Contact Information



Download 69.92 Kb.
Date conversion19.11.2016
Size69.92 Kb.


70/90/100

Owners Manual

Contact Information

Apex Motor USA Inc.


2885 N Nevada St Suite 150
Chandler, AZ 85225

Phone: 480-507-5050

Fax: 480-507-5057

E-mail: info@apexatv.com

Web: www.apexatv.com

Disclaimer of Warranty

This Apex Pro MXR ATV is sold as is with all faults, obvious or not. There are no warranties expressed or implied, including any warranty of merchantability or warranty of fitness for any particular purpose.



Warning

Read and understand warnings and owner’s manual before operation. Severe injury or death can result from ignoring warnings or improper use.

THE APEX MOTOR USA PRO MXR IS A COMPETION MODEL ONLY AND IS NOT MANUFACTURED FOR NOR SHOULD IT BE USED ON PUBLIC STREETS, ROADS OR HIGHWAYS.

THE USE OF THIS ATV SHOULD BE LIMITED TO PARTICIPATION IN SANCTIONED COMPETION EVENTS UPON CLOSED COURSE BY A SUFFICENTLY SKILLED RIDER AND SHOULD NOT BE USED FOR GENERAL OFF-ROAD RECREATIONAL RIDING.

IMPROPER USE OF THIS ATV CAN CAUSE INJURY.

THIS ATV IS INTENDED FOR EXPERIENCED RIDERS ONLY.

THIS ATV WAS DESIGNED FOR RIDERS THAT WEIGH LESS THAN 110 LBS WITH FULL RIDING GEAR AND SHOULD NOT BE OPERATED BY RIDERS THAT WEIGH MORE THAN THE SPECIFIED WEIGHT.

Table of Contents

Specifications…………………………………………….……………….....4

Recommended Set Up Procedure..…….……………..…….….………..5

Break In Procedure………………………………………………………….5

Starting Procedure………………………………….………………………..6

General Riding Tips………………………………………………………….7

Maintenance……………..……………………………………………………8

Clutch Tuning Procedure…………………………………………………….9

Clutch Tuning Procedure ….………………………………………………10

Drive Belt……………………………………………………………………...11

Carburetor Tuning………………………………………………….………..11

Reeds………………………………………………………………………..11

Exhaust…………………………………………………...……………………11

Camber Angle…………………………………………..............................13

Shock Preload……………………………………………………………….13

Wiring Diagram……..……………………………………………...……….14



Troubleshooting……………………………………….….………………….15

Specifications

Dimensions
Length…………………….....................................................................................................64.0 in
Width…………………………………………………………………………………….………..44.0 in
Height……………………………………………………………………………………………..37.0 in
Wheel Base..........................................................................................................................41.5 in
Ground clearance................................................................................................................5.3 in
Dry Weight................................................................................... ……………………………248 lb

Drivetrain
Engine Type.......................................................................Single cylinder, reed valve, 2-stroke
Cooling System………………………..…………………………………………….Liquid-cooled
Displacement.............................................................................................................69/89/99cc
Bore x Stroke...........................................................................................39X47 / 42X52 / 45X53
Carburetion........................................................................................................21/24mm Keihin
Start............................................................................................................................Primary Kick
Transmission....................................................................................................................Auto CVT
Drive......................................................................................................................................Chain
Fuel Capacity.....................................................................................................................1.5 gal
Fuel Type………………………………………..………………………………......Min. 100 Octane
Recommended Oil type…………………………………………………Maxima 927 2-Stroke Oil
Pre-mix Ratio……………….………………………………………………….…………………….40:1
Recommended Trans. Oil…………………………….……………………………….Maxima 75W
Spark Plug………………………………………………………..…………………..……………BR8EG

Suspension
Type Front...............................................................................................................Double A-arm
Type Rear...............................................................................................Single Shock Swing Arm
Travel Front..…………………………………….………………….………………………………….8 in
Travel Rear…………………………………………………………………………………………7.5 in
Shock Size Front………………………………………………………..……………………………12 in
Shock Size Rear…………………………………………………………………………..……….10.5 in

Brakes
Front.............................................................................................................Dual Hydraulic Discs
Rear............................................................................................................Single Hydraulic Disc

Tires & wheels
Front.............................................................................................................................ITP 19x6x10
Rear....................................................................................................................Carlisle 18x6.5x8
Bolt Pattern Front...…...…………………………….…………………………………………..4/144
Bolt Pattern Rear..…………………..………………………………………………….………..4/110

Recommended Set-Up Procedure

Due to the lack of warranty and race design of the Pro MXR model, Apex Motor USA Inc. recommends the following pre-ride/race procedures.



  • Secure all exterior nuts and bolts holding items such as bumpers, nerf-bars, swing arm pivot, axle securing nuts, and motor mount nuts using blue Lock-tite Thread locker.

  • Adjust chain tension prior to use.

  • Disassemble CVT cover and secure Transmission Cover bolts with blue Lock-tite.

  • Check clutch setup and adjust to rider/track specific conditions.

  • Adjust front steering geometries to the specific rider and track conditions.

  • Fuel requirements are 95 octane min at 40:1 mixture.

  • Jet carburetor to location/track specific requirements.

Break-in Procedure

The Apex Pro MXR is a high performance machine and break-in time is very important for maximum life and performance. Adhering to the following break-in schedule will result in a long lasting high performance machine.



  • Place a jack stand under the swing arm to bring the rear tires off the ground. Start the ATV and rev the engine once or twice a minute for 5 minutes then shut the ATV off.

  • Allow the engine to cool.

  • Ride for 15 minutes maximum, avoiding prolonged high RPM operation.

  • Allow ATV to cool and inspect for loose fasteners.

  • After 1 hour of operation:

    • Check for loose bolts and nuts on the ATV and retighten as necessary.

    • Clean the carburetor bowl.

    • Replace the fuel filter.

Warning:

  • No extended full throttle operation for first 2 tanks of fuel.

  • Failure to use proper fuel or oil may result in premature engine wear or damage to the machine.

Starting Procedure

Before starting the machine, inspect the following:



  • Ensure that the fuel tank contains an adequate volume of fuel/oil mixture to complete the distance required.

  • Check all 4 tires for proper tire pressure.

  • Check chain tension and adjust if necessary.

  • Check the coolant level and fill if necessary.

  • Verify that the chain rollers do not have improper wear.

  • Inspect the frame for:

    • Cracks in the metal.

    • Cracking paint which may indicate overly stressed material.

  • Verify that the handlebars are tight.

  • Check throttle for:

    • Smooth operation and sound closing.

    • Frayed strands of the cable inside the throttle housing.

  • Check for loose bolts and nuts, and re-torque as necessary.

  • Verify that the air filter is clean and properly saturated with oil.

  • Turn the fuel on by rotating the fuel petcock knob to the vertically downward position.

When your pre-ride inspection is complete, the ATV may be started. For a cold engine follow this procedure:

  1. Reaching down to the carburetor, push down on the black choke lever.

  2. Kick start the engine

  3. Rev the engine in short spurts, turning the throttle no more than ¼ open until the engine will run without the choke.

  4. Verify a functional engine shut off switch by shutting off the engine.

  5. Restart the engine and proceed with riding when the engine is sufficiently warm (i.e. water pump casing is warm to the touch).

General Riding Tips

  • Always wear a helmet and other protective gear while riding.

  • Apex recommends the rider “takes it easy” the first couple minutes in practice until the engine comes up to full operating temperature.

  • Apex recommends the rider releases the throttle while landing from a jump and then continue on the throttle to ensure the rider’s safety and longevity of the transmission.

  • Make sure the rider’s foot is not resting on the rear brake pedal while riding.

  • Evaluate the ATV’s jetting only after it has been warmed up to race temperatures.

  • A properly maintained machine is safer, faster, and more fun to ride.

  • When washing the ATV, keep the air filter area dry. Always dry the ATV with an air hose to prevent corrosion.

  • Keep steering stops adjusted so the wheels do not scrape the A-Arms.

  • Make sure there is adequate free play in both the front and rear brake pedal.

  • Instruction on riding procedures for the Pro MX ATV’s is the sole responsibility of the Owner/Parent/Guardian.

Maintenance

Schedule & Tips
It is important that you adhere to this maintenance schedule so as to promote the longevity of your ATV.

  • Between each ride:

    • Inspect the fuel filter for contaminates.

    • Check the air filter (clean and re-oil as necessary).

    • Ensure the smooth operation of the throttle cable (throttle soundly ‘clacks’ shut).

    • Check for frayed strands of the throttle cable inside the throttle housing and replace if necessary.

    • Check for adequate tire pressure and adjust if necessary.

    • Check all nuts and bolts for proper torque and re-torque if necessary.

    • Spray all moving parts with WD40 or other light oil.

    • Check drive chain for:

      • Proper tension and adjust if necessary.

      • Adequate lubrication and lubricate if necessary.

    • Check frame for cracks in the metal or cracks in the paint that might indicate that the metal has been stressed beyond its safe limits. Replace or re-weld frame as necessary.

  • Every 10 hours:

    • Have the shocks checked and serviced by an Apex certified shock service center.

    • Have the clutch checked and serviced.

Warning:

  • When welding the ATV, disconnect the spark plug cap, unplug the ignition, disconnect the kill switch, scrape the paint bare near the area to be welded and put the ground clamp as close the area to be welded as possible.

  • Be sure the fuel tank and carburetor have been removed and safely located away from the welding process.

  • Use proper rod and heat settings for material.

Clutch Tuning Procedure

Disassembly

  1. Pull CVT cover off and remove the Damper O-ring from Rear Trans Input Shaft assembly and secure it so it will not be lost (Be careful not to damage the cover gasket on disassembly).

A Low Power Impact gun is required for the following steps. Air or Electric will work.

  1. Remove the 17mm Variator Fixed Plate Nut and remove the Fixed Plate from the end of the Splined Crankshaft end. On 100cc models there will be a 1 mm shim installed between the Fixed Plate and the Variator Sliding Collar. (The Fixed Plate is the plate with cooling fins on the outside of the assembly to the front of the engine.)

  2. Remove the Drive Belt from the Variator Pulley and the Rear Drive Pulley. (Drive Pulley is the large rear pulley)

  3. Remove the 24mm nut on the rear Drive Pulley/Clutch Assembly and remove the Clutch Bell and Drive Pulley assembly’s from the Trans Input Shaft.

  4. Remove the Variator Moving Assembly from the Splined Crankshaft and remove the Variator Roller Weight Set. (There will be 6 Roller Weights in total)

Variator Reassembly

  1. Install new Roller Weight Set in the Variator Moving Assembly and reassemble the Variator onto the Splined Crankshaft end.

  2. Remember to account for the 1 mm shim if applicable. (Do Not Install the Fixed Plate on Variator at this time. It will be installed at the end)

Rear Drive Pulley Assembly

  1. Remove the Clutch Nut from the outside of the Drive Pulley/Clutch Assembly. (Be careful to hold down on the Clutch Carrier when removing the Clutch Nut to avoid damaging the threads on the Drive Pulley assembly.)

  2. Remove the (3) Stall Springs from the Clutch Carrier Shoes and reinstall the new Spring Set if applicable. (2000 rpm springs are all that are generally used. Other values are available for specific applications i.e. lighter hit on the clutch for timid riders.)

  3. Remove the Drive Spring from the Drive Pulley assembly and install the required spring according to the required stage of performance to be achieved.

  4. Reinstall the Clutch carrier onto the Drive Pulley assembly and secure the nut with a 39mm socket and a Impact gun using a low setting. (Do not over tighten the nut).

You can also place the assembly in a vice and secure the nut with a large 15” Crescent Wrench, be careful not to damage the belt pulley assembly when using this technique.

Reassembly

  1. Reinstall the rear Drive Pulley assembly and the Clutch Bell onto the Trans Input shaft and install the 24mm nut on the shaft. Secure the 24mm nut with an Impact Gun using the low setting. (1 quick hit is all it takes.)

Make sure the CVT Gasket is installed at this time.

  1. Place the Belt inside the rear Drive Pulley by spreading the pulley with your fingers and pushing the belt down to the bottom of the pulley.

  2. Place the Belt onto the Variator collar and place the Fixed Plate onto the Splined Shaft. Remember to install the Star Washer on the Fixed Plate; this is what connects the Fixed Plate to the Crankshaft. Install the Kick Starter gear and the concaved washer and install the 17mm nut.

  3. At this time make sure the belt is down in the Rear Drive Pulley and loose in the Variator Assembly, then secure the 17mm nut with an impact gun set on the lower setting. If this nut comes loose crankshaft damage will occur during operation.

  4. Turn the motor over by grabbing the Fixed Plate and turning it clockwise to drive the belt back to the 1st gear setting (Down in the Front and Up on the Rear).

  5. Reinstall the damper O-ring on the outside of the 24mm nut on the Trans Input Shaft.

  6. Reinstall the CVT cover and test ride unit for operation. (DO NOT RUN THE BIKE WITH THE CVT COVER OFF - DAMAGE WILL OCCUR.)

Variator roller weights

Check the roller weight condition often (before each race). If the rollers are flat spotted, replace them or belt damage will occur.

Lower the Variator weight for more stall off the line, this will decrease top speed slightly. Run lower roller weights for shorter tracks and to increase stall speed slightly.

Clutch stall springs

Unit is shipped with Stock FRC Stall Spring set installed in a HP FRC Clutch Carrier assembly. This is approximately 3000 rpm stall with CVT as supplied. Increase the stall for more punch off line. Raising stall this way will soften the hit of the clutch but otherwise not cost any top speed loss. Off line increase can be subtle. More stall is required with a built engine (i.e. porting, etc.).



Drive Spring

Increased Drive Spring RPM will keep CVT in 1st gear longer resulting in much more stall off the bottom than a roller change will provide. The Drive Spring is also responsible for downshift properties. Change this cautiously; the Drive Spring has a large effect on stall and top speed.



Drive Belt

Check the drive belt for wear often. Measure the top width, then the bottom width when the belt is new. If either measurement above decreases by more than 1.5mm, replace the belt. The worn belt can be kept for spares but is not useful for racing purposes. A narrow belt will decrease the max top speed. Most 16-17mm drive belts are compatible with this CVT system.



1mm Variator Shim

Put 1mm shim inside Variator to increase 1st gear ratio. This will reduce top speed but get off the corners quicker. Run this mode on short quick tracks.

Put 1mm shim outside the Variator half’s to decrease 1st gear ratio and increase max speed by allowing for a lower final gear ratio across the CVT. Use this mode on long desert style tracks to reduce belt load. This is also good for dirt road riding with larger bikes to allow for more top speed.

Carburetor Tuning

Unit is supplied with 24mm PWK Carb with 118 main jet and a 45 low jet. This carb is also equipped with a High Speed Power enrichment circuit which will supply more fuel at higher RPM’s. The Main Jet can be lowered after engine break in. (first 2 tanks of fuel) if required. If the motor seems to load up off the pipe the main jet is too large. With the power enrichment circuit the main jet will be uncharacteristically low in value due to the makeup of fuel flow by the enrichment circuit. Adjust the Low Mixture Screw out 1 turn to start. Turning more out will increase low end punch but load up off the pipe more at lower RPMs. Turning in will clean up off pipe cackle but soften bottom end of motor.



Carburetor Cleaning

  1. Make sure the fuel is shut off.

  2. Remove the carburetor.

  3. Drain the fuel in the carburetor.

  4. Disassemble the carburetor.

  5. Immerse all the metal parts in a carburetor cleaning solution.

  6. After the parts are cleaned, dry them with compressed air.

  7. Blow out the fuel passages with compressed air.

  8. Assemble the carburetor.

  9. Install the carburetor back on to the ATV.

Warning:

  • Clean the carburetor in a well ventilated area and make sure there is no spark or open flame near the work area. This includes any appliance with a pilot light. Do not use gasoline or low flash-point solvent to clean the carburetor.

  • Do not use compressed air on an assembled carburetor, the pressure may deform the float.

Reeds

Take the reed cage out and hold it up to the light and look in through the cage. If you see light between the reed pedals and the frame, replace the reeds. If you do not see light the reeds should be OK.



Warning:

  • The reeds must lay flat on the reed cage, if the reed tips aren’t lying flat, replace them immediately.

  • The reeds must have a tight seal on the reed cage.

  • If the reed is damaged in any way, replace it. This means cracks, chips, and ruptures.

Exhaust

The pipe is a crucial element to a two-stroke engine. Any kinks, dents, or damage done to the pipe will result in a performance loss.

Be sure to take the pipe off and remove any carbon that may be built up. Carbon build up is created from exhaust. Exhaust has oils in it which cling to the walls of the inside of the pipe. Over a long period, the diameter of the pipe will decrease due to carbon build up. This is why it is essential to clear the residue.

For optimum performance, it is important to repack the silencer. Signs of your silencer needing to be repacked are:



  • The bike is louder than normal

  • A loss of power


Camber Angle

The Camber angle is determined by the desired use of the unit. Most tires develop maximum cornering force at a negative camber angle of some value. This is due to the contribution of camber thrust and its additional lateral force on the tire/track interface (contact patch). Due to the rough condition of most ATV riding surfaces the camber should be set to enhance the contact patch traction or be set in the negative direction. Increasing the inward (negative) camber of the spindle/wheel/tire will allow for more contact with the track surface and enhance traction. This will be felt by the rider as a more labored feel in the steering.

Increasing the outward (positive) camber of the spindle/wheel/tire will allow for faster steering action but reduce the traction while cornering.

It is generally known that 0 degrees of camber is not a preferred setting. Most riders will want inward (negative) of at least 4-8 degrees. This will give good cornering traction with free steering feel. More camber angle may be required as track conditions dictate.



Caster

Caster is the angle to which the steering pivot axis is tilted forward or rearward from vertical. Positive caster is tilted rearward toward the rider while negative caster is tilted forward away from the rider. The Caster is factory set at approximant. 20 positive degrees and is not adjustable. Positive caster tends to straighten the wheel when the unit is moving forward. Reducing the caster angle toward 0 will reduce the steering effort on the rider but reduce the high speed stability of the steering. Caster adjustments should be performed by knowledgeable chassis tuners.



Steering Toe

Toe settings affect three major areas of performance: Tire Wear, Straight-Line Stability and Corner Entry Handling. Toe should be set at minimum of ¼” with the shorter measurement at the front of the tire. Less toe angle will cause the unit to not respond to steering inputs from the rider. At ¼” this will give good steering feel and good max speed stability of the unit.



Shock Preload

The shock preload should never be set above what is required to hold the spring in place on the shock.



Shock Valve

The Pro MX units are supplied with Gas charged shocks. If additional valving requirements are needed, contact an Apex certified shock service center.



Warning:
Due to the high pressure nitrogen charge, do not attempt to open the shock.




Troubleshooting

Engine does not start

No fuel flow to carburetor

No fuel in fuel tank
Clogged float valve
Clogged fuel tank cap breather hole
Clogged fuel tube

Weak or no spark

Engine stop switch in OFF position
Ignition switch in OFF position
Safety tether switch disengaged
Faulty spark plug
Fouled spark plug
Faulty CDI unit
Faulty alternator
Faulty engine stop switch
Faulty ignition coil
Poorly connected, broken, or shorted wires
Broken or shorted spark plug wire
Faulty ignition switch

Low compression

Worn cylinder and piston rings
Damaged cylinder head gasket

Engine does not fire

Improperly adjusted air screw
Improper ignition timing
Fuel/air mixture ratio is too lean

Engine starts but dies

Fuel system

Fuel petcock not in ON position
Dirty or clogged fuel filter
Air cleaner dirty
Fuel/air mixture ratio is too lean
Improperly adjusted air screw
Carburetor flooded

Ignition system

Improper ignition timing
Faulty spark plug

Engine starts but runs poorly

Exhaust system

Exhaust system clogged

Fuel system

Fuel petcock not fully opened
Fuel filter clogged or dirty
Air filter clogged or dirty
Carburetor vacuum leak
Carburetor main jet, pilot jet, or needle valve dirty

Ignition primary circuit

Poor connection of primary contact
Faulty ignition coil
Faulty CDI module

Ignition secondary circuit

Poor connection of ignition coil to spark plug
Faulty or damaged spark plug

Intermittent engine power

Electrical system

Poor ground wire connection

Poor performance at low idle

Bad ignition timing

Faulty CDI unit

Restricted fuel flow

Improperly adjusted air screw

Leaking intake pipe

Deteriorated insulator o-ring
Loose carburetor

Weak or intermittent spark

Loose or disconnected ignition system wires
Faulty, wet, or fouled spark plug
Faulty alternator
Faulty CDI unit
Faulty ignition switch
Faulty ignition coil
Broken or shorted spark plug wire
Faulty engine stop switch

Poor performance at high speed

Bad ignition timing

Faulty CDI unit

Restricted fuel flow

Lack of fuel in tank
Clogged fuel line
Clogged fuel valve
Clogged fuel tank breather hose

Dirty air filter

Clean with high pressure air gun

Clogged carburetor jets

Clean the filter

No power when throttle applied

Transmission Worn

Belt worn
Front pulley worn or broken
Lining of clutch worn
Faulty shift spring

Loss of power

Wheels do not spin freely

Brake dragging
Drive chain too tight
Damaged wheel bearing
Wheel bearing needs lubrication

Low tire pressure

Punctured tire
Faulty tire valve

Engine speed does not increase when accelerated lightly

Fuel/air mixture too rich
Clogged air cleaner
Clog in muffler
Restricted fuel flow
Clogged fuel tank cap and breather hose

Bad ignition timing

Faulty CDI unit

Cylinder compression too low

Leaking head gasket
Worn cylinder and piston rings

Clogged carburetor

Clean and adjust

Fouled or discolored spark plug

Clean the spark plug
Spark plug is in incorrect heat range

Engine overheating

Excessive carbon deposited in combustion chamber
Wrong type of fuel
Fuel/air mixture ratio is lean
Use of poor quality fuel
Bad coolant
Radiator cap fouled

Engine knocking at high speed

Worn piston and cylinder
Fuel/air mixture ratio is lean
Wrong type of fuel
Ignition timing too advanced
Excessive carbon deposited in combustion chamber

Poor handling

Steering is heavy

Damaged steering bearing
Damaged steering shaft bushing

One wheel is wobbling

Damaged Tire
Bent rim
Improperly installed wheel hub
Excessive wheel bearing play
Bent swing arm
Bent frame
Swing arm pivot bushing excessively worn
Worn or damaged brake rotor
Loose axle nut
Improper brake adjustment
Bent or damaged spindle
Worn or damaged A-Arm bushing

Vehicle pulls to one side

Bent tie-rod
Incorrect tie-rod adjustment
Rear tire pressure incorrect
Improper wheel alignment
Bent frame

Brake Drag

Improper brake adjustment
Worn or damaged brake pads
Worn or damaged brake rotors
Rusted brake

Poor brake performance

Worn brake pads
Worn or damaged brake rotor
Improper brake adjustment





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