.O.W.™. See Causes of
S.L.O.W.™ in this section. A service code will be associated with any of these conditions. Go to appropriate
symptom in Diagnostic Guide.

Diagnostic Guide
DIAGNOSTIC GUIDE
ENGINE WONT CRANK

Diagnostic Guide
ENGINE CRANKS BUT WONT START

8.9
Diagnostic Guide
ENGINE STARTS AND DIES

Diagnostic Guide
ENGINE SURGES / RUNS ROUGH

8.11
Diagnostic Guide
LOW MAXIMUM RPM
ENGINE WONT SHUT OFF

Diagnostic Guide
EXCESSIVE SMOKING
FALSE WARNING LIGHT

Action Steps - Fuel System
Gasoline Safety
A WARNING
gasoline is stored.
If you get gasoline on your skin or clothing, immediately wash it off with soap and water and change clothing.
Never start the engine or let it run in an enclosed area. Gasoline powered engine exhaust fumes are
ACTION STEPS - FUEL SYSTEM
Delivery System
A. Make sure there is fuel in tank - no water.

B. Inspect all fuel hoses and connections.
Step 1: Verify Fuel Delivery to Injectors
A WARNING
Fuel system may be under pressure and could spray fuel when schrader valve is installed, gauge is at
tached in fuel line, or when fuel line is removed from an injector.
A. Install in-line schrader valve fitting (PN
2872602) in "fuel out" line. (If applicable)
B. Connect a 100 psi (690 kPa) gauge to pres
sure tap on schrader valve.
C. Connect tether cord to stop switch.
D. Crank engine. Results should be immediate.

If engine starts, shut off within 15 seconds.
Results:
• 20-30 psi (138-207 kPa) - OK. Check Fuel

Injection System operation, Step 3.
• Low or no pressure - suspect air in fuel line Install Schrader Valve In-line
or damaged fuel pump. Check for air leaks. (Standard on 2000 FFI™)
Test fuel pump. Replace fuel pump if neces
sary.
• Excessive pressure - fuel return line.
• Pump won't run - go to Step 4,
NOTE: Cranking or running engine should show the same results

Step 2: Check Fuel Pump. Connect a 100 psi (690 kPa)
gauge to pressure tap on fuel injector line. Ensure fuel
pressure gauge is installed correctly.
A. Remove 8-pin connector from rear of EMM

and connect FFI ™ EMM Service Power Con
nector (PN 2872456). Initiate "Fuel Pump Test"
using FFI ™ Diagnostic Software while monitor
ing pressure. Pump will run for 7 seconds.
Results:
• 20-30 psi (138-207 kPa) - OK. Check Fuel

Injection System operation, Step 4.
• Pump won't run - check breather.Go to Step

B or refer to Diagnostic Guide.
B. Check for battery voltage at fuel pump Red/White lead while initiating "Fuel Pump Test" using FFI ™
Diagnostic Software.
Results:
• Battery voltage - OK. Check CPS - Check for ground at brown wire at fuel pump while
initiating fuel pump test. Replace fuel pump
Fuel Injection System

NOTE: Many of the following tests involve probing along side the wire in a connector. Never pierce wire insula
tion. Lightly lubricate probe and use extreme care not to damage wire seal in connector.
Step 3: Injector Static Test.
A. Use FFI™ Diagnostic Software to actuate injectors while listening for an audible click. See Software
User's Guide, Chapter 9.
Results:
• No injectors fire - perform voltage supply tests. See Step 5.
• All injectors react correctly, and consistently - Test finished.
• Some injectors do not operate - Monitor EMM signal lead at injector using an inductive
timing light. Be sure to clip onto only one wire per injector.
NOTE: Some timing lights may not flash consistently during cranking. Timing light pickup orientation can also
affect results, and should be tried both ways. Any flashes in either case indicate injector and its signal are probably
okay. Verify by testing with engine running.
• Light flashes indicating signal is OK - Suspect injector. Perform Drop test - replace injec
tor
• Light does not flash - suspect an open circuit in either the injector coil, signal lead, or a
damaged EMM.
Step 4: Injector Dynamic Test.
A. Monitor voltages using FFI™ Diagnostic Software while performing the following tests. If voltages
drop as RPM increases, test charging system as outlined in this section.
While running (as problem is occurring) or cranking engine, monitor EMM signal lead at each injector using an
inductive timing light. Be sure to clip onto only one wire per injector
Results:
• Regular/steady light on all injectors and voltages are steady - OK. Go to Conclusion
• Irregular or no firing on some injectors - suspect crank position sensor; low voltage; dam
aged injector; open circuit; or damaged EMM. Go to Step 5.
• No injectors fire - suspect crankshaft position sensor, stator connections, or EMM. Go

to Step 5.

Step 5: Voltage Supply Tests. Battery must be of adequate capacity, fully charged with clean, tight connections.
A. Remove 8-pin connector from rear of EMM and connect FFI™ EMM Service Power Connector PN
2872456.
B. Install tether cord to stop switch
C. Verify fused B+(battery positive) at Red/Purple wire, terminals 1 and 8 at the PCM (Power Control
Module) 8 pin connector (see Chapter 9, page 27). There should be more than 9.5 volts while cranking,
12 volts while running.
Results:
• OK - verify 45 volt system. Go to Step D.
• Low voltage: Verify battery capacity, condition, and connections.

D. Verify 45 volt system by checking voltage with injector jumper on any injector. Check for any of the
following:
• Remove 8-pin connectorfrom rear of EMM and connect FFI ™ EMM Service PowerCon-
nector (PN 2872456).
• Tether cord connected to stop switch/engine not running.
• Cranking - approximately 20 volts. Check White/Red wire and ground.
• Engine running - more than 24 volts and steady at idle. More than 40 volts and steady
above 3500 RPM.
Results:
• As specified - check supply voltkge at injector. Go to Step D.
• Any less than specified - test charging system.
E. Check injector supply voltage at the leads of each injector connector using PDS(injector) jumper tool
PN 2872623. *Voltage can also be monitored using FFI ™ Diagnostic Software.
Results:
• Same results in Step C - all OK.
• No voltage on some - check voltage at the blue (29), purple (19), and green (9) injector
wires of the EMM pin out. OK - repair wire or replace engine wiring harness. Inspect
connector at injection and wire harness.
• No voltage on all Check voltage at 8 pin connector @ 2 and 7. No voltage on 2 and 7,

check Ohm test on stator windings. If OK, replace the EMM.
Conclusion
The fuel system should now operate properly. If some cylinders are still running lean or rich, look for crankcase
air leaks, ignition problems, or test individual components such as the ignition coils.

Action Steps - Ignition System
ACTION STEPS - IGNITION SYSTEM
Step 1: Visually inspect all connections and grounds. Perform resistance test across all ground connections.
Reading MUST be zero (0) ohms. Be sure to calibrate meter before testing.
Step 2: Perform cranking spark test; connect timing light to individual leads. Verify tether cord is connected
to stop switch.
• OK - perform Running Tests. See Step 6.
• No spark on all or on some. Go to Step 3.
Step 3: Check crank position sensor resistance and wire connections. See engine section.
Step 4: Check voltage at coil primary terminals using peak reading voltmeter and coil extenders.
• 180 volts or higher, with no spark on coil. - Replace with known good.
• Low or no voltage on any - substitute a know good coil and recheck primary voltage.
-If voltage is now OK, coil was defective. Replace and verify.
-Still low or no voltage on some - Check White/Red lead of of capacitor. (45V
Circuit). Verify repair.
• No voltage on all - go to Step 5.
Step 5: Voltage Supply Tests. The battery must be fully charged, with all connections clean and tight.
A. Verify tether cord is connected to stop switch.
NOTE: Perform the following tests while problem is occurring.
B. Verify fused B+(battery positive) is present at Red/Purple wire, terminals 1 and 8 of the PCM (see
Chapter 9, page 27). Check should show either 9.5 or more volts while cranking, or 12 or more volts while
running.
• OK - go to Step C.
• Low voltage while cranking:

-Verify battery capacity, condition, and connections. Test voltage drop across
battery cables and starter solenoid.
-Test current draw of starter motor. See Engine Section.
C. Verify output voltage to EMM at stator connectors. Check for both of the following at 12 pin connec
tor across any yellow wires.
• Tether cord connected to stop switch/engine not running.
• Cranking - approximately 20 volts.
Results:
• As specified - Verify continuity of wires between stator and EMM. If OK - replace EMM.
*Voltage can also be monitored using FFI ™ Diagnostic Software.
Step 6: Running Test. Monitor voltages using FFI™ Diagnostic Software while checking each plug lead using
a timing light. Look for consistent flash and only one flash per revolution and steady voltages.
• All OK - suspect worn spark plugs, fuel system problems, or internal problems.
• Check for damage or debris on sensor.

Action Steps - Ignition System
• Voltages are low or decrease with RPM - test charging system.
• Voltages are steady but engine misfires - check crankshaft position sensor resistance,
then perform Step 4 while problem is occurring.
• Voltages fluctuate and engine misfires - suspect a loose battery connection or damaged
capacitor.
Step 7: Capacitor Verification (capacitor is mounted above EMM).

A, Connect tether cord to stop switch.
B. Monitor voltage at capacitor while disconnecting tether cord.
• Voltage quickly bleeds to near zero (0) volts - capacitor is OK
• Voltage drops to zero (0) immediately - replace capacitor.
• Voltage does not drop - verify stop circuit.

Specifications / Tests
SERVICE SPECIFICATIONS
Fuel System Pressure Test:

Install an in-line fuel pressure fitting PN 2872602. Connect a 0-100 psi (0-690 kPa) gauge to the fuel pressure
tap. Start engine. Gauge should show 20-30 psi (138-207 kPa).
Injector Unit Resistance Test:

Measure resistance of coil inside injector unit.
Ignition Coil Primary Resistance Test:

Connect ohmmeter between coil primary terminal and clean engine ground.
Ignition Coil Secondary Resistance Test:

Connect ohmmeter between coil secondary terminal and coil primary terminal.
Crankshaft Position Sensor Resistance Test:

Measure resistance of sensor.
Throttle Position Sensor Resistance Test:

Contact meter leads to red and black wire sensor pins. Meter should read greater than 3000 Q. Move one meter
lead to green wire pin and move sensor arm smoothly - meter reading should change evenly with arm movement.
Retain meter lead on green wire pin and alternate the other lead to the other sensor pin. Repeat procedure - any
erratic meter reading change indicates a sensor problem.
Air Temperature Sensor Resistance Test / Water Temperature Sensor Resistance Test:
Measure resistance of sensor.
Stator Resistance Tests:

NOTE: Disconnect battery cables before proceeding with this test.
1. Disconnect stator 12 pin connector from EMM.
2. Connect one meter lead to a stator connector #1 and the other meter lead to stator connector #12.
3. Continue checks on all stator connections. (See EMM 12 Pin Connector schematic, Chapter 9, page 9.22).
4. To check for a grounded condition, connect one meter lead to ground wire and alternately connect the other
meter lead to each stator 45 volt wires.
• Meter should read no continuity

j
• If meter reads continuity, the stator is grounded.

CHAPTER 9
DIAGNOSTIC SOFTWARE
Diagnostic Software Introduction 9.1
Computer Hardware Requirements 9.1
Setting Up The EMM 9.2
Running The Boot Program 9.2-9.3
Installing And Running The FFI™ Program 9.3 - 9.5
Error Messages 9.6-9.7
EMM Communication Problems 9.8
Program Select Menu 9.9
FFI™ Diagnostics 9.10 - 9.18
Service Utilities Menu 9.19 ■ 9.25
EMM Connectors 9.26 - 9.27

DIAGNOSTIC SOFTWARE
Introduction
Introduction
The Polaris Diagnostic Software (PN 2873377) is intended to be used with a FFI™ Fuel Injection service
manual to aid a technician in solving FFI™ service problems. This software allows a technician to:
• actuate individual fuel injectors
• check spark on individual cylinders
• run the electric fuel circulation pump
• perform cylinder drop tests
• display real-time sensor values and system voltages
• display switch conditions and engine performance parameters
• retrieve and clear stored service codes
• display accumulated engine hours
• display recorded engine hours within eight operational RPM ranges
The following pages cover these features and functions in more detail.
Hardware Requirements
A WARNING
This software is intended to be used on a battery powered laptop computer. To minimize electric shock
hazard, DO NOT connect A.C. powered computers to the watercraft.
The Polaris Diagnostic Software will operate on a wide range of laptop computers. It has been tested on
laptops using 286,386,486, Celeron™ and Pentium™ -class processors, including AMD®. At least 400 kilo
bytes (K) of DOS memory must be available for the program to run. The screen fonts and colors will display
well on monochromatic or color displays.
This program is provided on a single 1.44 Mb 31 /2 inch floppy disk. This disk can be accessed by most newer
IBM compatible laptop computers. You can run the software from this floppy disk, however, performance is
much better if you install the software on the laptop's hard drive.
Polaris used a Compaq® Presario™ andalBM®Thinkpad™ during the writing of this manual. Polaris recom
mends that either of these laptops be used since no hardware or software conflicts or problems arose during
our testing and use.
9.1 Polaris Sales Inn

DIAGNOSTIC SOFTWARE
Setting Up The EMM
1. Locate the diagnostic port on the engine wiring

harness. It is positioned to the aft of the EMM on Diagnostic Cable
the starboard side of the boat. The port has a cov These are connected
er to keep connections clean. Remove the cover during engine opera Cap
to access the port. Connect the communication tion
cable (PN 2872454) to the diagnostic port on the Diagnostic Port
watercraft.
NOTE: When you are finished with all testing,

make sure you protect the diagnostic port by rein
stalling cover.
Connect the other end of the diagnostic cable to

the serial port on the laptop computer. EMM Service Power
Front of Boat
Connector PN 2872456
2. Disconnect the 8-pin connector to the EMM and
install the FFI ™ EMM Service Power Connector
PN 2872456. This will power up the EMM.
3. If removed, reinstall the lanyard.
Diagnostic Software Overview
The FFI ™ Diagnostic software program can either be run from your computer's "A" drive, or "C" drive. Instal
ling the software on your computer's "C" drive will allow the program to run much faster, as well as retain pre
vious consumer FFI ™ information on your hard drive.
For 2000, the FFI ™ diagnostic software disk has been upgraded with a special boot program. This program
was developed to overcome problems with the software not communicating with the EMM. When used, your
computer will immediately boot, load, and run the FFI ™ diagnostic software without any input from the user.
Starting the Diagnostic Session with the Boot Program
NOTE: The following procedure should only be performed if you have previously installed the FFI ™ diagnos
tic software on your computer, but the software is unable to communicate with he EMM.
1. If already on, turn your computer off.
9.2 n/nn
DIAGNOSTIC SOFTWARE
Installing Software
2. With your computer off, insert the 2000 copy

of your FFI™ diagnostic software (PN
2873377) into the "A" drive. (Floppy Drive)
3. Turn on the computer.
The computer will now power up, and boot the

FFI™ diagnostic software automatically. After the
program is booted, your computer will begin run
ning the program.
Installing and Starting the FFI™ Program
NOTE: The following outlines the proper proce

dures for installing and running the FFI ™ diagnos
tic program from your computer. If you experience
problems running the FFI ™ diagnostic program or
with the software not communicating with the
EMM, please refer to the previous section.
Installing the FFI™ Diagnostic Program
1. If your laptop is powered off, turn it on.
2. Wjth you laptop powered on, allow the

Windows™ desktop to load completely.
9.3 Polaris Sales Inc.

DIAGNOSTIC SOFTWARE
Installing Software
3. On the Windows™ desktop, click on "Start"

located on the bottom, left-hand side of the
tool bar.
4. Clicking on the "Start" button will bring up the

start menu window.
5. Click "Run". Clicking "Run" will display the

"Run" window. This window will allow you to
explore the various files and folders on your
laptop.
6. Within the "Open" text box, type:

"A:\lnstall.bat", and click "OK". Executing
this function will automatically download the
FFI ™ program into your laptop.
Running the FFI™ Diagnostic Program
1. If powered off, turn on your laptop.
2. On the Windows™ desktop, click on the "Start"

button.
3. Click "Run". Once the "Run" window opens,

type: A:\PODIAG in the text box. Click the "OK"
button. The diagnostic program will now begin.
9.4 z/nn
DIAGNOSTIC SOFTWARE
Setting Up And Running The Program
The next screen is the Program Select Menu. At

this point, the computer is still not attempting
to communicate with the EMM. Options avail
able on this screen include:
• FFI Diagnostics
• Service Utilities
(Reports / Injectors / EMM)
• Exit Program
To enter an option on this menu, press the number

to the left that corresponds with the desired func
tion.
The first time you run the program, it may need to

be configured. Press the "F3" key from the title
screen to display the Com Port screen.
Changing a Com Port
The program can be configured to use any com

port. The initial default is com 1. Consult the docu
mentation for your computer to determine the
name of the port you have plugged the diagnostic
communication cable into. Set the diagnostic pro
gram to use the same port.
To change the default com port, press the "F3" key

from the Title screen or the Main Menu. This will
cause the Com Port screen to display. The Select
Com Port screen displays a numbered list of com
ports. Type the com port number you desire.
When you exit the Com Port screen, a message in
forms you to restart the program for the new de
fault com port setting to take affect.
Selecting a Display Mode
By default, the program starts with a monochrome display. This ensures compatibility with the widest array
of available laptop computers. If you are using a color display, press "F2" to switch to the color mode.
NOTE: The com port and screen mode (color or monochrome) that is being used, when the program is shut
down, will automatically be used the next time you start the program.
Polaris Sales Inc.

DIAGNOSTIC SOFTWARE
Error Messages
If the program doesn't start, an error message will

appear explaining the problem. If the program
doesn't start, AND doesn't display an error mes
sage, the problem is most likely insufficient com
puter memory.
This error message indicates that the communica

tion port will not open. This message is usually
caused by the following problems.
The selected com port does not exist

on your computer.
Make sure you selected the correct com port.

Most computers have at least two com ports. The
ports are normally labeled com 1 and com 2. Con
sult the documentation for your computer to deter
mine the name of the port you have plugged the
diagnostic communication cable into. Make sure
the diagnostic program is set up to use the same
port. See the section titled Changing a Com Port in this
booklet.
Some computers have the ability to enable and

disable the com ports. Consult the documentation
that came with your computer. Make sure the com
port is enabled.
Something is already using the com port.
This is usually caused by a mouse driver that is

loaded in the Config.sys file or Autoexec.bat file.
If you are using DOS 6 or newer, you can bypass
the Config.sys and Autoexec.bat files by restarting
your computer and pressing the "F5" key when you
see the "Starting MSDOS" message. If you are us
ing an older version of DOS, you will have to re
move the command that loads the mouse driver by
editing the Config.sys or Autoexec.bat file.
DIAGNOSTIC SOFTWARE
Error Messages
If the laptop displays this error screen, there are

three possible causes:
C:\PODIAG>podiag
40
Not enough DOS memory available. DATABASE ERROR - RESTART PROGRAM IF
ERROR OCCURS AGAIN, REINSTALL PRO
To correct this, press the "ESCAPE" key to end
GRAM FROM THE DISKETTE
the program. Check computer memory by typ
ing MEM and pressing the "ENTER" key at the
DOS prompt. The largest program size must
be more than 400k (400,000). If not, reconfi
gure the computerto make more memory avail
able.
Attempting to start the program out

side of the PODIAG directory.
Change to the PODIAG directory before start
ing the program.
Damaged or erased program file.

Reinstall the program. See the section titled
"Installing and Starting the Program" in this
chapter.
9.7 Polaris Sales Inc.

DIAGNOSTIC SOFTWARE
Communication Problems
The EMM must be powered up for communication

to occur. This means the battery must be charged
The computer is having trouble communicating with
and connected. The stop switch lanyard must also
the engine EMM.
be connected. The Main Menu screen will be dis
Please check the following:
played when the laptop and EMM establish com
• Tether cord is connected to stop switch
munication.
• EMM service power connector is installed
• Battery connections are clean and tight
• Battery is charged
If the program locates and opens the selected com
• All fuses and relays are good
port but cannot communicate with the EMM for any
• EMM electrical connections are clean and tight
reason, it will display the screen shown in illustra • Communication cable connections are clean and
tion at right. The software will not advance beyond tight
this screen until communication can be established COMMUNICATION WILL CONTINUE

between the laptop computer and the EMM. WHEN CONNECTION IS CORRECTED
If you see this screen, make sure the:
• tether cord is plugged into stop switch
• the FFI™ EMM Service Power Connec

tor is installed
• battery cables are clean and tight
• battery voltage is at least 12 volts
• electrical connections are clean and tight
• circuit breaker is not tripped
• communication cable is attached to the

laptop and to the diagnostic connector of
the engine wiring harness
• com port number you entered, when

starting or configuring the program, is
connected to the communication cable
This screen will also be displayed if the laptop mo

mentarily loses communication with the EMM. If
this happens, allow a few seconds for the commu
nication to re-establish.

DIAGNOSTIC SOFTWARE
Program Select Menu
The screen shown is the Program Select Menu.

It's displayed as soon as the FFI software starts.
Option "1", FFI Diagnostics:
This screen allows you to retrieve stored Service

Codes from the EMM, helps you diagnose prob
lems with the engine that are causing a Service
Code, and allows you to clear stored Service
Codes.
For testing purposes, allows you to:
• Activate any fuel injector
• Fire any ignition coil
• Test the Fuel Pump
• Timing Verification
• EMM Information Screen
• RPM Profile
Option "2", Service Utilities

(Reports / Injectors / EMM):
Allows you to retrieve information on the EMM and

injectors, replace injectors or the EMM, and real
time engine monitoring.
• View current and past service reports
• View injector information and replace

injectors
• Service the EMM
• Real-time engine monitoring
Option "3", Exit Program:
Depending on how you installed the software, will

return you to either MS DOS, or the Windows™
Desktop.
Polaris Sales Inn

DIAGNOSTIC SOFTWARE
FFI Diagnostics
PROGRAM SELECT MENU - OPTION 1 - FFI Diagnostics
MAIN MENU - OPTION 1 -FFI DIAGNOSTICS
The photo to the right is the FFI Diagnostics main

menu screen. From this screen, you can:
• Enter the Diagnostic Session
• Enter Static Test
• Perform Cylinder Drop Tests
• Verify Timing
• View EMM Information
• Review RPM Profiles
Service Code Review Screen
The illustration at right shows the Service Code

Review screen. It appears after pressing "1" at the
Main Menu, and provides an overview of all the
Service Codes stored in the EMM. Three types of
Service Codes are displayed. Within each catego
ry, the codes are displayed in the orderthey should
be diagnosed.
• Hard Codes:
are displayed first. A Hard Code means
the problem that created the code ex
ists now.
• Intermittent Codes:
are displayed second. An Intermittent
Code means the problem that created
the code is not occurring at this time.
• Repaired Codes:
are displayed last. A Repaired Code
means that a problem that was causing
a Hard Code at the beginning of the
session is no longer occurring.
From this screen you have two options: press any

key for information on the first Service Code, or
press the "ESCAPE" key to return to the Main
Menu.
Polaris Sales Inc. 9.10

DIAGNOSTIC SOFTWARE
FFI Diagnostics
Service Code Screens
Illustration at right is a Service Code screen. Code

screens are displayed in the same sequence as
presented on the Service Code Review screen. CODE #14 CLASS: INTERMITTENT
# OF EVENTS 1 LAST EVENT AT 13 HRS
You get to them by pressing any key at the Service
# 3 OF 3 CODES TOTAL ENGINE HRS 13
Code Review screen. They display the following
CODE DESCRIPTION: Throttle position sensor
information.
above expected range.
• Code #: CODE ANALYSIS: The EMM is detecting a Throttle Position
An identifying number given to each code. Sensor value that is higher than expected. This can be
caused by mechanical damage to the sensor or linkage

that increases the sensor travel toward the WOT posi
• Class:
tion. Damage to the sensor could also cause this Ser
Hard, Intermittent, or Repaired vice Code. See Diagnostic Manual.
• # of Events:
Indicates how many times this code has PRESS ANY KEY FOR NEXT CODE
been stored. This field can only in
crease by one each time the engine is
run. This means that if a code occurs
several times during a run, it will only
increase this counter by one.
Last Event at Hrs.:

Indicates the number of operating hours
on the engine when this code was last
present. This field will update during a
run (during a single power-up cycle).
For instance, if a code occurs at 50
hours, and is still occurring at 51, 52,
and 53 hours, the counter will advance
to 53 hours. This, however, is not a live
data screen. The counter is read only
when you begin a diagnostic session.
NOTE: You must exit the diagnostic
session, return to the Main Menu, then begin a
new diagnostic session to see the counter change
value.
of. Codes:
How many codes are present, and
which code you are presently viewing.
Total Engine Hours:

Current number of operating hours on
the engine, compare this number to the
LAST EVENT AT HRS. number to
determine how long since the code was
last set.

DIAGNOSTIC SOFTWARE
FFI Diagnostics
Retest Option
Some Hard Codes have a Retest and/or associat

ed Static Test option. If these tests are available, CODE #43 CLASS: HARD
"Press S for Static Test" or "Press R to Retest" is # OF EVENTS 1 LAST EVENT AT 13 HRS
displayed at the bottom of the Code screen. # 2 OF 3 CODES TOTAL ENGINE HRS 13
CODE DESCRIPTION: Coolant temperature sen

sor above expected range.
Service Codes that have a static test option are: CODE ANALYSIS: If this is a hard fault, STOP THE ENGINE
the FFI ™ fuel injector and the ignition system. The to prevent serious engine damage.
Check engine temperature, if overheating, troubleshoot

static test allows you to instruct the EMM to mo cooling system. Check thermostat, water pickup, inlet
mentarily activate a component that is causing the screen, and hoses. If engine is not overheating, check
code so you can verify its operation. for damaged temperature sensor or sensor leads in wiring
harness. See Diagnostic Manual
PRESS R TO RETEST THIS FAILURE

In the Retest mode, the computer constantly
PRESS ANY KEY FOR NEXT CODE
scans the EMM to see if the present Service Code
is still being set. You can use Retest to diagnose
and verify some repairs. For example; Service
Code #43 will be set if an open connection occurs
in the Coolant Temperature sensor circuit.
The Code screen for Service Code #43 has the

Retest feature. If you press "R", the Retest screen
will be displayed. If you wiggle the Coolant Tem
perature sensor connector and it momentarily im
proves contact, the computer will "beep" when the
connection is good. The computer will then display
a message that the code appears to be repaired.
If the connection breaks, the computer will beep

again and display the Retest screen. When you
exit the Retest feature, you will automatically re
turn to the Code screen. The Class field will reflect
the status of the Service Code; either Hard or Re
paired.
When you are finished with a Code screen, you

have two options: press any key to see the next
Code screen, or press the "ESCAPE" key to return
to the Main Menu.

DIAGNOSTIC SOFTWARE
FFI Diagnostics
Session Completion / Code Clearing
The Session Completion screen is displayed after

SESSION COMPLETION
you have seen the last Service Code screen. The
Session Completion screen provides three op Please choose one of the following options to
complete this diagnostics session before test

tions:
ing engine.
1 - Clear all service codes

1. If you type "1", the computer will display a
2 - Review current service codes
message asking if you are sure you want to without clearing codes
clear the codes. Press "ESCAPE" if you do X - End session return to Menu with
out clearing service codes.
not want to clear the Service Codes. Pressing
any other key will clear the codes. A screen
will then appear telling you service codes were Select 1, 2 or X:
successfully cleared.
2. If you type "2", the computer will display the

Service Code Review screen, then page
through the Code screens again.
3. You can end the session and return to the Main

Menu without clearing the Service Codes by
typing "ESC".
DO YOU REALLY WANT TO CLEAR
SERVICE CODES?
Illustration 3 shows the Static Test screen. You get

to this screen by pressing "2" at the Main Menu.
It allows you to select and test one of three engine PRESS (ESC) TO CANCEL
OR PRESS ANY OTHER KEY TO CLEAR CODES
functions.
NOTE: Before selecting a static test, make sure

the engine is not running.
9.13 Pnlaric lns>

DIAGNOSTIC SOFTWARE
FFI Diagnostics
If the engine is running, a warning screen will be

displayed and the software will not advance to the
Static Test screen. If this happens, you must press
the "ESCAPE" key to return to the Main Menu, or
shut the engine off. When the engine is shut off,
the Static Test screen will be displayed.
Testing Fuel Injectors
NOTE: Do not start the engine during any stat

ic test. Doing so will cause erratic operation
until you shut off the engine.
Type "1" to test the fuel injectors. The computer

will display a screen prompting you to enter the
number of the injector you want to fire. Type the
number of the injector you want to fire.
The computer will display a screen telling you

which injector is firing and how long it will continue
to fire. The injector will fire approximately once a
second for 5 seconds. The screen counts down
the amount of time to the end of the test. If you
press any key, the injector will stop firing immedi
ately. The screen changes back to the previous
screen when the injector stops firing.
The FFI ™ fuel injector will make an audible click

ing sound each time it's activated. This sound indi
cates the injector is being activated by the EMM
and that the injector armature is moving. You can
also use a timing light connected to either (but not
both) injector leads to see if the injector is being
triggered by the EMM.
If the timing light flashes and the injector clicks, the

injector is most likely functioning as designed. If
the light flashes but the injector does not click, the
injector is probably damaged. If the timing light
does not flash, the problem is probably not in the
injector but in the fuses, wiring, or EMM.
When you are finished testing injectors, type "X" or

press the "ESCAPE" key to return to the Static
Test screen.
NOTE: #1 Injector: MAG

#2 Injector: CTR
#3 Injector: PTO
Inn 9.14 i/nn

DIAGNOSTIC SOFTWARE
FFI Diagnostics
Testing Ignition System

Type "2" and press the "ENTER" key to test the

ignition system. The computer will now prompt
you to install a spark checker onto the high tension
leads. After installing the spark checker, press any
key to advance to the next screen. If a spark
checker is not available, a timing light may be sub
stituted. Keep high tension leads on spark plugs
and connect timing light to a lead. The light will
flash when electricity passes through lead. Do not
look directly at timing light or eye damage may occur.
The computer will next display a screen that allows

you to enter the number of the cylinder you want
to fire. Type the number of the ignition you want
to fire.
The next screen (not shown) tells you which cylin

der is firing and how long it will continue to fire. The
ignition will fire approximately once a second for 5
seconds. Use the spark checker to observe the
spark. The screen counts down the amount of
time to the end of the test. If you press any key,
the ignition will stop firing immediately. The screen
changes back to the previous screen when the ignition
stops firing.
When you are finished testing ignition, press the

"X" or "ESCAPE" key to return to the Static Test
Menu.
NOTE: #1 Ignition: MAG

#2 Ignition: CTR
#3 Ignition: PTO
9.15 Pnlaric Ca/oo inn

DIAGNOSTIC SOFTWARE
FFI Diagnostics
Testing Electric Fuel Pump

NOTE: Do not run fuel pump with fuel tank

empty or damage to fuel pump may occur.
Type "3" to turn the electric fuel pump on. The

computer will display a screen telling you the fuel
pump is running. The fuel pump will run continu
ously for approximately 7 seconds. The screen
counts down the amount of time to the end of the
test. If you press any key, the test will stop immedi
ately and return to the Static Test Menu.
The fuel pump motor makes an audible whirring

sound while running. If you hear the fuel pump run
ning, the relay and pump are probably okay. You CYLINDER DROP TEST
can also use this procedure to turn the fuel pump

• Extract all EMM service codes and make the re
on to perform the pressure and volume test out
pairs indicated before using the Cylinder Drop Test
lined in the service manual. • This test will help you diagnose an engine problem
when the systems or cylinders are not known.

When you are finished with the Static Test screen,
• This test allows you to drop any cylinder as you
press the "ESCAPE" key to return to the Main
run the engine at the RPM where the problem exists.
Menu.
• If the problem is power loss, engine RPM will not
change when the cylinder is dropped. If the prob
lem is a misfire, the misfire will stop when the

MENU OPTION 3 - CYLINDER DROP
cylinder is dropped.
TEST
PRESS ANY KEY TO CONTINUE
The Cylinder Drop Test is a highly useful diagnos

tic tool. It allows you to momentarily shut off fuel
to any one cylinder while the engine is running. To
use the Cylinder Drop Test, you must run the en
gine with the laptop attached. Remove the spark
checker, and install all spark plug leads. Run wa-
tercraft on trailer in water, or in test tank.
To start the Cylinder Drop Test, type "3" at the Main

Menu. The computer will display the Cylinder Drop
Test information screen. Read and understand the
screen before continuing.
Press any key to advance to the next screen.
The engine must be running above 2000 RPM. If

the engine is not running, or is below 2000 RPM,
a warning screen will be displayed and the soft
ware will not advance to the Cylinder Drop Testing
Menu. If this happens, start the engine, or press
"ESCAPE" to return to the Main Menu.
Polaris Inn 9.16 rt/nn

DIAGNOSTIC SOFTWARE
Cylinder Drop Test
When the engine is running above 2000 RPM, the

Cylinder Drop Testing Menu will be displayed. The
screen will also show engine RPM so it can be noted
before conducting a drop test.
Type the number of the cylinder you want to drop. The

computer will display a screen telling you which cylin
der is dropped and how long it will continue to drop.
Engine RPM will again be displayed so you can note
if a change occurs. The screen counts down the
amount of time to the end of the test.
If you press any key, the test will end immediately.

When the test ends, the screen changes back to the
Cylinder Drop Testing Menu.
NOTE: #1 Ignition: MAG

#2 Ignition: CTR
#3 Ignition: PTO
To Diagnose a Misfire
Run the engine under the conditions that cause the
misfire to occur and drop each cylinder. When you
drop the cylinder that is misfiring, the misfire will stop.
You can focus on that cylinder.
To Diagnose Low Performance or

Rough Running:
Run the engine under a load (in the water at

2000-2500 RPM) and drop each cylinder. Watch the
RPM on the screen or on the tachometer. The RPM
drop will be substantially less on a cylinder that is
weak. If you drop a cylinder and the engine RPM does
not change at all, that cylinder has a problem.
When you are finished with the Cylinder Drop Testing

Menu, type "X" or press the "ESCAPE" key to return
to the Main Menu.
MENU OPTION 4 - Timing Verification

Procedure
To enter the Timing Verification Program, type"4" on

the FFI Diagnostics menu. Press <ESC> to exit the
Timing Verification Procedure.
The timing verification screen, displayed to the right,

will allow the user to verify proper engine timing. In
order to perform the test correctly, engine RPM must
be between 700 and 1500 RPM, and in neutral.
Timing variance for the 2000 Genesis FFI ™ is ± 2°,

due to the fact that optical port on the stator housing
is obstucted from view. The use of a mirror is recom
mended when physically checking the operating
timing.
Polaris Sales Inn

DIAGNOSTIC SOFTWARE
EMM Information Screen
MENU OPTION 4 - EMM INFORMATION SCREEN
By pressing "4" on the FFI ™ main menu page, the

EMM Information screen will begin. The EMM in
formation screen will give you the following infor
mation:
• Engine Model Number
• Engine Serial Number
• EMM Serial Number
• Software Version Number
• Map Version Number
• Engine Hours
To return to the FFI Main Menu, press any key on

the laptop.
MENU OPTION 5 - RPM PROFILE
To enter the RPM Profile screen, press "5". The

RPM profile screen will display the total hours
spent in each RPM range by percentages. Press
"ESC" to return to the FFI Main Menu.
MENU OPTION 6 - EXIT PROGRAM
Press "6" to return to the Program Select Menu.

DIAGNOSTIC SOFTWARE
Service Reports
MAIN MENU OPTION 2 -SERVICE UTILITIES MENU
Main Menu option 2 is the Service Utilities Menu.

This option is new for the 2000 model year. Within
this menu, the user may: view past and current
EMM reports and injector serial numbers, replace
the injector(s) or EMM, and view real-time engine
monitoring.
• View current and past service reports
• View injector information and replace

injectors
• Service the EMM
• Real-time engine monitoring
Service Utilities Menu - Option 1 - Service Reports
The Service Reports option allows the user to view,

save, and print past and current EMM reports.
Functions of the Service Reports option include:
• 1) View Current EMM Report
• 2) Save Current EMM Report
• 3) Print Current EMM Report
• 4) View Save Report
• 5) Print Saved Report
• 6) Return to the Program Select Menu
1) View Current EMM Report
Type "1" from the Service Report Menu to view a

report about the engine your are currently con
nected to. There are two pages to EMM Report.
Use the 'Page-up'' and "Page-down" keys or the
"Up/Down arrow" keys to view the report. Use
"ESC" key to return to the Service Report Menu.

DIAGNOSTIC SOFTWARE
Service Reports
EMM Report (Page 1)*
EMM Report (Page 2)*
* Values Given in Charts are for Demonstration Only.

DIAGNOSTIC SOFTWARE
Service Reports
2) Save Current EMM Report

File name:
Type "2" from the Service Report Menu to save a
report about the engine you are connected to. You
PLE12345
will be asked to enter a file name or select a file
name from a list. PLE54321
NOTE: Polaris recommends for simplicity, you en

ter the universal manufacture ID and the serial
number for each watercraft you are connected to.
An example would be: PLE12345. The file

name can be no longer than eight characters
and contain no special characters. After typing
the file name, hit "ENTER".
3) Print
Type "3" on the Service Report Menu to print a re

port about the engine you are currently connected
to. After typing in the file name, hit "ENTER" key.
Press the "ESC" key to return to the Service Re
port Menu.
4) View Saved Report
Type "4" on the Service Report Menu to a view a

previously saved report. You will be asked to enter
a file name or select a file name from a list. Use the
"Arrow" keys to move through the list of files. This
option will allow you to view files about an engine
that is not currently connected to your laptop.
Press the "ESC" to return to the Service Report
Menu.
5) Print Saved Report
Type "5" on the Service Report Menu to print a pre

viously saved report. You will be asked to enter a
file name or select a file name from a list. Use this
option to print information on an engine that is not
currently connected to your laptop. Press the
"ESC" key to return to the Service Report Menu.
6) Return to Service Utilities Menu

Type "6" on the Service Report Menu to return to
the Service Utilities Menu.

DIAGNOSTIC SOFTWARE
Injector Information
Service Utilities Menu - Option 2 - Injector Information
A WARNING
Always replace faulty fuel injectors with service injectors. Never use fuel injectors from other FFI™
watercraft, or change the order of the injectors on the engine, i.e. switching the PTO injector with
the MAG injector. Failure to adhere to this warning could cause serious engine damage.
NOTE: Each fuel injector's serial number and flow characteristics are loaded into the EMM during production.
This means that there is an unique relationship between the engine's EMM and its fuel injectors. Although
the 2000 FFI ™ Diagnostic software is compatible with 1999 Polaris Genesis FFI ™ watercraft, the 2000 FFI ™
diagnostic software will not be able to perform the functions contained in this section on 1999 Polaris Genesis
FFI™ watercraft.
FFI ™ engines that are capable of the new software functions have several visual cues:
• Each original injector will have a WHITE label with the injector's unique serial number. (See Page
9.23)
• Each EMM will have a YELLOW warning label that informs you about acceptable service practic
es. (See Page 9.23)
NOTE: You must use the 2000 FFI ™ diagnostic software, PN 2873377, when you perform either of the follow
ing service procedures on an engine that has the above capability:
• Replacing the EMM
• Replacing a Fuel Injector
The Injector Information option allows the user to view

the serial numbers given to each injector at the time of INJECTOR INFORMATION
production. The screen displays each injector and in

CYLINDER #1: ################
dicates which serial number belongs in each cylinder.
CYLINDER #2: ################
When servicing a 2000 Polaris Genesis FFI ™, always
CYLINDER #3: ################
verify that each injector is in its correct cylinder.
Replacing Injectors / 2000 Genesis FFI
1. Replace faulty injector with SERVICE

INJECTOR.
PRESS 1 THRU 3 TO INSTALL INJECTOR
2. On the INJECTOR INFORMATION screen, OR ANY OTHER KEY FOR MAIN MENU
type the number of the injector that has been

replaced. The serial number field will now
display "REPLACED".
NOTE: If you accidently changed the wrong injector to "REPLACED", type the cylinder number again to
toggle back to the original serial number. For identification purposes, all service replacement injectors have
a WHITE serial number label.

DIAGNOSTIC SOFTWARE
Service EMM
Service and Utilities Menu -Option 3 - Service EMM
The service EMM program will copy the faulty
Year 2000 / Serial Numbers / (White
EMM's software on your laptop, and then transfer
Labels)
this information to the replacement EMM.
A WARNING
DO NOT TURN OFF YOU LAPTOP WHEN PER

FORMING THE OPERATION.
1. Verify that the lanyard is connected to the

watercraft.
2. Type "3" on the Service Utilities Menu to

Year 2000 EMM Serial Number
access the Service EMM function.
/Warning (Yellow Label)
3. Download the damaged EMM's information

by pressing any key on the laptop. Press
"ESC" to cancel and to return to the menu
selections.
4. Remove the lanyard and install the new

EMM.
INFORMATION COPIED SUCCESSFULLY!
5. With the new EMM installed, re-attach the

* REMOVE LANYARD
lanyard.
* INSTALL SERVICE REPLACEMENT EMM

6. Connect the laptop to the new EMM
* RE-ATTACH LANYARD
7. Press any key on the laptop to upload the
copied information to the new EMM. Press
"ESC" to cancel the entire operation.
PRESS ANY KEY TO COPY INFORMATION TO
NEW <ESC> TO CANCEL.
8. When the program is finished loading the

replacement EMM, the screen will display: REPLACEMENT EMM HAS BEEN SUCCESSFULLY
"REPLACEMENT EMM HAS BEEN INITIALIZED!
SUCCESSFULLY INITIALIZED!" Press any

key to return to the Service Utilities Main
Menu screen.
NOTE: When repairing an EMM, perform all steps
correctly and completely. EMM information cannot
be saved in your laptop.
PRESS ANY KEY TO RETURN TO MENU

DIAGNOSTIC SOFTWARE
Engine Monitoring
Service and Utilities Menu -Option 4 - Engine Monitoring
This screen displays the following information:
• Run Time: This field displays the total time the engine has been operated in hours, minutes, and
seconds. Tether-on/Engine-off does not accumulate time on this counter.
• EMM On Time: This field displays a count in hours, minutes, and seconds. It's reset to zero
each time the EMM is "powered-up". The EMM "powers-up" when the tether cord is installed and
the engine is running, or when the the FFI™ EMM Service Power Connector is installed, starting
the counter.
SENSORS
• Air: Displays air temperature under the engine cover in volts, degrees F, and degrees C. Unplug
the sensor to see this value go to maximum high. Jump the sensor leads together to see the val
ue go to maximum low. When operating correctly, voltage and temperature increase or decrease
together. NOTE: Voltage values for the sensors reflect the voltage at the analog to digital con
verter inside the EMM. Voltages measured at the sensor will be substantially different.
• Water: Displays engine water temperature in volts, degrees F and degrees C. Unplug sensor to
see this value go to maximum high. Jump sensor leads together to see the value go to maximum
low. When operating correctly, voltage and temperature increase or decrease together. Use this
data to verify S.L.O.W. ™ or overheat warnings.
• EMM: Displays temperature of injector driver circuits inside the EMM in volts, degrees F, and
degrees C. You cannot manually alter this sensor reading.
• TPS Cal: Shows sensor value in percent of throttle plate opening. Slowly move the throttle lever
and watch this value change. Value should progressively increase and decrease from 0% (idle)
to approximately 85% (WOT), without gaps (large jumps) or plateaus (flat spots).
• TPS Act: Shows sensor voltage in relation to throttle plate opening. Slowly move the throttle
lever and watch this value change. Value should progressively increase and decrease.

DIAGNOSTIC SOFTWARE
Engine Monitoring
RESULTS
• Engine Speed: Engine RPM when running or cranking. Use this data to verify Crankshaft Posi
tion Sensor operation.
• Ignition Timing: When in homogeneous mode, this data shows the beginning of ignition in de
grees BTDC or ATDC. During stratified mode, fuel timing leads ignition by one or two millisec
onds. This data indicates the millisecond time delay between the fuel pulse and ignition pulse.
• Spark Duration: Time duration of ignition spark measured in milliseconds.
• Fuel Timing: Shows the beginning of the EMM pulse to the fuel injector in degrees BTDC or
ATDC.
• Fuel Pulse Width: Time duration of EMM pulse to fuel injector; measured in milliseconds.
• Barometric Pressure: Indicated in Inches of Hg. This data allows EMM altitude compensation.
SWITCHES
• In S.L.O.W.™: YES or NO: "YES" means engine is in S.L.O.W.™ mode. The water tempera
ture sensor reading can verify this condition. Ground the water temperature switch lead and
watch this value change when engine goes into S.L.O.W. ™.
VOLTAGE
Use these readings to verify regulator and charging system operation.
• Alt. 45V: Indicates voltage available to power the ignition and injectors. Slightly less than Alt.
12V when EMM is first powered up; 38-45 volts when engine is running.
NOTE: Most sensors, switches, and voltages will have associated service codes. Refer to the Service Code
Chart in the Diagnostics section of the FFI ™ Service Manual for a description of the failure and the corre
sponding System Check gauge response.
Polaris Sales Inn.

DIAGNOSTIC SOFTWARE
EMM Connectors
EMM 40 Pin Connector

DIAGNOSTIC SOFTWARE
EMM Connectors
EMM 12 Pin Connector EMM 8 Pin Connector
COLOR CODE: BLU=Blue BLK=Black GRN=Green PUR=Purple OR=Orange

PK=Pink R=Red Y=Yellow W=White T=Tan
GRY=Gray
NOTE: Two color wires are shown with main/trace colors.

Carburetor Cleaning, 3.32
Carburetor Disassembly/Inspection, 3.26, 3.27,

Accelerator Pump Testing, 3.47 3.28, 3.29, 3.30, 3.31, 3.32
Action Steps-Fuel System, 8.14, 8.15, 8.16 Carburetor Jet Part Numbers, 3.2
Action Steps-Ignition System, 8.17, 8.18 Carburetor Low Speed Mixture Adjustment, 3.22
Adjustment, Mixture Screw Base Setting-Keihin, Carburetor Mixture Adjustment, 3.21

3.40 Carburetor Operation, 3.15
Adjustment, Mixture Screw Tuning-Keihin, 3.41 Carburetor Operation-Keihin, 3.16, 3.17
Adjustment, Oil Pump Cable, 3.39 Carburetor Service, 3.26, 3.27, 3.28, 3.29, 3.30,
Air Intake Silencer, Exploded View, 3.10 3.31, 3.32, 3.33, 3.34, 3.35
Carburetor Synchronization, Manual, 2.29

Air Metering System, 3.15
Carburetor, Exploded View, 3.11
Armature Testing, 7.15
Carburetor/Throttle Body Installation, 3.36, 3.37
Carburetor/Throttle Body Removal, 3.23, 3.24,

B 3.25
Carburetor/Throttle Body Service, 3.23, 3.24, 3.25,

Barometric Pressure Sensor, 8.3
3.36, 3.37
Base Setting, Mixture Screw-Keihin, 3.40 Cavitiation Diagnostics, 5.30
Battery Charging, 2.10, 7.12 GDI Box Identification, 7.1
Battery Connections, 2.10 Changing a Computer Com Port, 9.5
Battery Fluid, 2.10 Charging System Testing, 7.8, 7.9
Battery Installation, 2.11 Chart Switches, 9.25
Battery Load Test, 7.11 Check Valve Inspection, 3.42
Battery Refill, 7.12 Choke Cable Adjustment - SLX / Pro 1200, 2.20,
3.38
Battery Removal, 2.9
Choke Cable Adjustment - Virage TX / Genesis /
Battery Safety, 2.9
Genesis FFI, 2.20, 3.38
Battery Storage, 2.11, 7.12
Choke Cable Inspection, 2.20
Battery Testing, 7.10, 7.11 Choke System, 3.15
Bearing Housing Removal/Inspection, 5.28 Circuit Breaker, 2.11
Bilge Drain Plug, 2.34 Cleaning, 2.33
Bilge Pump, 7.48 Compression Test, 2.12
Bilge Siphon System, 2.34 Computer Code Clearing, 9.13
Brush Inspection, Starter Motor, 7.14 Computer Communication Problems, 9.8
Brush Replacement, Starter Motor, 7.15 Computer Cylinder Drop Test, 9.16
Computer Diagnostic Session, 9.10
Computer Engine Monitoring, 9.24, 9.25
Computer Error Messages, 9.6, 9.7

Carburetor Adjustment, 2.29 Computer Main Menu Selections, 9.9, 9.10
Carburetor Adjustment/Service, 3.21, 3.22 Computer Retest Option, 9.12
Carburetor Air Intake, Single Element, 2.25 Computer Service Code Screens, 9.11
Carburetor Assembly, 3.33, 3.34, 3.35 Computer Session Completion, 9.13

Computer Testing Electric Fuel Pump, 9.16 Diagnostic Software, Installing and Starting The
FFI Program, 9.3
Computer Testing Fuel Injectors, 9.14
Diagnostic Software, Introduction, 9.1
Computer Testing Ignition System, 9.15
Diagnostic Software, Overview, 9.2
Connecting Rod (Big End) Radial Clearance, Po
laris, 4.24 Diagnostic Software, Setting Up The EMM, 9.2
Connecting Rod (Big End) Side Clearance, 4.24 Diagnostic Software, Starting From The Boot
Disk, 9.2
Connecting Rod, Small End Inspection, 4.21
Dial Caliper Crankshaft Indexing, 4.51
Cooling System Flushing, 2.30
Drive Shaft Inspection, 5.13, 5.14, 5.15, 5.16
Cooling System, Exploded View, 4.45, 4.46, 4.47
Driveshaft/Coupler, Exploded View, 5.3, 5.4, 5.5
Cooling Water Pickup Screen, 2.37
Crankcase, Exploded View, 4.8
Crankshaft Indexing, 4.51, 4.53
Crankshaft Indexing SLX / Pro 1200 / Virage TX / Electrical Box, Exploded View, Virage TX, Pro
Genesis, 4.50 1200, Genesis, 7.5
Crankshaft Indexing, Genesis FFI, 4.52 Electrical Box, Exploded View, Genesis FFI, 7.7
Crankshaft Main Bearing Inspection, 4.24 Electrical Box, Exploded View, SLX, 7.6
Crankshaft Truing, 4.54 EMM Connectors, 9.26, 9.27
Crankshaft/Piston, Exploded View, 4.7 EMM Information, 9.18
Cylinder and Manifold, Exploded View, 4.6 EMM Reports Menu, 9.20
Cylinder Cleaning, 4.44 EMM Service Code Chart, 8.6
Cylinder Honing, 4.43 EMM Temperature Sensor, 8.3
Cylinder Honing, 1200 Engines, 4.43 EMM Theory, 8.2, 8.3
Cylinder Installation, 4.31 Engine Alignment Inspection, Vertical, 5.24
Cylinder Reconditioning, 4.22 Engine and Mount, Exploded View, 4.5
Engine Assembly, Polaris, 4.25, 4.26, 4.27, 4.28,

4.29, 4.30, 4.31, 4.32, 4.33, 4.34, 4.35, 4.36,
4.37, 4.38, 4.39, 4.40
Engine Break-In, 2.2

Decal Replacement, 6.13, 6.14, 6.15, 6.16
Engine Corrosion Prevention, External, 2.30
Decals, 6.13, 6.14, 6.15, 6.16
Engine Disassembly/Inspection, Polaris, 4.15, 4.16,
Deck, Exploded View, 6.7, 6.8, 6.9 4.17, 4.18, 4.19, 4.20, 4.21, 4.22, 4.23, 4.24
Deglazing, 4.43 Engine Draining, 2.31
Diagnosing Low Performance, 9.17 Engine Fogging, 2.32
Diagnosing Misfire, 9.17 Engine Installation, Polaris, 4.42
Diagnosing Rough Running, 9.17 Engine Removal, Polaris, 4.13, 4.14
Diagnostic Software, 9.1, 9.2, 9.3, 9.4, 9.5, 9.6, 9.7, Exhaust Coolant Filter, 4.49
9.8, 9.9, 9.10, 9.11, 9.12, 9.13, 9.14, 9.15, 9.16,
Exhaust Coolant Filter Cleaning, 4.49
9.17, 9.18, 9.19, 9.20, 9.21, 9.22, 9.23, 9.24,
9.25, 9.26, 9.27 Exhaust Manifold Torque, 2.14
Diagnostic Software, FFI Diagnostics, 9.10 Exhaust System, Exploded View, 4.9, 4.10, 4.11
Diagnostic Software, Hardware Requirements, 9.1 External EMM Sensors, 8.4

FFI Water Temperature Sensor, 8.4
FFI Water Temperature Sensor Resistance Test,

Failures That Initiate S.L.O.W., 8.5 8.19
FFI Diagnostic Guide, 8.8, 8.9, 8.10, 8.11, 8.12, Fire Extinguisher, 2.33
8.13
Flushing Procedure, 2.30
FFI Air Temperature Sensor, 8.4
Foot Pad Replacement, 6.25
FFI Air Temperature Sensor Resistance Test, 8.19
Freeplay, Throttle Lever, 2.17
FFI Capacitory Theory, 8.2
Front Compartment, Exploded View, 6.10, 6.11
FFI Combustion Process, 8.2
Fuel Filter, 3.18
FFI Component Specifications, 8.19
Fuel Filter Maintenance, Non FFI, 2.28
FFI Component Tests, 8.19
Fuel Gauge Operation, 7.20
FFI Crankshaft Position Sensor, 8.4
Fuel Line Air Leak Testing, 3.46
FFI Crankshaft Position Sensor Resistance Test,
Fuel Line Maintenance, 2.28
8.19
Fuel Pump Disassembly/Inspection, 3.44
FFI Diagnostics, 8.6, 8.7, 8.8, 8.9, 8.10, 8.11, 8.12,
8.13, 8.14, 8.15, 8.16, 8.17, 8.18, 9.11, 9.12, Fuel Pump Maintenance, 3.44
9.13, 9.14, 9.15, 9.16, 9.17
Fuel Pump Operation, 3.43
FFI Flywheel Theory, 8.2
Fuel Sender Testing, 7.20
FFI Fuel Filter Removal, 7.22, 7.23
Fuel Tank Check Valve Testing, 3.42
FFI Fuel Fuel Pump Module, 7.22, 7.23, 7.24
Fuel Tank Vent System Operation, 3.42
FFI Fuel Pump Module , 7.21
Fuel Tank/Fuel Pickup, Exploded View, 3.6, 3.7,
FFI Fuel Pump Module Installation, 7.24 3.8, 3.9
FFI Fuel Pump Module Testing, 7.20 Fuel/Water Separator, 2.26, 3.19
FFI Fuel Pump Testing, 7.24
FFI Fuel Sender Testing, 7.23
FFI Fuel System Pressure Test, 8.19

Gasoline Safety, 2.26, 3.2, 3.18, 7.20
FFI Ignition Coil Primary Resistance Test, 8.19
General Information, Conversion Table, 1.8
FFI Ignition Coil Secondary Resistance Test, 8.19
General Information, Decimal Equivalent Chart,
FFI Ignition System Operation, 8.1 1.7
Fuel Injector Theory, 8.1 General Information, Glossary of Terms, 1.10, 1.11
FFI Injector Unit Resistance Test, 8.19 General Information, Model Identification Num
FFI Overview, 8.1 bers, 1.3
FFI Preliminary Tests, 8.6, 8.7 General Information, Model Specifications, 1.4,
1.5
FFI ROM Verification, 8.3
General Information, Paint Codes, 1.1
FFI RPM Limiter, 8.3
General Information, Publication Part Numbers,
FFI Stator Resistance Tests, 8.19 1.1
FFI Stator Theory, 8.2 General Information, Service Tips, 1.12
FFI Theory, 8.1, 8.2, 8.3, 8.4, 8.5 General Information, Special Tools, 1.1, 1.2
FFI Throttle Position Sensor, 8.4 General Information, Tap Drill Chart, 1.9
FFI Throttle Position Sensor Resistance Test, 8.19 General Information, Torque Specifications, 1.6
H
Handlebars/Hand Grips, 2.38 Low Speed Mixture Screw Adjustment-Keihin,
3.41
High Speed System, 3.15
Lubricants, 2.3
Hone Selection, 4.43
Lubrication, 2.4, 2.5, 2.6, 2.7
Honing Procedure, 4.43 Lubrication, Bearing Housing, 2.7
Honing to Oversize, 4.43 Lubrication, Carburetor, 2.6
Hull / Body Specifications, 6.1 Lubrication, Choke Cable, 2.4
Lubrication, Drive Shaft, 2.7, 5.27

Hull Repair, 6.23, 6.24
Lubrication, Drive Shaft Bearing Housing, 5.27
Hydrolocked Engine, 2.36
Lubrication, Driveshaft Coupler, 5.27, 5.28
Lubrication, Electrical Connections, 2.8
I Lubrication, Oil Injection Pump, 2.6
Lubrication, Reverse Cable, 2.5

Idle Speed, 2.17
Lubrication, Seat Latch and Hooks, 2.6
Idle Speed Adjustment, 2.29 Lubrication, Steering Cable, 2.5
Idle Speed Setting-Keihin, 3.40 Lubrication, Steering Nozzle Pivot/Reverse Gate,

2.5
Idle System, 3.15
Lubrication, Steering Pivot Shaft (Handlebar), 2.5
Ignition Point Adjustment Unit, 7.35
Lubrication, Throttle and Choke Shaft, 2.6
Ignition System, Exploded View, 7.4
Lubrication, Throttle Cable, 2.4
Ignition Timing Adjustment, 7.36
Ignition Timing Adjustment, Polaris, 7.34, 7.35,

7.36, 7.37
M
Ignition Timing Specifications, 7.1 Maintenance Products, 2.3
Maintenance Schedule, 2.1, 2.2

Ignition Timing, Static, Polaris Engines, 7.35
Maintenance, Bilge Drain Plug, 2.34
Impeller Clearance, 2.37, 5.11
Maintenance, Cylinder Base, 2.14
Impeller Part Numbers, 5.2
Maintenance, Cylinder Head, Fuji, 2.14
Inlet Needle Valve System, 3.15
Maintenance, Engine Mount, 2.12
Inlet Scoop, 2.37
Maintenance, Exhaust Cooling Orifice/Screen
Intake Grate, 2.37 Cleaning, 2.15
Maintenance, Spark Plug, 2.12, 2.13

Intake Scoop Installation, 5.10
MFD/MFI Fit Chart, 2.35
Intake Scoop Installation and Sealing, 5.21
MFI, Compass Calibration, 7.44
Internal EMM Sensors, 8.3
Mid Range System, 3.15
Mixture Screw Settings, Keihin, 3.40, 3.41
Mixture Screw Tuning-Keihin, 3.41
Multi-function display, 7.38
Jet Pump Torque, 5.1 Multi-function Instrument, 7.40

Multi-Function Display Operation and Modes,
7.38, 7.40
Reed Valve Inspection, 3.45
Reed Valve Removal, 3.45

N Relief Valve Testing, 3.42
Needle Bearing Inspection, 4.21 Reverse Cable Adjustment, 2.25
Reverse, Exploded View, 5.9
Reverse, Polaris Electronic Reverse Control

(PERC), 7.45, 7.46
Ride Plate, 2.37

Oil Check Valve Testing, 3.46
Ride Plate Installation, 5.10
Oil Filter, 2.18
Ride Plate Installation and Sealing, 5.21
Oil Level Sensor, Troubleshooting, 7.26
RPM Limiter Function, 7.25
Oil Pump, 4.41
RPM Limiter System Troubleshooting, 7.25
Oil Pump Adjustment, 2.18
Oil Pump Bleeding, 4.41
Oil Pump Cable Adjustment, 3.39
Oil Pump, Exploded View, 4.12 S.L.O.W. Initiation, 8.5
Oil Tank, Exploded View, 3.13, 3.14 S.L.O.W. Recovery, 8.5
S.L.O.W. Warning System, 8.5
Sacrificial Anode, 2.38, 5.29
Seat Adjustment, 2.39
Piston Inspection/Measurement, 4.22 Seat Seal Inspection, 2.39
Seat, Exploded View, 6.2, 6.3, 6.4

Piston Pin Inspection, 4.21, 4.22
Selecting a Display Mode, 9.5
Port Chamfering, 4.44
Sensor Chart, 9.24
Pump Alignment Inspection, 5.23, 5.24
Sensor Chart Results, 9.25
Pump Assembly, 5.17
Sensor, 45 Volt, 8.3
Pump Data, 2000, 5.2
Service Reports, 9.21
Pump Disassembly/Inspection, 5.13, 5.14, 5.15, 5.16
Service Reports Menu, 9.19
Pump Housing Inspection, 2.37
Service Utilities Menu, 9.19, 9.22, 9.23
Pump Housing Installation, 5.22
Setting Up Computer Program, 9.5
Pump Housing Removal, 5.21 Shroud, Exploded View, 6.12
Pump Installation, 5.18, 5.19, 5.20 Spark Plug Specifications, 7.1
Pump Intake, Exploded View, 5.7, 5.8 Specific Gravity Test, 7.11
Pump Removal, 5.12 Specifications, Carburetor, 3.1
Pump Removal (1994 to Current), 5.11 Specifications, Electrical, 7.1, 7.2, 7.3
Pump To Hull Alignment, Vertical or Horizontal, Specifications, Engine, 4.1

5.25 Speedometer Inspection, 6.22
Pump To Hull Misalignment, 5.26 Speedometer Operation, 6.22
Pump, Exploded View, 5.6 Sponson Removal/Installation, 6.25
Start/Stop Switch Testing, 7.9 Troubleshooting, PVL Ignition, 7.27, 7.32
Starter Assembly, 7.16, 7.17 Trigger Coil Testing, Polaris, 7.32, 7.33
Starter Motor Disassembly, 7.13, 7.14 Troubleshooting, 2.40, 2.41, 2.42, 2.43, 2.44, 2.45
Starter Motor, Exploded View, 7.16 Troubleshooting, Electrical, 2.44
Starter Solenoid Bench Test, 7.17 Troubleshooting, Engine Overheating, 2.43
Starter System Testing, 7.18 Troubleshooting, Hydrolock, 2.45
Stator Plate Assembly Test Specifications, 7.3 Troubleshooting, Lean Condition, 2.40
Steering Cable Adjustment, 2.22, 2.23, 2.24, 6.19, Troubleshooting, Miscellaneous, 2.43
6.20, 6.21
Troubleshooting, Multi-Function Display, 7.43
Steering Cable Inspection, 2.21
Troubleshooting, Oil Level Sensor, 7.26
Steering Cable Replacement, 6.18
Troubleshooting, Oil Pump, 4.41
Steering Cover Removal, 6.17
Troubleshooting, PERC, 7.47
Steering Post Removal, 6.17
Troubleshooting, Piston Damage, 2.42
Steering, Exploded View, 6.5, 6.6
Troubleshooting, Poor Performance, 2.40
Storage, Battery, 7.12
Troubleshooting, Porpoising, 2.44
Storage, Fuel System, 2.31
Troubleshooting, Rich Fuel Mixture, 2.41
Storage, Off Season, 2.31
Troubleshooting, RPM Limiter, 7.25
Troubleshooting, Vibration, 2.44
Temperature Sensor Test, Fuji Engines, 7.19 V

Temperature Warning Circuit Operation, 7.19 Vent Line Maintenance, 2.28
Temperature Warning Circuit Test, 7.19 Vent/Fuel Delivery, Exploded View, 3.3, 3.4, 3.5
Terminal Board, Typical, 2.8 Ventilation Diagnostics, 5.30
Testing, Fuel System, 3.47 Voltage, FFI, 9.25
Tether Switch Testing, 7.9
Thermostat Pop Off Assembly, 4.48

w
Thermostat/Pop Off Valve Cleaning, 2.16
Throttle Body, Exploded View, 3.12 Water Separating Filter, 3.20
Throttle Cable Adjustment - SLX / Pro 1200, 2.19, Water Separating Filter, Genesis FFI, 2.28
3.38 Wire Clip Replacement, 6.20
Throttle Cable Adjustment — Virage TX / Genesis Wiring Diagrams
/ Genesis FFI, 2.19, 3.38 Genesis, 7.52
Throttle Cable Inspection, 2.19 Genesis FFI, 7.53
Pro 1200, 7.51
Torque Chart, Engine Fasteners, 4.2
SLX, 7.50
Torque Patterns, Engine, 4.3, 4.4 Virage TX, 7.49

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The Way Out.

2000 Virage TX, SLX, Pro 1200,

Technical Training Center

2000 Virage TX, SLX, Pro 1200, Genesis, Genesis FFI

A NOTE provides key information to clarify instructions.

Polaris acknowledges the following products mentioned in this manual:

Loctite, Registered Trademark of the Loctite Corporation

Publication Numbers and FFI™ Tools .1.1

FFI ™ Special Tools 1.2

2000 Model Identification 1.3

2000 Model Specifications 1.4 - 1.5

Standard Torque Specifications 1.6

Decimal Equivalents 1.7

Conversion Tables 1.8

Tap Drill Charts 1.9

Glossary of Terms 1.10-1.11

Service Tips 1.12

Watercraft Publication Part Numbers

Polaris Sales Inc. 3100

2872454 - EMM Lap Top Com Cord

2872456 - EMM Service

2872604 - Engine Bumper Tool

2872602 - Schrader Valve

2872621 - Fuel Pump Ring Spanner

300 1.2 Polaris Sales Inc.

lumber Identifjj^tipii;;' ■; .;',, •": '■&•" /.";

if^dtyr^l^r:" Serial /^/l^otith'ofV" t TY^rof '- " ^

Month Code: A = January; B = February; etc.

Year Of Manufacture: 9 = 1999; 0 = 2000; etc.

Engine I.D. Number

Polaris Sales Inc. 3/00

300 1.4 Polaris Sales Inc.

ModelNumber W004699D W004999D

(Some models do not have all features.)

Polaris Sales Inc. 3/00

To convert in. lbs. to ft. lbs. divide by 12

3/00 1.6 Polaris Sales Inc.

Polaris Sales Inc. ^~y 3/00

°C to °F: 9 (°C + 40) - 5 - 40 = °F

300 1.8 Polaris Sales Inc.

SAE Tap Drill Sizes

Metric Tap Drill Sizes

Polaris Sales Inc. 3/00

kg/cm : Kilograms per square centimeter.

300 1.10 Polaris Sales Inc.

lbs/in : Pounds per square inch.

Polaris Sales Inc. -| -|-| " 3j0q

300 1.12 Polaris Sales Inc.

Maintenance Schedule 2.1 -2.2

Recommended Lubricants / Products 2.3

Lubrication of Components 2.4-2.7

Electrical Maintenance 2.8-2.11

Engine Maintenance 2.12 - 2.18

Cable Adjustments 2.19 - 2.25

Fuel System Maintenance 2.25 - 2.29

Cooling System Maintenance 2.30 - 2.31

Storage 2.30 - 2.32

Bilge System 2.34

MFD / MFI Gauges 2.35

Submerged Engine 2.36

Pump / Impeller Maintenance 2.37

Hull / Deck Maintenance 2.38 ■ 2.39

Troubleshooting 2.40 - 2.45