Evinrude & Johnson E-134-A User manual

--------- -- -- --'- - -_.-----_ ..
--
-
-- ---- ---.-- -- ----------_. _-_ ... --
-_. __ .. _---- ----------- .---
.-----. _.-
._ --- -- --------_ .. ------------ ----- -.-- .- .. ---- . ----.---- .. ~- .. ---.- ---
--- - - .- -- - --- --------- -.----- ---_ . --- ... -- ------- -
-
-- - ---------- - . -_ ... -- .----
---_ . _- - --
- - ----. -- -------- -- ----- -- - -- ----
... _ -_ .. ---_ ... _----------_ ..• - - ._.- -
-- -- _ .. _--- --- -- -
- ' .. - ...
-" . __ . -" '--'-'---'- - ---- ~---- ---- --------------------- -- -----
-_ .- -- ._--_._-------- ------ .- ...._..- . _----- - ._ ---- -- - _.- -.--
----:-::-- - -=------ -- '-- ---'-- ---. --- -- -- --- ---- . ---------_ ._- -_.--_._--- -------
-.--- --- -=== ~---------- ----- - ---- - ------::...=-:.:..:.-~ -- .._ -_. --- -_. _- - --
-. ==~ - ~~:--===--=-~- - -=~--- ~--: ~~ -~ : -=~: . ==~----=--=--=----=---- . ------ ===-- - _. =--=-~-=- ---
--- - --- _.---_.- ._ -- -- .. . =-~=~----- - - .. _--------- --- .-- --:-.:.~:~--.- ..
-------- --- -- -- -- .- ----------- --- ------- -- ---
~~~=--_-~ - ==-~~~=~-~: -- ~-====~~~~ -~ = -- - _ u- -- -- - --- - -- -- -----.-- - ____ q
- - ~ --- .- --- -- .- ._ - --------- ------
--------- -- -_.-
-- ---- --- ------ --
--- --_ ..
..- --- ----------_ .-
--- --=------------ - --- -- --
-- -------- -----_ ._ ----_.
-- - --- - - - -- --:;:;--
- --.- ---- .- -- .- -- .---._" _- "-_. -- -- - --- . --- ------- --
- ... ==:~;~~,,;--_~_- . :-~ .: ~~-;:. .. ~=-'~cc~;-;. - :;; .. ~ ... ~ ~- J;VIN RU DE&. _ ------
=--=~:====~-~~- :. ~~-~ --=--- -- -= ~ :~ ~~ . -~ =-: - ~-=--- ~~ :-:--~--~ - ~-==-~-~~=- ~. - J0HN sat.. I
--_._ . _- -- ------_ .. __ ._-- ---- --- -- I~
... _------._---------------_.- _. _-_ .... --- .'. - -- - - ---.- -:.. .-- -_.-- ." .. _- ...
_ ._ --- -- - -- --.- .. --_. --- -_._ .-
----------
-- - .. - · ---:. _:_ -:..:=--=~ . -----t- " 1
-- .- - ------ _. -
--. - ---- .--- -.~
_. -- ... _--' .
- -= :--~ .-:---.
... -. ------- . ..
- -- ------ -
- ..........
._ ___ ___ ___ .. _. __ ._ ______ . _____ _ ___ .. _ 1- - 1'~~""7
-' -- - --- -'-
- ------_.-
ervice manual
35 HP MODELS:
40 HP MODELS:
50 HP MODELS:
E-134-A, J-134 -A
E-144-A, J-144-A
E-164-A, J-164-A
SNOWMOBILE DIVISION/OUTBOARD MARINE CORPORATION, 3031 NORTH 114th STREET, MILWAUKEE, WISCONSIN 53222
OUTBOARD MARINE CORPORATION OF CANADA LTD., PETERBOROUGH, CANADA.
PART NO. 406226

(
r
-
PAGE
Fuel Recommendations .................. .
iv
SECTION 1 INTRODUCTION AND SAFETY WARNINGS ...•. 1-1
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1- 2
SECTION 2 SPECIFICATIONS AND SPECIAL SERVICE TOOLS
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Torque Specifications. . . . . . . . . . . . . . . . . . . . 2-2
Snowmobile Special Service Tools ........... 2-3
SECTION 3 GENERAL SNOWMOBILE INFORMATION
Two Stroke Cycle Engine Theory ........... .
Carburetion ......................... .
Ignition ............................ .
Lighting System •......................
Power Flow ......................... .
Primary Drive ..................... .
Neutral Control .................... .
Secondary Drive .................... .
SECTION 4 TROUBLE SHOOTING
3-1
3-1
3-2
3-3
3-3
3-3
3-4
3-4
Description .......................... 4-1
Trouble Shooting Procedures. . . . . . . . . . . . . . . 4-2
Starting . . . . . . . . . . . . . . . . . . . . . . . . . .. 4- 2
Starting - Manual Starter ......•........ 4-3
Starting - Electric Starter .............. 4-3
Running - Low Speed Only .............. 4-3
Running -High Speed Only .............. 4-3
Running - High and Low Speed. . . . . . . . . . .. 4-4
SECTION 5 TUNE- UP PROCEDURES
Description ......................... .
Factors Affecting Performance ............ .
Fuel System . . . . . . . . . . . . . . . . . . . . . . . .
Ignition System , ~ : " . . . . . . . . . . . . . . . . . .
Compression . ~ ,,~: , ' .................. .
New Vehicle Deliverf': .................. .
Tune- Up Procedures ................... .
Compression Check .................... .
Ignition Timing Check .................. .
Carburetor Adjustments . . . . . . . . . . . . . . . . . .
Needle Valves ...................... .
Linkage ...........•...............
Spark Plugs ......................... .
SECTION 6 FUEL SYSTEM
5-1
5-1
5-1
5-1
5-1
5-2
5-2
5-3
5-3
5-4
5-4
5-4
5-4
Description .............. '.'. . . . . . . . . .. 6-1
Fuel Flow ........................... 6-1
Carburetor. . . . . . . . . . . . . . . . . . . . . . . . . .. 6-1
Removal and Cleaning ................. 6-1
Disassembly, Repair, Reassembly and
Installation. '. . . . . . . . . . . . . . . . . . . . . .. 6-2
Reed Valves . . . . . . . . . . . . . . . . . . . . . . . . .. 6-4
Installation. . . . . . . . . . . . . . . . . . . . . . . .. 6-5
Fuel Pump. . . . . . . . . . . . . . . . . . . . . . • . . .. 6-5
Removal .......................... 6-5
Cleaning, Inspection and Repair . . . . . . . . . .. 6-5
T ABLE OF CONTENTS
."

ii
TABLE OF CONTENTS (CONT)
PAGE
SECTION 6 FUEL SYSTEM (CONT)
Reassembly ........................ 6-5
Fuel Primer. . . . . . . . . . . . . . . . . . . . . . . . .. 6-5
Air Silencer . . . . . . . . . . . . . . . . . . . . . . . . .. 6-6
Fuel Tank ........................... 6-6
Fuel Line Tie Strap . . . . . . . . . . . . . . . . . . . .. 6-6
SECTION 7 IGNITION AND ELECTRICAL SYSTEMS
Description ......................... .
Test Equipment ..•.•...•...•..•........
C.D. Ignition System Trouble Shooting ........ .
Introduction ....................... .
C.D. Ignition System Do's and Don'ts ....... .
Test #1 Ignition Coil Output Check ., ...... .
Test #2 Ignition Safety Stop Switch Check .... .
Test #2A Ignition Switch Check .......... .
Test #3 Power Pack 2S Output Check ...... .
Test #4 Charge Coil Output Check ........ .
Test #5 Retard Sensor Coil Input Check ..... .
Test #5A Advance and Retard Sensor
Timing Check ..................... .
Test #6 Advance Sensor Coil Resistance
Check .......................... .
Test #7 Retard Sensor Coil Resistance Check ..
Test #8 Charge Coil Resistance Check ..... .
Test #9 Ignition Coil Continuity, Power and
Insulation Checks .................. .
Test #10 Kilovolt Check ............... .
Lighting System. . . . . . . . . . . . . . . . . . . . . . . .
Trouble Shooting .................... .
Lighting Coils ...•.•..•..•....•.•.•.
Lighting Coil Resistance Test ..•...••.•.•
Dimmer Switch Test ................. .
Brakelamp Switch Test ................ .
Headlamp Test ..•.........•.........
Ignition Timing . . . . . . . . . . . . . . . . . . . . . . . .
Spark Plugs . . ....................... .
Battery ............................ .
Description ....................... .
Specifications . . . . . • . . . . . . . . . . . . . . . ..
Removal and Installation . . . . . . . . . . . . . . . .
Battery Servicing ..•.................
Battery Care .••...............•....
Battery Testing ...........•..........
Battery Charging ................... .
Slow Charging ..................... .
Warranty .....•....................
Starter System ....................... .
Description ....................... .
Maintenance ....................... .
Starter System Testing .......•........
Starter Circuit Testing ................ .
Starter Motor Testing ................ .
Inspection of Starter Motor . . . . . . . . . . . . . .
Headlamp Adjustment . . . . . . . . . . . . . . . . . . . .
7-1
7-1
7-3
7-3
7-3
7-4
7-5
7-6
7-7
7-8
7-9
7-10
7-10
7-11
7-11
7-11
7-12
7-12
7-12
7-13
7-13
7-13
7-14
7-14
7-14
7-14
7-15
7-15
7-15
7-16
7-16
7-16
7-17
7-17
7-17
7-18
7-18
7-18
7-18
7-19
7-19
7-20
7-20
7-21
)
)

-
PAGE
SECTION 8 MANUAL
STARTER
Description .......................... 8-1
Removal and Disassembly. . . . . . . . . . . . . . . . . 8-1
Cleaning, Inspection and Repair . . . . . . . . . . . . . 8- 1
Reassembly .......................... 8- 2
SECTION 9 ENGINE
Description .......................... 9-1
Removal ......................... . 9- 1
Disassembly. . . . . . . . . . . . . . . . . . . . . . . . .. 9- 2
Assembly ........................... 9-5
Installation of Engine Assembly to Chassis ..... 9- 10
Break-in Period ....................... 9- 10
SECTION 10 DRIVE TRAIN
Description ......................... .
Transmission Belt Inspection and Replacement .. .
Brake ............................. .
Primary Drive ....................... .
Disassembly ............•••.•.......
Disassembly of Flywheel from Engine ...... .
Cleaning, Inspection and Repair ...•.......
Reassembly of Flywheel .•....•....•....
Primary Drive Reassembly .•........ . ..
Neutral Lockout Adjustment ............ .
Secondary Drive ................•.•.•..
Disassembly . ........•.............
Servicing Secondary Assembly •..•........
Cleaning and Inspection ............... .
Reassembly .....•.....•..••...•....
Chain Case ..........•.•..............
Disassembly ......•....•....••....•
Cleaning and Inspection ......•.........
Reassembly .••.••.....•.........•.•
SECTION 11 STEERING, TRACK AND SUSPENSION
10-1
10-1
10-2
10- 3
10-3
10- 3
10-3
10-4
10- 4
10-4
10-5
10- 5
10- 5
10- 5
10-5
10-6
10-6
10- 6
10- 6
Description .....•.•.....•........ 11- 1
Steering Column . . . . . . . . . . . . . • . . . • . • • .. 11- 1
Disassembly. • • . . . . . . • . • . . . . • . • . • . .. 11-1
Reassembly . . . . . . . . • . . • . . . . . . . . . . .. 11-1
Ski Alignment. • • . . • . • • . • . . . . . . . . . • . . .. 11-1
Track and Suspension •............•..... 11- 2
Track Tension ....••.......•........ 11- 2
Track Alignment. . . . . . . . . . . . . . • . • . . .. 11- 2
Removal of Trucks and Track . . . . • . . . • . .. 11-3
SECTION 12 LUBRICATION AND STORAGE
Engine Lubrication .................... .
OMC 2+4 Fuel Conditioner ............. .
Lubrication Recommendations . . . . . . . . . . . . . .
Preventive Maintenance .. . ...•...........
Air Silencer ..• . .•....•........•....
Fuel Filter Screen, Fuel Pump ....•......
Off Season Storage . . . . . . . . . . . . . . . . . . . . . .
After Storing - Before Using ............ .
12- 1
12-1
12- 3
12-4
12- 4
12- 4
12- 5
12- 5
Wiring Diagrams ..•...•.......•.•...... At Back of Manual
iii
TABLE OF CO NTENTS (C ONT)
.'
"
I'

iv
~
"'J
-:-":::- 3':':':-':::/
CANADA
U.S.A.
U.S.A.
2.7025
"-
fVI HR~
IUURIel'
22019
21246
FUEL RECOMMENDATIONS
This is a two-cycle engine which requires lubricant mixed with the gasoline.
The correct fuel mixture ratio is 50 parts of a good grade premium or regular
leaded gasoline to one part Evinrude or Johnson 50:1 Lubricant, or in Canada
OMC 2-cycle motor oil.
In some gasolines the amount of lead has been replaced with phosphorus. Do not
use this type of gasoline, since phosphorus is detrimental when used in 2-cycle
engines.
If recommended lubricant is not available, use a BIA CERTIFIED SERVICE TC-W
oil mixed at 24:1 ratio. Automotive oils and 24:1 premix fuels should not be used
except in emergencies when the recommended oil is not available. It should be
recognized that automotive oils are formulated to fit the needs of 4- cycle auto-
motive engines and Evinrude or Johnson 50:1 Lubricant and OMC 2-cycle motor
oils are formulated for the 2-cycle engine installed in your snowmobile. DO NOT
use Evinrude or Johnson Rotary Combustion Lubricant in any OMC 2-cycle
engine.
Use the following table to determine the 50:1 fuel and oil mixture for U.S. and
Imperial measures:
50 TO 1 MIXTURE RATIO CHART
FOR EVINRUDE OR JOHNSON LUBRICANT AND OMC 2 CYCLE MOTOR OIL
U.S. MEASURE - 1 PINT -16 OZ.
IMPERIAL MEASURE - 1 PINT - 20 OZ .
LUBRICANT GASOLINE
U.S. MEASURE
IMP. MEASURE
1/2 U.S. pint .. Mix with 3 U.S. gal.
2.4 Imp. gal.
1/2 Imp. pint .. Mix with
3.7 U.S. gal. 3 Imp. gal.
1 U.S. pint .. . Mix with 6 U.S. gal.
4.8 Imp. gal.
1 Imp. pint
.. . Mix with
7.5 U.S. gal. 6 Imp. gal.
&. SAFETY WARNING
Gasoline is extremely flammable and highly explosive under certain con-
ditions. Always stop engine, and do not smoke or allow open flames or
spark near the snowmobile when refueling or servicing the fuel system.
1. Always use a separate clean container for mixing fuel.
2. Do not pour lubricant or gasoline separately into vehicle tank.
3. To prepare the snowmobile fuel properly, pour into a SEPARA TE, clean
container half the amount of gasoline required and add all the required
lubricant.
U irlll!t UNOTE
To completely mix or blend the fuel, thoroughly shake this partial mix-
ture. The lubricant adheres to the bottom and sidewalls of the container
unless agitated. Next, add the balance of gasoline necessary to bring the
mixture to the required ratiO of 50:1. Again, thoroughly agitate the mi.x-
ture. A clean funnel equipped with a fine screen should be used when
pouring the fuel mixture into the vehicle tank.
DO NOT POUR GASOLINE OR LUBRICANT DIRECTLY INTO VEHICLE FUEL
TANK. USE AN APPROPRIATE CONTAINER FOR MIXING AND STORING THE
FUEL.
Whenever it is necessary to mix fuel and lubricant at temperatures below 32°F
(O°C), the lubricant should be prediluted with gasoline to improve its mixability.
The lubricant should be prediluted with approximately one part gasoline to one
part lubricant. Predilution of the lubricant should take place with the lubricant
temperature above 32°F when possible.
Do not use kerosene or fuel oils for pre-mixing. When pouring fuel into vehicle
tank, use a clean funnel equipped with a fine screen.
OMC 2+4 FUEL CONDITIONER
For added protection to your snowmobile engine, the use of OMC Fuel Conditioner
is recommended. Available from your dealer.
• Fuel Stabilizer - prevents formation of gum and varnish deposits in fuel sys-
tem for one year of storage. Eliminates need for draining fuel for storage.
• Carburetor Cleaner - dissolves gum and varnish deposits in carburetor and
fuel system.
• Corrosion Resistance - protects carburetor, fuel system and internal engine
parts from corrosion.
• De-Icer - prevents carburetor icing and gas line freeze-up.
• Absorbs moisture and water in fuel system.
• Extends spark plug life by reducing fouling and misfire.

1-1
SECTION 1
INTRODUCTION AND SAFETY WARNINGS
The snow machine has been designed and built for dependable, high
performance. It is important to every snow machine owner to be able
to receive 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 listings 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 Table of Contents on page i enables the reader to locate quickly
any
desired section. Section 2 lists complete specifications on the
snowmobile. All general information, including 2 cycle engine theory,
troubleshooting, and tune up procedures, are given in Sections 3 through
5 of this manual. Sections 6 through 11 provide fully illustrated, de-
tailed, step-by-step disassembly and reassembly instructions and ad-
justment procedures. Section 12 provides lubrication and storage in-
formation. In this way, the texts treat each topic separately; theory
and practice are not intermixed. This makes it unnecessary for the
experienced serviceman to reread discussions of theory along with
specific service information. Illustrations placed in the margins pro-
vide unimpeded reading of explanatory test, and permit close relation-
ship between illustration and text.
Figure 1-1
4 70 11

1-2
Read this manual carefully to become thoroughly familiar with the
procedures as described, then keep it readily available in the service
shop for use as a reference. If properly used, it will enable the ser-
viceman 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.
47012
Figure 1-2
CONTROLS
Refer to Figure 1-2 for location of the following components:
1. NEUTRAL CONTROL KNOB
The neutral control locks the transmission in neutral when pulled
out. When starting engine, neutral control knob must be pulled
out. To engage transmission, reduce engine speed to idle and
push neutral control knob in.
A SAFETY WARNlNG
Engine RPM must be under 2000 RPM before transmission can
be locked in neutral.
2. HAND BRAKE
To apply
brake, squeeze brake lever.

3. IGNITION/LIGHTS SWITCH
The key operated ignition switch has four positions, 'OFF,' 'RUN/
LIGHTS' (operate with lights), 'RUN' (operate without lights), and
'ST ART' (for use with accessory electric start).
4. PARKING LOCK
To apply parking lock, with brake engaged, flip parking lock into
position. To release, squeeze brake lever.
5. HI ~ LOW BEAM HEADLAMP SWITCH
The headlamp beam switch selects either high beam or low beam
when ignition switch is in the RUN/LIGHTS position.
6. SPEEDOMETER/ODOMETER
The speedometer/odometer, which indicates MPH and miles
traveled, is an accessory.
7. TACHOMETER
The tachometer, which indicates engine RPM, is an accessory.
8. SAFETY STOP SWITCH
This switch allows the operator to stop engine power instantly.
Rotate switch to either side of "RUN" position to stop engine.
Rotate switch to "RUN" position to allow restarting of engine.
9. THROTTLE
The thumb operated throttle lever is located on the right hand
steering bar. Squeezing the throttle increases engine speed and
power is transmitted to the track. When lever is released, engine
returns to idle.
10. CHOKE C.ONTROL KNOB
The choke control is used during starting and engine warm-up to
enrich the fuel-air mixture to the engine. Pull to choke.
11. PRIMER
Pushing the primer knob manually pumps fuel into the intake
manifold. A cold engine should be primed prior to starting.
12. MANUAL STARTER HANDLE
Snowmobile
is started by pulling the manual starter handle.
&:. SAFETY WARNINGS
-All
operators must be properly instructed in the operation of the ve-
hicle. Many dangerous situations are created by negligence.
-When operating a snowmobile, wear protective clothing and head-
gear such as a brightly colored helmet as well as padded clothes.
DO NOT WEAR LOOSE CLOTHING such as scarves, tassel caps,
etc. Such clothing could get entangled with the machinery, branches
or other objects and cause personal bodily injury. It is recom-
mended that operator and passenger wear helmets which meet the
requirements of ANSI Z90.1 -1971 or equivalent.
-Do not overload vehicle with passenger.
-Keep feet on running board at all times.
- Use headlight for early morning, evening and night operation. Use
headlight in heavily wooded areas during the day.
-Do
not operate vehicle on or around sled, ski, and toboggan hills.
- Do not operate vehicle at maximum speeds in other than a supervised,
charted area. Be certain no one is behind unit when making a fast
start, as ice, stones, etc., may be thrown into the air by lugs on the
track.
1-3

1-4
- Extra caution should be exercised when using vehicle on ice. Steering
control is greatly reduced on ice. Beware of thin ice. Always use
two hands for steering.
-When crossing plowed roads, approach with caution. Do not jump
snow banks
as you might find yourself in the path of oncoming traffic.
- Do not operate vehicle on bare ground or gravel as steering response
may be reduced.
-Do not execute "blind jumps." Snow drifts can hide tree stumps, logs
and excessive drop offs.
- Do not smoke while operating vehicle. Ashes can be dangerous to
passengers as well as operator.
-Do not operate vehicle while under the influence of intoxicating bev-
erages, narcotics or other habit forming drugs.
- Never leave the machine unattended while engine is running.
-Remove key from vehicle whenever it is not in use.
- Wear goggles to protect the eyes from lashing tree and shrub
branches, and from wind and sun glare. Goggles should meet the
requirements of Vehicle Equipment Safety Commission regulation
VESCO - 8.
Do not attempt to perform repairs on your vehicle while engine is
running.
Before servicing any part of the engine or drive unit: always dis-
connect spark plug wires to prevent accidental start of engine; and
turn the ignition switch to "OFF" position to discharge the high volt-
age capacitor. A charged capacitor could give a severe electrical
shock.
Never remove a fuel hose without first removing the tie rap clamp.
Never attempt to install a fuel hose with a tie rap preassembled.
Always assemble the tie rap after the fuel hose is assembled to the
nipple. Improper assembly could result in a leak. All reassembled
tie raps should be located in the original assembled location.
~ PROHIBITED
-
Operation on private property without owner's permission.
Operation of vehicle on public roads, streets or highways unless it is
legal to do so.

(
2-1
SECTION 2
SPECIFICATIONS AND SPECIAL SERVICE TOOLS
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 •......••.••.•••.••••.•••••••••... 103.2 inches
Width .•..........••.•.•...•.....•••••.••. 35.4 inches
Height. • . . • • • . • • • • . • . . • • • . • • • •. 43.4 inches with windshield
34.9 inches without windshield
Engine •..••.•.•.••.• OMC 2 - cycle Alternate Firing - 2 Cylinder
Rating •.•....••.•.•....•••••.•. 399CC 35 HP at 6750 RPM
436CC 40 HP at 6750 RPM
646CC 50 HP at 6750 RPM
Starter •.••.••••••.•...•..•••..•...•.•.• Manual rewind
Variable speed drive ..••. Centrifugal operated sheave engages V -belt
Overall ratio ...•..•.......•.•..•..••••••••..• 4.43 to 1
Final drive ..•.••••.•••••••••••••...• Silent Drive Chain
Sprocket ratio standard ••.•.......• ,......... 13'4 -17:39
144 -19:39
164 -19:39
Muffler • • • . . . . • • . . • . . . • . . .. Tuned for maximum performance
Brake • • • . . . . • • • • • . . • . . • . . • •. Caliper - Flange on secondary
Throttle. • • • . . • • . . . • • • • . . . . • • . . . . • • . • • .. Thumb operated
Track . . . • • . . . • • . . . .• Rubber - Polyester Cords fully adjustable
Width. . • • • • . • . • . . . • • • . • • • • • . . . • • • . . • . • •. 15.5 inches
Skis •.....•..•.• Formed steel equipped with shock-absorbing leaf
springs and replaceable wear runners.
Seat .••••.•... • Vinyl coated cover, molded urethane foam cushion
Hood ..•.•...•....•.••••••••..••••••• Molded fiberglass
Headlamp ....••.•....•...•... Sealed beam Westinghouse 7700
Taillamp / Stoplamp. . . . . . • • . . • • • . . • • • . . • • . • . • . • •. GE 1157
Acc. Speedometer / Tachometer lamp ••.....••••••.••. GE 1816
Fuel tank •....••••.. Capacity - 5 Imperial gallons, 6 U.S. gallons
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . .. Gasoline - regular leaded
Lubrication . ..................... OMC brand 50: 1 lul::ricant
Carburetor needle adjustment ......... Tillotson HD diaphragm type
RPM Ratings
Idle .•.....•••••••••.••..•••..••....•..•. 1300 ± 100
Transmission belt engaging speed ••••.•...•••.•••• 3300 ± 300
Maximum RPM at which neutral control will operate .•••.•.. 2000
Ignition
Breakerless magneto C.D. (Capacitor Discharge) ignition
Spark plug ••.••••••••••••••••••••••• Champion UL-77V
Advance sensor coil resistance. . . . . . . . . . . . . . .. 17 to 19 ohms
Retard sensor coil resistance ... ........ ..... 28 to 30 ohms
Charge coil resistance (2 coils) total of . . . . . . . . .. 600 ± 50 ohms
Ignition coil primary resistance . . . . . . . . . . . . . .. 0.1 ± .05 ohms
Ignition coil secondary resistance. . . . . . . . . . . . . 1900 ± 300 ohms
Lighting coil resistance headlight/taillight ......... 1.3 ± .3 ohms
Stop light coil resistance ................... ' 4.25 to 1 ohms
Bore and Stroke. . . . . . . . . . . . . . . . .. 399CC 2.75 x 2.05 inches
436CC 2.875 x 2.05 inches
646CC 3.25 x 2.375 inches

2-2
Piston displa c ement 35 HP 399CC ................. 24.35 cu. in.
40 HP 436CC ............. .. .. 26.62 cu. in.
50 HP 646CC ................. 39.40 cu in.
Cylinder compression ........................ 100 to 120 psi
End gap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .007 -.017
Specifications and features may be changed at any time without noti ce
and without obligation towards vehicles previously ma nufacturer.
TORQUE SPECIFICATIONS
TORQUE
PART
APPLICATION
SIZE
IN./
FT./
LBS. LBS.
*Nut Ball Joint to Steering Arm and Steering Column
3/8-24
18-20
*Nut Rod End Mounting Jam Nuts 10-12
Screw Steering Arm (Drag Link) Screw
3/8-24
18-20
Screw Steering Column Arm Screw
3/8-24
18-20
Nut (4)
Ski and Spring to U- bolts 5/16-18
10-12
*Nut (2)
Runner to Ski 5/16-18
90-100
*Nut (2)
Rear Axle Pivot 5/16-18
12-15
*Nut (4)
Track Adjusting Bracket to Frame 5/16-24
12-15
*Screws
Trucks to Frame 3/8-16
25-30
* Nuts
Engine Mounting to Main Frame 3/8-16
18-20
Screws Fuel Pump # 10-24 25-35
*Nut
Throttle Control 30-40
Screws Brake Hand Lever to Handle Bars 13-15
Care should be used in tightening hardware against tie rod end ball to prevent distortion or binding.
*Nut
Bearing Cup to Chassis
6":'8
Nut
Cable to Solenoid 36-60
*Screw
Connecting Rod
29-31
*Screw Crankcase
3/8-16
18-20
*Screw
Crankcase 5/16-18
10-12
Nut Crankcase Drain 25-30
* Nut
Cylinder to Crankcase
3/8-24
18-20
Nut Drive Sprocket
1/2-20
25-35
*Nut Exhaust Manifold to Cylinder
5/16-24
10-12
*Nut Flywheel
145-150
*Nut Front and Rear Truck Axles 5/8-18
35-45
*Screw
Idler Axle to Frame 3/8-16
20-25
*Bolt Primary End Cap to Crankshaft 3/4-16 90-100
* Spark Plug
18-20
*Nut Steering Arm to Ball Joint
3/8-24
18-20
*Nut
Steering Arm to Ski Column
3/8-24
18-20
*Screw Truck to Frame
7/16-14
25-30
Nut Saddle to Springs
3/8-24
25-35
Screw
#6 7-10
Screw
#8
15-22
Screw General #10 25-35
2-3
Screw Torque #12 35-40
3-4
Screw
Requirements
1/4
60-80
5-7
Screw
5/16
120-140 10-12
Screw
3/8
220-240
18-20
*Nut Cylinder Head
5/16-24 145-150
*Screw
Power Pack Cover 1/4-20 40-50
*Screw Power Pack Cover
# 10-32 24-36
Screw
Check Valve - Primer
25-30
Specifications and features may be changed at any time without notice and without obligation towards
vehicles previously manufactured.
*Use Torque Wrench

2-3
SNOWMOBILE SPECIAL SERVICE TOOLS
-
PART NO. DESCRIPTION
114595
Wrench - Flywheel Nut
318502
Screw - Use with Flywheel Puller #378103
114594
Retainer - Flywheel
263308
Sheave Holding Tool
312019
Rod
316613
Seal Installer - Front Bearing
114584
Disassembly Tool - Primary Drive
114585 Ring Compressor -2.750 Bore
114586
Ring Compressor -2.875 Bore
114587
Ring Compressor - 3.250 Bore
319924
Cone - Wrist Pin Retainer
114611 Wrench - Cylinder to Crankcase Nuts
378103 Flywheel Puller
263472 Truarc Pliers
380658
Slide Hammer Set
375632 Spark Plug Wrench
114146 Spline Wrench
317829 Driver

)

-
3-1
SECTION 3
GENERAL SNOWMOBILE INFORMATION
TWO-STROKE CYCLE ENGINE THEORY
As the piston leaves bottom dead center (BDC), it creates a depres-
sion in the crankcase causing air to flow in thru the carburetor. Fuel
is added to this air in the proper proportion for combustion and the air-
fuel mixture (charge) then passes thru the reed spring inlet valve to the
crankcase . The next time the piston moves toward BDC it compresses
the charge in the crankcase and as the top edge of the piston uncovers
the transfer port the pressurized charge is forced into the cylinder on
the combustion chamber side of the piston. The piston then reverses
direction and in moving toward TDC it closes the transfer port and the
exhaust port respectively. The secondary compression of the charge
takes place at this time. As the piston nears the top of the stroke this
charge is ignited by means of an electric spark. The pressure formed
by the burning gases forces the piston back toward BDC. When the
top edge of the piston uncovers the exhaust port, the burned gases begin
to leave the cylinder. A little more travel of the piston opens the trans-
fer port and the incoming charge forces the remaining burned gases
out while the piston moves past BDC. As it moves back toward TDC
closing the transfer port and subsequently the exhaust port it begins
the secondary compression mentioned earlier.
This cycle repeats itself once each engine revolution which consists
of two strokes of the piston, one from BDC to TDC and one from TDC
to BDC. Consequently the engine utilizing this basic principle is called
a two-stroke cycle engine.
It can be seen then that the two-stroke cycle engine achieves basically
the same operation as the more commonly understood four-stroke cycle
engine. The intake, compression, power and exhaust strokes of the
four-stroke cycle engine become the induction, primary compression,
transfer, secondary compression, power and exhaust all taking place
during two strokes of the piston.
CARBURETION
GaSOline, in its liquid state, burns relatively Slowly with an even
flame. However, when gaSOline is combined with air to form a vapor,
the mixture becomes highly inflammable and burns with an explosive
effect. To obtain best results, the fuel and air must be correctly pro-
portioned and thoroughly mixed. It is the function of the carburetor to
accomplish this.
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 carbure-
tor is designed to deliver the correct proportion of fuel and air to the
engine for these various conditions.
The carburetor is essentially a simple metering device. A diaphragm
and valve system allows a constant fuel supply to be maintained in the
INDUCED LOW VENTURI
PRESSURE L
-~~
______ ~·~*~n ---+
I=======~==~===
FUEL FORCED UPWARDS
BY ATMOSPHERIC PRESSURE
Figure 3-1
1713 6

3-2
/'
/'
'ij'
)
REED PLATE AND BASE ASSEM.
170 88
Figure 3-2
metering chamber at just slightly below atmospheric pressure. Needle
valves permit a precise amount of fuel to flow from the metering
chamber to the carburetor throat. The upstroke of the piston creates a
suction which draws air through the leaf valves and the carburetor
throat . At a particular point the throat is restricted by a venturi (see
Figure 3-1). The venturi has the effect of reducing air pressure in the
air stream, creating a partial vacuum which draws fuel from the dis -
charge port. As it is rushed along to the firing chamber, the fuel is
swirled about in the air stream and vaporized.
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 sec-
ond 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 gas-
oline and 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 allowed to
flow
from the carburetor.
The system which controls the intake of the fuel-air mixture in the
two cycle engine consists of a set of valves which serve the same pur-
pose as the intake valves on a four cycle engine. The reed valves are
thin, flexible metal strips mounted between the carburetor intake mani-
fold and crankcase.
When the piston is on the up-stroke, it creates a partial vacuum in the
crankcase. Atmospheric pressure forces the reeds away from the body
(see Figure 3-2), opening the passage between the carburetor and
crankcase. When the piston is on the down-stroke, it compresses the
crankcase charge, forcing the reeds against the passage opening, and
sealing off the crankcase from the carburetor. 8ince the opening and
closing may occur in excess of seven thousand times per minute, the
reeds must be thin and flexible.
IGNITION
Two charge COils, are mounted on the alternator stator, located under
the flywheel. The same flywheel magnets which induce current in the
alternator stator also generate about 300 volts A.C. in the charge coils
as the flywheel rotates. No external voltage source is required. The
300 volts A.C. is converted to D.C. in the Power Pack 28, and is stored
in the Power Pack 28 capacitor. One gap between the sensor magnets,
part of the flywheel hub, passes the sensor coil, also under the flywheel.
h lw,lm UNOTE
One thing
to note in this system is that there are two sensor
coils. Below the idle RPM range and up to apprOximately 900
RPM,
the retard sensor turns on the electronic switch in the
Power Pack 28. At RPMs over 900 the advance sensor coil
generates enough voltage to turn on the electronic switch in the
Power Pack 28 before the retard sensor does. 80, we have an
automatic electronic advance built into the system.
The small voltage generated in the sensor coil activates one of two
electronic switches in the POWER PACK 28. This switch discharges
the 300 volts stored in the capacitor into one of the ignition coils. The
ignition coil steps the voltage up to 30,000 volts, which is fed to the
spark plug. When the capaCitor is discharged, the electronic switch
opens and allows the charge coils to again charge the capacitor. The
second sensor magnet gap, opposite in polarity from the first, generates
a reverse polarity voltage in the sensor coil. This activates the second
electronic switch in the POWER PACK 28, and discharges the capacitor
into the other ignition coil.
I

-
LIGHTING SYSTEM
The alternator coils produce alternating current which changes in
frequency at approximately constant voltage in proportion to the engine
speed.
The alternator A.C. output is used to operate lamps.
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 crankshaft. The secondary
sheave assembly has its own mounting pedestal and is larger in diam-
eter 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 3000 -3600 RPM. When
the engine is rotating at idle speed or below 3000 -3600 RPM, the
transmission belt rides on a ball bearing between the halves of the
primary sheave assembly (see Figure 3-3) . The primary sheave as-
sembly halves are separated by a compression spring in the hub of the
movable sheave half.
E
B G
0
N
M
L
TRANSMISSION LOCKED IN NEUTRAL
Figure 3-3
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
together, the transmission belt is forced outward to ride on a larger
diameter of the primary sheave assembly, increasing belt speed (see
Figure 3-4). 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.
3-3
A.
Flywheel Nut
B.
Emergency Starting
Sheave
C. Garter (Activating)
Spring
D. End Cap
E.
Movable Half of Sheave
F. Transmission Belt
G.
Fixed Sheave / Flywheel
H. Ball Bearin g
I.
Spring Cup
J. Compression Spring
K.
Neutral Lockout Balls
L. Splined Shaft (crankshaft)
M. Bolt, End Cap to Splined
Shaft
N. Spring
o.
Neutral Lockout Rod
P. Spacer
37 1 38

3-4
TRANSMISSION HIGH SPEED
POSITION - BELT ENGAGED
Figure 3-4
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 primary sheave assembly and into the path of
the movable 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.
371 39
NEUTRAL CONTROL NOT
FUNCTIONING BECAUSE
RPM TOO HIGH
Figure 3-5
37140
When the engine is running above approximately 2000 RPM the garter
spring will expand by centrifugal effect. See Figure 3-5. 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 splined shaft and the neutral lockout balls can
not be pushed into the locked position. If the engine speed is now
reduced to below 2000 RPM, the garter spring will close and allow the
movable half of the sheave to move away from the fixed sheave.
SECONDARY DRIVE
The secondary drive mechanism incorporates a torque sensing device
that detects the need for more power for steep inclines or deep snow.
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 to 1 in low to 1 to .68 in high which
yields an overall drive range of approximately 4.4 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 or 19:39.
)

4-1
SECTION 4
TROUBLE SHOOTING
DESCRIPTION
This section provides trouble shooting procedures for the snow ma-
chine. Steps to be followed in determining causes of unsatisfactory per-
formance are outlined.
Being able to locate the cause of trouble in an improperly operating
snow machine is as important as being able to correct the trouble. A
systematic approach to trouble shooting is important if the trouble is to
be located and identified in minimum time.
Any service operation oan be broken down into three steps:
1. Identifying the problem
2. Determining the cause of the problem, and
3. Correcting the problem.
Familiarity with the factors which affect two-cycle engine perform-
ance is important in making a correct service diagnosis. Factors
which affect engine performance include the quality of the fuel and fuel
mixtures, compression, ignition, and proper drive system adjustment.
Engine theory, compression, carburetion, ignition and power flow are
discussed in Section 3. Correct fuel mixture for this snowmobile is
outlined on page iv, and fuel blending is discussed in Section 12.
Familiarity with factors which contribute to abnormal performance of
an engine are similiarly helpful. The skilled mechanic's experience
is a great asset here.

4-2
TROUBLE SHOOTING
PROCEDURES
Trouble shooting to determine the cause of any
operating problem may be broken down into the fol-
lowing steps:
a. Obtaining an accurate description of the trouble.
b. Preliminary inspection.
c. Use of Trouble Check Chart to analyze engine
performance.
An accurate description of the trouble is essential
for trouble shooting. The owner's comments may
provide valuable information which will serve as a
clue to the cause of the problem.
A preliminary inspection should include the follow-
ing checks.
a. Correct spark plugs
b. Throttle linkage properly adjusted
c. Tank filled with fresh, clean fuel of the proper
mixture
d. Spark at each spark plug
e. Carburetor adjusted correctly
f. Compression. Turn flywheel by hand or with
recoil starter. If compression is present, it
can be felt when turning through one complete
revolution of the flywheel. If little or no com-
pression exists in both cylinders, engine will
spin very easily.
STARTING
1. Hard to start or won't start
a. Empty gas tank
b. Incorrect gas-lubricant ratio
c. Old fuel, or water or dirt in fuel system
d. Fuel line improperly connected
e. Fuel line kinked or severely pinched
f. Engine not primed
g. Clogged fuel line or fuel filter
h. Clogged check valve
i. Carburetor adjustments too lean
j. Low speed needle bent or bowed
k. Engine flooded
1. Reed valves not functioning properly
m. Faulty gaskets
n. Spark plugs fouled, dirty or broken
o. Loose or broken wire or frayed insulation in
ignition system wiring
p. Sheared flywheel key
q. Faulty coils
r. Key switch, connector or grounded switch
wire
s. Binding in engine
t. Faulty sensor, charge coils, Power Pack 2S
or connecting wiring.
2. Engine won't turn over
a. Cylinder wall corrosion, seized piston or
bearing
b. Engine improperly assembled after repair
3. Cranks over extremely easily
a. Spark plug(s) loose
b. Cylinder or pistons scored
c. Rings worn or carboned
d. Faulty cylinder head gasket
4. Won't start, but kicks back and backfires
a. Spark plug leads crossed
b. Reed valves broken or not seating
c. Timing out of adjustment (check with timing
light)
d.
Retard sensor faulty or out of adjustment
e. Power Pack 2S faulty
5. No spark one cylinder
a. Faulty ignition coil, Wire, or connections
b. Faulty Power Pack 2S
6. No spark both cylinders
a. Faulty charge coil
b. Faulty sensor coils
c. Faulty Power Pack 2S
d. Grounded ignition switch and/or wire
e. Broken or poor ground
)

(
-------- ~ - ---
f. Flywheel not properly charged
g. Faulty ignition coils or leads
7. Weak spark both cylinders
a. Ignition switch or connection leakage
b. Weak charge coil output
c. Weak Power Pack 2S output
d. Weak ignition coil output
e. Poor ground
8. Engine can be started by using primer, but dies
out when primer is not used
a. Fuel pump inoperative
b. Carburetor needle valves closed
c. Fuel line to carburetor clogged
d. Fuel filter screen in fuel pump or carburetor
inlet screen clogged
e. Carburetor inoperative
STARTING -MANUAL STARTER
1. Manual starter pulls out, but starter does not
engage flywheel
a. Friction spring bent
b. Pinion or rope pulley burred
c. Pinion frozen (water) in place
d. Roll pin fallen out or broken
2. Starter rope does not return
a. Return spring broken or binding
b. Grease on return spring
c. Not enough preload on return spring
3. Clattering manual starter
a. Bearing missing or worn
b. Pinion or rope pulley worn
c. Main spring improperly assembled
d. Pinion return spring broken
STARTING - ELECTRIC STARTER
1. Starter cranks too slowly
a. Weak battery
4-3
b. Loose or corroded connections
c. Faulty starter solenoid or solenoid wiring
d. Worn armature brushes or springs
e. Faulty armature (shorted or open windin gs)
2.
Starter will not crank engine
a. Weak battery
b. Loose or corroded connections
c. Broken wire in harness or connector
d. Faulty ignition key switch
e. Faulty starter solenOid or solenOid wiring
f. MOisture in starter motor or bendix
g. Broken or worn brushes or broken brush
springs
h. Faulty armature (shorted or open windings)
i. Dirty bendix
RUNNING -LOW SPEED ONLY
1. Low speed miss
a. Incorrect gas - lubricant ratio
b. Carburetor idle adjustment too lean or too
rich
c. Reed valve standing open or preloaded shut
d. Spark plugs dirty or broken
e. Loose or broken ignition coil wires
f. Spark plug terminal loose
g. Weak coil output
h. Cylinder gasket or reed plate gasket dam-
aged
i. Leaking crankcase gaskets or crankshaft
seal
j. Arcing around ignition coils or arCing in ig-
nition switch
k. Loose connections or intermittent grounding
of leads in the: ignition coil, Power Pack
2S, charge coils, sensor coils, and ignition
switch
RUNNING -HIGH SPEED ONLY
1. High speed miss
a. Water in fuel