Arctic Cat 120 Sno Pro 2010 User manual

FOREWORD
This Arctic Cat Service Manual contains service and maintenance information for the Model Year 2010 Arctic
Cat Snowmobiles (except the 120 Sno Pro). The manual is designed to aid service personnel in service-oriented
applications.
This manual is divided into sections. The sections cover specific snowmobile components or systems and, in addition
to the standard service procedures, includes assembling, disassembling, and inspecting instructions. When using this
manual as a guide, the technician should use discretion as to how much disassembly is needed to correct any given con-
dition.
The service technician should become familiar with the operation and construction of the components or systems by
carefully studying the complete manual. This will assist the service technician in becoming more aware of and efficient
with servicing procedures. Such efficiency not only helps build consumer confidence but also saves time and labor.
All Arctic Cat publications and snowmobile decals display the words Warning, Caution, and Note to emphasize impor-
tant information. The symbol ! WARNING identifies personal safety-related information. Be sure to follow the
directive because it deals with the possibility of severe personal injury or even death. A CAUTION identifies
unsafe practices which may result in snowmobile-related damage. Follow the directive because it deals with the possi-
bility of damaging part or parts of the snowmobile. The symbol NOTE: identifies supplementary information worthy
of particular attention.
At the time of publication, all information, photographs, and illustrations were technically correct. Some photographs
and illustrations used in this manual are used for clarity purposes only and are not designed to depict actual conditions.
Because Arctic Cat Inc. constantly refines and improves its products, no retroactive obligation is incurred.
All materials and specifications are subject to change without notice.
Keep this manual accessible in the shop area for reference.
Product Service and Warranty Department
Arctic Cat Inc.
© 2009 Arctic Cat Inc. November 2009
®™ Trademarks of Arctic Cat Inc., Thief River Falls, MN
Manual
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Service Manual
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TABLE OF
CONTENTS
Foreword
Section
1. General Information/Specifications
2. Engine
3. Engine-Related Items
4. Fuel Systems
5. Electrical Systems
6. Drive Train/Track/Brake Systems
7. Rear Suspension
8. Steering and Body

1-1
1
SECTION 1 —
GENERAL INFORMATION/
SPECIFICATIONS
TABLE OF
CONTENTS
General Specifications ............................................ 1-2
Snowmobile Identification ....................................... 1-2
Recommended Gasoline and Oil ............................ 1-2
Engine Break-In ...................................................... 1-3
Drive Belt Break-In .................................................. 1-3
Genuine Parts ......................................................... 1-3
High Altitude Operation........................................... 1-3
Low Oil Pressure Warning Light (1100 cc).............. 1-6
Preparation For Storage.......................................... 1-6
Preparation After Storage ....................................... 1-7
After Break-In Checkup (100 Miles - 2-Stroke/
600 Miles - 4-Stroke)............................................ 1-8
After Break-In Checkup Checklist ........................... 1-9
Engine Specifications (2-Stroke)........................... 1-10
Engine Specifications (4-Stroke)........................... 1-10
Cylinder Head Volume Specifications (2-Stroke) .. 1-11
Crankshaft Runout/Repair Specifications
(2-Stroke) ........................................................... 1-11
Ignition Timing Specifications (2-Stroke)............... 1-12
Arctic Power Valve (APV) System
Specifications (2-Stroke).................................... 1-14
Oil Consumption Specifications (2-Stroke) ........... 1-15
EFI Specifications ................................................. 1-15
Throttle Valve Angle Specifications....................... 1-15
Fuel Pump Specifications (570 cc)........................ 1-15
Carburetor Specifications (570 cc) ........................ 1-15
Electrical Specifications ........................................ 1-16
Drive System Specifications.................................. 1-21
Drive Clutch/Driven Pulley-Related
Specifications..................................................... 1-21
Drive Belt Dimensions ........................................... 1-21
Drive System Components ................................... 1-21
Gear Case Performance Calibrations ................... 1-22
Track Specifications............................................... 1-23
Front Suspension Specifications ........................... 1-23
Rear Suspension Specifications ........................... 1-23
Shock Absorber Specifications.............................. 1-24
Idler Wheel Dimensions ........................................ 1-24
Torque Conversions (ft-lb/N-m) ............................. 1-25
Tightening Torque (General Bolts) ........................ 1-25
Assembly Schematics/Torque Specifications
(Table of Contents)............................................. 1-25
Engine Torque Patterns (1100 cc)......................... 1-38
Steering/Body Torque Specifications .................... 1-40
Drive System Torque Specifications...................... 1-41
Rear Suspension Torque Specifications ............... 1-41
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1-2
General Specifications
 NOTE: General specifications for each 2010 Arctic
Cat Snowmobile can be accessed from the Arctic Cat
Cat Tracker Dealer Communication System online.
Snowmobile
Identification
The Arctic Cat Snowmobile has two important identi-
fication numbers. The Vehicle Identification Number
(VIN) is stamped into the tunnel near the right-side
footrest. The decal also displays pertinent production
information. The Engine Serial Number (ESN) is
stamped into the crankcase of the engine.
NOTE: On the Crossfire/M-Series the VIN also
appears on a decal beneath the seat.
These numbers are required to complete warranty
claims properly. No warranty will be allowed by Arc-
tic Cat Inc. if the engine serial number or VIN is
removed or mutilated in any way.
Recommended
Gasoline and Oil
RECOMMENDED GASOLINE
(570 cc)
The recommended gasoline to use in these snowmo-
biles is 87 octane regular unleaded.
NOTE: In many areas, oxygenates (either ethanol
or MTBE) are added to the gasoline. Oxygenated
gasolines containing up to 10% ethanol or up to
15% MTBE are acceptable gasolines; however,
whenever using oxygenated gasolines, the carbu-
retor main jet must be one size larger than the
main jet required for regular unleaded gasoline.
For example, if a 220 main jet is recommended for
regular unleaded gasoline, a 230 main jet must be
installed if using an oxygenated gasoline.
When using ethanol blended gasoline, adding a gaso-
line antifreeze is not necessary since ethanol will pre-
vent the accumulation of moisture in the fuel system.
RECOMMENDED GASOLINE
(500/600/1000/1100 cc
Non-Turbo)
The recommended gasoline to use in these snowmo-
biles is 87 octane regular unleaded. In many areas,
oxygenates (either ethanol or MTBE) are added to the
gasoline. Oxygenated gasolines containing up to 10%
ethanol or up to 15% MTBE are acceptable gasolines.
Do not use gasolines containing methanol.
NOTE: For optimum performance, do not exceed
the recommended 87 octane gasoline. Using a
higher octane gasoline will not increase overall
performance.
RECOMMENDED GASOLINE (800/
1100 cc Turbo)
The recommended gasoline to use in these snowmo-
biles is 91 octane (minimum).
NOTE: Although 91 octane (minimum) gasoline is
required for optimum performance, use of 87
octane regular unleaded gasoline is acceptable.
Prolonged use of 87 octane gasoline is not recom-
mended.
In many areas, oxygenates (either ethanol or MTBE)
are added to the gasoline. Oxygenated gasolines con-
taining up to 10% ethanol or up to 15% MTBE are
acceptable gasolines. Do not use gasolines containing
methanol.
RECOMMENDED OIL (2-Stroke)
The recommended oil to use in the oil-injection system
is Arctic Cat 50:1 Injection Oil (for standard models)
or Arctic Cat Synthetic APV 2-Cycle Oil (for APV
models). The oil is specially formulated to be used
either as an injection oil or as a pre-mix oil (for carbu-
reted model break-in) and meets all of the lubrication
requirements of the Arctic Cat snowmobile engine.
RECOMMENDED OIL (4-Stroke)
The recommended oil to use is Synthetic Turbo 0W-40
Oil in all temperatures and conditions.
OILCHARTJ
After the engine break-in period, the engine oil should
be changed every 2500-3000 miles (non-turbo) or
1500-2000 miles (turbo) and before prolonged storage.
CAUTION
Do not use white gas or gasolines containing metha-
nol. Only Arctic Cat approved gasoline additives
should be used.
CAUTION
Any oil used in place of the recommended oil may
cause serious damage.
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Engine Break-In
2-STROKE
The Arctic Cat 2-stroke engine (when new or rebuilt)
requires a short break-in period before the engine is
subjected to heavy load conditions. Arctic Cat requires
that the first tankful of fuel be premixed at a 100:1
ratio in all oil-injection models.
During the break-in period, a maximum of 1/2 throttle
is recommended; however, brief full-throttle accelera-
tions and variations in driving speeds contribute to
good engine break-in.
4-STROKE
The Arctic Cat 4-stroke engine (when new or rebuilt)
requires a short break-in period before the engine is
subjected to heavy load conditions.
This engine does not require any pre-mixed fuel dur-
ing the break-in period.
To ensure trouble-free operation, careful adherence to
the following break-in guidelines will be beneficial.
* With occasional full-throttle operation.
To ensure proper engine break-in, Arctic Cat recom-
mends that the engine oil and filter be changed after
500 miles or after one month, whichever comes first.
This service is at the discretion and expense of the
snowmobile owner.
Drive Belt Break-In
Drive belts require a break-in period of approximately
25 miles. Drive the snowmobile for 25 miles at 3/4
throttle or less. By revving the engine up and down
(but not exceeding 60 mph), the exposed cord on the
side of a new belt will be worn down. This will allow
the drive belt to gain its optimum flexibility and will
extend drive belt life.
NOTE: Before starting the snowmobile in
extremely cold temperatures, the drive belt should
be removed and warmed up to room temperature.
Once the drive belt is at room temperature, install
the drive belt (see Drive Belt sub-section in the
Section 6 of this manual).
Genuine Parts
When replacement of parts is necessary, use only gen-
uine Arctic Cat parts. They are precision-made to
ensure high quality and correct fit.
High Altitude Operation
Operating a snowmobile at varying altitudes requires
changes in performance components. These changes
affect drive train components and carburetion compo-
nents.
NOTE: The 1100 cc turbo does not require cali-
bration changes for varying altitudes.
High altitude information decal(s) are located beneath
the hood of the snowmobile.
The M-Series snowmobiles are initially set up at the
factory for operation between 6000-9000 feet. Consult
the appropriate specifications for this information.
Following are basic high altitude theories for clutch-
ing, engine, suspension, and track.
CLUTCHING
As altitude changes, engine horsepower changes with
it. As you go up in altitude, the engine loses horse-
power. Because of this, the constant velocity transmis-
sion (CVT) system needs to be changed to compensate
for the horsepower loss.
CAUTION
DO NOT exceed the one (1) tankful limitation of a 100:1
gas/oil break-in mixture. Continuous use of a gas/oil
mixture, unless consistently operating in extremely
cold conditions (-26°C/-15°F or colder), could cause
spark plug fouling and excessive carbon buildup.
CAUTION
DO NOT use premixed fuel in the snowmobile gas
tank. Engine damage will occur.
0-200 miles 1/2 Throttle (45 MPH-max)
200-400 miles 1/2-3/4 Throttle
400-600 miles 1/2-3/4 Throttle *
CAUTION
Never run the engine with the drive belt removed.
Excessive revving of the engine could result in seri-
ous engine damage and drive clutch failure.
CAUTION
On the 570 cc, carefully follow the Carburetor Jet
Chart recommendations for proper carburetor calibra-
tion for altitude, temperature, and gasoline being
used.
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At altitudes above 5000 ft, clutch engagement RPM is
normally higher than the standard setting due to the
horsepower loss at altitude as opposed to what would
be seen for horsepower at sea level. The engine will
lose peak horsepower but will also lose horsepower at
engagement speed. For this reason, higher engagement
speeds are usually needed at altitude in order to attain
acceptable acceleration. This higher engagement speed
can be attained several ways. Some of the methods
will affect other characteristics of CVT operation, so
you must be careful what you change. Drive clutch
springs are the most common way to increase engage-
ment speed; however, by simply changing the cam
arms to a lighter weight from the heavier sea level cam
arm, you will gain some engagement speed.
Other more complicated methods exist such as
engagement notches and changing the position of the
cam arm center of gravity in relation to the roller. This
is called “tucking the weight” and can be used, but,
like the engagement notch, it can hurt belt life.
The driven clutch will also play a part in CVT tuning
for high altitude operation. A steeper helix (torque
bracket) angle in the driven clutch will mean a quicker
up-shift. A shallower angle will mean a slower up-
shift. If the up-shift is too quick, due to a very steep
helix, RPM will be pulled down under the peak operat-
ing RPM of the engine (where the horsepower is) and
performance will suffer. The engine may even bog. If
you have a helix that is too shallow, the engine may
over-rev or have poor acceleration. Usually, angles
shallower than the sea level calibrations work best.
The driven spring will also affect driven clutch tuning.
Tighten the spring, and RPM will increase. Loosen the
spring, and RPM will decrease. The spring should be
used to fine-tune and complement the helix selection.
Carburetor calibration changes for high altitude opera-
tion will have an effect on the CVT system and how it
operates. Understanding the basics of CVT operation
is important in order to make the correct high altitude
CVT calibration changes.
ENGINE
A normally aspirated engine will generate more horse-
power at sea level than it does at higher altitudes.
Many reasons for this are possible, but the biggest rea-
son is that the higher you go, less oxygen is available
for the engine to use during its combustion process.
Less oxygen means it needs less fuel to obtain the cor-
rect air/fuel ratio to operate properly. This is why the
fuel ratio has to be recalibrated. High altitude engines
operate as though they have a lower compression ratio.
This, along with less oxygen and less fuel, means that
the engine generates less horsepower.
The carbureted models will also have lower pressure
applied to the float chamber because of pressure
changes in the atmosphere between high altitude and
sea level. All of these characteristics will become more
evident the higher the altitude.
It will be necessary to make changes to the fuel sys-
tems (carbureted models) and drive systems that sup-
port engine operation as altitude changes.
TURBOCHARGING
Turbocharging is one method of compensating for loss
of air density that works extremely well when applied
to four-cycle internal combustion engines.
Exhaust gasses are directed through the turbocharger
turbine wheel which is attached to the compressor
through a common shaft. As the exhaust gasses spin
the turbine, the compressor is spun at very high RPM.
Inlet air is drawn into the compressor, compressed, and
routed to the intake manifold of the engine. Intake
pressure, therefore, is maintained at the optimum level
as altitude or temperature increases.
The turbocharger output must be regulated to maintain
the optimum manifold pressure throughout the
designed operating range. This is accomplished by
regulating the volume of exhaust gasses passing
through the turbine by controlling a diverter valve
(waste-gate) at the turbocharger turbine inlet. At lower
altitudes/temperatures, excessive exhaust gasses are
diverted past the turbine and into the exhaust down-
stream of the turbocharger thus limiting the compres-
sor output to maintain correct manifold pressure.
As altitude increases, the manifold pressure is held
constant by diverting less exhaust past the turbine, thus
increasing compressor speed. This will continue until
the waste-gate is completely closed at which time
manifold pressure will start to decrease much the same
as a normally aspirated engine.
The waste-gate is controlled by a spring/diaphragm
mechanism that is connected to the intake manifold by
an air line. A mechanical linkage connects the dia-
phragm to the waste-gate control arm.
Air is heated by friction and compression through the
turbocharger and air density is lost by heating the air;
therefore, an after-cooler is installed between the tur-
bocharger compressor and the intake manifold. This is
an air-to-air after-cooler that uses outside air directed
through a radiator-type cooler to cool the compressed
air prior to entering the intake manifold.
SUSPENSION
The different riding styles of the individual operator,
the varying snow conditions, and the type of terrain are
all factors that affect the suspension at high altitude.
Trail riding versus powder snow riding versus combi-
nation riding will all require different suspension set-
tings.
The normal setting for front ski suspension is as little
spring pre-load tension as possible for powder snow
riding allowing the skis to float across the snow with
the least amount of resistance. Trail riding will require
more spring tension to carry the varying load more
effectively. Many different settings and spring tensions
to consider exist when adjusting for riding style and
snow conditions.
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The rear suspension has a number of spring settings
that produce different riding characteristics.
The front arm spring and shock will also affect the ride
and handling when either on a trail or in powder snow.
A strong spring setting on this shock will cause the
snowmobile to tend to “dig” more when riding in the
powder snow rather than climbing up on top of the
snow. But, it will work more effectively when riding
on a trail. A softer spring setting will allow the front of
the rear suspension to collapse much quicker and
change the angle of the track to the snow. A more
gradual angle will tend to raise the snowmobile up on
the snow rather than digging into it.
Many possible variables and adjustments to the rear
suspension exist depending on snow conditions, riding
style, and type of terrain. These adjustments can be
made to individualize the snowmobile to the riding
style of the operator.
M-Series/Crossfire
As snow cover and riding conditions change, several
different adjustments can be made to change the ride
and handling characteristics for operator preference.
Located on the front suspension arm are limiter straps.
They limit the amount of “fallout” the front arm can
have. These straps may be adjusted in or out due to
conditions and riding style. The more the straps are
brought up, the more steering power the operator has
due to the amount of ski pressure.
Another adjustment that can be made on the rear sus-
pension is the front arm shock spring tension. As trail
conditions change, the spring pre-load may be used to
decrease the chance of the front end “bottoming out.”
With a stiffer spring pre-load, the ride of the snowmo-
bile will improve on the trail but will affect the perfor-
mance in the deep powder snow. In deep powder snow,
the stiffer spring pre-load will cause the front-end to
“dig” and possibly take longer for it to plane off. Sev-
eral different-rate springs are available for different
riding styles and terrain conditions.
On the standard models, the front shock springs are
also individually adjustable for the terrain conditions
and driving style of the operator. The spring adjuster
has been set at the factory so the correct amount of
threads are exposed between the spring adjuster and
the shock housing as an initial setting. Additional ski
pressure can be obtained by tightening the spring ten-
sion; ski pressure can be decreased by relaxing spring
tension. Springs with different spring rates are avail-
able for operator choice and snow conditions.
A limit exists as to how far you can pre-load the
springs before “coil bind” takes effect where the wire
on the spring actually runs into itself and causes bind-
ing. Equal adjustments should be maintained on both
sides of the snowmobile. On the Sno Pro models with
air shocks, they are individually adjustable for the ter-
rain conditions and driving style of the operator. The
shocks are preset at the factory (see chart) as an initial
setting; however, it is possible to “fine tune” the
shocks to match the operator’s weight, riding style,
and terrain conditions.
Checking and adjusting air pressure must be done at
riding temperature (outside). Also, it is advisable to
check air pressure when the outside temperature varies
more than 25°.
NOTE: Care should be taken to have equal pres-
sure in the ski shocks before operating the snow-
mobile.
Finally, track tension should be looked at to make sure
that it is within recommended specifications to affect
the efficiency of the snowmobile. On models with the
torque sensing link, the track is actually tightening as
the suspension moves through its range of motion
causing the track to sag in the middle and rub on the
top part of the rear suspension arm.
TRACK
Carefully matching the riding requirements to the type
of track will ensure the maximum use of all available
engine power. Lug height and track durometer are the
two main concerns when selecting a track for various
riding styles.
Tracks exist with lug heights from 0.750” up to 2.25”
to accommodate various snow conditions. Generally,
the deeper the snow, the taller the lug. It must be noted
that the installation of any deep-lug track may reduce
top end speed and promote premature wear strip wear
in marginal snow conditions.
Durometer is a measurement of how hard a rubber is.
The lugs on most tracks range between 60 and 80
durometer. On the durometer scale, the higher the
number, the harder the lugs. For riding in deep powder
snow, a softer 60 durometer track works best. The
softer rubber allows the track to “give” a little and
pack the snow creating lift rather than digging its way
straight down. When hill-climbing, the harder lug of
an 80 durometer track works the best due to penetrat-
ing the hard snow creating more bite.
Initial Setting Chart
Model Front Shock (Ski) Rear Arm Shock
CFR/F-Series/Z1
Sno Pro 3.9 kg/cm2
(55 psi)
N/A
Crossfire Sno Pro 4.6 kg/cm2
(65 psi)
9.5-10.2 kg/cm2
(135-145 psi)
M-Series Sno Pro 4.2 kg/cm2
(60 psi)
9.5-10.2 kg/cm2
(135-145 psi)
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Some tracks come with a dual durometer rating, such
as a track with a 80/60 durometer rating. The lugs on
this track are 80% 80 durometer rubber, and the top
20% is made of the softer 60 durometer rubber. This
track is designed to be a good all-around track for rid-
ing mostly in deep powder snow but can climb the
occasional hard snow hill.
Low Oil Pressure
Warning Light
(4-Stroke)
The Low Oil Pressure Warning Light indicates engine
oil pressure, not the oil level; however, if the oil level
is low, it may affect oil pressure. The light should illu-
minate each time the ignition switch is turned to RUN
or START, and it should go out when the engine starts.
If the light stays illuminated or it illuminates while the
engine is running, oil pressure has been lost and the
engine will automatically shut off.
 NOTE: The following oil check procedures are valid
only if the oil pressure warning light has activated.
If oil pressure is lost, use the following procedure:
1. With the engine off, remove the engine oil level
stick and wipe it clean. Without screwing it in, set
the stick back in the oil tank. Remove it and
observe the oil level on the stick.
NOTE: To ensure an accurate reading, the snow-
mobile should be on level ground.
2. If the oil level is at or below the ADD mark on the
oil level stick, add only enough recommended oil
to raise the level to the NORMAL range. DO NOT
overfill the reservoir with oil.
3. After adding oil if the engine starts, oil pressure
should be normal.
Preparation For Storage
Prior to storing the snowmobile, it must be properly
serviced to prevent corrosion and component deterio-
ration. To prepare the snowmobile for storage, Arctic
Cat recommends the following procedure:
1. Clean the seat cushion with a damp cloth and Arc-
tic Cat Vinyl Protectant.
2. Clean the snowmobile thoroughly by hosing dirt,
oil, grass, and other foreign matter from the skid
frame, tunnel, hood, and belly pan. Allow the
snowmobile to dry thoroughly. DO NOT get water
into any part of the engine.
3. On the 4-stroke models, change the engine oil.
4. On the 2-stroke models, place the rear of the
snowmobile up on a shielded safety stand.
5. On the 500/600/800/1000 cc, start the engine and
allow to idle. With the engine idling, pry the intake
boot forward; then spray an Engine Storage Pre-
server into the intakes until the engine exhaust
starts to smoke heavily or until the engine starts to
drop in RPM. Turn engine off. Install the intake
boot.
6. On the 570 cc, carefully pry the intake boots par-
tially over the carburetor inlets; then start the
engine and allow to idle. With the engine idling,
spray an Engine Storage Preserver into the intakes
until the engine exhaust starts to smoke heavily or
until the engine starts to drop in RPM. Turn engine
off. Install the intake boots.
7. Plug the exhaust system outlet with a clean cloth.
8. On the 2-stroke models with the ignition switch in
the OFF position:
A. Disconnect the high tension leads from the
spark plugs; then remove the plugs, connect
them to the leads, and ground them on the cyl-
inder heads.
B. Pour 29.5 ml (1 fl oz) of SAE #30 petroleum-
based oil into each spark plug hole and pull the
recoil starter handle slowly about 10 times.
C. Install the spark plugs and connect the high ten-
sion leads.
9. On the 570 cc, drain the gas from each carburetor
float chamber.
10. Fill the gas tank to its rated capacity; then add Arc-
tic Cat Fuel Stabilizer to the gas tank following
directions on the container for the stabilizer/gaso-
line ratio. Tighten the gas tank cap securely.
11. Flush the gear case and change the lubricant (see
Section 6).
12. Remove the drive belt from the drive clutch/driven
pulley. Lay the belt on a flat surface or slide it into
a cardboard sleeve to prevent warping or distortion
during storage; then clean and inspect the drive
clutch and driven pulley.
NOTE: For removing drive belt, see Removing/
Installing Drive Belt in Section 6 of this manual.
CAUTION
Do not run the engine without the belt guard in place
and secured.
CAUTION
Never crank the engine over without grounding the
spark plugs. Damage to ignition system may result.
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13. Apply light oil to the shafts of the shock absorbers;
then lubricate all grease fittings (front and rear
suspension, spindles, and upper steering shafts on
the Crossfire/M-Series or steering arms on the
Bearcat/F-Series/Z1/T-Series) with a low-tempera-
ture grease.
14. Tighten all nuts, bolts, and cap screws making sure
all calibrated nuts, bolts, and cap screws are tight-
ened to specifications. Make sure all rivets holding
the components together are tight. Replace all
loose rivets.
15. Clean and polish the hood, console, and chassis
with Arctic Cat Hood and Windshield Cleaner/
Polish. DO NOT USE SOLVENTS OR SPRAY
CLEANERS. THE PROPELLENT WILL DAM-
AGE THE FINISH.
16. On electric start models, disconnect the battery
cables making sure to disconnect the negative
cable first; then clean the battery posts and cables.
17. If possible, store the snowmobile indoors. Raise
the track off the floor by blocking up the back end
making sure the snowmobile is secure. Loosen the
track adjusting bolts to reduce track tension. Cover
the snowmobile with a machine cover or a heavy,
ventilated tarpaulin to protect it from dirt and dust.
18. If the snowmobile must be stored outdoors, posi-
tion the snowmobile out of direct sunlight; then
block the entire snowmobile off the ground mak-
ing sure the snowmobile is secure. Loosen the
track adjusting bolts to reduce track tension. Cover
with a machine cover or a heavy, ventilated tar-
paulin to protect it from dirt, dust, and rain.
Preparation After
Storage
Taking the snowmobile out of storage and correctly
preparing it for another season will assure many miles
and hours of trouble-free snowmobiling. Arctic Cat
recommends the following procedure:
1. Clean the snowmobile thoroughly. Polish the exte-
rior of the snowmobile.
2. Clean the engine. Remove the cloth from the
exhaust system. Check exhaust system and air
silencer for obstructions. On the turbo models,
inspect the air filter and replace as necessary.
3. Inspect all control wires and cables for signs of
wear or fraying. Replace if necessary. Use cable
ties or tape to route wires and cables away from
hot or rotating parts.
4. Remove and inspect the drive belt for cracks and
tears. Check belt specifications. Replace if dam-
aged or worn. Install the drive belt.
NOTE: For installing drive belt, see Removing/
Installing Drive Belt in Section 6 of this manual.
NOTE: If the old belt is worn but in reasonable
condition, retain it with the snowmobile as a spare
in case of emergency.
5. On the 570 cc, inspect the in-line fuel filter and
replace if necessary.
6. Inspect all fuel hoses and oil hoses for deteriora-
tion or cracks; replace if necessary. Make sure all
connections are tight; then on the 2-stroke models,
fill the oil-injection reservoir with the recom-
mended injection oil.
NOTE: On the 2-stroke models after prolonged
storage, Arctic Cat recommends one tankful of
100:1 gas/oil mixture be used in conjunction with
the oil-injection system to ensure proper lubrica-
tion.
7. On the 2-stroke models, inspect each spark plug.
Replace, gap, or clean as necessary.
CAUTION
Batteries require charging if left for extended non-start
periods. Arctic Cat recommends trickle charging once
a month. Follow the manufacturer’s instructions and
cautions.
CAUTION
On models with remote start, make sure to leave the
battery cables disconnected. Failure to disconnect the
battery cables when storing the snowmobile for a pro-
longed period of time (six weeks or more) will result in
a discharged or damaged battery.
CAUTION
Avoid storing in direct sunlight and using a plastic
cover as moisture may collect on the snowmobile
causing corrosion.
CAUTION
On the 570 cc if the gas in each carburetor float cham-
ber was not drained prior to storage, the carburetors
must be cleaned before starting the engine.
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1-8
8. Adjust the carburetors and choke cable on the 570
cc and throttle cable on all models.
9. Tighten all nuts, bolts, and cap screws making sure
all calibrated nuts, bolts, and cap screws are tight-
ened to specifications.
10. If not done during preparation for storage, lubricate
all grease fittings (front and rear suspension, spin-
dles, and upper steering shafts on the Crossfire/M-
Series or steering arms on the Bearcat/F-Series/Z1/
T-Series) with a low-temperature grease.
11. On liquid cooled models, check the coolant level
and all coolant hoses and connections for deterio-
ration or cracks. Add properly mixed coolant as
necessary.
12. On fan cooled models, clean the engine cooling
fins and all shrouding.
13. On electric start models, charge the battery; then
connect the battery cables making sure to connect
the positive cable first. Test the electric start sys-
tem.
14. Inspect the entire brake system, all controls, head-
light, taillight, brakelight, ski wear bars, and head-
light aim; adjust or replace as necessary.
15. Adjust the track to the proper tension and align-
ment. Lock the jam nuts.
After Break-In Checkup
(100 Miles - 2-Stroke/
600 Miles - 4-Stroke)
Certain areas require adjustment after the break-in
period in order to obtain peak performance. These
areas are the following.
CARBURETOR JETTING (570 cc) — Altitude,
temperature, and the use of oxygenated gasoline affect
the carburetion needed for optimum engine perfor-
mance. The carburetor main jets must be changed in
conjunction with changes in operating altitude, oxy-
genated gasoline usage, and temperature.
DRIVE BELT DEFLECTION — Drive belt deflec-
tion is very important to the snowmobile. Even if it is
checked and is correct when the snowmobile is set up,
it does change (more so during the break-in period).
This is because the rubber engine mounts and the rub-
ber snubber on the torque link will all take a “set” dur-
ing the first 100 miles allowing the distance between
the drive clutch and driven pulley to shorten. When
this happens, the snowmobile will appear to have a too
long drive belt. To add to this, the drive belt itself
wears and stretches somewhat leading to a low-end
performance problem and, if not corrected, causes pre-
mature drive belt wear.
After the break-in period, drive belt deflection should
be checked according to the instructions given in Sec-
tion 6 of this manual.
DRIVE BELT BREAK-IN — Drive belts require a
break-in period of approximately 25 miles. Drive the
snowmobile for 25 miles at 3/4 throttle or less. By rev-
ving the engine up and down (but not exceeding 60
mph), the exposed cord on the side of a new belt will
be worn down. This will allow the drive belt to gain its
optimum flexibility and will extend drive belt life.
NOTE: Before starting the snowmobile in
extremely cold temperatures, the drive belt should
be removed and warmed up to room temperature.
Once the drive belt is at room temperature, install
the drive belt.
DRIVE CLUTCH/DRIVEN PULLEY
ALIGNMENT — The parallelism and the offset
between the drive clutch and driven pulley are set at
the factory. Normally, no adjustment is necessary;
however, if premature drive belt wear or poor perfor-
mance is experienced, the drive clutch/driven pulley
alignment must be checked.
TRACK TENSION AND ALIGNMENT — A cer-
tain amount of stretch occurs on all tracks during the
first 500 miles. The track must be adjusted after the
first 50 to 100 miles to the specifications given in the
Track Specifications sub-section of this section and
periodically thereafter. If these adjustments aren’t per-
formed, the track may “derail” which leads to track
and slide rail damage.
Along with these three major areas, other areas should
be checked and adjusted during the “After Break-In
Checkup.” A checklist to assist you with this service
follows.
! WARNING
On the 570 cc, be sure to tighten the swivel adapter
jam nuts securely. If a jam nut isn’t tightened, the
adjuster can rotate out of the carburetor cap causing
the piston valve not to return to the full-closed posi-
tion.
CAUTION
Never run the engine with the drive belt removed.
Excessive revving of the engine could result in seri-
ous engine damage and drive clutch failure.
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1-9
1
After Break-In Checkup
Checklist
Below is a recommended list of items to check after
the break-in period. The recommended mileage for
this inspection is between 100 and 300 miles.
 Jet carburetors according to average tempera-
ture, type of gasoline being used, and altitude
(570 cc)
 Check drive belt deflection - drive clutch/driven
pulley alignment and parallelism (800/1000/
1100 cc)
 Adjust track tension and alignment
 Check throttle cable tension
 Check oil-injection pump adjustment (2-stroke)
 Check engine idle
 Check coolant level
 Check gear case lubricant level
 Check engine oil (4-stroke)
 Check lights (high/low beam, brakelight)
 Check safety switch operation
 Check engine compartment for any rubbing
components
 Check steering hardware for tightness
 Check skid frame and A-arm mounting hard-
ware for tightness
 Check brake lever travel and adjustment
 Grease all lubrication points
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1-10
Engine Specifications
(2-Stroke)
*F-Series
**Crossfire/CFR/M-Series
Engine Specifications
(4-Stroke)
ITEM 500 cc 570 cc 600 cc 800 cc 1000 cc
Engine Model Number AX50L9 AA56A9 AJ60L7 AB80L4 AB10L4
Displacement 499 cc 565 cc 599 cc 794 cc 999 cc
No. of Cylinders 2 2 2 2 2
Bore x Stroke 71 x 63 73.8 x 66 73.8 x 70 85 x 70 90.3 x 78
Compression Ratio 6.38:1 6.41:1 6.46:1 6.62:1 6.41:1
Cooling System Liquid Fan Liquid Liquid Liquid
Fuel Mixture Oil Injection Oil Injection Oil Injection Oil Injection Oil Injection
Ignition Timing (Engine Warm) 13° @ 2000 RPM
0.040"
20° @ 2000 RPM
0.099"
15° @ 2000 RPM
0.059"
16° @ 2000 RPM*
0.0675”
15.5° @ 2000 RPM**
0.0634”
14° @ 1800 RPM
0.057"
Spark Plug (NGK) BR9EYA BR9EYA BR9EYA BR9EYA BR9EYA
Spark Plug Gap 0.028-0.031" 0.028-0.031" 0.028-0.031" 0.028-0.031" 0.028-0.031"
Piston Skirt/Cylinder Clearance 0.0030-0.0041" 0.0031-0.0041" 0.0030-0.0041" 0.0041-0.0053" 0.0030-0.0041"
Piston Ring End Gap 0.008-0.016" 0.012-0.0196" 0.012-0.0196" 0.012-0.0196" 0.012-0.0196"
Cylinder Trueness Limit 0.004" 0.004" 0.004" 0.004" 0.004"
Piston Pin Diameter 0.8659-0.8661" 0.7085-0.7087" 0.8659-0.8661" 0.8659-0.8661" 0.9447-0.9449"
Piston Pin Bore Diameter 0.8661-0.8665" 0.7087-0.7091" 0.8661-0.8665" 0.8661-0.8665" 0.9450-0.9453"
Connecting Rod Small End Bore 1.0631-1.0634" 0.9056-0.9059" 1.0631-1.0634" 1.0631-1.0634" 1.1418-1.1422"
Connecting Rod Radial Play 0.0001-0.0008" 0.0001-0.0008" 0.0001-0.0008" 0.0001-0.0008" 0.0001-0.0008"
Crankshaft Runout (t.i.r.) 0.002" 0.002" 0.002" 0.002" 0.002"
Crankshaft End Play 0.002-0.004" 0.002-0.004" 0.002-0.004" 0.002-0.004" 0.002-0.004"
Reed Stopper Height 0.315" 0.236" 0.433" 0.512" 0.512"
ITEM 1100 cc
Engine Model Number (Non-Turbo)
(Turbo)
AA11L5
AB11L5
Displacement 1056 cc
No. of Cylinders 2
Bore x Stroke 98 x 70
Cooling System Liquid
Spark Plug (NGK) MR8AI-9
Spark Plug Gap 0.031-0.035"
Piston Skirt/Cylinder Clearance (Non-Turbo)
(Turbo)
0.0011-0.0016"
0.0006-0.0010"
Piston Pin Diameter (Non-Turbo)
(Turbo)
0.8658-0.8661"
0.9447-0.9449"
Piston Pin Bore Diameter (Non-Turbo)
(Turbo)
0.8662-0.8664"
0.9449-0.9451"
Piston Pin/Connecting Rod (Non-Turbo)
Small End Clearance (Turbo)
0.0004-0.0010"
0.0004-0.0009"
Piston Ring End Gap (1st)
(2nd)
(Oil)
0.0059-0.0138"
0.0118-0.0177"
0.0078-0.0275"
Piston Ring/Groove Clearance (1st - Top)
(1st - Bottom)
(2nd)
(Oil)
0.0059-0.0074"
0.0008-0.0035"
0.0008-0.0024"
0.0024-0.0059"
Piston Diameter (Non-Turbo)
(10 mm from skirt edge) (Turbo)
3.8568-3.8574"
3.8574-3.8580"
Cylinder/Head Distortion (max) 0.002"
Connecting Rod Small End Bore (Non-Turbo)
Inside Diameter (Turbo)
0.866-0.867"
0.945-0.946"
Cam Lobe Height (Int) (Non-Turbo)
(Turbo)
1.487-1.489"
1.436-1.437"
Cam Lobe Height (Exh) (Non-Turbo)
(Turbo)
1.432-1.433"
1.417-1.418"
Camshaft Journal Outside Diameter 0.8650-0.8658"
Camshaft Journal Bore Diameter 0.8666-0.8670"
Camshaft Journal Clearance 0.0007-0.0020"
Crank Pin Diameter 1.7707-1.7720"
Crankshaft Runout 0.002"
Crankshaft Main Bearing Clearance 0.0006-0.0016"
Crankshaft Thrust Runout (max) 0.0043"
Crankshaft Main/Rod Journals (Bearing Surfaces) 0.0012"
Valve Guide Inside Diameter 0.2165-0.2170"
Valve Guide/Stem Clearance (max) (Int)
(Exh)
0.0015"
0.0022"
Valve Face Width 0.0197"
Valve Clearance - Cold (59°-77° F) (Int)
(Exh - Non-Turbo)
(Exh - Turbo)
0.0039-0.0078"
0.0078-0.0118"
0.0118-0.0157"
Valve Seat Contact Width (Int/Exh) 0.0354-0.0433"
Valve Stem Diameter (Int)
(Exh)
0.2155-0.2161"
0.2147-0.2153"
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1-11
1
Cylinder Head Volume
Specifications
(2-Stroke)
NOTE: For cylinder head volume tests, see
appropriate Measuring Critical Components sub-
section in Section 2.
Crankshaft Runout/
Repair Specifications
(2-Stroke)
For those who have crankshaft work sent out to
another shop, provide them with this information.
To use the specifications, first refer to the drawing;
then find the letter indicating the specification and
refer to the chart below the illustration. Be sure to note
the proper engine row.
NOTE: We have given the proper location for
checking crankshaft runout as the very edge of the
straight portion of the shaft where the oil seal
makes contact. From the illustration, note that
three check points are called out: at either end, out
on the taper as shown, and also on the center
bearing race. The crankshaft is still supported on
the outer bearings using V blocks.
728-144A
NOTE: Measure in from the shaft end the speci-
fied amount when checking runout at points D and
F. When checking runout in the center, place indi-
cator on center of bearing as shown at point E.
Maximum runout at any of the three measuring
points is ± 0.002”.
ENGINE TYPE SQUISH - GAP
500 cc 0.059"
570 cc 0.066"
600 cc 0.059"
800 cc 0.059"
1000 cc 0.058"
CAUTION
These specifications are not intended to be used for
engine modification. Reducing the head volume to a
smaller specification could cause piston detonation
problems which is not a warranty situation.
Engine A
± 0.006
B
± 0.006
C
± 0.015
(except
570)
G
Runout D
and F Point
± 0.002
500 cc 4.515” 2.618” 4.465” 1.062” D 5
0.196
F 5
0.196
570 cc 4.70” 2.45” 4.320” 0.945” D 30
1.181
F 15
0.590
600 cc 4.712” 2.519” 4.645” 1.181” D 5
0.196
F 5
0.196
800 cc 4.751” 2.519” 4.645” 1.181” D 5
0.196
F 5
0.196
1000 cc 5.10” 2.790” 5.040” 1.26” D 5
1.196
F 5
0.196
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1-12
Ignition Timing
Specifications
(2-Stroke)
NOTE: Ignition timing shown with engine warm. Ignition timing is not adjustable.
500 cc
BTDC - 13° @ 2000 RPM - 0.040"
For timing verification, use a dial indicator and
scribe a mark on the flywheel for 13° BTDC.
0744-905
570 cc
BTDC - 20° @ 2000 RPM - 0.099"
0742-217
600 cc
BTDC - 15° @ 2000 RPM - 0.059"
For timing verification, use a dial indicator and
scribe a mark on the flywheel for 15° BTDC.
740-130A
800 cc - F-Series
BTDC - 16° @ 2000 RPM - 0.0675"
0744-782
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1-13
1
800 cc - CFR/Crossfire/M-Series
BTDC - 15.5° @ 2000 RPM - 0.0634"
0744-783
1000 cc
BTDC - 14° @ 1800 RPM - 0.057"
0744-034
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1-14
Arctic Power Valve
(APV) System
Specifications
(2-Stroke)
NOTE: The servo will activate once at APV cycle
RPM. If the servo cycles three times, cable length
adjustment or valve inspection is required.
NOTE: The 800 cc and 1000 cc have a three-stage
exhaust valve system. The stages are closed, mid-
open, and full-open. Each model has a designated
RPM at which the system is synchronized and
checked by the ECU for proper operation occuring
once each time the engine is started. The 800 cc
system is checked at 4800 RPM and the 1000 cc
system is checked at 6100 RPM (Crossfire/F-
Series) or at 6270 RPM (M-Series).
741-635A
739-715A
742-209A
0735-516
APV Position/RPM
ENGINE VALVE POSITION CYCLE RPM
600 cc Full-Open 73-7400 (Low/High Alt)
800 cc Mid-Open
Full-Open
60-6500 (Low/High Alt)
78-8100 (Low/High Alt)
1000 cc Mid-Open
Full-Open
6300 (Low/High Alt)
6500 (Low/High Alt)
F-Series
APV CABLE LENGTH
ENGINE CENTER ± 0.039"
600 cc 1.417"
800 cc 1.437"
1000 cc 1.319"
Crossfire/M-Series
(600 cc)
Crossfire/M-Series
(800/1000 cc)
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1-15
1
Oil Consumption
Specifications
(2-Stroke)
EFI Specifications
Throttle Valve Angle
Specifications
Fuel Pump
Specifications
(570 cc)
Carburetor
Specifications
(570 cc)
NOTE: The above specifications are production
calibrations. For high altitude carburetion and
drive system settings, refer to the jet chart on the
snowmobile belt gaurd. For optional tuning com-
ponents, see the Quick Reference Guide.
ENGINE RPM
FULL-CLOSED
(Idle)
3 Minutes
FULL-OPEN
2 Minutes
500 cc 1833 1.0-2.5 cc 7.4-10.3 cc
570 cc 2000 1.4-2.2 cc 6.9-9.4 cc
600 cc 1833 1.3-3.2 cc 10.9-15.2 cc
800 cc 1833 1.32-3.48 cc 8.74-10.8 cc
1000 cc 1833 1.96-3.57 cc 8.96-10.72 cc
Fuel Pressure (2-Stroke) 42.8-47.3 psi
Fuel Pressure (1100 cc Non-Turbo) 43.5 psi
Fuel Pressure (1100 cc Turbo) 36.0 psi - Idle
55.0 psi - Full Boost
Model TPS TOOL
(DC VOLTS)
ANALYZER TOOL
(DC VOLTS)
500 cc Full-Closed 0.412-0.414 N/A
Idle 0.710-0.818 0.710-0.818
Full-Open 3.472-4.048 3.470-4.046
600 cc Full-Closed 0.412-0.414 N/A
Idle 0.646-0.754 0.646-0.754
Full-Open 3.472-4.485 3.470-4.485
DIAGNOSTIC TOOL
800 cc Full-Closed 0.412-0.414 N/A
Idle 0.646-0.754 3.99° -6.66°
Full-Open 3.472-4.485 74.97°-89.37°
1000 cc Full-Closed 0.392-0.394 N/A
Idle 0.591-0.699 4.75°-7.55°
Full-Open 3.477-4.054 77.39°-91.66°
1100 cc
Non-Turbo
Idle 1.100-1.140 26.856°-29.144°
Full-Open 4.300-4.500 106.856°-113.144°
1100 cc Turbo Idle 0.690-1.110 22.100°-23.635°
Full-Open 4.000-4.200 98.106°-106.894°
RPM PSI KG/CM2
1000-2000 3.0-3.5 0.21-0.25
3000-4000 4.5-5.5 0.32-0.39
5000-6000 6.0-7.0 0.42-0.49
VACUUM @ 2-3000 RPM
7-10 in.-hg 175-250 mm-hg
TYPE MAIN
JET
NEEDLE
JET
JET
NEEDLE
PILOT
JET CUT-AWAY
VM-34 220 P-4M (961) 6CE25-4 40 3.0
PILOT AIR SCREW
(TURNS OUT)
FLOAT HEIGHT SETTING
(mm)
1 1/2 22-24
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1-16
Electrical
Specifications
(570 cc)
NOTE: The ignition system is a Normally Open Ignition (NOI).
* Harness plugged in
Peak Voltage Tests were made with the Fluke Model 77 Multimeter (p/n 0644-559) set to the DC Volt scale and the
Peak Voltage Reading Adapter (p/n 0644-307) with the main harness connectors unplugged (except on the primary
coil test), spark plugs removed and grounded, and by pulling the recoil starter rope briskly.
NOTE: Lighting coil output is unregulated voltage.
Description Resistance Test
Test Value + Test Connections -
Ignition Coil Primary (External)
Secondary
0.26-0.35 ohm
6800-10,200 ohms
orange
high tension wire
black/white
high tension wire
Charge Coil (1) 12-18 ohms black/red green/red
Charge Coil (2) 12-18 ohms brown/white green/red
Ignition Timing Sensor 148-222 ohms green/white brown
Lighting Coil 0.12-0.18 ohm yellow yellow
Spark-Plug Cap 4000-6000 ohms cap end cap end
Description Test Value + Test Connections -
Voltage Regulator/Rectifier 11-14 AC volts yellow brown
Low Oil-Light Sending Unit Less than 1 ohm (float end down) terminal terminal
Ignition Switch Less than 1 ohm (key in OFF posi-
tion)
terminal terminal
Description Peak Voltage Test + Test Connections -
Primary Coil* 254-266V orange black/white
Charge Coil (1) 13.7-15.4V black/red green/red
Charge Coil (2) 14.5-15.7V brown/white green/red
Ignition Timing Sensor 4.8-6.4V green/white brown
Lighting Coil 6.5-7.0V yellow yellow
! WARNING
Most voltages generated by the ignition system are sufficient to interrupt pacemakers! All technicians, especially
those using pacemakers, must avoid contact with all electrical connections when pulling the recoil starter rope or
after the engine has been started.
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1-17
1
Electrical
Specifications
(500 cc)
NOTE: The ignition system is a Normally Open Ignition (NOI).
* Harness plugged in
NOTE: To test the coolant temperature sensor, see Section 5.
Peak Voltage Tests were made at room temperature with the MaxiClips (p/n 0744-041), Fluke Model 77 Multime-
ter (p/n 0644-559) set to the DC Volt scale, and the Peak Voltage Reading Adapter (p/n 0644-307). Also, the main
harness connectors must be unplugged (except on the primary coil/CCU tests), the spark plugs removed and
grounded, and by pulling the recoil starter rope briskly.
NOTE: Lighting coil output is unregulated voltage.
Description Resistance Test
Test Value + Test Connections -
Ignition Coil
Primary
Secondary
0.24-0.36 ohm
6800-10,200 ohms
orange/black
high tension wire
orange/red
high tension wire
Charge Coil (1) 7.2-10.8 ohms black/red green/red
Charge Coil (2) 7.2-10.8 ohms brown/white green/red
Lighting Coil 0.08-0.12 ohm yellow yellow
Ignition Timing Sensor 80.8-121 ohms green/white brown/green
Injection Coil 15.2-22.8 ohms blue/white blue/white
Fuel Pump Coil 1.52-2.28 ohms orange orange
Spark-Plug Cap 4000-6000 ohms cap end cap end
Description Test Value + Test Connections -
Chassis Control Unit* 10-15 DC Volts red/blue (low power)
red/black (high power)
black (low power)
black (high power)
Low Oil-Light Sending Unit Less than 1 ohm (float end down) terminal terminal
Ignition Switch Less than 1 ohm (key in OFF position) terminal terminal
Description Peak Voltage Test + Test Connections -
Primary Coil* 104V orange/black orange/red
Charge Coil (1) 13.2-14.1V black/red green/red
Charge Coil (2) 13.6-14.2V brown/white green/red
Lighting Coil 8.3V yellow yellow
Ignition Timing Sensor 4.8V green/white brown/green
Injection Coil 13.2V blue/white blue/white
Fuel Pump Coil 12.8V orange orange
Lighting Coil 14.8-22.2V (@ 2000 RPM) yellow brown
! WARNING
Most voltages generated by the ignition system are sufficient to interrupt pacemakers! All technicians, especially
those using pacemakers, must avoid contact with all electrical connections when pulling the recoil starter rope or
after the engine has been started.
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1-18
Electrical
Specifications
(600 cc)
NOTE: The ignition system is a Normally Open Ignition (NOI).
* Harness plugged in
NOTE: To test the coolant temperature sensor, see Section 5.
Peak Voltage Tests were made at room temperature with the MaxiClips (p/n 0744-041), Fluke Model 77 Multime-
ter (p/n 0644-559) set to the DC Volt scale, and the Peak Voltage Reading Adapter (p/n 0644-307). Also, the main
harness connectors must be unplugged (except on the primary coil/CCU tests), the spark plugs removed and
grounded, and by pulling the recoil starter rope briskly.
NOTE: Lighting coil output is unregulated voltage.
Description Resistance Test
Test Value + Test Connections -
Ignition Coil
Primary
Secondary
0.24-0.36 ohm
6800-10,200 ohms
orange/black
high tension wire
orange/red
high tension wire
Charge Coil (1) 7.2-10.8 ohms black/red green/red
Charge Coil (2) 7.2-10.8 ohms brown/white green/red
Lighting Coil 0.08-0.12 ohm yellow yellow
Ignition Timing Sensor 80.8-121 ohms green/white brown/green
Injection Coil 15.2-22.8 ohms blue/white blue/white
Fuel Pump Coil 1.52-2.28 ohms orange orange
Spark-Plug Cap 4000-6000 ohms cap end cap end
Description Test Value + Test Connections -
Chassis Control Unit* 10-15 DC Volts red/blue (low power)
red/black (high power)
black (low power)
black (high power)
Low Oil-Light Sending Unit Less than 1 ohm (float end down) terminal terminal
Servomotor 12 DC Volts red/black (counterclockwise)
black/red (clockwise)
black/red (counterclockwise)
red/black (clockwise)
Ignition Switch Less than 1 ohm (key in OFF position) terminal terminal
Description Peak Voltage Test + Test Connections -
Primary Coil* 104V orange/black orange/red
Charge Coil (1) 13.2-14.1V black/red green/red
Charge Coil (2) 13.6-14.2V brown/white green/red
Lighting Coil 8.3V yellow yellow
Ignition Timing Sensor 4.8V green/white brown/green
Injection Coil 13.2V blue/white blue/white
Fuel Pump Coil 12.8V orange orange
Lighting Coil 14.8-22.2V (@ 2000 RPM) yellow brown
! WARNING
Most voltages generated by the ignition system are sufficient to interrupt pacemakers! All technicians, especially
those using pacemakers, must avoid contact with all electrical connections when pulling the recoil starter rope or
after the engine has been started.
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