Evinrude & Johnson 1975 E265RC User manual

45 HP MODELS: E265RC, j265RC
© OUTBOARD MARINE CORPORATION 1974 ALL RIGHTS RESER VED
SN MOBILE DIVISION/OUTBOARD MARINE CORPORATION, 3031 NORTH 114th STREET, MILWAUKEE, WISCONSIN 53222
OUTBOARD MARINE CORPORA-TION OF CANADA LTD., PETERBOROUGH, CANADA. .

SECTION 1
INTRODUCTION
SAFETY SYMBOLS
THE PURPOSE OF SAFETY SYMBOLS IS TO
ATTRACT YOUR ATTENTION TO POSSIBLE
DANGERS. THE SYMBOLS, AND THE EX-
PLANATtONS WITH THEM, DESERVE YOUR
CAREFUL ATTENTION AND UNDERSTAND-
ING. SAFETY WARNINGS DO NOT, BYTHEM-
SELVES, ELIMINATE ANY DANGER. THE IN-
STRUCTIONS OR WARNINGS THEY GIVE ARE
NOT SUBSTITUTES FOR PROPER ACCIDENT
PREVENTION MEASURES.
SYMBOL
A SAFETY
L..lWARNING
o PROHIBITED
DNOTE
MEANING
FAILURE TO OBEY A
SAFETY WARNING MAY
RESULT IN INJURY TO .
YOU
OR TO OTHERS.
WARNS YOU AGAINST AN
ACTIVITY WHICH IS, OR
MAY BE, ILLEGAL IN
YOUR AREA.
ADVISES YOU OF INFOR-
MATION OF INSTRUC-
TIONS VIT AL TO THE
OPERATION OR MAINTE-
NANCE OR YOUR EQUIP-
MENT.
Before proceeding with any repaiXr adjust-
ments on this snowmobile, see SAFETY
WARNINGS on inside front cover and on page/:?:
5-5, 5-7, 6-7, 6-9, 7-4, 7-13, 7-18, 7-20,
8-2, 9-2, 9-3, 10-2, 10-3, 10-4, 11-3, 11-4,
12-5, 12-6 and 12-8.
INTRODUCTION
SPECIFICATIONS
GEN ERAL SNOWMOBI LE IN FORMATION
TROUBLE SHOOTING
TUNE - UP PROCEDURES
FUEL SYSTEM
IGNITION AND
ELECTRICAL SYSTEM
MANUAL STARTER
ENGINE
~ __ D_R_IV _E __ T_ RA_I_N __ __________ ~ __ ~~
STEERING, TRACK AND SUSPENSION
LUBRICATION AND STORAGE

/
1-2
The snowmobile has been designed - and built for dependable, high per-
formance. It is important to every snowmobile owner to be able to re-
ceive skilled and thorough service for his vehicle when necessary. It
is important to the service dealer to be able to offer the type of skilled
service which will maintaIn the customer's satisfaction.
This manual, together with the regularly issued service bulletins and
Parts Catalogs; provide the serviceman with all the literature necessary
to service this snowmobile. An effort has been made to produce a
manual that will not only serve as a ready reference book for the ex-
perienced serViceman, but will also provide more basic information for
the guidance of the less experienced man.
The Parts Catalogs contain complete lfstings of the parts required
for replacement. In addition, the exploded views illustrate the correct
sequence of all parts. This catalog can be of considerable help as a
reference during disassembly and reassembly.
The Section Index on page 1-1 enables the reader to locate quickly any
desired section. At the beginning of each Section is a Table of Contents
which gives the page number on which each topic begins. This arrange-
ment simplifies locating the desired information within this manual.
Section 2 lists complete specifications on the snowmobile. All general
information, including R.C. engine theory, trouble shooting, and tune
up procedures, are given in Sections 3 through 5 of this manual.
\
37323
Figure 1-1
)

I
C
sections 6 through 11 provide fully illustrated, detailed, step-by-step
disassembly and reassembly instructions and adjustment procedures.
Section 12 provides lubrication and storage information. In this way,
the texts treat each topic separately; theory and practice are not
intermixed. This makes it unnecessary for the experienced service-
man to reread discussions of theory along with specific service in-
formation. Illustrations placed ' in the margins provide unimpeded
reading of explanatory text, and permit close relationship between
illustration and text.
Read this manual carefully to become thoroughly familiar with the
procedures described, then keep it readily available in the service sh op
for use as a reference. If prope ' rly used, it will enable the serviceman
to give better service to the snowmobile owner, and thereby build and
maintain a reputation for reliable service.
This service manual covers all phases of servicing the snowmobile,
however, new service situations sometimes arise . If a service question
does not appear to be answered in this manual, you are invited to write
to the Service Department for additional help. Always be sure to give
complete information, including model number and vehicle serial
number.
All information, illustrations, and specifications contained in this
literature are based on the product information available at the time of
publication. The right is reserved to make changes at any time without
notice.
1. Hand Brake and Parking Lock
8. Ignition / Lights Switch
2. Hi-Lo Beam Headlight Switch
9. Manual Starter Handle
3. Tachometer
10. Instrument Panel Door
4. Speedometer/Odometer
11. Hood Latches
5. Safety Stop Switch
6.
Throttle
12. Choke
13.
Neutral Control
7. Primer
14. Reverse Control
Figure 1-2
1-3

I '

c 2-1
SECTION 2
SPECIFICATIONS
TABLE OF CONTENTS
SPECIFICATIONS .......•........... 2- 2
TORQUE
SPECIFICATIONS ......•••... 2-3
Snowmobile Special Service Tools -45 H.P.
PART NO.
378103
318501
318502
319990
*
383966
*
291030
114146
162282
263308
318665
385996
DESCRIPTION
Flywheel Puller
Center Guide for Flywheel Puller
Three Screws for Flywheel Puller
Wrench - Flywheel Nut
Truarc Pliers
Spring Winder
Reli-Coil Installers & Inserts
Spark Plug Wrench - 12mm
(11/16") Hex.
Splined Wrench
Drive Alignment Gauge
Disassembly Tool (Primary Drive)
(Clamp)
Sensor Adjustment Gauge
Static Air Leak Gauge
* Refer to the Tool Catalogue

2-2
SPECIFICATION S
o PROHIBITED: Snow Vehicles are not manufactured for highway use and
the manufacturer does not represent that they are equipped with all the devices
legally required for such use.
Length
. ........ 107 inches
Width
Height
Starter
Variable speed drive.
Overall ratio.
Final drive ...
Sprocket ratio
Reverse transmission
Muffler.
Brake .
Throttle
Track
Width.
Skis ...
Seating capacity
Hood ..... .
Headlight ... .
Taillight/stoplight
. . . . . . . .. 37 inches
44.9 inches with windshield
37 inches without windshield
. . . . . Electric and manual
Centrifugal operated sheave engages V- belt
. . . . .. 5 to 1
Silent drive chain
. . . . . 17 to 39
Dog
clutch and bevel gears
Single, tuned muffler for quiet operation
. . . . . . . . Disc type, hand operated
. . . . . . . . . . . . . Thumb operated
. Polyurethane - Specially designed-fully adjustable
. . . . . . . . . . . . . . . . . . . .. 20.4 inches
Formed steel, equipped with shock - absorbing leaf
springs and replace a ble wear runners
. f- . Two adults. Vinyl coated cover,
molded urethane foam cushion
· . Molded fiberglass
Sealed beam GE 4002
· ...... GE 1157
· .... OMC 262779 Tach and speedometer light
Fuel tank . . .
Capacity 5 Imperial gallons, 6 U.S. gallons
Evinrude, Johnson or OMC 50:1 rotary combustion lubricant
Regular leaded or unleaded
Lubrication.
Gasoline ..
Carburetor . . ........................ OMC float type
RPM Ratings
Idle . ....
Transmission belt engaging speed . . . . . . . . . .
Maximum RPM at which neutral control will operate.
Ignition
Breakerless magneto C.D. (Capacitor Discharge) ignition
· .... 1100-1400
·
Approx. 2900-3300
· . . . Approx. 2000
Spark plug . . . . . . . . . . . Champion UP-77V (Surface Gap)
Spark plug gap. . . . . . . . . . . . . Fixed
Ignition sensor coil resistance . 26-30 ohms
Magneto charge coil resistance (2 coils) total of . 860 ± 75 ohms
Ignition coil secondary resistance . . . . . . . . 1700-2400 ohms
Lighting coil resistance (See Section 7) . . . . . . . . 0.38 ohms ± 10%
Battery ...... 12 volt Canada Prestolite No. 2920, U.S.A. PrestoliteNo. 9955X,
32 ampere hour rating, manifold vented. Dimensions in inches
are approximately 7- 3/4 long, 5-1/8 wide and 7-1/4 high (to top
of terminals). Weight dry 17 lbs., wet 21.4 lbs.- Electrolyte
to fill 0.44 U.S. gallons. Specific gravity 1.265.
Engine .... .
Rating ... .
Displacement
Type .....
Compression ratio
Ro tor housing width
OMC Rotary Combustion
. . . . . . . . . . . . . . . . . . 45 HP @6500 RPM
. . . . . . . . . . . . . . . . . . . 32 cubic inches (528cc)
Single rotor, air cooled housing, charge cooled rotor, side
inlet port, peripheral high performance port with pro-
gressive carburetor linkage
8.5 to 1
Apex seal height - normal.
3.058"
0.354"
0.315"
3.062"
0.092"
- minimum.
Rotor housing width . . .
Side seal nominal height
Specifications and features may be changed at any time without notice and without
oblig~tion towards vehicles previously manufactured.
)

c
2-3
TORQUE SPECIFICATIONS
PART
APPLICATION SIZE TORQUE
IN. !
LBS.
*Nut
Ball Joint to Steering Arm and Rod End to Steering Column
3/ 8-24
Nut Cable to Solenoid
36-60
Nuts Carburetor
110-120
Screw
Drive Sprocket - Chain
5/16-24
Screw Engine Frame to Main Frame
3/ 8-16
*Nuts
Engine thru Bolts
1/ 4-28
75-85
Screw Engine to Engine Frame Assembly
3/ 8-16
*Nuts
Exhaust Flange
5/ 16-18 60-84
*Screw Flangettes to Frame
3/ 8- 16
##Nut
Flywheel (See Primary Drive - Reassembly)
1-3 / 8-12
*Nut Front and Rear Truck Axles
5/ 8-18
*Screw
Idler Axle to Frame 3/ 8-16
Nuts
Insulator Block
• 5/
16-18
75-85
# Screw
Intake Passage Cover to Fan End Housing
#10- 24 25 -35
Setscrew Locking Collar Front Axle 5/ 16-18
*
Bolt Primary End Cap to Main Shaft 3/
4-16
*Screw Primary Sliding Sheave to Hub 5/ 16-18
350-375
Nut Ratchet Tube 1" -16
Bolt and
Rear Axle Pivot
Nut 5/
16-24
Setscrew
Rear Idler Wheel 3/ 8-16
Nut
Rear Suspension to Frame
5/ 16-24
*Nut Runner to Ski 5/ 16-18
90-100
*Screw
Secondary End Cap to Shaft
3/ 8-16
# Screw
Sensor Shield to Flywheel End Housing
#10- 24
25-35
*Screw
Shifter Clevis to Pinion Shaft
1/ 4-28
160-180
* +
Spark Plug Cold
12mm
150-180
Nut
Throttl e Cable Adjusting Screw
5/ 16-18
60-80
*Screw
Truck to Frame
3/ 8-16
*Screw
Truck to Frame
7/ 16-14
*Nut U
Bolt to Saddle
Screw
#6
7-10
Screw
#8
15-22
Screw
#10
25-35
Screw
#12
35-40
Screw
General
1/ 4
60-80
Screw
Torque
5/ 16
120-140
Screw
Requirements
3/ 8 220-240
Screw
7/ 16
340-360
.J
Specifications and features may be changed at any time without notice and without obligation towards
vehicles previously manufactured.
*Use Torque Wrench
##Apply Loctite Retaining Compound #40 Flywheel Nut (OMC Part No. 386951)
#Apply Loctite Compound TL242
+Exercise care to avoid over to rqueing (especially in a hot engine) or damage to the rotor housing
may result.
FT ./
LBS.
18-20
10-12
15-17
18-20
18-20
5-7
20-25
90-110
35-45
20-25
6-7
10-12
90-100
29-31
40-45
12-15
18-20
12-15
22-25
2-3
12-15
25-30
25-30
10-12
2-3
3-4
5-7
10-12
18-20
28-30

[[
)
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--
-.

c
GENERAL
SNOWMOBILE
TABLE OF CONTENTS
SECTION 3
INFORMATION Ell
ROTARY COMBUSTION ENGINE THEORY. .. 3-2
RC ENGINE PARTS NOMENCLATURE
AND
FUNCTION. . . . . . . . . . . . . . . . . . .. 3-3
COMPRESSION. . . . . . . . . . . . . . . . . . . .. 3-5
CARBURETION . . . . . . . . . . . . . . . . . . . .. 3-5
COOLING . . . . . . . . . . . . . . . . . . . . . . . .. 3-6
IGNITION. . . . . . . . . . . . . . . . . . . . . . . .. 3-7
LIGHTING SYSTEM . . . . . . . • . . . . . . . . .. 3-8
POWER FLOW. . . . . . . . . . . . . . . . . . . .. 3-8
PRIMARY DRIVE ................. 3-8
NEUTRAL CONTROL . . . . . . . . . . . . . .. 3-9
SECONDARY DRIVE ............... 3-9
REVERSE TRANSMISSION. . . . . . . . . . .. 3-10

3-2
FIXED
-
1- 4
INDUCTION
ROTARY COMBUSTION ENGINE THEORY
The rotary combustion (RC) engine is an internal combustion engine
working on the Otto cycle whereby the expanding gases from combustion
force a three-lobed rotor inside a chamber to rotate. The rotor turns
the output shaft.
The RC engine runs on the same induction (fuel intake), compression,
ignition / expansion and exhaust principal as four cycle engines. The RC
engine
is unique in that all four phases ar e taking place around one
rotor at the same time. (See Figure 3-1.) As the rotor moves in a
clockwise direction around the stationary gear in the center, we see
that a vacuum is created at positions 1-4 and a fuel/air mixture from
the carburetor is thus induced into the engine through the open intake
port CD . In positions 5-7 the intake port is closed, and compression
of the fuel/air mixture takes place. Then we have ignition and com-
bustion of the . compressed fuel/air mixture. The expanding gases push
the rotor as shown in 8, 9 and 10. The exhaust port ® then opens,
and the exhaust is squished out as shown in 11, 12 and 1. Various phases
of this process are, of course, taking place at all three flanks of the
rotor at the same time. Steps one thru twelve above occur during one
complete revolution of the rotor.
The rotor, while riding in its orbital path, pushes an eccentric on
a
shaft. (See Figure 3-2.) A set of needle bearings separate the rotor
EEJ D ·
5-7 8-10
COMPRESSION COMBUSTION EXPANSION
Figure 3-1
'I
@EXHAUST
(GINTAKE
III
11-1
EXHAUST
37135
)
-

c
2 3
Figure 3-2
and eccentric. Following the rotor through diagrams 1-2-3-4-5, we
notice that in each diagram the eccentric ' shaft has advanced 1/4 turn
clockwise. One-third rotation of the rotor, therefore, turns the eccentric
shaft one full rotation, and one complete revolution of the rotor turns
the eccentric shaft three times. An RC engine running at 6000 RPM
receives 6000 power strokes, but the rotor is turning only 2000 RPM.
R.C. ENGINE PARTS NOMENCLATURE
& FUNCTION (See Figure 3-3)
A. ROTOR HOUSING: Center member of the three part engine "case."
Inner surface is trochoid in shape, has cooling fins on the outside,
peripheral intake and exhaust ports through the trochoid surface and
the spark plug hole and fuel pump pulse pressure port. It has the
high performance inlet port passage and throttle valve and motor
mount in the rotor housing base.
B. ROTOR: The rotating piston in the RC engine. The rotor controls
the intake, compression, expansion and exhaust phases of the engine.
The
rotor contains the apex, button, and side seals and transmits
combustion pressure to the eccentric shaft to produce power. The
rotor turns at 1/ 3 eccentric shaft speed, kept in proper orientation
within the rotor housing by a fixed gear on the output side housing
which meshes with the internal gear in the rotor.
ECCENTRIC SHAFT
SIDE HOUSING
ROTOR HOUS ING
Figure 3-3
3-3
4 5
37t36
ROTOR
37333

3-4
.,.
: '. '"
. '.
I ·
SEE BELOW
1
TROCHOID
C. ECCENTRIC SHAFT: The eccentric shaft turns in side housing main
bearings. The eccentric shaft is pushed by the rotor from which it
is separated by a set of needle bearings. The eccentric shaft is
the first power producing member. It supports full force of com-
bustion pressure, and carries the flywheel and primary drive sheaves
on the output end and the fan and manual starter on the other end.
D. SIDE HOUSINGS: The side hOUSings form the sides of the com-
bustion chambers. They contain the main eccentric shaft bearings
and seals, carburetor intake manifold in flywheel side housing and
side inlet port in fan end housing. Side housings are made of high
silicone aluminum for good wear characteristics, and have fins on
outside for cooling.
E. SEALS: Three types of seals are used on rotor: Apex seal -The
apex
seals fit in groove at apex of rotor. Their function is to seal
adjacent chambers from each other. Each seal has a leaf spring
behind it to exert a light pressure against the trochoid surface,
which all three seals are always in contact with. The apex seal is a
two
piece seal.
Side seal -The side seals fit in grooves in side of rotor. Their
function is to seal combustion chambers from the eccentric shaft
caVity. A wave spring behind Side seal provides a light pressure of
side seal against side housing. Button seal -Button seals seal the
junction point where apex and side seals meet. They separate
combustion chambers and seal combustion gases from eccentric
shaft cavity. Button seals have part of one coil of spring to load
button against side housing.
F. BEARINGS: All
roller and ball type anti-friction bearings. Lubri-
cated by OMC RC Lubricant mixed with gasoline in a 50:1 ratio.
G. F AN: A two piece high performance, centrifugal blower supplying
1000 cubic feet of air per minute to cool the side hOUSings and rotor
housing.
H. SIDE INLET PORT: In fan end Side hOUSing, supplies all fuel/air
mix to engine at idle and low RPM below 3000 RPM. Use of side
inlet port gives easy starting, smooth idle and good low speed torque
and throttle response.
I. PERIPHERAL OR HIGH PERFORMANCE INLET PORT: Opened by
progressive linkage on carburetor, starts to open at 3000-4000
RPM. Good high speed characteristics, maximum power.
J. TROCHOID -Shape of the inner surface of the OMC RC engine.
K. MINOR AXIS -Axis thru the narrow dimension of trochoid.
L. MAJOR AXIS -Axis thru longer dimension of the trochoid.
MINOR
AXIS
1----- MAJOR --------;~
AXIS
37137
)

c M. MINIMUM CHAMBER VOLUME -(Intake
and exhaust side). Position
of rotor when center of rotor flank (A-C) is closest to minor axis
on exhaust and intake side of rotor housing. (SEE POSITION I)
N. MAXIMUM CHAMBER VOLUME -(Intake side). Position of rotor
when chamber formed by rotor flank A-C and housing is at its
maximum volume. Rotor is 900 past position I and eccentric shaft
in 3/4 revolution past position I. (SEE POSITION II)
O. MINIMUM CHAMBER VOLUME -(Spark plug side). (Marked TDC-
Top Dead Center on flywheel.) Position of rotor when chamber
formed by rotor flank A-C and housing is at its minimum volume.
Rotor is 1800 past position I and eccentric shaft is 1-1/2 revolutions
past position I. (SEE POSITION III)
P. MAXIMUM CHAMBER VOLUME - (Exhaust side). Position of rotor
when chamber formed by rotor flank A-C and housing is at its
maximum volume. Rotor is 2700 past position I and eccentric shaft
is 2-1/4 revolutions past position I. (SEE POSITION IV)
COMPRESSION
Compression of the fuel/air mixture in the rotating chamber is neces-
sary for the proper operation of the RC engine, just as it is in the recip-
rocating engine. Proper compression is the result of maximum sealing
of the intake gases in the rotating chamber from the time of Maximum
Chamber Volume (Intake side) to Minimum Chamber Volume (spark
plug side) - See Theory above. This is accomplished thru good rotor
seals, with proper spring tension behind them, anda smooth trochoid and
side housing surfaces. The seals and rotor flanks perform two functions.
They compress the fuel/air mixture before ignition and receive the
force of combustion after ignition. Escape of the combustion gases past
the rotor seals is referred to as ''blow by" and is indicated by discolora-
tion, and carbon in the area of the rotor Sides, eccentric shaft, fixed
and rotor gears and internal surfaces of rotor. Loss of compression or
combustion gases past poor seals will result in loss of power and in-
efficient performance. Grooves for rotor seals must be free from
carbon to allow seals to shift within them.
CARBURETION
GaSOline, in its liquid state, burns relatively slow with an even flame.
However, when gasOline is combined with air to form a vapor, the mix-
ture becomes highly flammable and burns very fast. To obtain best
results, the fuel and air must be correctly proportioned and thoroughly
mixed. This mixture is then atomized by spraying through fine nozzles
into an air stream. This is the function of the carburetor.
The atomized mixture is later vaporized in the carburetor barrel,
intake manifold and rotary chamber, with a few particles clinging to the
chamber surface.
Gasoline vapor will burn when mixed with air in a proportion from
12:1 to 18:1 by weight. Mixtures of different proportions are required
for different purposes. Idling requires a relatively rich mixture; a
leaner mixture is desirable for maximum economy under normal load
conditions; avoid lean mixtures for high speed operation. The car-
buretor is designed to deliver the correct proportion of fuel and air
to the engine for these various conditions.
37137
POSITION
INTAKE
POSITION II
SPARK
PLUG
POSITION III
3-5
EXHAUST
POSITION IV

3-6
INDUCED LOW / VENTURI
PRESSURE ~
$
FUEL FORCED UPWARDS
BY ATMOSPHERIC PRESSURE
Figure 3-4
• INDUCTION AIR
--~ COOLING I\IR
17136
The carburetor is essentially a simple metering device. Needle
valves permit a precise amount of.fuel to flow to the carburetor throat.
A small chamber holds the fuel as it is consumed by the engine. Nozzles
in the carburetor throat extend down into the fuel chamber. At a par-
ticular point · the throat is re~ricted by a venturi (see Figure 3-4).
The venturi has the effect of reducing air pressure in the air stream,
creating a partial vacuum which draws fuel from the jet nozzles. As
it is rushed along to the firing chamber, the fuel is swirled about in the
air stream and vaporized.
Movement of the rotor in the housing creates a suction which draws
the fuel/air mixture thru the carburetor barrel and into the engine. The
fuel mixture is admitted 'to the rotor housing thru two different ports.
During start-up and low RPM (below 3000 RPM), fuel is drawn into the
engine thru the side inlet port. At high speeds, progressive linkage on
the carburetor admits the fuel/air mixture to the engine by opening the
peripheral port throttle. Use of the side inlet port provides good
engine performance at low speeds, andperipheralportinggives maximum
power at high engine speeds.
A throttle or butterfly valve in the throat regulates the amount of
air drawn through the carburetor. To vary the speed of the engine,
the throttle opens or closes, regulating the amount of fuel/air mixture
drawn into the engine.
A
richer fuel mixture is required for starting a cold engine. A second
shutter, called a choke, is placed into the throat forward of the jets,
to restrict the flow. of air. When the choke shutter is closed, more
gaSOline <l;nd less air is allowed into the air stream resulting in a richer
fuel/ air mixture. When normal operating temperature is reached, the
choke is opened and the standard ratio of gasoline and air is allowed to
flo'w from the carburetor.
COOLING
The engine is cooled from two different sources, 1.) the induction air
and fuel mixture thru the engine itself; and 2.) air forced thru fins on
, the outside of the engine. See Figures 3-5 and 3-6.
TOP
MUFFLER
" t
I 0
I
t
I
'I
--
../
FUEL
-
TANK
,
I ( J
I
!
37227
Figure 3-5
)
)

c
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--_I INDUCTION AIR
--- COOLING AIR
Figure 3-6
The induction air and fuel thru the engine is called charge cooling.
The air/fuel mixture enters the flywheel end side housing and is ported
thru openings in the rotor, cooling the rotor before entering the com-
bustion chamber. . .
Cooling air is drawn thru louvers in the right side of the instrument
panel, and thru openings under the manual · starter by a two piece cen-
trifugal blower at the rate of 1000 cubic feet-per minute. The air is
then pushed thru the side and rotor housing fins and then ducted around
the exhaust pipe and muffler. Air under the hood is pressurized and
escapes thru a slot ' behind the muffler and out the bottom of the snow-
mobile. 1. 1NOTE
THE .
HOOD MUST BE CLOSED ON THE SNOWMOBILE WHEN ·
OPERATING FOR PROPER COOLING OF THE MUFFLER AND
ENGINE.
IGNITION
The magneto capaCitor discharge (CD) ignition syt>temgenerates a high
voltage electric current which jumps the spark plug gap within the
chamber and thus ignites the compressed fueVair · mixture in the
chamber.
This system is made up of the following major components:
1. Flywheel assembly
2. Stator and charge coil assembly
3. Ignition sensor assembly.
4. Power Pack RB assembly
5. Ignition coil
The following sequence of events will illustrate how this system works.
The flywheel rotates around the stator and charge coil assembly.
(See Figure 3-7.) The magnets in the flywheel and the two charge coils
generate a voltage. This voltage (AC) flows into the Power Pack RB.
Here it is changed to DC and stored in a capacitor . . At the same time
the sensor magnet rotates by the ignition sensor coil and a smaller AC
voltage is generated. This smaller voltage flows into Power Pack RB
and triggers an electronic switch in Power Pack RB to turn on allowing
the voltage stored in the capacitor to discharge into the primary of the
ignition coil. The ignition coil being a transformer, steps up the voltage
in the secondary firing across the spark plug gap. If the engine speed
REFERENCE PICTURE
-
S - SOUTH POLE SHOE
F - FLYWHEEL
3-7
C - LAMINATED COIL CORE
11 137
Figure 3-7
I
•

3-8
A.
Neutral Lockout Plunger
B. Emergency Starting
Sheave
C.
Garter (Activating)
Spring
D.
End Cap
E. Movable
Half of Sheave
F. Trahsmission Belt
G.
Fixed Sheave/Flywheel
H.
Eccentric Shaft
I.
Ball Bearing
J. Spring Cup
K. Compression Spring
L. Neutral Lockout Balls
M.
Flywheel Nut
N.
Bolt, End Cap to
Shaft
o. Spring
P.
Neutral Lockout Rod
R.
Spring
should reach approximately 7300 RPM, the built in overspeed protection
in Power Pack RB will cut out the ignition.
LIGHTING SYSTEM
The alternator coils produce alternating current which changes in
frequency and voltage in proportion to the engine speed.
This alternating current output is converted to direct current by a
diode
bridge rectifier and used to charge the battery. Direct current
from the battery is then used to power the headlights and taillights, and
the electric starter motor.
The alternator output is automatically increased to maximum charge
when lights are turned on.
POWER FLOW
The transmission assembly transmits power from the engine to the
front axle which propels the vehicle along the track. The primary
sheave assembly is attached directly to the eccentric shaft. The second-
ary sheave assembly has its own mounting pedestal and is larger in
diameter than the primary sheave assembly. The two are connected by
a
transmission belt.
PRIMARY DRIVE
The primary sheave is centrifugally operated and engages the trans-
mission belt when the engine speed reaches 2800 to 3200 RPM. When
the engine is rotating at idle speed or below 2800 to 3200 RPM, the
transmission belt rides on a ball bearing between the halves of the
primary sheave assembly (see Figure 3-8). The primary sheave as-
sembly halves are separated by a compression spring in the hub of the
movable sheave half.
As the engine speed increases, centrifugal effect forces a garter
spring in the end cap outward against the contour of the end cap and
axially against the movable sheave half. As the sheaves are brought
G
A H
TRANSMISSION LOCKED IN NEUTRAL 37138
Figure 3-8
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c
-
NUT
TRANSMISSION HIGH SPEED
POSITION - BELT ENGAGED
3 713 9
TIONING BECAUSE RPM TOO HIGH
Figure 3-9
together, the transmission belt is forced outward to ride on a larger
diameter of the primary sheave assembly, increasing belt speed (see
Figure 3-9). Since the belt length remains constant, the secondary
sheave halves spread apart, allowing the belt to ride on a smaller diam-
eter. In this way, the engine transmits power through a variable ratio,
presenting the engine with a mechanical advantage most favorable for
the speed at which it is operating.
NEUTRAL CONTROL
A neutral control mechanism is used to prevent the drive from engag-
ing during starting, warm-up period, and idle. When the neutral lockout
plunger is actuated, a cone on the end of the plunger raises two balls
through the splines of the eccentric shaft and into the path of the mov-
able sheave half, preventing it from engaging the belt. The neutral
control is spring actuated and will engage only when the engine is below
apprOximately 2000 RPM.
When the engine is running above approximatley 2000 RPM, the garter
spring will expand by centrifugal effect. See Figure 3-10. The garter
spring will then ride up the ramp of the end cap and push the movable
sheave toward the fixed sheave. In doing thiS, the movable sheave has
covered the holes in the eccentric shaft. When the neutral lockout rod
(P-Figure 3-8) is not pushed in, the spring loaded plunger (A-Figure
3-8) cannot move in because the movable sheave now covers the neutral
lockout balls. Spring (R-Figure 3-8) will therefore be compressed as
shown in Figure 3-10. If the engine speed is now reduced to below 2,000
RPM, the garter spring will close and allow the movable half of the
sheave to move away from the fixed sheave. Spring (R) will then push
the plunger inward. The neutral lockout balls will then move outward,
through the eccentric shaft. The movable sheave will now be locked in
the neutral position. See Figure 3-8.
SECONDARY DRIVE
The secondary drive mechanism incorporates a torque senSing device
that detects the need for more power for steep inclines or deep snow.
Figure 3-10
3-9
37 14 0

3-10
The mechanism immediately forces the secondary sheaves closer to-
gether to lower the transmission ratio and provide a higher torque to
the drive chain and track.
The drive ratio varies from 3.3 to 1 in low to .67 to 1 in high which
yields an overall drive range of approximately 5 to 1. Power is trans-
mitted from the secondary sheave assembly through a drive chain to
the front axle.
The ratio between the secondary sheave assembly and the front axle is
17:39.
REVERSE TRANSMISSION
The
reverse gear is designed as part of the secondary drive. In
"Forward" gear, the input shaft drives the output shaft directly by
means of a "dog" type clutch. IN "reverse" gear, the dog clutch is
released while a gear set engages to reverse rotation of output shaft.
I_ INOTE
Shifting must be done with the engine at idle and machine at rest.
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SECTION 4
TROUBLE SHOOTING
t
till·
TABLE OF CONTENTS
DESCRIPTION. • • • • . . . . . . . • • • . • • . . .• 4-2
TROUBLE SHOOTING PROCEDURES. • • • •. 4-3
STARTING. . • • . . • • • • • • • • • • • • • • • • 4-3
STARTING - MANUAL STARTER. • • • • •• 4-3
STARTING - ELECTRIC STARTER. • • • •• 4-4
RUNNING -LOW SPEED ...•• ... . . •• 4-4
RUNNING -HIGH SPEED ..........•• 4-4
RUNNING -HIGH AND LOW SPEED. • • •• 4-5