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cliffyk last won the day on July 25

cliffyk had the most liked content!

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About cliffyk

  • Birthday 04/19/1947
  • Location Saint Augustine, FL, USA

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  • UTV Brand
    Coleman Outfitter 400
  • Interests
    data systems, electronics, riding on tghe beach

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  1. Mostly the fact that it doesn't. I drove mine over 1500 miles through Florid swamps and back country. It's a capable little beast, however it got bogged down in ale deep thick mud more than once--the drive train would not hold up to the rigors of snowplowing. The Hisun 400 is a recreational vehicle that can hit 45 mph flat out, the mule is a hardcore workhorse utility vehicle--different design goals. My 650 cc Ariens tractor has a small plow but you can't really plow much of anything with it.
  2. The Coleman (Hisun) 400 does not have enough power to plow snow; and attempting to do so would most likely destroy the drive train in short order.
  3. None, nor electric cars. It is an industry in it's infancy that needs time to mature. Electricity is not an energy source it needs to be generated from energy sources--currently in the civilized world a modestly inefficient process to create AC current, we then carry it, with losses, over power lines to it's application where in the case of electric vehicles we convert it to DC--with losses-to charge batteries to convert that stored energy to motive force (with losses) Direct conversion of an energy source (gasoline) to motive force is modestly inefficient but still in the overall more efficient than all the conversion and transmission loses. In any valid "Well to Wheels" analysis, modern ICE's win every time...
  4. All quite accurate, however in this instance the 50 mm² cable and/or the manner in which the terminals were attached were inadequate to their task. Also, sizing of cables with less than 50 % of potential full-load capacity--then relying on a "normal usage" factor to save your butt--is hardly sound engineering.; an d again in this instance created a significant hazard. They should be sized for at least 80% of maximum load; however in the OP's case it looks as though the terminations were not properly crimped leading to excessive resistance...
  5. This is a manufacturing defect... The cable is clearly marked as being 50 mm², equivalent to AWG 1 cable: The maximum allowable ampacity of 50 mm² cable is 110 A @ 140° F--however in continuous duty that capacity should be downgraded to 100 A, throw in a crimped terminal and your down to 85 A or so. The Sector E1 motor is claimed to be 27 HP which is 20.14 kW (27 *0.746). At 48 V in a single phase system it would require 419.6 A to deliver 20.14 kW--however as this a 3 phase motor each conductor needs to carry just 1/3rd of that 419.6 A.. Or, ≈ 140 A I.e. the cables are undersized, Copper is expensive and someone cut manufacturing costs in the wrong place...
  6. Got any photos, each is worth 1k words...
  7. Guess I'll need a kit for the table too...
  8. With a genuine sadness on Friday, last, I sold my beloved "Thing" (Coleman Outfitter LSV 400/Hisun HS 400). As some of my fellow forum members are aware I recently suffered a massive stroke that negatively affected (a polite way of saying "completely fucked up") my left side. They said I'd never walk again--but I live to prove "experts" wrong, or 1/2 wrong anyway; My upper left side is FUBAR (I could not get into the beast without assistance and once in could not set (or release) the parking brake, or run the light switch or turn signals. The only way out was to fall out onto the lawn. Time to let it go... Gotta get woking on "modding" my new power wheelchair.--it's only 2WD, but has a motor for each wheel and with decent tires who knows??? I can still read, do research and and learn; I'll step-in from time to time when I think I can help-please feel free to tell me to "buzz-off" if I get i get annoying... -cliff- off into the night...
  9. Are you referring to the seeatbelt and reverse gear limiter?
  10. Cliff, so glad you are doing well after your surgery.

    I saw your post about your seatbelt eliminator.  Would it be possible for me to obtain one as well?   Please let me know where to send the SASE.  I really appreciate you making these.  It is very much appreciated!  Please let me know how much it would cost so I can send you payment as well.

    Thank you!


  11. I have heard that (Rhino 660 and HS400 parts interchangeability) as well, but not verified--I have also seen it claimed that Hisun made some Rhinos. though the EPA database does not show this. Looking at photos on the web they "look" the same--perhaps Hunterworks can provide some dimensions--you'd have to take yours apart of course, but that will provide you with the info you need to track down potential upgrades. The wet clutch assembly is held together with Cir-clips so you could disassemble it and play with springs ans added weight. I have done this with a Suzuki Burgman 400 and Honda Silver Wing 600 scooters--pretty much the same CVT but with dry clutches...
  12. Their is only one clutch, the centrifugal wet clutch--I do not know if units with other flyweights available--but that's what would be needed to increase it's engagement rate (at the expense of driveability): In the HS series he Primary and Secondary CVT sheaves are not clutches but rather a variator (primary) and torque multiplier (secondary)--most "maxi-scooters" (400+ cc) use this type of CVT . variator: In the variator centrifugal force flings the weights outward trying to force the pulley halves together as speed increases--this increases the effective diameter of the primary sheave an d draws the belt down into the secondary sheave, attempting to reduce its diameter (I.e. a "higher" (numerically lower) gear)--but in the torque multiplier (secondary sheave) that action is opposed by the torque spring (and the torque "cam" and followers)--trying to maintain a "lower" overall gear ratio. They battle it out constantly as the vehicle's torque requirements change. The torque multiplier cam works because when the belt slips on the fixed pulley half (inboard) it does not on the movable (outboard) half, making the outer half rotate on the hub. As it rotates on the hub the cam grooves try to force the halves apart, increasing the effective diameter and forcing a yet lower ratio--this is the torque "multiplier" function. The cam profile can of course not be easily changed, however the spring can, with heavier springs favouring "lower" overall ratios and lighter springs "higher" gears. The weights in the variator work similarly, heavier favours "higher gearing" , lighter"lower gearing". But neither are clutches, despite often being referred to as such. The only thing that can "slip" and limit engine torque to the wheels (other than the belt which is not likely to) is the wet clutch; but altering the variator weights and/or torque multiplier spring can change the overall CVT ratio making clutch slippage less likely--at the expense of top speed.
  13. The CKP (CranKshaft Position sensor controls when the spark occurs--if it is bad there will be no spark. The black/white wire to the coil is +12V supplied by the ECU, the black/blue wire is the active "drive" signal for the coil--it will be at ground potential when the coil is charging, and floating (disconnected) when the spark occurs. The way it works is that when the ECU grounds the black/blue wire the coil's primary windings are energised and build a magnetic field in the coil's iron core--when the ground to the black/blue wire is disconnected that field collapses generating high voltage in the secondary windings. When that happens is controlled by the CKP...
  14. As I said it was a bit of a balancing act--please do not mention me specifically if you pursue this...

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