Wildcat XX Service Training

2018 Wildcat XX
Factory Service Training
April 2018 1
Notes
2 April 2018
SPECIFICATIONS
ENGINE
Type 4-cycle, 3-cylinder, liquid cooled, DOHC
Bore x Stroke 80 mm x 66.2 mm (3.14 x 2.60 in.)
Displacement 998 cc (60.9 cu. in.)
Spark Plug Type NGK CR9EB
Spark Plug Gap 0.7-0.8 mm (0.028-0.031 in.)
Alternator 65 Amp
CHASSIS
Length (Overall) 136 in (345.4 cm)
Height (Overall) 68 in (172.7 cm)
Width (Overall) 64 in (162.6 cm)
Suspension Travel 18.0 in (45.7 cm) — front
18.0 in (45.7 cm) — rear
Tire Size 30 x 10-15 — front
30 x 10-15 — rear
Wheel Lug Pattern 4 x 156mm
Tire Inflation Pressure 14 psi (96.5 kPa) — front
22 psi (151.7 kPa) — rear
Brake Type Four Wheel Hydraulic Disc
MISC.
Dry Weight (Approx) 1812 lb (821 kg)
ROPS Tested Curb Weight 2600 lb (1179.4 kg)
Engine Oil (Recommended) ACX All Weather (Synthetic)
Engine Oil Change with Oil 3.75 U.S. qt (3.55 L)
Filter (Approx. Capacity)
Gasoline (Recommended) 91 or higher/ethanol content not to exceed 10%
Gas Tank Capacity 10 U.S. gal. (37.85 L)
Coolant Capacity 2.5 U.S. gal. (9.5 L) (60% Antifreeze/40% Water Mixture)
Front Differential Oil SAE Approved 80W-90 Hypoid GL-5
Front Differential Capacity 13.5 fl oz (400 ml)
Rear Transaxle Oil Synthetic Transaxle Fluid with EP
Rear Transaxle Capacity 40.5 fl oz (1.2 L)
Brake Fluid DOT 4
Belt Dimensions Width: 38.4 mm | Outside Circumference: 126.8 cm
Headlight Halogen H13 with LED
Taillight/Brake Light LED
April 2018 3
ENGINE
998 3 Cylinder
1. Intake 7. Coolant Line
2. Exhaust 8. Water Pump
3. Valve Cover 9. PTO
4. Cylinder Head 10. Thermostat Housing
5. Starter Motor 11. Oil Pan
6. Oil Filter 12. Ignition Coils
12
3
1 4 2
7 5
8
10
9
6
11
4 April 2018
ENGINE
Engine Oil
ACX All Weather 0W-40 Synthetic oil is recommended to ensure proper protection of engine parts. If
ACX oil is not available, any API-certified SM 0W-40 oil is acceptable.
The oil & oil filter should be replaced every 100 hours / 1600 miles or once every 6 months, which-
ever occurs first. Changing of the oil at shorter intervals is recommended if the vehicle idles for long
periods of time, or for very extreme use.
The initial oil change must occur between the first 12-25 hours or 250 miles of vehicle use, whichever
occurs first.
Oil Change
Run the engine until the oil is at operating temp.
Remove the rear cargo tray by removing the four
hand screws.
In order to drain the oil reservoir, you will need a

5.5” funnel with a hose attached to it, the hose
should be long enough to extend past the frame.
Place the funnel with hose underneath the drain

plug on the oil reservoir.
April 2018 5
ENGINE
Using a 12mm wrench, remove the drain plug and
allow the reservoir to drain completely.
Replace the drain plug with a new washer. Tighten
to 12 ft-lb. Do Not over tighten.
Remove the rear skid plate of the chassis.
Remove the 6 T30 cap screws that secure the baffle

from the engine cradle. this will allow access to the
engine oil filter and drain plug.
Remove the drain plug using a 5mm Allen wrench.

Allow the oil to drain. Approx 1 cup of oil will drain.
6 April 2018
ENGINE
Using a filter wrench, remove the oil filter. ensure
the filter seal comes off with the filter.
Apply new engine oil to the seal on the new filter;

then install the new oil filter onto the engine. Tighten
securely.
Replace the drain plug with a new washer. Tighten

to 7.2 ft-lb. Do Not over tighten.
Fill the oil reservoir with 3.75 Qt of ACX 0W-40 Syn-

thetic motor oil. It is not necessary to add oil through
the engine fill plug. However, in the event of an
engine overhaul/replacement, a small amount of oil
should be added through the engine fill plug.
Replace the dipstick. Start the engine and allow it to

warm to normal operating temperature. The engine
must idle for at least 10 seconds before shutting the
engine off. Wait one minute, then check the oil level.
Unscrew the engine oil dipstick and wipe clean. Re-

insert it into the reservoir, Do Not screw the dipstick
into the reservoir when checking.
Check the oil level and correct as needed.
April 2018 7
ENGINE
Engine Air Filter
The engine air filter assembly consists of a single dry paper filter element. This filter is not wash-
able or reusable. The air filter element is an important factor in engine longevity. The filter must
be checked every day during normal use. Under normal use, the filter should be replaced every 6
months/100hours/1600 miles. For heavy use or use in dirty/dusty environments, the checking/replac-
ing intervals may need to be done more frequently.
Remove the rear cargo tray by removing the four
hand screws. Locate the filter above the engine.
Pull out on the yellow tab to unlock the cover.
Rotate the cover counter clockwise to remove it.
Inspect and clean the cover if needed.
Remove the used filter.
8 April 2018
ENGINE
Inspect and clean the filter housing if needed.
Insert the new filter into the housing. make sure it

seats properly
When installing, note the position of the cover and

the duck bill valve. Push in on the yellow tab to se-
cure the cover.
April 2018 9
ENGINE
Engine Valve Lash
Valve shims are needed to adjust valve tappet/lash on the 998 engine. Consult the following chart for
available shims. Below is a tip for how to replace the shims without having to set timing on the en-
gine, since the cams have to be removed to replace the shims.
Valve Lash
Intake: 0.15 mm - 0.22 mm (0.006” - 0.009”)
Exhaust: 0.21 mm - 0.27 mm (0.008” - 0.011”)
998 3-Cylinder P/N Description

P/N Description 3020-254 Valve Shim 1.80 mm
3020-420 Valve Cover Seal 3020-255 Valve Shim 1.85 mm
3020-242 Valve Shim 1.20 mm 3020-256 Valve Shim 1.90 mm
3020-253 Valve Shim 1.75 mm
To access the cams, remove the three coil packs

and the four fasteners that secure the valve cov-
er to the engine head.
PTO
Cylinder 1 2 3
10 April 2018
ENGINE
Then remove the timing inspection plug from the
mag side of the engine. This will allow you to turn
the engine. On the XX only the timing plug will
be removed. To turn the engine, remove the cov-
er for the alternator to access the v-belt pulley.
Using a feeler gauge, determine the valve lash.

If no changes need to be made, the valve cover/
coil packs and alternator cover can be rein-
stalled. If changes need to be made, determine
what shims need to be used for each valve be-
fore proceeding.
Turn the engine to TDC on the compression

stroke for the number 3 cylinder.
Secure the chain to the camshafts as shown with

a cable tie. This will keep the engine in correct
time.
Remove the timing chain tensioner located on

the side of the engine.
April 2018 11
ENGINE
Remove the camshaft caps by loosening each
fastener evenly and carefully, as there is tension
on the cams.
Now you can carefully lift up on the camshafts to

replace the shims.
When finished, reassemble the engine.
Tensioner Installation Tip

Squeeze the locking wire of the tensioner and
compress. Lock it in place as shown.
Install the tensioner with the lock facing down

and secure with the two cap screws. When the
tensioner is fully seated the lock will release.
12 April 2018
DRIVETRAIN
DRIVETRAIN
Clutching
The drive and driven clutches used are made by TEAM.
Other Information:
• The drive belt (P/N: 0823-529) is directional.
• The drive belt is 38.4 mm wide with a 26º taper. The outside circumference is 126.8 cm.
• The recommended break in period for a belt is no more that 3/4 throttle and 40 mph for 25 miles.
• Clutch puller 0744-080 should be used.
• The drive clutch contains an idler bearing.
• There is no deflection adjustment on the driven clutch. The clutch automatically adjusts.
• The clutch tool 0744-098 should be used to spread the sheaved on the driven clutch to remove
the belt.
• Used Clutch Retention Tool 0444-321 to secure both clutches while torquing to the engine/tran-
saxle. The existing spanner wrench 0644-136 is also suitable for the drive clutch.
• DO NOT torque the driven clutch to the transaxle with the belt in place. This will lead to improper
torque and may lead to damage to the driven clutch/vehicle.
Drive Belt Change

With the wheels chocked and the vehicle in park,
loosen the clamp that secures the cooling duct to
the cover. Note: We removed the elbow when re-
moving the cover.
Release the 9 clips that hold the cover in place.
April 2018 13
DRIVETRAIN
Remove the cover out the back of the vehicle.
Insert the drive belt deflection tool (P/N 0744-098)

into the driven as shown. Thread it in as far as pos-
sible.
Starting from the bottom of the driven clutch, start

pulling the belt off the clutch. Once started, rotate
the driven clutch counter clockwise with the belt to
remove the belt.
When installing the new belt, note the direction that

it should be installed. The arrows point in the direc-
tion of the engines rotation.
14 April 2018
DRIVETRAIN
Place the belt over the drive clutch.
Starting from the top of the driven clutch, push the

belt between the sheaves. Once started, rotate the
clutch clockwise with the belt while pushing the belt
over the sheave.
Remove the deflection tool and rotate the driven

clutch until the sheaves are completely closed and
the belt is at the upper portion of the driven clutch
sheaves.
Replace the cover and secure it with the clips.
The most effective means of securing the clips is to

push on the middle of the clip as shown.
April 2018 15
DRIVETRAIN
Transaxle
The Transaxle used on the Wildcat XX functions as a sec-
ondary transmission and rear gear case. There is no differ-
ential for the rear axles.
The 5 basic functions as a secondary transmission are:
• Lock the transmission to keep the driveline from turning

- Park
• Select a gear ratio to match power output desired
- Low or High
• Reverse the output direction
• Deliver power to the rear axles
- Low, High or Reverse
• Provide a neutral position
Because the engine and transaxle are separate, the alignment of the two components is critical for
CVT durability and efficiency.
Only use Sythetic Transaxle Fluid with EP (PN: 2436-728). The transaxle holds 40.5 oz (1.2 L) of flu-
id, and is full when the fluid is approximately level with the bottom of the fill hole threads.
Transaxle Cover Removal and Gear Assembly
When removing the transaxle from the vehicle, make sure to drain the oil, then remove the speed
sensor, gear position sensor and the shifter linkage/arm prior to removal. This will prevent damage to
these components.
Cover Removal
Remove the plug and spring that keeps tension
on the shifter mechanism,
Remove all the fasteners that secure the cover

to the case. Install two half way in as shown.
Stand the case up and strike the cap screw with
a rubber mallet or similar tool. This will break the
sealant loose.
16 April 2018
DRIVETRAIN
Using a soft pry bar, carefully work the two
sections apart at the various points around the
case as shown. You may need to tap on the gear
shifter shaft and gear select shaft to free them
from the cover.
Gearset Installation
This is designed to be a guide for installing each
assembled gearset into the case. There is no
chain for reverse gear in this transaxle. For more
information, consult the service manual.
Install the input shaft assembly into the case.
Next install the gearset and shift fork assembly

together .
Do not allow the shift rail to fall into its location at

this time. Leaving it slightly out as shown will aid
in other gearset installations.
April 2018 17
DRIVETRAIN
Place the idler gearset in the case as shown.
Make sure the 52T gear is under the 61T gear of
the shift assembly.
Install the gearset with a splined end into the

front drive gear. Make sure the splines are prop-
erly lined up and seated.
Install the output gear assembly.
Install the shifter mechanism. Make sure the pins

on the shifter forks fit into place on the shifter
mechanism. This is when you will drop the shift
rail into its location on the case.
18 April 2018
DRIVETRAIN
Install the single 45T gear assembly into the
case.
Making sure the shouldered side is facing up,

place the selector gear onto the shift mecha-
nism. There is an alignment spline on the shaft
and the gear. This gear will slide into place when
the alignment splines are lined up. If it will not
easily go on, check the alignment.
Place the shift shaft assembly into its location on

the case. Make sure the alignment marks are in
the correct orientation.
Place the star gear over the selector gear. This

is also orientated by the alignment spine on the
shaft.
April 2018 19
DRIVETRAIN
Place the park pawl spring over the park pawl as
shown.
Place the pawl/spring into the case as shown.

Make sure the spring is properly seated against
its stop on the case. If the spring is not proper-
ly installed the park pawl may engage the park
gear at any time.
Ensure all internal components are properly

seated in the case and install the cover.
Ensure the sealing surfaces on both the case

and the cover are clean and free of debris and
oil. Apply 3 Bond or 598 high temp sealant to the
surface.
You may need to tap the cover in place by lightly

and evenly tapping around the perimeter of the
case with a rubber mallet. Install the cap screws
and torque to spec in a criss cross pattern.
20 April 2018
DRIVETRAIN
Front Differential with Electronic Actuator:
In 2WD, the 4WD coupler is held away from the input
shaft.
When switched to 4WD, the actuator moves to the

first position, allowing the shift fork spring to push the
shift fork into the engaged position.
When switched to the 4WD LOCK position the actu-

ator moves to the second position through the locker
shaft, moving the LOCK fork out to engage the locking splines on the spider gear in the ring gear.
The differential holds 13.5 oz of SAE Approved 80W-90 Hypoid GL-5 fluid. When full, the fluid
should be at the bottom of the threads on the fill hole.
Differential Disassembly
Remove the 8 cap screws that secure the cover
to the differential case.
From the case side, using appropriate tools,

drive the ring gear/differential assembly out of
the case.
Remove the cover from the assembly.
April 2018 21
DRIVETRAIN
Inspect the o-ring for the cover. Replace if dam-
aged. When assembling the differential, make
sure the o-ring is seated on the cover as shown.
The differential lock fork and gear will remain in

the case.
To remove the actuator, remove the rubber plug

and small Allen screw shown.
Remove the three screws that secure the actua-

tor to the differential and slide the actuator off the
differential.
22 April 2018
DRIVETRAIN
To take the input assembly off the case, remove
the four cap screws and slide the assembly off
the case. The shifter assembly, along with the
4wd shift fork and gear will be removed with the
assembly.
If the 4wd shift fork or gear need to be removed

from the assembly,take the yellow plug out of the
case to reveal the small fastener that holds the
assembly in place.
To remove, insert a Allen wrench or similar tool

into the hole on the shift shaft to keep it from
spinning.
The pinion gear assembly is held in place by a

snap ring. Once the snap ring is removed, the
pinion assembly can be removed by hand. There
is no special tool needed to drive the pinion gear
from the case.
April 2018 23
DRIVETRAIN
To remove the locker assembly, remove the lock-
er assembly cover on the side of the case. This
will expose the end of the locker shaft. Remove
the clip to release the spring and locker shaft.
There is a beveled side on the locker shaft. This

must be installed correctly to ensure proper
operation. The beveled side faces towards the
actuator on the differential.
This image shows the proper orientation of the

locker shift assembly. The differential is assem-
bled in the reverse order of disassembly. The
cover may need to be tapped into place with a
rubber mallet around the perimeter of the cover.
24 April 2018
DRIVETRAIN
Axle Pin Explained
Front Axles
The design of the axle utilizes the axle shaft to act as a tool that pushes the on the internal pin of the
splined portion of the CV cup. When the pin is pushed in it allows the detent pins to travel into the
recessed area and relieves tension on the C-clip.
The first stop point that you will feel is when the axle shaft first contacts the internal pin. After that ini-
tial stop point, you should be able to move the axle in a little bit further before you hit the second stop
point. The axle shaft must be pushing straight into the cup for this to work properly. If you cannot push
the axle in past the first stop, the axle is likely not lined up properly. Release pressure on the axle
shaft and try again. Pressure must be kept on the pin until the axle is out of the gear case.
April 2018 25
DRIVETRAIN
Rear Axle
The rear axle on the Wildcat XX use the same principle to secure the axles into the transaxle as the
front, however, the method of releasing the pins is different. There is a shaft that runs across the cup
with curve cut in it. This allows for the pin to be pushed into the lock position by a spring. When the
shaft is turned 90º (1/4) it will push the pin out and release the pressure on the c-ring.
There are two Allen set screws used in the lock. The more recessed set screw should not be turned
for any reason. Tightening this set screw can push the locking pin out of the cup, and into the un-
locked position.
The larger, more exposed set screw should only be turned 90º. There are stops to prevent going too
far, but it is still possible to turn the set screw past them with enough force. Counter clockwise will
unlock the pin, and clockwise will lock the pin.
Recessed Set Screw - Exposed Set Screw -

DO NOT TURN ONLY TURN 90º
Locked Position Unlocked Position
26 April 2018
DRIVETRAIN
Rear Axle Removal
Lift the vehicle off the ground and remove the
tire, castle nut lock, castle nut and washer to
release the axle.
Locate the exposed set screw for the lock and

rotate the axle into a position where you can
access it with a 4mm Allen wrench.
Turn the set screw 1/4 turn counter clockwise

to unlock the pin. Do not turn it more than a 1/4
turn.
Firmly grasp the inner cup and pull the axle from
the transaxle.
Support the trailing arm by a hydraulic jack or

similar tool. Disconnect the sway bar and upper
shock mount. This will allow the trailing arm to
move down, allowing for the room to remove the
axle from the vehicle.
When reassembling, use blue Loctite on both

cap screws.
April 2018 27
DRIVETRAIN
Compress the inner CV joint and move it to the
shown position.
With the cup still compressed, lower the trailing

arm while simultaneously moving the axle out of
the chassis. The reverse of this process can be
used to install the axle.
When the axle is in place, do not allow the trail-

ing arm to move down more than is needed to
install the axle. Moving the trailing arm down too
far will over extend the outer CV joint. This may
cause it to come apart.
This picture shows the locations of the lock on

the set screw & plunger, in the locked position.
There may be paint marks on the axle from the
factory, but these can wear off over time. It is
good practice to put alignment paint marks for
the locked position. This will help to prevent go-
ing past the lock position.
Use the paint mark to visually verify the pin is in

the locked position.
When installing an axle, Make sure the locking

pins are in place. Ensure the center of the c-clip
opening is rotated approximitly 90 degress from
the locking pins.
After installation, tug on the inner CV cup to en-

sure that it is properly locked.
28 April 2018
SUSPENSION
Rear Trailing arm Replacement and Adjustment
The rear trailing arms must be adjusted properly when replaced to ensure proper suspension move-
ment. If the trailing arm is not properly adjusted, damage may occur.
Lift the vehicle so the rear tires are off the

ground.
Remove the torx head cap screws on the lower

body panel to allow for the necessary room to
remove the rod end hardware.
Remove the wheel, lock plate and the castle nut.
Remove the brake caliper and place it out of the

way.
While supporting the trailing arm, disconnect the

two front mounting points, the shock absorber
and the sway bar.
Push the axle out of the hub and remove the

trailing arm from the vehicle. The axle may be
removed as well.
Account for the shims that are located on either

side of the rod end.
Remove the hub, rod end and any bushings/

other reusable components from the trailing arm.
Check each part for damage or wear and replace
if needed.
Note: Press a NEW spherical bearing (p/n: 0404-

696) into the inner trailing arm mount. install the
snap ring (p:/n: 1423-086) into the groove in the
swing arm.
Install the rod end into the trailing arm.

Do not tighten the jam nut on the rod end.
April 2018 29
SUSPENSION
Install the inner pivot to the frame. Torque the
bolt to 170 lb-ft.
Install but do not tighten the bolt for the rod end.
Take a preliminary measurement from the center

of rod end bolt to the center of the front bearing
housing mount bolt hole. Adjust the rod end to
obtain the correct distance of 28 3/4”. There is
approx. 1/16” of movement per turn of the rod
end.
28 3/4”
When the correct distance is set, place the shims

between the gaps of the rod end and chassis
mount. The shim placement will vary.
Do not tighten the bolt.
Support the trailing arm near ride height. Install the

axle through the bearing housing mount hole.
Install the wheel bearing housing. Hand tighten each of the 6 fasteners evenly before applying a final
torque of 35 lb-ft in a criss cross pattern.
Install the wheel hub. Using red Loctite, tighten the hub nut to 250 ft-lbs. Increase the torque until the
hub plate fits.
30 April 2018
Install the shock onto the trailing arm, then the
upper mount to the chassis. DO NOT allow the
trailing arm to drop below the full drop level. Do-
ing so will damage the axle.
Ensure all bushing are in place.
Install the brake caliper.
Measure the distance between the rod end

chassis mount bolt and the center of the cv shaft
at the hub. The measurement should be 31 3/8”.
If adjustments are needed, remove the bolt and
lower the rod end; turn to adjust as needed. 31 3/
8” (79
Continue this process until the proper distance is 7 mm)
reached.
When the correct distance is reached, tighten the

jam nut to secure the rod end to the trailing arm.
Note the orientation of the rod end. it should be
parallel to slightly tipped out to the trailing arm as
shown. Do not allow the rod end to be tilted in.
April 2018 31
Pull back on the rubber cover on the rod end to
access the flat area to hold it in the proper posi-
tion with a wrench.
Tighten the rod end bolt.
Install the sway bar.
With the vehicle still lifted off the ground, grasp

the driver side rear axle and check for movement
between the cups. There should be approx. 1/4”
of movement of the axle shaft at full suspension
drop.
If there is no movement, check the swing arm

alignment. If the swing arm is properly aligned,
replace the axle.
32 April 2018
SUSPENSION
Suspension Adjustment FOX QS3
The FOX QS3 shocks on the XX have three position
adjustment and adjustable dual rate springs with
adjustable spring crossover.
The QS3 adjustments allow for easy and notice-

able changes in the suspensions characteristics.
Position 1 is for a softer ride, 2 is intermediate
and 3 is the firmest setting. The rear shocks
should be at the same position, and the front
shocks should be at the same position.
April 2018 33
SUSPENSION
The adjustable spring crossover changes when the
spring goes from a dual rate to a single rate spring,
and allows the user to fine tune exactly when this
happens during suspension travel. Adjustments
made on the crossover will also change body roll
and bottom out resistance. The two rings must be
tightened against each other after adjustments
are made. The rear shocks should be at the same
position, and the front shocks should be at the same
position.
The adjustable preload changes the vehicle ride

height. factory specified ride height is 14 inches
for the XX. The rear shocks should be at the same
position, and the front shocks should be at the same
position.
Locations to measure ride height.
Front of Vehicle
FOX SHOX can only be serviced at authorized ser-

vice centers. Visit www.ridefox.com for more infor-
mation.
Rear of Vehicle
34 April 2018
STEERING
POWER STEERING
The steering system has electric power steering. The power steering unit is
located under the hood, at the top of the frame. This protects the unit from
water and damage. The links from the Steering wheel to the EPS unit,
to the steering rack are solid shafts with universal joints.
The steering rack is positioned in front of the front differen-
tial to reduce bump steer and feedback.
Main components in the system
• Steering Wheel
• Adjustable Column
• EPS unit
• Steering Shaft
• Rack and Pinion Assembly
-- Rack & Tie Rods
-- Steering knuckles
EPS (Electronic Power Steering) systems can
vary the amount of power assist. The power steer-
ing is designed to maintain a light steering input effort,
but maintains enough feel for the rider to have a better under-
standing of what the tire contact patch is doing in relation to the terrain.
Code Fault Description Code Fault Description

C1301 Over Current C1317 CAN Bus Error
C1302 Excessive Current Error C1318 Internal CRC Error
C1303 Torque Sensor Range Fault C1319 Boot Counter Exceeded
C1304 Torque Sensor Linearity Fault Incorrect Vehicle Speed-to-
C1320
C1305 Rotor Position Encoder RPM Ratio
C1306 System Voltage Low C1321 Vehicle Speed Erratic
C1307 System Voltage High C1322 Engine RPM Lost
C1308 Temperature Above 110° C C1323 "EPS OFF" Gauge Display
C1309 Temperature Above 120° C Loss of CAN communication
C1324
C1310 Vehicle Speed High with EPS unit
C1311 Vehicle Speed Low C1325 Dual Loss
C1312 Vehicle Speed Faulty C1326 Rotor Position Encoder
C1313 Engine RPM High C1327 Voltage Converter Error (Low)
C1314 Engine RPM Low C1328 Voltage Converter Error (High)
C1315 Engine RPM Faulty C1329 Internal Data Error
C1316 EEPROM Error
April 2018 35
BRAKES
BRAKES
The Wildcat XX has a four wheel hydraulic
brake system with dual piston front calipers
and single piston rear calipers.
Master Brake Cylinder

The Master Cylinder is mechanically connected to
the brake pedal. There is no assist. The front/rear
bias is distributed from the master cylinder. Due
to the location of the master cylinder, a remote
reservoir has been added to make checking and
filling the system more user friendly. The brake
system is designed to use DOT 4 brake fluid that
should be checked for proper level and for leaks
daily. A full inspections annually or every 3200
miles is also recommended.
36 April 2018
BRAKES
Brake Calipers
The force from the master cylinder is converted to
clamping force by the caliper where pressure is exerted
on the piston to cause the pads to clamp against the
rotor. As pressure from the master cylinder is released
the pads slightly move inward to release pressure from
the rotor. The front calipers are dual bore, and the rear
calipers are single bore.
Areas to check:
• Piston Movement
• Grease Pins of Bracket
• Leaks
• Banjo Bolt Fitting
Brake Pads/Rotor
When the brake pads are pushed against the rotor, friction is caused
and vehicle momentum is decreased. Pad material composition can
change braking ability, it is recommended to always replace brake
pads with OEM pads.
Rotors can have an equal effect on braking ability. The diameter, ma-
terial and flatness can all change braking ability.
Areas to check:
• Pad Wear (1 mm wear limit)
• Rotor Flatness/Warpage
Always burnish brake pads when setting up an new vehicle or replac-

ing pads.
April 2018 37
ELECTRICAL
ECM (Electronic Control Module)
WARNING: Do not disconnect the ECM with the ignition switch in the “ON” position. Damage
may occur.
ECM: The ECM is located between the seats in the XX along with the PDM’s battery and accessory
plugs. They have a protective cover over them. To allow for easier removal and installation of the cov-
er, tilt the drivers seat forward to allow for more room.
The Diagnostic Connection is under the dash on the drivers side.
Codes associated with the ECM: (note: some of these overlap with other sensors)
P0219 - Engine Over-Speed Condition
P0500 - Vehicle Speed-Sensor
P0503 - Vehicle Speed Sensor Circuit Intermittent/Erratic/High
P0504 - Brake Switch Priority
P0562 - System Voltage Low
P0563 - System Voltage High
P0600 - Serial Communication Link
P0606 - Internal Monitoring Error
P060C - Internal Monitoring 3 Error
P0615 - Starter Relay Circuit
P0616 - Starter Relay Circuit Low
P0617 - Starter Relay Circuit High
P061A - Internal Monitoring of Torque Error
P0630 - VIN Not Programmed or Incompatible
P0641 - Sensor Reference Voltage #1 Circuit Low/Open
P0643 - Sensor Reference Voltage #1 Circuit High
P0651 - Sensor Reference Voltage #2 Circuit Low/Open
P0653 - Sensor Reference Voltage #2 Circuit High
P0685 - EFI/Main Relay Circuit Open
P0686 - EFI/Main Relay Circuit Low/SG
P0687 - EFI/Main Relay Circuit High/SP
P2610 - ECU Warm Reset
U0100 - Lost Communication With ECM
U0155 - LCD Gauge to ECM CAN Communication Lost
U1000 - Vehicle Not Registered or Invalid PIN Entered
U1001 - Vehicle Not Registered, engine hours exceeds 5 hours
38 April 2018
ELECTRICAL
Electronic Throttle Control (ETC) Overview
The ETC Systems utilize inputs from components on the vehicle to control the amount of air enter-
ing the engine. The throttle valve is opened/closed by a DC motor based on demand from the Pedal
Sensor Value.
Note: RPM and vehicle speed limitations are very smooth and not as abrupt as vehicles with
throttle cables.
ETC System Components

• Pedal Sensor
• Throttle Position Sensor
• Throttle Valve Control Motor
• Atmospheric Sensors (Found on Standard EFI Systems)
• Redundant systems for safety, TPS, Pedal Sensor, Brake Switches
Eliminated Components
• Idle Speed Controller (ISC), Idle speed is controlled by opening or closing the throttle valve in ad-
dition to ignition timing adjustments.
• Throttle Cable – the pedal senor and electronic motor control the throttle valve opening.
Note: The DTC’s listed for each sensor does

not simply indicate a failed sensor, rather an
error in the voltage received by the ECM on
that circuit. This could be caused by improper
power, inadequate ground, damaged wiring
or a defective sensor.
April 2018 39
ELECTRICAL
Throttle Body
The throttle body houses the throttle valve, dual TPS and a DC
motor to control the throttle valve position. The throttle body bore
size and throttle valve position control the volume of air entering
the intake manifold.
When the key is first turned on, you will hear the throttle actuate,
and is initializing to check full range of operation. If an error oc-
curs, check the intake tract for debris that could cause restricted
motion.
If the key is switched left on for 15 seconds without starting the

engine, it will go through a full verification process. This process will not occur below 32ºF.
There is no learn procss when installing a new throttle body.
Codes associated with the Throttle body: (note: some of these overlap with other sensors)
P061F - Electronic Throttle Control Driver Temperature Warning
P1120 - Throttle Position Sensor Lower Position
P1121 - Throttle Position Sensor Lower Adaption
P1122 - Throttle Position Sensor Lower Return
P1123 - Throttle Position Sensor Adaption Condition
P1124 - Throttle Position Sensor Limp Home Adaption
P1125 - Throttle Position Sensor Upper Position
P1126 - Throttle Position Sensor Upper Return
P2100 - Throttle Actuator Control Motor Circuit Open
P2102 - Throttle Actuator #1 Control Motor Circuit Low/SG
P2103 - Throttle Actuator #1 Control Motor Circuit High/SP
P2106 - Electronic Throttle Control Output is out of Range
P2107 - Electronic Throttle Control Driver Over-Temperature
P210C - Throttle Actuator #2 Control Motor Circuit Low/SG
P210D - Throttle Actuator #2 Control Motor Circuit High/SP
P2118 - Throttle Actuator Control Motor Range Error
P2119 - Throttle Control Actuator Control Performance Error
P2135 - Throttle Position Sensor Plausibility Error
40 April 2018
ELECTRICAL
Throttle Position Sensor
Purpose: To monitor the throttle position as one of the many
inputs which helps the ECM calculate incoming air volume. It is
located on the throttle shaft end.
As part of the ETC system, there are two Throttle Position Sensors
integrated into the throttle body. A single sensor failure will flash
the error on screen and slightly limit the RPM. If there is a double
TPS failure the ECM will enter limp mode with reduced power.
Codes associated with the TPS:

P0122 - Throttle Position Sensor #1 Circuit Low/SG
P0123 - Throttle Position Sensor #1 Circuit High/Open
P0222 - Throttle Position Sensor #2 Circuit Low/SG/Open
P0223 - Throttle Position Sensor #2 circuit High
TPS #1 and TPS #2 sensors are not serviceable, they must be replaced as part of the Throttle Body
Assembly.
Pedal Value Sensor

Purpose: Provides input to the ECM for driver requested torque
output of the engine.
There are two pedal position sensors, both send a signal to the
ECM to indicate a 0-100% pedal value opening. If one pedal sen-
sor circuit fails a code will flash on the display and limit the vehicle
speed. In the event of a double sensor failure, the vehicle will not
move.
In the event the pedal sensor needs to be replaced, there is no
“learned value” that needs to be reset.
Codes associated with the Electronic Throttle:

P2122 Pedal Position Sensor #1 Circuit Low/Open/SG
P2123 Pedal Position Sensor #1 Circuit High/SP
P2127 Pedal Position Sensor #2 Circuit Low/Open/SG
P2128 Pedal Position Sensor #2 Circuit High/SP
P2138 Pedal Position Sensor Plausibility Error
Pedal Sensor #1 and Pedal Sensor #2 are not individually service-

able, they must be replaced as part of the Pedal Sensor Assembly.
April 2018 41
ELECTRICAL
Intake Air Temperature and Manifold Abso-
lute Pressure Sensor – TMAP Senor
Purpose: To monitor manifold absolute pressure, barometric
pressure and intake air temperature. A 0-5 volt input to the ECM
to calculate atmospheric conditions. The sensor is located on top
of the intake manifold.
Codes associated with the MAP sensor:
P0068 - Throttle position sensor MAP plausibility
P0107 - Manifold Absolute Pressure Circuit Low
P0108 - Manifold Absolute Pressure Circuit High
P0112 - Intake Air Temp Sensor Circuit Low/SG
P0113 - Intake Air Temp Sensor Circuit High/Open
P0114 - Intake Air Temp Sensor Circuit Intermittent
Brake Pressure Switches

The ETC System utilizes 2 brakes switches, one that monitors the
front circuit and one for the rear circuit. The front pressure switch is
the primary switch, and is used to operate the brake lights. When
the switch is closed, it supplies 12 volts DC to the brake lights and
the ECM. The rear pressure switch is the secondary switch, it is
only used by the ECM for ETC purposes. When the switch is closed
it connects the circuit to ground. Having the switches operate in
different methods is a safety redundancy in the system.
If the operator attempts to engage the brake pedal and the acceler-
ator pedal at the same time, the system will allow this for short pe-
riods of time, like when backing up an incline. If the operator attempts to power brake or aggressively
ride the brakes, the system will reduce power and display code P2299 on the gauge. This code will
clear once one of the pedals is released and power will resume. The power reduction and recovery is
slow and not sudden. once tripped there is a 3 second delay to any corrective action by the ECM.
The brake pedal must be depressed to start the vehicle in any gear. If both brake switches fail the
engine will not start. In the event a brake switch DTC code is present, all connections should be
checked and also ensure the brake system is bleed properly.
Codes associated with the Brake Pressure Switches:

P2299 - Brake Pedal Position/Accelerator Pedal Position Incompatible
P0504 - Brake Switch Priority
42 April 2018
ELECTRICAL
Cooling Fan & Relay
The primary fan switches on at 194º F (90º C) and will turn off at 185º F (85º C). The secondary fan
switches on at 203º F (95º C) and off at 194º F (90º C). This temperature is taken from the engine
coolant temp sensor.
Codes associated with the Cooling Fan Relay:

P0480 - Fan-Primary Relay Control Circuit Open
P0481 - Fan-Secondary Relay Control Circuit Open
P0691 - Fan-Primary Relay Control Circuit low/SG
P0692 - Fan-Primary Relay Control Circuit High/SP
P0693 - Fan-Secondary Relay Control Circuit Low/SG
P0694 - Fan-Secondary Relay Control Circuit High/SP
Electronic Fuel Pump

The ECM will activate the fuel pump/relay for approximately 5 seconds upon initial ignition switch ON.
The ECM will then activate the fuel pump/relay when a timing sensor signal is received. Fuel mapping
is only accurate if the fuel pump is producing the correct amount of fuel pressure. The Fuel Pressure
Regulator, housed inside the pump assembly keeps the pressure regulated to a specified pressure.
High Pressure = Rich Condition

Low Pressure = Lean Condition
Codes associated with the Fuel Pump:

P0627 - Fuel Pump Control Circuit Open
P0628 - Fuel Pump Control Circuit Low/SG
P0629 - Fuel Pump Control Circuit High/SP
The fuel pump pressure

is 43.5 ±1 PSI ( 300 Kpa)
Fuel pressure is tested off the fuel pump with
special tool (p/n 0644-587)
April 2018 43
ELECTRICAL
Alternator
Alternator: While the Wildcat XX has a traditional
stator located on the engine, it is also equipped with
a 65 watt alternator from the factory. It is belt driven
and is located on the Mag side of the engine. The
protective shield should always be in place when
using the vehicle.
Fuel Injector
Purpose: To atomize and control the amount of fuel
entering the combustion chamber. The fuel injector is
an output from the ECM. The ECM controls the pulse,
which is calibrated to deliver a precise amount of fuel,
at a specific fuel pressure.
Codes associated with the Fuel Injector:

P0201 - Cylinder #1 Fuel Injector Circuit Open
P0261 - Cylinder #1 Fuel injector Circuit Low/SG
P0262 - Cylinder #1 Fuel injector Circuit High
P0264 - Cylinder #2 Fuel injector Circuit Low/SG
P0267 - Cylinder #3 Fuel Injector Circuit Low/SG
44 April 2018
ELECTRICAL
Tilt Sensor
Purpose: To stop the supply of fuel if the vehicle exceeds
the tilt sensor’s limits.
Inside the tilt sensor is a hall effect pendulum sensor. The

tilt sensor activates only from left to right and has no effect
on the system when the sensor tilts frontward and back-
wards unless the machine is near vertical or inverted.
Operates on battery voltage – Internal circuitry converts to

0.3 to 7.0 volts. Anything under 0.3 volts or above 7.0 volts
will look like an open or grounded wire and will terminate
the ground to the fuel relay from the ECM. FUEL OFF will
0.3 to 1.5 DC volts is normal – 1.6 to 2.9 is a
display on the instrument cluster.
neutral position (otherwise the sensor would
be kicking on/ off.)
Codes associated with the Tilt Sensor:
C0063 - Tilt Sensor Circuit High 3.0 to 7.0 is tilt and will activate FUEL OFF
when sensor is tilted 60° left or right.
C0064 - Tilt Sensor Circuit Low
FUEL OFF - Fuel System Deactivated
Oil Pressure Switch

Purpose: To monitor the oil pressure for the en-
gine. If the oil pressure is low, oil PSI will flash on
the gauge and engine RPM will be limited to 4000.
The oil pressure switch does not detect oil levels,

however, low oil level may lead to low oil pressure.
April 2018 45
ELECTRICAL
Crankshaft Position Sensor
Crank Position Sensor: As the flywheel slugs pass by the timing
sensor, AC voltage is generated and sent to the ECM. The ECM uses
this AC voltage to determine the crankshaft rotational position, neces-
sary to control the fuel injectors and ignition spark timing.
Codes associated with the CPS:

P0363 - Misfire Detected - Fueling Disabled
P0370 - Loss of Crank Position Sensor Sync/Gap Position
P0371 - Crank Position Sensor Additional Teeth Detected
P0372 - Crank Position Sensor Missing Tooth
P0373 - Crank Position Sensor Spike Detected
P0374 - Crank Position Sensor Signal Not Detected
Error code P0363 will shut off fuel to a misfiring/dead cylinder to

prevent raw fuel from entering the exhaust system and damaging the
catalyst/causing a thermal event. The crank sensor will pick up on
minor variations in the crank speed/pulse to determine if a cylinder is misfiring/not firing.
RPM will be limited to 4000. This code will be reset by cycling the key. If a plug is wet fouled, this pro-
cess may allow it to dry out and fire properly after being reset.
A misfire can also be caused by very low fuel. The code/gauge will not display which cylinder was
shut off. A misfire will not be detected at idle. The engine must be above 3000 RPM to detect a mis-
fire.
4-Wire Oxygen Sensor

Purpose: To measure the oxygen content in the exhaust gas.
The ECM uses the O2 sensor signal to make calibration adjust-
ments based on current exhaust gas measurements.
Having the O2 provide feedback to the ECM, is known as a

Closed Loop EFI System.
The ECM decides to use the O2 sensor’s feedback based on predetermined parameters built into
the multidimensional engine maps. When the ECM is not using the feedback from the O2 sensor it is
know as Open Loop EFI.
Codes associated with the O2 Sensor:

P0130 - O2 Sensor Intermittent/Open
P0131 - O2 Sensor Low/SG or Air-Leak
P0132 - O2 Sensor High/SP
P0171 - O2 Feedback Below Minimum Correction
P0172 - O2 Feedback Exceeds Maximum Correction
46 April 2018
ELECTRICAL
Coolant Temperature Sensor
Purpose: To monitor coolant temperature, it is an
input to the ECM and operates on 5 DC volts from
the ECM. The CTS is a negative temperature co-
efficient (NTC) sensor, the internal resistance de-
crease as the temperature rises. It is located on the
left side of the cylinder head.
The sensors resistance determines how much volt-

age is sent back to the ECM. The ECM continually
monitors this voltage and uses it to perform multiple
functions.
Codes associated with the CTS sensor:
P0116 - Engine Coolant Temp Sensor Circuit Range/Performance

P0117 - Engine Coolant Temp Sensor Circuit Low/SG
P0118 - Engine Coolant Temp Sensor Circuit High/Open/SP
P0217 Engine Coolant Over Temperature Detected
April 2018 47
ELECTRICAL
Ignition Coil
The 998 engine has three coils in a coil at plug configuration.
Purpose: To step up the voltage of the engines primary circuit supplied by battery voltage to 20,000
- 30,000 volts, which is produced in the secondary winding. An ignition coil is made up of a primary
winding, a secondary winding and a laminated core.
That amount of voltage is needed for the spark to jump across its gap and ignite the fuel/air mixture.
The spark happens when the ECM drops the ground going to the ignition coil, which causes the volt-
age to ground through the spark plug.
Codes associated with the IGN Coil: WARNING: When checking spark or
cranking the engine over without the
P2300 Ignition Coil #1 Primary Circuit Low/SG/Open spark plug installed in the cylinder head,
P2301 Ignition Coil #1 Primary Circuit High always ground the spark plug or damage
to the ignition coil may occur.
P2303 Ignition Coil #2 Primary Circuit Low/Open
P2304 Ignition Coil #2 Primary Circuit High WARNING: Never attempt to measure the
ignition coil output voltage with a stan-
P2306 Ignition Coil #3 Primary Circuit Low/Open dard DVOM to prevent damage to the
P2307 Ignition Coil #3 Primary Circuit High tool or ignition system.
48 April 2018
Notes
April 2018 49
Notes
50 April 2018

Wildcat XX Service Training

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2018 Wildcat XX

Factory Service Training

In order to drain the oil reservoir, you will need a

Place the funnel with hose underneath the drain

Remove the rear skid plate of the chassis.

Remove the 6 T30 cap screws that secure the baffle

Remove the drain plug using a 5mm Allen wrench.

Apply new engine oil to the seal on the new filter;

Replace the drain plug with a new washer. Tighten

Fill the oil reservoir with 3.75 Qt of ACX 0W-40 Syn-

Replace the dipstick. Start the engine and allow it to

Unscrew the engine oil dipstick and wipe clean. Re-

Check the oil level and correct as needed.

Pull out on the yellow tab to unlock the cover.

Rotate the cover counter clockwise to remove it.

Inspect and clean the cover if needed.

Remove the used filter.

Insert the new filter into the housing. make sure it

When installing, note the position of the cover and

998 3-Cylinder P/N Description

To access the cams, remove the three coil packs

Using a feeler gauge, determine the valve lash.

Turn the engine to TDC on the compression

Secure the chain to the camshafts as shown with

Remove the timing chain tensioner located on

Now you can carefully lift up on the camshafts to

When finished, reassemble the engine.

Tensioner Installation Tip

Install the tensioner with the lock facing down

Drive Belt Change

Release the 9 clips that hold the cover in place.

Insert the drive belt deflection tool (P/N 0744-098)

Starting from the bottom of the driven clutch, start

When installing the new belt, note the direction that

Starting from the top of the driven clutch, push the

Remove the deflection tool and rotate the driven

Replace the cover and secure it with the clips.

The most effective means of securing the clips is to

• Lock the transmission to keep the driveline from turning

Remove all the fasteners that secure the cover

Install the input shaft assembly into the case.

Next install the gearset and shift fork assembly

Do not allow the shift rail to fall into its location at

Install the gearset with a splined end into the

Install the output gear assembly.

Install the shifter mechanism. Make sure the pins

Making sure the shouldered side is facing up,

Place the shift shaft assembly into its location on

Place the star gear over the selector gear. This

Place the pawl/spring into the case as shown.

Ensure all internal components are properly

Ensure the sealing surfaces on both the case

You may need to tap the cover in place by lightly

When switched to 4WD, the actuator moves to the

When switched to the 4WD LOCK position the actu-

From the case side, using appropriate tools,

Remove the cover from the assembly.

The differential lock fork and gear will remain in

To remove the actuator, remove the rubber plug

Remove the three screws that secure the actua-

If the 4wd shift fork or gear need to be removed

To remove, insert a Allen wrench or similar tool

The pinion gear assembly is held in place by a

There is a beveled side on the locker shaft. This