⊳ The pDrive clutch from Ski-Doo is actually easy to service when still attached to the end of the crankshaft. Start by removing the side panel and clutch guard, then open up the secondary clutch so you can remove the drive belt.

BY JEFF OBERG

When Ski-Doo introduced the pDrive clutch on its MXZx 600RS race sled in 2016, it immediately raised the bar for snowmobile driveline performance. The design was refined, efficient, and built for riders who demand smooth engagement and consistent power delivery. By the following year, it had become a staple across the Ski- Doo lineup— bringing race-proven performance to trail and mountain riders alike.

Like any hard-working component, the pDrive benefits from occasional maintenance to keep it operating at peak efficiency. The good news? Thanks to its clever design, most service and tuning can be done right on the sled with minimal tools and time.

Start by engaging the kill switch and removing the tether. Take off the right side panel and clutch guard, then use the factory spin-in tool to open the secondary clutch and remove the drive belt. If the spring and bushing are in good condition, you can leave the clutch bolted in place for cleaning and inspection— one of the design’ s biggest advantages.

Begin with a quick inspection. The clutch uses six rollers— three small outer rollers where the cam rides, and three larger inner rollers that hold the spider tight. Wiggle each roller to ensure they move freely without binding or flat spots.

One of the pDrive’ s most riderfriendly features is its clicker adjustment system, a carryover from the previous TRA design. These numbered rotating cams( 1 through 5) make it easy to fine-tune the sled’ s peak RPM— each step changes the maximum by about 200 RPM.

Moving from position 2 to 3 increases RPM by approximately 200. Position 4 adds roughly 400 RPM. To adjust, loosen the T25 Torx bolt on the pivot arm, rotate the cam to the desired number, and retighten. Repeat at all three arms, confirming they’ re set equally. That same bolt can also be swapped for heavier or lighter ones to adjust shift-out pressure and response.

If you’ re inspecting or cleaning the rollers, remove the cam arm bolt and

The dial shown here in black is the one that can be turned to adjust the peak RPM that the clutch allows the engine to reach.

The cam arm assembly, from left, includes a spacer / lever, the rotating adjustable cam, the main pivot, and another spacer, with an axle running through the top and the weighted / calibrated bolt that goes through the pivot.

50 / JANUARY 2026 / SNOWGOER. COM