SECTION 5 — ENGINE

ELECTRICAL SYSTEMS

TABLE OF
CONTENTS
Electrical Specifications Chart ................................ 5-2
Resistance Tests Chart ........................................... 5-2
Electrical Specifications (Individual)........................ 5-3
Testing Electrical Components.............................. 5-10
Troubleshooting/Testing Ignition System
EFI Models......................................................... 5-10
Fan Cooled Models ............................................ 5-11
L/C Models......................................................... 5-15
5
Throttle Position Sensor
(500/600/700/800/900 cc Models) ..................... 5-17
Testing Electrical Resistances
EFI Models......................................................... 5-19
370/440 cc Models............................................. 5-21
500 cc w/APV..................................................... 5-22
550 cc Model...................................................... 5-24
900 cc Carb Models ........................................... 5-25
500 w/o APV/570 cc Models .............................. 5-27
600/700 cc “Laydown” Carb Models .................. 5-29
Peak Voltage Tests (Fan Cooled Models).............. 5-30
Peak Voltage Tests (600/700/900 cc Carb
Models) .............................................................. 5-31
Peak Voltage Tests (550 cc Model) ....................... 5-31
Peak Voltage Tests (500 cc w/APV Models).......... 5-32
Peak Voltage Tests (500 cc w/o APV Models)....... 5-33
Peak Voltage Tests (EFI Models) .......................... 5-33
Testing Low-Oil Light Sensor................................. 5-34
Testing High Temperature Sensor ......................... 5-35
Testing High Temperature Warning Light .............. 5-35
Testing Fuel Gauge ............................................... 5-35
Testing Fuel Gauge Sender .................................. 5-35
Testing Electric Fuel Pump.................................... 5-35
Electric Start Components
Solenoid ............................................................. 5-36
Charging Diode .................................................. 5-36
Fuse ................................................................... 5-36
Ignition Switch - Electric Start Function ............. 5-36
Starter Motor ...................................................... 5-37
Troubleshooting Electric Start ............................ 5-43
Ignition Timing ....................................................... 5-43
Ignition Timing Specifications................................ 5-44
Wiring Diagram Index (Ignition)............................. 5-53
Wiring Diagrams.................................................... 5-54

5-1
 ELECTRICAL SPECIFICATIONS CHART
IGNITION TIMING SPARK PLUG GAP
LIGHTING
ENGINE IGNITION SPARK PLUG IGNITION
Degrees/

5-2
MODEL COIL OUTPUT
MODEL MANUFACTURER Degrees mm in. Fail-Safe (NGK) mm in. TYPE
@3000 RPM
(± 2°)
370 cc AA37A6 Kokusan Denki *18 ‘ 2.012 0.079 N/A BR9EYA 0.7-0.8 0.028-0.031 OPEN 12V/185W
440 cc AS44A7 Kokusan Denki *18 ‘ 2.012 0.079 N/A BR9EYA 0.7-0.8 0.028-0.031 OPEN 12V/185W
500 cc w/APV AV50L3 Kokusan Denki *30 ‘ 5.258 0.207 12° BR9EYA 0.7-0.8 0.028-0.031 OPEN 12V/156W
500 cc w/o APV AW50L3 Kokusan Denki *25  3.692 0.145 12° BR9EYA 0.7-0.8 0.028-0.031 OPEN 12V/156W
570 cc AA56A3 Kokusan Denki *18 ‘ 2.049 0.081 N/A BR9EYA 0.7-0.8 0.028-0.031 OPEN 12V/210W
550 cc ACB55L5 Kokusan Denki *33 ‘ 6.556 0.258 N/A BR9EYA 0.7-0.8 0.028-0.031 OPEN 12V/180W
600 cc (STD) AD60L8 Kokusan Denki *24 R 3.390 0.133 16° BR9EYA 0.7-0.8 0.028-0.031 OPEN 12V/190W
600 cc “Laydown” (Carb) AH60L1 Kokusan Denki *24 ’ 3.808 0.150 12° BR9EYA 0.7-0.8 0.028-0.031 OPEN 12V/156W
600 cc “Laydown” (EFI) AJ60L1 Kokusan Denki *20 R 2.663 0.105 12° BR9EYA 0.7-0.8 0.028-0.031 OPEN 12V/156W
700 cc (Carb) AE70L2 Kokusan Denki *25 Q 4.123 0.162 15° BR9EYA 0.7-0.8 0.028-0.031 OPEN 12V/156W
700 cc (EFI) AD70L2 Kokusan Denki *15  1.509 0.059 12° BR9EYA 0.7-0.8 0.028-0.031 OPEN 12V/190W
900 cc (Carb) AA86L3 Kokusan Denki *17 ‘ 2.082 0.082 12° BR9EYA 0.7-0.8 0.028-0.031 OPEN 12V/156W
900 cc (EFI) AB86L3 Kokusan Denki *23 ’ 3.775 0.149 9° BR9EYA 0.7-0.8 0.028-0.031 OPEN 12V/190W
800 cc AB78L4 Kokusan Denki *26 ’ 4.796 0.189 12° BR9EYA 0.7-0.8 0.028-0.031 OPEN 12V/190W
 1400 RPM ’2500 RPM  * Engine Warm
 1800 RPM Q3200 RPM
‘ 2000 RPM R3500 RPM

RESISTANCE TESTS CHART

KOKUSAN

ITEM 600/700 cc
500 cc 500 (Non- 900 cc
EFI Models 550 cc 370/440 cc “Laydown”
(APV) APV) /570 cc (Carb)
(Carb)
Ignition Coil — Primary 0.30 ± 20% 0.30 ± 15% 0.34 ± 20% 0.30 ± 15% 0.30 ± 20% 0.30 ± 15% 0.34 ± 20%
B/OR ¥ OR/B OR ¥ B OR ¥ B OR ¥ B OR ¥ B OR ¥ B OR ¥ B
Ignition Coil — Secondary 8500 ± 20% 8500 ± 20% 8500 ± 20% 8500 ± 20% 8500 ± 20% 8500 ± 20% 8500 ± 20%
HT ¥ HT HT ¥ HT HT ¥HT HT ¥ HT HT ¥ HT HT ¥ HT HT ¥ HT
Lighting Coil 0.10 ± 20% 0.22 ± 20% 0.15 ± 20% 0.15 ± 20% 0.10 ± 20% 0.22 ± 20% 0.10 ± 20%
Abbreviation:
Y¥Y Y¥Y Y ¥ Y Y¥Y Y¥Y Y¥Y Y¥Y
Stator Coil (Charge) N/A N/A N/A N/A N/A 160 ± 20% N/A B — Black
BL — Blue
R/W ¥ B/R W — White
(DC Power) N/A N/A 0.89 ± 20% N/A 0.65 ± 20% N/A 0.89 ± 20% Y — Yellow
R/Y ¥ Y/R R/Y ¥ Y/R R/Y ¥ Y/R R — Red
17 ± 20% 160 ± 20% 15 ± 20% G — Green
(Charge 1) N/A N/A N/A N/A BR — Brown
B/R ¥ G/R R/W ¥B/W B/R ¥ G/R GRND — Ground
(Charge 2) 17 ± 20% 17 ± 20% N/A 15 ± 20% N/A N/A N/A N/A — Not Applicable
OR — Orange
BR/W ¥G/R B/R ¥ R/W BR/W ¥ G/R POS — Positive
HT — High Tension
Ignition Timing Sensor 101 ± 20% N/A 185 ± 20% 185 ± 20% 185 ± 20% N/A 185 ± 20% NEG — Negative
190 ± 20% G/W ¥ BR/G G/W ¥ BR G/W ¥ BR G/W ¥ BR/GR
(600 “LD”)
G/W ¥ BR
Injector Coil 19 ± 20% N/A N/A N/A N/A N/A N/A
BL/W ¥ BL/W
Fuel Pump Coil 1.9 ± 20% N/A N/A N/A N/A N/A N/A
OR ¥ OR
Spark Plug Cap 5000 ± 20% 5000 ± 20% 5000 ± 20% 5000 ± 20% 5000 ± 20% 5000 ± 20% 5000 ± 20%

„ NOTE: EFI Models must use both resistor type spark plugs and spark plug caps.
 Electrical
Specifications
(370/440 cc)

„ NOTE: The ignition system is a Normally Open Ignition (NOI).

Description Resistance Test + Test Connections -

Test Value
Ignition Coil
Primary 0.25-0.34 ohm orange black
Secondary 6800-10,200 ohms high tension wire high tension wire
Stator Coil (Charge) 128-192 ohms red/white black/red
Lighting Coil 0.17-0.26 ohm yellow yellow
Spark-Plug Cap 4000-6000 ohms cap end cap end
Description Test Value + Test Connections -
Voltage Regulator 1.9-2.1 AC volts yellow brown
Low Oil-Light Sending Less than 1 ohm terminal terminal
Unit (float end down)
Ignition Switch Less than 1 ohm terminal terminal
(key in OFF position)
Description Peak Voltage Test + Test Connections -
Primary Coil 170-187V orange black
Stator Coil (Charge) 200-220V red/white black/red
Lighting Coil 9.0-9.9V yellow yellow
5
Peak Voltage Tests were made with connectors plugged in, spark plugs removed and grounded, and by pull-
ing the recoil starter rope briskly.
„ NOTE: Lighting coil output is unregulated voltage.

5-3
 Electrical
Specifications
(550 cc)

„ NOTE: The ignition system is a Normally Open Ignition (NOI).

Description Resistance Test + Test Connections -

Test Value
Ignition Coil
Primary 0.25-0.34 ohm orange black
Secondary 6800-10,200 ohms high tension wire high tension wire
Charge Coil (1) 128-192 ohms red/white black/white
Charge Coil (2) 13.6-20.4 ohms black/red red/white
Lighting Coil 0.17-0.26 ohm yellow yellow
Spark-Plug Cap 4000-6000 ohms cap end cap end
Description Test Value + Test Connections -
Voltage Regulator 1.2-1.3 AC volts yellow brown
Low Oil-Light Sending Less than 1 ohm terminal terminal
Unit (float end down)
High Temperature Open (water temperature terminal ground
Sensor lower than 190°F)
Up to 20 ohms terminal ground
(water temperature
higher than 230°F)
High Temperature Less than 10 ohms terminal terminal
Warning Light
Ignition Switch Less than 1 ohm terminal terminal
(key in OFF position)
Description Peak Voltage Test + Test Connections -
Primary Coil 177-195V orange black
Charge Coil (1) 9.0-9.9V red/white black/white
Charge Coil (2) 9.0-9.9V black/red red/white
Lighting Coil 10-11V yellow yellow

Peak Voltage Tests were made with connectors plugged in, spark plugs removed and grounded, and by pull-
ing the recoil starter rope briskly.
„ NOTE: Lighting coil output is unregulated voltage.

5-4
 Electrical
Specifications
(500 cc w/APV)

„ NOTE: The ignition system is a Normally Open

Ignition (NOI).

Description Resistance Test + Test Connections -

Test Value
Ignition Coil
Primary 0.27-0.41 ohm orange black
Secondary 6800-10,200 ohms high tension wire high tension wire

DC Power Coil 0.71-1.07 ohms red/yellow yellow/red

Ignition Timing Sensor 148-222 ohms green/white brown/green
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 1.2-1.3 AC Volts yellow brown
Low Oil-Light Sending Less than 1 ohm terminal terminal
Unit (float end down)
Ignition Switch Less than 1 ohm terminal terminal
(key in OFF position)
Description Peak Voltage Test + Test Connections -
CDI/External Coil 150V orange black
DC Power Coil 10V red/yellow yellow/red 5
Ignition Timing Sensor 1.4-1.6V green/white brown/green
Lighting Coil 4V yellow yellow
Peak Voltage Tests were made with connectors plugged in, spark plugs removed and grounded, and by pull-
ing the recoil starter rope briskly.
„ NOTE: Lighting coil output is unregulated volt-
age.

5-5
 Electrical
Specifications
(500 w/o APV/570 cc)

„ NOTE: The ignition system is a Normally Open Ignition (NOI).

Description Resistance Test + Test Connections -

Test Value
Ignition Coil
Primary 0.25-0.34 ohm orange black
Secondary 6800-10,200 ohms high tension wire 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 1.2-1.3 AC volts yellow brown
(500 cc)
Voltage Regulator 1.9-2.1 AC volts yellow brown
(570 cc)
Low Oil-Light Sending Less than 1 ohm terminal terminal
Unit (float end down)
Ignition Switch Less than 1 ohm terminal terminal
(key in OFF position)
Description Peak Voltage Test + Test Connections -
Primary Coil 185-204V orange black
Charge Coil (1) 69-76V black/red green/red
Charge Coil (2) 79-87V brown/white green/red
Ignition Timing Sensor 1.4-1.6V green/white brown
Lighting Coil 7.0-7.7V yellow yellow

Peak Voltage Tests were made with connectors plugged in, spark plugs removed and grounded, and by pull-
ing the recoil starter rope briskly.
„ NOTE: Lighting coil output is unregulated voltage.

5-6
 Electrical
Specifications
(EFI Models)

„ NOTE: The ignition system is a Normally Open Ignition (NOI).

Description Resistance Test + Test Connections -

Test Value
Ignition Coil
Primary 0.24-0.36 ohm black/orange orange/black
Secondary 6800-10,200 ohms high tension wire high tension wire
Charge Coil (1) 13.6-20.4 ohms black/red green/red
Charge Coil (2) 13.6-20.4 ohms brown/white green/red
Lighting Coil 0.08-0.12 ohm yellow yellow
Ignition Timing Sensor 81-121 ohms green/white brown
Ignition Timing Sensor 152-228 ohms green/white brown
(600 “Laydown”)
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 -
Voltage Regulator 1.7-1.9 AC Volts blue brown
Low Oil-Light Sending Less than 1 ohm terminal terminal
(float end down)
Unit
High Temperature Open (water temperature terminal ground 5
Sensor lower than 190°F)
Up to 20 ohms terminal ground
(water temperature
higher than 230°F)
High Temperature Less than 10 ohms terminal terminal
Warning Light
Ignition Switch Less than 1 ohm terminal terminal
(key in OFF position)
Description Peak Voltage Test + Test Connections -
Primary Coil 151-176V black/orange orange/black
Charge Coil (1) 100-110V black/red green/red
Charge Coil (2) 85-94V brown/white green/red
Lighting Coil 5.4-5.8V yellow yellow
Ignition Timing Sensor 4.4V green/white brown
Injection Coil 12V blue/white blue/white
Fuel Pump Coil 12.3V orange orange

Peak Voltage Tests were made with connectors plugged in, spark plugs removed and grounded, and by pull-
ing the recoil starter rope briskly.
„ NOTE: Lighting coil output is unregulated voltage.

5-7
 Electrical
Specifications
(600/700 cc “Laydown” Carb)

„ NOTE: The ignition system is a Normally Open Ignition (NOI).

Description Resistance Test + Test Connections -

Test Value
Ignition Coil
Primary 0.27-0.41 ohm orange black
Secondary 6800-10,200 ohms high tension wire high tension wire
DC Power Coil 0.71-1.07 ohms red/yellow yellow/red
Lighting Coil 0.08-0.12 ohm yellow yellow
Ignition Timing Sensor 148-222 ohms green/white brown/green
Spark-Plug Cap 4000-6000 ohms cap end cap end
Description Test Value + Test Connections -
Voltage Regulator 1.2-1.3 AC Volts yellow brown
Low Oil-Light Sending Less than 1 ohm terminal terminal
Unit (float end down)
High Temperature Open (water temperature terminal ground
Sensor lower than 190°F)
Up to 20 ohms terminal ground
(water temperature
higher than 230°F)
High Temperature Less than 10 ohms terminal terminal
Warning Light
Ignition Switch Less than 1 ohm terminal terminal
(key in OFF position)
Description Peak Voltage Test + Test Connections -
CDI/External Coil 229V orange black
DC Power Coil 10V red/yellow yellow/red
Lighting Coil 4V yellow yellow
Ignition Timing Sensor 1.4-1.6V green/white brown/green

Peak Voltage Tests were made with connectors plugged in, spark plugs removed and grounded, and by pull-
ing the recoil starter rope briskly.
„ NOTE: Lighting coil output is unregulated voltage.

5-8
 Electrical
Specifications
(900 cc - Carb)

„ NOTE: The ignition system is a Normally Open

Ignition (NOI).

Description Resistance Test + Test Connections -

Test Value
Ignition Coil
Primary 0.24-0.36 ohm orange black
Secondary 6800-10,200 ohms high tension wire high tension wire

DC Power Coil 0.52-0.78 ohm red/yellow yellow/red

Ignition Timing Sensor 148-228 ohms green/white brown
Lighting Coil 0.08-0.12 ohm yellow yellow
Spark-Plug Cap 4000-6000 ohms cap end cap end
Description Test Value + Test Connections -
Voltage Regulator 1.2-1.3 AC Volts yellow brown
Low Oil-Light Sending Less than 1 ohm terminal terminal
Unit (float end down)
Ignition Switch Less than 1 ohm terminal terminal
(key in OFF position)
Description Peak Voltage Test + Test Connections -
Primary Coil 185-204V orange black
DC Power Coil 14.0-15.5V red/yellow yellow/red 5
Ignition Timing Sensor 1.4-1.6V green/white brown
Lighting Coil 7.0-7.7V yellow yellow
Peak Voltage Tests were made with connectors plugged in, spark plugs removed and grounded, and by
pulling the recoil starter rope briskly.
„ NOTE: Lighting coil output is unregulated voltage.

5-9
 A. Defective emergency stop switch
Testing Electrical B. Defective safety switch in throttle-control
Components housing
C. Corroded or loose wire connection at the
All tests of the engine electrical components should be throttle-control housing or main wiring harness
made using the digital Fluke Model 73 Multimeter
(p/n 0644-191). Replace any component that does not D. Defective ignition switch
have a test value within specifications.
„ NOTE: To check these possible causes, proceed
„ NOTE: Whenever using a digital-style tester, to Testing Ignition System.
“open (infinite resistance)” denotes an overload
and the meter reading will be OL since the meter is
not calibrated to register resistance values of that
magnitude.
Testing Ignition System
„ NOTE: Whenever testing switches, less than 1 (EFI Models)
ohm is desirable with the switch in the activated
position.
„ NOTE: There must be free-play between the
throttle lever and the control housing.

MAIN WIRING AND SAFETY

Troubleshooting SWITCHES
Ignition System 1. Check the wiring connections coming from the
(EFI Models) ignition key and emergency stop switches. The
throttle control switch connector is located on the
When troubleshooting the standard “normally open” front side of the steering post. If any of the
ignition system, use the following procedure. connections appear dirty or corroded, clean them
with fine sandpaper and compressed air; then
1. Remove the spark plugs and visually check their connect all wires and squeeze the connections with
condition. Replace any fouled plug. Attach the a pliers for additional tightness.
spark plugs to the high tension leads and ground
them on the cylinder heads. 2. Disconnect the main wiring harness connector
coming from the engine stator assembly.
Disconnecting this connector will bypass the main
! CAUTION wiring harness and all switches which will not
Before checking for spark, place all the engine allow the engine to be shut off without first
switches in the deactivated position. In the event installing an additional auxiliary ground wire.
the engine could be flooded, pull the starter rope
(slowly at first) several times to clear the engine 3. Insert an auxiliary ground wire into the black wire
of excess fuel. of the four-wire main harness connector on the
engine side. To stop the engine once it has been
started, touch the auxiliary ground wire to the
! CAUTION engine.
Never crank the engine over without grounding
the spark plugs. Damage to coils and/or CDI unit 4. Support the rear of the snowmobile up on a
may result. shielded safety stand; then set the brake lever lock.
Inspect the complete throttle mechanism to assure
„ NOTE: Make sure the ignition switch and the that it's working properly.
emergency stop switch are in the ON position. 5. Attempt to start the engine. To stop the engine (if
the engine starts), touch the auxiliary ground wire
2. Crank the engine over and check for spark. If no installed into the four-wire connector to a ground
spark is present, check to make sure the throttle on the engine. If the engine fails to start, the
cable is properly tensioned. Compress the throttle problem is with the coils mounted on the engine,
control and while holding the throttle control in high tension coil assembly, or the ECU. If the
this position, crank the engine over and check for engine starts, the problem is with the switches,
spark. If spark is now present, adjust the throttle main wiring harness, or throttle cable free-play.
cable tension.
3. If no spark is present, disconnect the main wiring
harness from the engine. Crank the engine over. If
spark is present, the problem is either one or more
of the following:

5-10
IGNITION KEY SWITCH
1. Disconnect the ignition key switch connectors;
Troubleshooting
then connect the ohmmeter leads to each of the Ignition System
ignition key switch terminals. (Fan Cooled Models)
2. With the switch in the OFF position, the meter
must read less than 1 ohm of resistance. When troubleshooting the standard “normally open”
ignition system, use the following procedure.
3. With the switch in the ON position, the meter must
read OL (infinite resistance). 1. Remove the spark plugs and visually check their
condition. Replace any fouled plug. Attach the
THROTTLE CONTROL SWITCH spark plugs to the high tension leads and ground
them on the cylinder heads.
1. Verify that the throttle cable has free-play between
the throttle lever and control housing. ! CAUTION
2. Disconnect the throttle control switch connector; Before checking for spark, place all the engine
then connect one ohmmeter lead to the brown wire switches in the deactivated position. In the event
and the other lead to the black/white wire of the the engine could be flooded, pull the starter rope
emergency stop switch. (slowly at first) several times to clear the engine
of excess fuel.
3. With the throttle lever in the idle position and the
emergency stop knob in the up (RUN) position,
the meter must read no resistance (open). If the ! CAUTION
meter reads resistance (closed), replace the switch. Never crank the engine over without grounding
4. With the throttle lever in the idle position and the the spark plugs. Damage to coils and/or CDI unit
may result.
emergency stop knob in the down (STOP)
position, the meter must read resistance (closed).
If the meter reads no resistance (open), replace the „ NOTE: Make sure the ignition switch and the
switch. With the emergency stop knob still in the emergency stop switch are in the ON position.
down (STOP) position, move the throttle lever to 2. Crank the engine over and check for spark. If no
the wide open position. The meter must read no
resistance (open). If the meter reads resistance
spark is present, check to make sure the throttle
cable is properly tensioned. Compress the throttle
5
(closed), replace the switch. control and while holding the throttle control in
5. Connect one ohmmeter lead to the brown wire and this position, crank the engine over and check for
the other lead to the violet wire. With the spark. If spark is now present, adjust the throttle
emergency stop knob in the down (STOP) cable tension.
position, the meter must read resistance (closed).
If the meter reads no resistance (open), replace the „ NOTE: On all models, there must be 0.75-1.5 mm
switch. With the emergency stop knob in the up (0.030-0.060 in.) free-play between the throttle
(RUN) position, the meter must read no resistance lever and the control housing.
(open). If the meter reads resistance (closed),
replace the switch.

733-081C

3. If no spark is present, disconnect the main wiring

harness from the engine. Crank the engine over. If
spark is present, the problem is either one or more
of the following.
A. Defective emergency stop switch
B. Defective safety switch in throttle-control
housing

5-11
 C. Grounded or shorted wire connection at the MAIN HARNESS
throttle-control housing or main wiring harness
1. Disconnect the main wiring harness four-wire
D. Defective ignition switch connector coming from the engine stator
assembly. Connect one ohmmeter lead to the
„ NOTE: To check these possible causes, proceed violet wire and the other lead to the brown wire on
to Testing Ignition System. If no spark is present, the chassis side of the main wiring harness four-
proceed to Arctic Cat Ignition Analyzer in this sec- wire connector. With all switches in the RUN
tion.
position, the meter must read no resistance (open).
2. If the meter reads resistance (closed), test the
Ignition Key Switch and Throttle Control Switch
independently of each other.
Testing Ignition System
(Single Carburetor F/C Models) IGNITION KEY SWITCH
1. Disconnect the ignition key switch connectors;
„ NOTE: The throttle control is equipped with a then connect the ohmmeter leads to each of the
two-wire throttle control switch connector. There
must be 0.75-1.5 mm (0.030-0.060 in.) throttle cable ignition key switch terminals.
free-play between the throttle lever and the control 2. With the key switch in the OFF position, the meter
housing. must read resistance (closed). If the meter reads no
resistance (open), the switch must be replaced.
MAIN WIRING AND SAFETY
SWITCHES THROTTLE CONTROL SWITCH
1. Check the wiring connections coming from the „ NOTE: The throttle control has a two-wire wiring
ignition key and throttle control switches. The harness connector located on the front side of the
two-wire throttle control switch connector is steering post. Whenever working with a two-wire
located on the front side of the steering post. If any throttle control switch, the throttle cable must be
of the connections appear dirty or corroded, clean adjusted so there is 0.75-1.5 mm (0.030-0.060 in.)
them with fine sandpaper and compressed air; then free-play between the throttle lever and control
connect all wires and squeeze the connections with housing.
a pliers for additional tightness.
1. Verify that the throttle cable has the specified
2. Disconnect the main wiring harness four-wire amount of free-play between the throttle lever and
connector coming from the engine stator control housing.
assembly. Disconnecting the connector will
bypass the main wiring harness and all switches 2. Disconnect the two-wire throttle control switch
which will not allow the engine to be shut off connector; then connect the ohmmeter leads to
without first installing an additional auxiliary each of the switch wires.
ground wire. 3. With the throttle lever in the idle position and the
3. Insert an auxiliary ground wire into the black wire emergency stop knob in the down (STOP)
of the four-wire main harness connector on the position, the meter must read resistance (closed).
engine side. To stop the engine once it has been If the meter reads no resistance (open), replace the
started, touch the auxiliary ground wire to the switch.
engine. 4. Depress the throttle lever with the emergency stop
4. Support the rear of the snowmobile up on a knob in the up (RUN) position. The meter must
shielded safety stand; then set the brake lever lock. read no resistance (open). If the meter reads
Inspect the complete throttle mechanism to assure resistance (closed), replace the switch.
that it's working properly. 5. With the throttle lever depressed and the
5. Attempt to start the engine. To stop the engine (if emergency stop knob in the down (STOP)
the engine starts), touch the auxiliary ground wire position, the meter must read resistance (closed).
installed into the four-wire connector to a ground If the meter reads no resistance (open), replace the
on the engine. If the engine fails to start, the switch.
problem is with the coils mounted on the engine,
high tension coil assembly, or the CDI unit. If the
engine starts, the problem is with the switches,
main wiring harness, or throttle cable free-play.

5-12
 8. Connect one meter lead to the black/red wire and
Testing Ignition System the other meter lead to the black/white wire.
(Twin Carburetor F/C Models) 9. With the throttle lever released (idle position) and
the emergency stop knob in the DOWN position,
the meter must read no resistance (open).
„ NOTE: There must be 0.75-1.5 mm (0.030-0.060
in.) free-play between the throttle lever and the 10. If above tests were good, proceed to testing
control housing (see Section 4 - Adjusting Carbu- Carburetor Safety Switches and Ignition Key
retors). Switch.
MAIN WIRING AND SAFETY CARBURETOR SAFETY SWITCHES
SWITCHES
1. If the meter read no resistance (open) in the
1. Check the wire connections at the ignition key previous test, disconnect the carburetor safety
switch and at the emergency stop switch. This switches one at time and test for a closed circuit.
connector is located on the front side of the
steering post. If any of the connections appear 2. Attach the two ohmmeter leads to the two leads
dirty or corroded, clean with fine sandpaper and coming from each carburetor switch. The meter
compressed air; then connect all wires and squeeze must read resistance (closed).
connections with a pliers for added tightness. 3. If the meter reads no resistance (open), the switch
2. Disconnect the main wiring harness connector must either be adjusted or replaced (see
coming from the engine. Using an ohmmeter, Synchronizing Carburetor Safety Switches in this
connect one lead to the black wire in the connector sub-section). If the meter reads resistance (closed),
of the main harness. Connect the remaining proceed to testing Ignition Key Switch.
ohmmeter lead to the brown wire in the connector
of the main harness. IGNITION KEY SWITCH
3. With all switches in the RUN position, the meter 1. If the meter read resistance (closed) in the
must read resistance (closed). If the meter reads no previous test, disconnect the ignition key switch
resistance (open), proceed to testing Emergency connectors and connect the ohmmeter leads to
Stop/Throttle Switch, Carburetor Safety Switches, each of the leads from the switch.
and Ignition Key Switch.
2. With the key switch in the OFF position, the meter
5
EMERGENCY STOP/ must read resistance (closed). If the meter reads no
THROTTLE SWITCH resistance (open), replace the switch.

1. If the meter read no resistance (open) in the SYNCHRONIZING CARBURETOR

previous test, locate the wiring harness coming SAFETY SWITCHES
from the emergency stop/throttle switch assembly.
Before synchronizing the carburetor safety switches,
2. Disconnect the three-wire connector. Using an check to make certain the carburetor idle speed screws
ohmmeter, connect one meter lead to the black are adjusted equally and the piston valves are synchro-
wire and the other meter lead to the black/red wire nized. The carburetor safety switches affect ignition
in the connector. spark at idle only. If ignition spark problems are
3. With the emergency stop knob, located on top of observed at partial or full-throttle positions, the prob-
the throttle control, in the ON (pulled up) position lem is not with the carburetor safety switches.
and the throttle lever compressed, the meter must „ NOTE: There must be 0.75-1.5 mm (0.030-0.060
read resistance (closed). in.) free-play between the throttle lever and the
4. If the meter reads no resistance (open) and the control housing.
lever/control housing free-play is correct, replace
the throttle switch. 1. Inspect the cable free-play gap between the
throttle lever and the control housing at idle.
5. If the meter reads resistance (closed) but the Adjust the throttle cable swivel adapter at the top
engine will not start, with the ohmmeter leads still of each carburetor for 0.75-1.5 mm (0.030-0.060
connected, alternately release and compress the in.) cable free-play gap between the throttle lever
throttle lever; then move the emergency stop knob “nibs” and the control housing. While observing if
down and up. there is any cable free-play gap, apply slight
pressure to the throttle lever to take up any cable
6. The meter must read no resistance (open) when the slack that may be present. However, do not apply
throttle lever is released and the emergency stop enough pressure to actually raise the carburetor
knob is in either the UP or the DOWN position. slides during this adjustment. After cable free-play
7. If the meter reads resistance (closed), replace the is properly adjusted, tighten the jam nut on each
throttle switch. carburetor securely.

5-13
 5. Reconnect the carburetor safety switch
connectors. Place the rear of the snowmobile on a
shielded safety stand; then start the engine and
allow it to warm up for 3-4 minutes.
6. Hold both the top and bottom of the throttle lever
pin so that depression of the throttle lever does not
move the lever pin in its control slot.

733-081C

2. To determine which switch needs adjusting,

disconnect both carburetor safety switches from
the main wiring harness connector.
3. Connect a digital ohmmeter to one carburetor
safety switch connector; then compress the throttle
lever while observing the meter reading and
measure the gap between the throttle lever and 0728-916
control housing at the moment the meter reading
changes from open to closed. Repeat this step for 7. Slowly depress the throttle lever to increase engine
the other carburetor safety switch. RPM.

„ NOTE: The correct throttle lever/housing gap „ NOTE: It is very important that engine RPM be
should be in a range of 9.5 - 12.7 mm (0.375-0.500 allowed to increase slowly, since most engines
in.) the moment the meter reading changes from have a “rich area” at approximately 2500 RPM.
open to closed. A switch that changes from open
to closed before the other one is the switch that 8. Observe the tachometer and the drive clutch to
must be raised to attain safety switch synchroniza- determine the moment the carburetor safety
tion. switches shut down the ignition. Since retaining
the throttle lever pin prevents the switch in the
throttle control housing from closing, the
carburetor safety switches should shut down the
ignition at or slightly after clutch engagement.
9. Repeat steps 6-8 several times. If ignition
shutdown always occurs at or slightly after clutch
engagement, the carburetor safety switches are
synchronized.
10. Again, inspect the gap between the throttle lever
and the control housing at idle. Adjust the throttle
cable swivel adapter at the top of each carburetor
for 0.75-1.5 mm (0.030-0.060 in.) cable free-play
gap between the throttle lever “nibs” and the
733-082A control housing. While observing if there is any
4. If an adjustment is necessary, loosen the switch cable free-play gap, apply slight pressure to the
bracket screws, move the switch up, tighten the throttle lever to take up any cable slack that may
screws, and then reset using step 3. be present. However, do not apply enough
pressure to actually raise the carburetor slides
„ NOTE: After completion of any adjustments, during this adjustment. After cable free-play is
throttle lever “side pressure” should not cause an properly adjusted, tighten the jam nut on each
ignition miss at idle. Carburetor switches set too carburetor securely.
low or an excessively tight throttle cable makes
the shutdown system very sensitive to throttle „ NOTE: After completion of any adjustments,
lever “side pressure” near idle. To test carburetor throttle lever “side pressure” should not cause an
safety switch synchronization, follow steps 5-9. ignition miss at idle. Carburetor safety switches
set too low or an excessively tight throttle cable
makes the shutdown system very sensitive to
throttle lever “side pressure” near idle.

5-14
 MAIN WIRING AND SAFETY
Troubleshooting SWITCHES
Ignition System 1. Check the wiring connections coming from the
(L/C Models) ignition key, emergency stop, and carburetor
switches (on VM-style). The throttle control
switch connector is located on the front side of the
When troubleshooting the standard “normally open” steering post. If any of the connections appear
ignition system, use the following procedure. dirty or corroded, clean them with fine sandpaper
and compressed air; then connect all wires and
1. Remove the spark plugs and visually check their squeeze the connections with a pliers for
condition. Replace any fouled plug. Attach the additional tightness.
spark plugs to the high tension leads and ground
them on the cylinder heads. 2. Disconnect the main wiring harness connector
coming from the engine stator assembly.
! CAUTION Disconnecting this connector will bypass the main
Before checking for spark, place all the engine
wiring harness and all switches which will not
switches in the deactivated position. In the event allow the engine to be shut off without first
the engine could be flooded, pull the starter rope installing an additional auxiliary ground wire.
(slowly at first) several times to clear the engine 3. Insert an auxiliary ground wire into the black wire
of excess fuel.
of the main harness connector on the engine side.
To stop the engine once it has been started, touch
! CAUTION the auxiliary ground wire to the engine.
Never crank the engine over without grounding 4. Support the rear of the snowmobile up on a
the spark plugs. Damage to coils and/or CDI unit shielded safety stand; then set the brake lever lock.
may result. Inspect the complete throttle mechanism to assure
that it's working properly.
„ NOTE: Make sure the ignition switch and the
emergency stop switch are in the ON position. 5. Attempt to start the engine. To stop the engine (if
the engine starts), touch the auxiliary ground wire
2. Crank the engine over and check for spark. If no installed into the connector to a ground on the
spark is present, check to make sure the carburetor
throttle cables are properly tensioned. Compress
engine. If the engine fails to start, the problem is
with the coils mounted on the engine, high tension
5
the throttle control and while holding the throttle coil assembly, or the CDI unit. If the engine starts,
control in this position, crank the engine over and the problem is with the switches, main wiring
check for spark. If spark is now present, adjust the harness, or throttle cable free-play.
carburetor throttle cable tension.
MAIN HARNESS
3. If no spark is present, disconnect the main wiring
harness from the engine. Crank the engine over. If 1. Disconnect the main wiring harness connector
spark is present, the problem is either one or more coming from the engine stator assembly. Connect
of the following: one ohmmeter lead to the violet wire and the other
A. Defective emergency stop switch lead to the brown wire on the chassis side of the
main wiring harness four-wire connector. With all
B. Defective safety switch in throttle-control switches in the RUN position, the meter must read
handle no resistance (open).
C. Corroded or loose wire connection at the 2. If the meter reads resistance (closed), test the
throttle-control housing or main wiring harness Ignition Key Switch, Throttle Control Switch, and
Carburetor Safety Switches independently of each
D. Defective ignition switch other.
„ NOTE: To check these possible causes, proceed IGNITION KEY SWITCH
to Testing Ignition System. If no spark is present,
proceed to Peak Voltage Tests. 1. Disconnect the ignition key switch connectors;
then connect the ohmmeter leads to each of the
ignition key switch terminals.
2. With the switch in the OFF position, the meter
Testing Ignition System must read less than 1 ohm resistance.
(L/C Models)
3. With the switch in the ON position, the meter must
read OL (infinite resistance).
„ NOTE: There must be 0.75-1.5 mm (0.030-0.060
in.) throttle cable free-play between the throttle
lever and the control housing.

5-15
THROTTLE CONTROL SWITCH 1. Inspect the cable free-play gap between the
throttle lever and the control housing at idle.
1. Verify that the throttle cable has 0.75-1.5 mm Adjust the throttle cable swivel adapter at the top
(0.030-0.060 in.) free-play between the throttle of each carburetor for 0.75-1.5 mm (0.030-0.060
lever and control housing. in.) cable free-play gap between the throttle lever
“nibs” and the control housing. While observing if
2. Disconnect the throttle control switch connector; there is any cable free-play gap, apply slight
then connect one ohmmeter lead to the brown wire pressure to the throttle lever to take up any cable
and the other lead to the black/white wire of the slack that may be present. However, do not apply
emergency stop switch. enough pressure to actually raise the carburetor
3. With the throttle lever in the idle position and the slides during this adjustment. After cable free-play
emergency stop knob in the up (RUN) position, is properly adjusted, tighten the jam nut on each
the meter must read no resistance (open). If the carburetor securely.
meter reads resistance (closed), replace the switch.
4. With the throttle lever in the idle position and the
emergency stop knob in the down (STOP)
position, the meter must read resistance (closed).
If the meter reads no resistance (open), replace the
switch. With the emergency stop knob still in the
down (STOP) position, move the throttle lever to
the wide open position. The meter must read no
resistance (open). If the meter reads resistance
(closed), replace the switch.
5. Connect one ohmmeter lead to the brown wire and
the other lead to the violet wire. With the
emergency stop knob in the down (STOP) 733-081C
position, the meter must read resistance (closed).
If the meter reads no resistance (open), replace the 2. To determine which switch needs adjusting,
switch. With the emergency stop knob in the up disconnect both carburetor safety switches from
(RUN) position, the meter must read no resistance the main wiring harness connector.
(open). If the meter reads resistance (closed),
replace the switch. 3. Connect a digital ohmmeter to one carburetor
safety switch connector; then compress the throttle
lever while observing the meter reading and
CARBURETOR SAFETY SWITCHES measure the gap between the throttle lever and
(VM-Style) control housing at the moment the meter reading
1. Disconnect both carburetor safety switches at the changes from open to closed. Repeat this step for
carburetors from the main wiring harness. the other carburetor safety switch.

2. Connect the ohmmeter leads to one of the „ NOTE: The correct throttle lever/housing gap
carburetor safety switches. With the throttle lever should be in a range of 9.5 - 12.7 mm (0.375-0.500
in the idle position, the ohmmeter must read no in.) the moment the meter reading changes from
resistance (open). If the meter reads resistance open to closed. A switch that changes from open
to closed before the other one is the switch that
(closed), adjust the switch (see Synchronizing must be raised to attain safety switch synchroniza-
Carburetor Safety Switches in this sub-section). tion.
Test the remaining switch.

SYNCHRONIZING CARBURETOR
SAFETY SWITCHES
(VM-Style)
Before synchronizing the carburetor safety switches,
check to make certain the carburetor idle speed screws
are adjusted equally and the throttle valves are syn-
chronized. The carburetor safety switches affect igni-
tion spark at idle only. If ignition spark problems are
observed at partial or full-throttle positions, the prob-
lem is not with the carburetor safety switches.
„ NOTE: There must be 0.75-1.5 mm (0.030-0.060 733-082A
in.) free-play between the throttle lever and the
control housing. 4. If an adjustment is necessary, loosen the switch
bracket screws, move the switch up, tighten the
screws, and then reset using step 3.

5-16
„ NOTE: After completion of any adjustments, „ NOTE: After completion of any adjustments,
throttle lever “side pressure” should not cause an throttle lever “side pressure” should not cause an
ignition miss at idle. Carburetor switches set too ignition miss at idle. Carburetor safety switches
low or an excessively tight throttle cable makes set too low or an excessively tight throttle cable
the shutdown system very sensitive to throttle makes the shutdown system very sensitive to
lever “side pressure” near idle. To test carburetor throttle lever “side pressure” near idle.
safety switch synchronization, follow steps 5-9.

5. Reconnect the carburetor safety switch

connectors. Place the rear of the snowmobile on a Throttle Position Sensor
shielded safety stand; then start the engine and (500/600/700/800/900 cc Models)
allow it to warm up for 3-4 minutes.
6. Hold both the top and bottom of the throttle lever „ NOTE: Ignition timing and fail-safe timing speci-
pin so that depression of the throttle lever does not fications are located at the beginning of this sec-
move the lever pin in its control slot. tion.

DIGITAL 3-D IGNITION (Carbureted

Models)
The advantage of a 3-D ignition system is it actually
has up to twelve slightly different timing curves which
are controlled by both throttle position and engine
RPM. This system allows the CDI to select the timing
curve best suited to the operating conditions providing
both maximum performance and increased engine
durability.
When checking the ignition timing, a couple points
must be remembered. First, since the ignition timing is
0728-916 affected by the throttle position, the throttle position
sensor (TPS) must be in good operating condition and
7. Slowly depress the throttle lever to increase engine adjusted correctly. Second, the ignition timing must be
RPM. checked according to the following chart. Never
remove the drive belt to make the timing check.
5
„ NOTE: It is very important that engine RPM be Always place the rear of the snowmobile on a shielded
allowed to increase slowly, since most engines safety stand and allow the track to rotate freely.
have a “rich area” at approximately 2500 RPM.
When checking ignition timing, it is important that the
8. Observe the tachometer and the drive clutch to timing light be connected to the number 1 spark plug
determine the moment the carburetor safety wire, which is the MAG-side cylinder. If the number 2
switches shut down the ignition. Since retaining cylinder spark plug wire is used, the timing light may
the throttle lever pin prevents the switch in the show a 2° error in ignition timing when ignition timing
throttle control housing from closing, the is actually correct.
carburetor safety switches should shut down the
ignition at or slightly after clutch engagement. For example, the correct ignition timing on the 500 cc
9. Repeat steps 6-8 several times. If ignition w/APV is 30° ± 2° BTDC at 2000 RPM.
shutdown always occurs at or slightly after clutch
engagement, the carburetor safety switches are To quickly check TPS operation, measure the timing
synchronized. according to the chart; then disconnect the TPS wiring
and recheck the timing. A system with a functioning
10. Again, inspect the gap between the throttle lever TPS will show a change of approximately 4°. This is
and the control housing at idle. Adjust the throttle known as “Fail-Safe Ignition Timing” and is built into
cable swivel adapter at the top of each carburetor the system to protect the engine should the TPS fail. If
for 0.75-1.5 mm (0.030-0.060 in.) cable free-play this change is not seen, the TPS may have failed and
gap between the throttle lever “nibs” and the must be checked.
control housing. While observing if there is any
cable free-play gap, apply slight pressure to the If the ignition timing isn’t 30° ± 2° at 2000 RPM, the
throttle lever to take up any cable slack that may TPS should be checked for proper adjustment using
be present. However, do not apply enough the TPS Adjustment Tool (p/n 0644-299) and a digital
pressure to actually raise the carburetor slides voltmeter.
during this adjustment. After cable free-play is
properly adjusted, tighten the jam nut on each TESTING TPS (All Models)
carburetor securely.
For procedures for testing the TPS, see Testing Indi-
vidual Components in the Batteryless EFI sub-section
of Section 4.

5-17
„ NOTE: Procedure for testing the TPS is the same 4. Using TPS Adjustment Tool (p/n 0644-299),
on carbureted models and EFI models. connect its wiring harness to the TPS. Connect the
two digital voltmeter leads (red and black) using
CHECKING TPS (Carbureted the two pin jack adapters provided with the
Models) adjustment tool to the white and black jacks of the
TPS adjustment tool.
„ NOTE: On “Laydown” engine models to check
the TPS, Test Harness (p/n 0686-959) must be 5. With the throttle in the closed position (valve
used. resting on the pin gauge), compare the reading on
the voltmeter to the chart. If the reading is at the
1. Remove the carburetor assembly from the engine prescribed specification, proceed to step 6. If the
compartment (see Section 4). reading is not at the prescribed specification,
proceed to Adjusting TPS (Carbureted Models) in
2. Loosen the idle adjustment screw until it is not in this sub-section.
contact with the throttle lever.

Engine Idle Wide-Open

Position Position
500 cc 1.7V 3.8V+
600/700 cc
0.50-0.53V 3.9V+
(“Laydown”)
900 cc 0.56V 3.941-4.370V
6. Hold the throttle in the wide-open position; then
compare the reading on the voltmeter to the chart.
If the reading is not within the specification range,
recheck the closed position reading. If the closed
position reading is correct and the wide-open
position reading is not, the TPS is faulty and must
AO171 be replaced.
3. Depress the throttle lever to raise the throttle 7. If both voltmeter readings are correct, remove the
valves (slides); then insert Pin Gauge (p/n 0644- test harness and pin gauge, install the carburetor
345) into the TPS-side carburetor throat beneath assembly (see Section 4), and connect the
the valve. Slowly release the throttle lever snowmobile TPS harness to the TPS.
allowing the valve to rest on the gauge.
„ NOTE: Before installing the TPS harness con-
nector, apply dielectric grease to the connector
pins.

ADJUSTING TPS (Carbureted

Models)
1. Using TPS Screwdriver (p/n 0644-344), loosen the
two retaining screws securing the TPS to the
carburetor.
2. Adjust the TPS to obtain the correct closed
position reading on the voltmeter.
3. Tighten the two retaining screws securely.
AO170
4. To verify TPS position is correct, proceed to steps
„ NOTE: The pin gauge MUST be installed on the 6 and 7 of Checking TPS (Carbureted Models) in
engine side of the carburetor. this sub-section.
„ NOTE: Before using the TPS adjustment tool,
verify its battery condition. The battery used in the CHECKING/ADJUSTING TPS
tool is a 9-volt battery. To check battery condition, (EFI Models)
use a digital volt/ohmmeter set on DC volt scale.
Test between the adjustment tool black and red „ NOTE: On “Laydown” engine models to check
jacks. Insert the red lead of the digital voltmeter the TPS, Test Harness (p/n 0686-959) must be
into the red jack of the adjustment tool and the used.
black lead of the digital voltmeter into the black
jack of the adjustment tool. If voltage is found „ NOTE: Before using the TPS adjustment tool,
below 4.9 volts, replace the battery. verify its battery condition. The battery used in the
tool is a 9-volt battery; also, the Test Harness (p/n
0686-627) must be plugged into the analyzer for
testing voltage.

5-18
To check battery condition, use a digital volt/ohmme- 4. Install the new TPS and secure with two retaining
ter set on DC volt scale. Test between the adjustment screws, flat washers, and lock washers.
tool black and red jacks. Insert the red lead of the digi-
tal voltmeter into the red jack of the adjustment tool 5. Adjust the TPS using the appropriate procedures
and the black lead of the digital voltmeter into the in this sub-section.
black jack of the adjustment tool. If voltage is found
below 4.9 volts, replace the battery. FAIL-SAFE IGNITION TIMING

1. Using TPS Adjustment Tool (p/n 0644-299), Engines equipped with throttle position sensor have a
connect its wiring harness to the TPS. Connect the protective feature called “fail-safe” ignition timing
two digital voltmeter leads (red and black) using which prevents engine damage should the TPS fail. If
the two pin jack adapters provided with the the TPS does fail, the engine will run normally at low
adjustment tool to the white and black jacks of the RPM but will run poorly at high RPM. This will allow
TPS adjustment tool. the operator to get the snowmobile to safety with little
or no engine damage.
2. Ensure that the throttle cable has the proper
amount of free-play. „ NOTE: The engine will continue to operate this
way until the TPS is replaced.
3. With the throttle in the idle position, compare the
reading on the voltmeter to the chart. If the reading
is at the prescribed specification, proceed to step 6.
If the reading is not at the prescribed specification, Testing Electrical
proceed to step 4.
Resistances
Idle Wide-Open (EFI Models)
Engine
Position Position
600 cc (STD) 0.64V 3.575-3.937V „ NOTE: Resistance tests of the engine electrical
600/700 cc 0.69-0.71V 3.575-3.937V components should be made using the Fluke Mul-
(“Laydown”) timeter only. Analog-style multitesters may not be
800/900 0.69-0.71V 3.575-3.937V accurate enough to use in these critical tests.
Replace any component that does not have a test
4. Using TPS Screwdriver (p/n 0644-344), loosen the value within specifications.
two retaining screws securing the TPS to the
throttle body. IGNITION COIL (Primary)
5
5. Adjust the TPS to obtain the correct idle position 1. Disconnect the double wire plug from the ECU to
reading; then tighten the two retaining screws the ignition coil.
securely.
2. Set the selector in the X1 position.
6. Depress the throttle lever slowly. The meter
reading should show a smooth rise all the way to 3. Connect the red meter lead to the black/orange
wide-open throttle. Repeat this step until it is lead; then connect the black meter lead to the
assured that there are no open areas or “peaks” in orange/black lead.
the reading.
7. Disconnect the adjustment tool harness from the
TPS. Connect the snowmobile TPS harness to the
newly installed or adjusted TPS.
„ NOTE: Before installing the TPS harness con-
nector, apply dielectric grease to the connector
pins.

REPLACING TPS (Carb Models)

„ NOTE: On EFI models, the TPS is not a service
part. The throttle body w/sensor must be replaced.
AK051D
1. Disconnect the throttle cable from the throttle
shaft. 4. Ignition coil primary resistance must be between
0.24-0.36 ohm.
2. Turn the idle adjustment screw counterclockwise
until it is not in contact with the throttle lever. IGNITION COIL (Secondary)
3. Disconnect the TPS wiring harness connector.
Using TPS Screwdriver (p/n 0644-344), remove 1. Remove the spark-plug caps from the high tension
the two retaining screws securing the TPS to the wires.
carburetor/throttle body. 2. Set the selector in the X1K position.
5-19
 3. Connect the red meter lead to one high tension
wire; then connect the black meter lead to the
other high tension wire.

AK013

4. Charge coil (2) resistance must be between 13.6-

20.4 ohms.
AK050D
LIGHTING COIL
4. Ignition coil secondary resistance must be between
6800-10,200 ohms. 1. Disconnect the main wiring harness from the
engine.
CHARGE COIL (1)
2. Set the selector in the X1 position.
1. Disconnect the triple-wire plug from the ECU to
the magneto. 3. Connect the two meter leads to each of the yellow
leads in the connector from the engine.
2. Set the selector in the X1 position.
3. Connect the red meter lead to the black/red wire
in the plug; then connect the black meter lead to
the green/red wire in the plug.

AK015

4. Lighting coil resistance must be between 0.08-

0.12 ohm.

IGNITION TIMING SENSOR

AK014
1. Disconnect the two timing sensor leads (green/
4. Charge coil (1) resistance must be between 13.6- white and brown) from the ECU.
20.4 ohms.
2. Set the selector in the X100 position; then connect
CHARGE COIL (2) the meter leads to the sensor leads.
3. Ignition timing sensor resistance must be between
1. Disconnect the triple-wire plug from the ECU to 152-228 ohms (600 “Laydown”) or 81-121
the magneto. (remaining models).
2. Set the selector in the X1 position.
SPARK-PLUG CAP
3. Connect the red meter lead to the brown/white
wire in the plug; then connect the black meter lead 1. Remove the spark-plug caps from the high tension
to the green/red wire in the plug. wires.
2. Set the selector in the X1K position.
3. In turn on each cap, touch a tester lead to each end
of the spark-plug cap.

5-20
 B170 AK051D

4. Spark-plug cap resistance must be between 4000- 4. Ignition coil primary resistance must be between
6000 ohms. 0.25-0.34 ohm.

IGNITION SWITCH IGNITION COIL (Secondary)

1. Remove the main wiring harness connectors from 1. Remove the spark-plug caps from the high tension
the ignition switch. wires.
2. Rotate the key to the OFF position. 2. Set the selector in the X1K position.
3. The meter must read less than 1 ohm resistance 3. Connect the red meter lead to one high tension
between the ignition switch terminals. wire; then connect the black meter lead to the
other high tension wire.
4. Rotate the key to the RUN position.
5. The meter must read OL (infinite resistance).

5
Testing Electrical
Resistances
(370/440 cc Models)

„ NOTE: Resistance tests of the engine electrical

components should be made using the Fluke Mul-
timeter only. Analog-style multitesters may not be AK050D
accurate enough to use in these critical tests.
Replace any component that does not have a test 4. Ignition coil secondary resistance must be between
value within specifications. 6800-10,200 ohms.
IGNITION COIL (Primary) STATOR COIL (Charge)
1. Disconnect the two connectors from the CDI unit 1. Disconnect the triple-wire plug from the CDI unit
to the ignition coil. to the magneto.
2. Set the selector in the X1 position. 2. Set the selector in the X100 position.
3. Connect the red meter lead to the orange lead; then 3. Connect the red meter lead to the red/white wire in
connect the black meter lead to the black lead. the plug; then connect the black meter lead to the
black/red wire in the plug.

5-21
 AK013 B170

4. Stator (charge) coil resistance must be between 4. Spark-plug cap resistance must be between 4000-
128-192 ohms. 6000 ohms.

LIGHTING COIL IGNITION SWITCH

1. Disconnect the main wiring harness from the 1. Remove the main wiring harness connectors from
engine. the ignition switch.
2. Set the selector in the X1 position. 2. Rotate the key to the OFF position.
3. Connect the two meter leads to each of the yellow 3. The meter must read less than 1 ohm resistance
leads in the connector from the engine. between the ignition switch terminals.
4. Rotate the key to the RUN position.
5. The meter must read OL (infinite resistance).

Testing Electrical
Resistances
(500 cc w/APV)

„ NOTE: Resistance tests of the engine electrical

AK015 components should be made using the Fluke Mul-
timeter only. Analog-style multitesters may not be
4. Lighting coil resistance must be between 0.17- accurate enough to use in these critical tests.
0.26 ohm. Replace any component that does not have a test
value within specifications.
SPARK-PLUG CAP
IGNITION COIL (Primary)
1. Remove the spark-plug caps from the high tension
wires. 1. Disconnect the double wire plug from the CDI unit
to the ignition coil.
2. Set the selector in the X1K position.
2. Set the selector in the X1 position.
3. In turn on each cap, touch a tester lead to each end
of the spark-plug cap. 3. Connect the red meter lead to the orange lead; then
connect the black meter lead to the black lead.

5-22
 2. Set the selector in the X1 position.
3. Connect the two meter leads to each of the yellow
leads in the connector from the engine.

AK051D

4. Ignition coil primary resistance must be between

0.27-0.41 ohm.
AK015
IGNITION COIL (Secondary)
4. Lighting coil resistance must be between 0.12-
1. Remove the spark-plug caps from the high tension 0.18 ohm.
wires.
2. Set the selector in the X1K position. IGNITION TIMING SENSOR
3. Connect the red meter lead to one high tension 1. Disconnect the two timing sensor leads (green/
wire; then connect the black meter lead to the white and brown/green) from the CDI unit.
other high tension wire.
2. Set the selector in the X100 position; then connect
the meter leads to the sensor leads.
3. Ignition timing sensor resistance must be between
148-222 ohms.

SPARK-PLUG CAP
5
1. Remove the spark-plug caps from the high tension
wires.
2. Set the selector in the X1K position.
3. In turn on each cap, touch a tester lead to each end
of the spark-plug cap.
AK050D

4. Ignition coil secondary resistance must be between

6800-10,200 ohms.

DC POWER COIL
„ NOTE: On APV-equipped carbureted models, the
traditional charge coil(s) have been replaced by a
single DC power coil on the stator.

1. Disconnect the two plugs (red/yellow and yellow/

red) from the CDI unit to the DC power coil.
2. Set the selector in the X1 position. B170
3. Connect the red meter lead to one wire; then
connect the black meter lead to the other wire. 4. Spark-plug cap resistance must be between 4000-
6000 ohms.
4. DC power coil resistance must be between 0.71-
1.07 ohms. IGNITION SWITCH

LIGHTING COIL 1. Remove the main wiring harness connectors from

the ignition switch.
1. Disconnect the main wiring harness from the
engine. 2. Rotate the key to the OFF position.

5-23
 3. The meter must read less than 1 ohm resistance 3. Connect the red meter lead to one high tension
between the ignition switch terminals. wire; then connect the black meter lead to the
other high tension wire.
4. Rotate the key to the RUN position.
5. The meter must read OL (infinite resistance).

Testing Electrical
Resistances
(550 cc Model)

„ NOTE: Resistance tests of the engine electrical

components should be made using the Fluke Mul-
timeter only. Analog-style multitesters may not be AK050D
accurate enough to use in these critical tests.
Replace any component that does not have a test 4. Ignition coil secondary resistance must be between
value within specifications. 6800-10,200 ohms.
IGNITION COIL (Primary) CHARGE COIL (1)
1. Disconnect the double wire plug from the CDI unit 1. Disconnect the triple-wire plug from the CDI unit
to the ignition coil. to the magneto.
2. Set the selector in the X1 position. 2. Set the selector in the X100 position.
3. Connect the red meter lead to the orange wire in 3. Connect the red meter lead to the red/white wire in
the plug; then connect the black meter lead to the the plug; then connect the black meter lead to the
black wire in the plug. black/white wire in the plug.

AK051D
AK014

4. Ignition coil primary resistance must be between 4. Charge coil (1) resistance must be between 128-
0.25-0.34 ohm. 192 ohms.
IGNITION COIL (Secondary) CHARGE COIL (2)
1. Remove the spark-plug caps from the high tension 1. Disconnect the triple-wire plug from the CDI unit
wires. to the magneto.
2. Set the selector in the X1K position. 2. Set the selector in the X1 position.
3. Connect the red meter lead to the black/red wire in
the plug; then connect the black meter lead to the
red/white wire in the plug.

5-24
 AK013 B170

4. Charge coil (2) resistance must be between 13.6- 4. Spark-plug cap resistance must be between 4000-
20.4 ohms. 6000 ohms.

LIGHTING COIL IGNITION SWITCH

1. Disconnect the main wiring harness from the 1. Remove the main wiring harness connectors from
engine. the ignition switch.
2. Set the selector in the X1 position. 2. Rotate the key to the OFF position.
3. Connect the two meter leads to each of the yellow 3. The meter must read less than 1 ohm of resistance
leads in the connector from the engine. between the ignition switch terminals.
4. Rotate the key to the RUN position.
5. The meter must indicate OL (infinite resistance).

5
Testing Electrical
Resistances
(900 cc Carb Models)

„ NOTE: Resistance tests of the engine electrical

AK015 components should be made using the Fluke Mul-
timeter only. Analog-style multitesters may not be
4. Lighting coil resistance must be between 0.17- accurate enough to use in these critical tests.
0.26 ohm. Replace any component that does not have a test
value within specifications.
SPARK-PLUG CAP
IGNITION COIL (Primary)
1. Remove the spark-plug caps from the high tension
wires. 1. Disconnect the double wire plug from the CDI unit
to the ignition coil.
2. Set the selector in the X1K position.
2. Set the selector in the X1 position.
3. In turn on each cap, touch a tester lead to each end
of the spark-plug cap. 3. Connect the red meter lead to the orange lead; then
connect the black meter lead to the black lead.

5-25
 2. Set the selector in the X1 position.
3. Connect the two meter leads to each of the yellow
leads in the connector from the engine.

AK051D

4. Ignition coil primary resistance must be between

0.24-0.36 ohm.
AK015
IGNITION COIL (Secondary)
4. Lighting coil resistance must be between 0.08-
1. Remove the spark-plug caps from the high tension 0.12 ohm.
wires.
2. Set the selector in the X1K position. IGNITION TIMING SENSOR
3. Connect the red meter lead to one high tension 1. Disconnect the two timing sensor leads (green/
wire; then connect the black meter lead to the white and brown) from the CDI unit.
other high tension wire.
2. Set the selector in the X100 position; then connect
the meter leads to the sensor leads.
3. Ignition timing sensor resistance must be between
148-222 ohms.

SPARK-PLUG CAP
1. Remove the spark-plug caps from the high tension
wires.
2. Set the selector in the X1K position.
3. In turn on each cap, touch a tester lead to each end
of the spark-plug cap.
AK050D

4. Ignition coil secondary resistance must be between

6800-10,200 ohms.

DC POWER COIL
„ NOTE: On APV-equipped carbureted models, the
traditional charge coil(s) have been replaced by a
single DC power coil on the stator.

1. Disconnect the two plugs (red/yellow and yellow/

red) from the CDI unit to the DC power coil.
2. Set the selector in the X1 position. B170
3. Connect the red meter lead to one wire; then
connect the black meter lead to the other wire. 4. Spark-plug cap resistance must be between 4000-
6000 ohms.
4. DC power coil resistance must be between 0.52-
0.78 ohm. IGNITION SWITCH

LIGHTING COIL 1. Remove the main wiring harness connectors from

the ignition switch.
1. Disconnect the main wiring harness from the
engine. 2. Rotate the key to the OFF position.

5-26
 3. The meter must read less than 1 ohm resistance
between the ignition switch terminals.
4. Rotate the key to the RUN position.
5. The meter must read OL (infinite resistance).

Testing Electrical
Resistances
(500 w/o APV/570 cc Models)
AK050D

„ NOTE: Resistance tests of the engine electrical 4. Ignition coil secondary resistance must be between
components should be made using the Fluke Mul- 6800-10,200 ohms.
timeter only. Analog-style multitesters may not be
accurate enough to use in these critical tests.
Replace any component that does not have a test CHARGE COIL (1)
value within specifications.
1. Disconnect the three-wire plug from the CDI unit
IGNITION COIL (Primary) to the magneto.
2. Set the selector in the X1 position.
1. Disconnect the double wire plug from the CDI
unit to the ignition coil. 3. Connect the red meter lead to the black/red wire in
the plug; then connect the black meter lead to the
2. Set the selector in the X1 position. green/red wire in the plug.
3. Connect the red meter lead to the orange wire in
the plug; then connect the black meter lead to the
black wire in the plug.

AK014

4. Charge coil (1) resistance must be between 12-18

ohms.
AK051D

4. Ignition coil primary resistance must be between CHARGE COIL (2)

0.25-0.34 ohm.
1. Disconnect the three-wire plug from the CDI unit
IGNITION COIL (Secondary) to the magneto.
2. Set the selector in the X1 position.
1. Remove the spark-plug caps from the high tension
wires. 3. Connect the red meter lead to the brown/white
wire in the plug; then connect the black meter lead
2. Set the selector in the X1K position. to the green/red wire in the plug.
3. Connect the red meter lead to one high tension
wire; then connect the black meter lead to the
other high tension wire.

5-27
 AK013 AK015

4. Charge coil (2) resistance must be between 12-18 4. Lighting coil resistance must be between 0.12-
ohms. 0.18 ohm.

IGNITION TIMING SENSOR SPARK-PLUG CAP

1. Disconnect the green/white and brown wires from 1. Remove the spark-plug caps from the high tension
the timing sensor to the main harness. wires.
2. Set the selector in the X1K position.
3. In turn on each cap, touch a tester lead to each end
of the spark-plug cap.

AO102D

2. Set the selector in the X10 position.

3. Connect the red tester lead to the green/white wire;
then connect the black tester lead to the brown B170
wire.
4. Spark-plug cap resistance must be between 4000-
4. Ignition timing sensor resistance must be between 6000 ohms.
148-222 ohms.
IGNITION SWITCH
LIGHTING COIL
1. Remove the main wiring harness connectors from
1. Disconnect the main wiring harness from the the ignition switch.
engine.
2. Rotate the key to the OFF position.
2. Set the selector in the X1 position.
3. The meter must read less than 1 ohm resistance
3. Connect the two meter leads to each of the yellow between the ignition switch terminals.
leads in the connector from the engine.
4. Rotate the key to the RUN position.
5. The meter must read OL (infinite resistance).

5-28
 4. Ignition coil secondary resistance must be between
Testing Electrical 6800-10,200 ohms.
Resistances DC POWER COIL
(600/700 “Laydown” Carb Models)
„ NOTE: On APV-equipped carbureted models, the
traditional charge coil(s) have been replaced by a
„ NOTE: Resistance tests of the engine electrical single DC power coil on the stator.
components should be made using the Fluke Mul-
timeter only. Analog-style multitesters may not be 1. Disconnect the two plugs (red/yellow and yellow/
accurate enough to use in these critical tests. red) from the CDI unit to the DC power coil.
Replace any component that does not have a test
value within specifications. 2. Set the selector in the X1 position.

IGNITION COIL (Primary) 3. Connect the red meter lead to one wire; then
connect the black meter lead to the other wire.
1. Disconnect the double wire plug from the CDI unit 4. DC power coil resistance must be between 0.71-
to the ignition coil. 1.07 ohms.
2. Set the selector in the X1 position.
LIGHTING COIL
3. Connect the red meter lead to the orange lead; then
connect the black meter lead to the black lead. 1. Disconnect the main wiring harness from the
engine.
2. Set the selector in the X1 position.
3. Connect the two meter leads to each of the yellow
leads in the connector from the engine.

5
AK051D

4. Ignition coil primary resistance must be between

0.27-0.41 ohm.
AK015
IGNITION COIL (Secondary)
4. Lighting coil resistance must be between 0.08-
1. Remove the spark-plug caps from the high tension 0.12 ohm.
wires.
2. Set the selector in the X1K position. IGNITION TIMING SENSOR

3. Connect the red meter lead to one high tension 1. Disconnect the two timing sensor leads (green/
wire; then connect the black meter lead to the white and brown/green) from the CDI.
other high tension wire. 2. Set the selector in the X100 position; then connect
the meter leads to the sensor leads.
3. Ignition timing sensor resistance must be between
148-222 ohms.

SPARK-PLUG CAP
1. Remove the spark-plug caps from the high tension
wires.
2. Set the selector in the X1K position.
3. In turn on each cap, touch a tester lead to each end
of the spark-plug cap.
AK050D

5-29
 !WARNING
Most voltages generated by the ignition system
are sufficient to interrupt pacemakers! All techni-
cians, especially those using pacemakers, must
avoid contact with all electrical connections
when making these tests.

STATOR (Charge) COIL OUTPUT

(370/440 cc)
1. Connect the red meter lead to the red/white wire
from the stator; then connect the black meter lead
B170 to the black/red wire from the stator.
4. Spark-plug cap resistance must be between 4000- 2. Pull the recoil starter rope briskly. Meter reading
6000 ohms. must be within specification.

IGNITION SWITCH LIGHTING COIL OUTPUT

1. Remove the main wiring harness connectors from 1. Connect the red meter lead to one yellow wire;
the ignition switch. then connect the black meter lead to the other
yellow wire.
2. Rotate the key to the OFF position.
2. Pull the recoil starter rope briskly. Meter reading
3. The meter must read less than 1 ohm resistance must be within specification.
between the ignition switch terminals.
4. Rotate the key to the RUN position. CHARGE COIL (1) OUTPUT
(570 cc)
5. The meter must read OL (infinite resistance).
1. Connect the red meter lead to the black/red wire;
then connect the black meter lead to the green/red
wire.
Peak Voltage Tests 2. Pull the recoil starter rope briskly. Meter reading
(Fan Cooled Models) must be within specification.

CHARGE COIL (2) OUTPUT

„ NOTE: The following tests should be made using (570 cc)
the Fluke Model 73 Multimeter (p/n 0644-191) with
Peak Voltage Reading Adapter (p/n 0644-307). 1. Connect the red meter lead to the brown/white
wire; then connect the black meter lead to the
„ NOTE: Peak voltage test specifications are on green/red wire.
the Electrical Specifications (Individual) pages in
this section. 2. Pull the recoil starter rope briskly. Meter reading
must be within specification.
The Fluke Multimeter w/Adapter can perform the fol-
lowing tests. PRIMARY COIL OUTPUT
A. Stator/Charge Coil(s) Output 1. Connect the red meter lead to the orange wire;
then connect the black meter lead to the black
B. Lighting Coil Output wire.
C. Primary Coil Output 2. Pull the recoil starter rope briskly. Meter reading
D. Voltage Regulator Output must be within specification.

„ NOTE: Peak Voltage Tests were made with con- VOLTAGE REGULATOR OUTPUT
nectors plugged in, spark plugs removed and
grounded, and by pulling the recoil starter rope „ NOTE: To conduct this test, use the multimeter
briskly. set on the A.C. Volt scale.

1. Connect the red meter lead to the yellow wire

from the regulator; then connect the black meter
lead to the brown wire from the regulator.
2. Pull the recoil starter rope briskly. Meter reading
must be within specification.

5-30
 IGNITION TIMING SENSOR
Peak Voltage Tests 1. Connect the red meter lead to the green/white
(600/700/900 cc Carb Models) wire; then connect the black meter lead to the
brown/green wire (600/700 cc) or brown wire (900
„ NOTE: The following tests should be made using cc).
the Fluke Model 73 Multimeter (p/n 0644-191) with 2. Pull the recoil starter rope briskly. Meter reading
Peak Voltage Reading Adapter (p/n 0644-307). must be within specification.
„ NOTE: Peak voltage test specifications are on
the Electrical Specifications (Individual) pages in LIGHTING COIL OUTPUT
this section.
1. Connect the red meter lead to one yellow wire;
The Fluke Multimeter w/Adapter can perform the fol- then connect the black meter lead to the other
lowing tests. yellow wire.
2. Pull the recoil starter rope briskly. Meter reading
A. DC Power Coil Output must be within specification.
B. Voltage Regulator Output
C. Primary Coil Output
D. Ignition Timing Sensor Peak Voltage Tests
550 cc Model)
E. Lighting Coil Output
„ NOTE: Peak Voltage Tests were made with con- „ NOTE: The following tests should be made using
nectors plugged in, spark plugs removed and the Fluke Model 73 Multimeter (p/n 0644-191) with
grounded, and by pulling the recoil starter rope Peak Voltage Reading Adapter (p/n 0644-307).
briskly.
„ NOTE: Peak voltage test specifications are on
! WARNING the Electrical Specifications (Individual) pages in
this section.
Most voltages generated by the ignition system
are sufficient to interrupt pacemakers! All techni- The Fluke Multimeter w/Adapter can perform the fol-
5
cians, especially those using pacemakers, must lowing tests.
avoid contact with all electrical connections after
the engine has been started.
A. Charge Coil (1) Output
DC POWER COIL OUTPUT B. Charge Coil (2) Output
1. Connect the red meter lead to the red/yellow wire C. Lighting Coil Output
from the stator; then connect the black meter lead
to the yellow/red wire from the stator. D. Primary Coil Output

2. Pull the recoil starter rope briskly. Meter reading E. Voltage Regulator Output
must be within specification.
„ NOTE: Peak Voltage Tests were made with con-
nectors plugged in, spark plugs removed and
VOLTAGE REGULATOR OUTPUT grounded, and by pulling the recoil starter rope
briskly.
„ NOTE: To conduct this test, use the multimeter
set on the A.C. Volt scale.
! WARNING
1. Connect the red meter lead to the red wire from the Most voltages generated by the ignition system
regulator; then connect the black meter lead to the are sufficient to interrupt pacemakers! All techni-
brown wire from the regulator. cians, especially those using pacemakers, must
avoid contact with all electrical connections after
2. Pull the recoil starter rope briskly. Meter reading the engine has been started.
must be within specification.
CHARGE COIL (1) OUTPUT
PRIMARY COIL OUTPUT
1. Connect the red meter lead to the red/white wire;
1. Connect the red meter lead to the orange wire; then connect the black meter lead to the black/
then connect the black meter lead to the black white wire.
wire.
2. Pull the recoil starter rope briskly. Meter reading
2. Pull the recoil starter rope briskly. Meter reading must be within specification.
must be within specification.

5-31
CHARGE COIL (2) OUTPUT E. Lighting Coil Output
1. Connect the red meter lead to the black/red wire; „ NOTE: Peak Voltage Tests were made with con-
then connect the black meter lead to the red/white nectors plugged in, spark plugs removed and
wire. grounded, and by pulling the recoil starter rope
briskly.
2. Pull the recoil starter rope briskly. Meter reading
must be within specification.
! WARNING
LIGHTING COIL OUTPUT Most voltages generated by the ignition system
are sufficient to interrupt pacemakers! All techni-
1. Connect the red meter lead to one yellow wire; cians, especially those using pacemakers, must
then connect the black meter lead to the other avoid contact with all electrical connections after
yellow wire. the engine has been started.

2. Pull the recoil starter rope briskly. Meter reading DC POWER COIL OUTPUT
must be within specification.
1. Connect the red meter lead to the red/yellow wire
PRIMARY COIL OUTPUT from the stator; then connect the black meter lead
to the yellow/red wire from the stator.
1. Connect the red meter lead to the orange wire;
then connect the black meter lead to the black 2. Pull the recoil starter rope briskly. Meter reading
wire. must be within specification.

2. Pull the recoil starter rope briskly. Meter reading VOLTAGE REGULATOR OUTPUT
must be within specification.
„ NOTE: To conduct this test, use the multimeter
VOLTAGE REGULATOR OUTPUT set on the A.C. Volt scale.

„ NOTE: To conduct this test, use the multimeter 1. Connect the red meter lead to the blue wire from
set on the A.C. Volt scale. the regulator; then connect the black meter lead to
the brown wire from the regulator.
1. Connect the red meter lead to the yellow wire from
the regulator; then connect the black meter lead to 2. Pull the recoil starter rope briskly. Meter reading
the brown wire from the regulator. must be within specification.

2. Pull the recoil starter rope briskly. Meter reading PRIMARY COIL OUTPUT
must be within specification.
1. Connect the red meter lead to the orange wire;
then connect the black meter lead to the black
wire.
Peak Voltage Tests 2. Pull the recoil starter rope briskly. Meter reading
(500 cc w/APV Models) must be within specification.

IGNITION TIMING SENSOR

„ NOTE: The following tests should be made using
the Fluke Model 73 Multimeter (p/n 0644-191) with 1. Connect the red meter lead to the green/white
Peak Voltage Reading Adapter (p/n 0644-307). wire; then connect the black meter lead to the
brown/green wire.
„ NOTE: Peak voltage test specifications are on
the Electrical Specifications (Individual) pages in 2. Pull the recoil starter rope briskly. Meter reading
this section. must be within specification.
The Fluke Multimeter w/Adapter can perform the fol- LIGHTING COIL OUTPUT
lowing tests.
1. Connect the red meter lead to one yellow wire;
A. DC Power Coil Output then connect the black meter lead to the other
yellow wire.
B. Voltage Regulator Output
2. Pull the recoil starter rope briskly. Meter reading
C. Primary Coil Output must be within specification.
D. Ignition Timing Sensor

5-32
 PRIMARY COIL OUTPUT
Peak Voltage Tests 1. Connect the red meter lead to the orange wire;
(500 cc w/o APV Models) then connect the black meter lead to the black
wire.
„ NOTE: The following tests should be made using 2. Pull the recoil starter rope briskly. Meter reading
the Fluke Model 73 Multimeter (p/n 0644-191) with must be within specification.
Peak Voltage Reading Adapter (p/n 0644-307).

„ NOTE: Peak voltage test specifications are on IGNITION TIMING SENSOR

the Electrical Specifications (Individual) pages in
this section. 1. Connect the red meter lead to the green/white
wire; then connect the black meter lead to the
The Fluke Multimeter w/Adapter can perform the fol- brown wire.
lowing tests. 2. Pull the recoil starter rope briskly. Meter reading
must be within specification.
A. Charge Coil (1) Output
B. Charge Coil (2) Output VOLTAGE REGULATOR OUTPUT
C. Lighting Coil Output „ NOTE: To conduct this test, use the multimeter
set on the A.C. Volt scale.
D. Primary Coil Output
1. Connect the red meter lead to the yellow wire from
E. Ignition Timing Sensor the regulator; then connect the black meter lead to
F. Voltage Regulator Output the brown wire from the regulator.
2. Pull the recoil starter rope briskly. Meter reading
„ NOTE: Peak Voltage Tests were made with con- must be within specification.
nectors plugged in, spark plugs removed and
grounded, and by pulling the recoil starter rope
briskly.

! WARNING Peak Voltage Tests

(EFI Models)
5
Most voltages generated by the ignition system
are sufficient to interrupt pacemakers! All techni-
cians, especially those using pacemakers, must
avoid contact with all electrical connections after „ NOTE: The following tests should be made using
the engine has been started. the Fluke Model 73 Multimeter (p/n 0644-191) with
Peak Voltage Reading Adapter (p/n 0644-307).
CHARGE COIL (1) OUTPUT „ NOTE: Peak voltage test specifications are on
the Electrical Specifications (Individual) pages in
1. Connect the red meter lead to the black/red wire; this section.
then connect the black meter lead to the green/red
wire. The Fluke Multimeter w/Adapter can perform the
2. Pull the recoil starter rope briskly. Meter reading following output tests.
must be within specification.
A. Fuel Pump Coil
CHARGE COIL (2) OUTPUT B. Injector Coil
1. Connect the red meter lead to the brown/white C. Charge Coil (1)
wire; then connect the black meter lead to the D. Charge Coil (2)
green/red wire.
E. Ignition Timing Sensor
2. Pull the recoil starter rope briskly. Meter reading
must be within specification. F. Voltage Regulator
LIGHTING COIL OUTPUT
! WARNING
1. Connect the red meter lead to one yellow wire; Most voltages generated by the ignition system
then connect the black meter lead to the other are sufficient to interrupt pacemakers! All techni-
yellow wire. cians, especially those using pacemakers, must
avoid contact with all electrical connections after
2. Pull the recoil starter rope briskly. Meter reading the engine has been started.
must be within specification.

5-33
FUEL PUMP COIL
1. Test between the two orange wires in the four-
Testing Low-Oil
prong connector from the stator. Light Sensor
2. Pull the recoil starter rope briskly. Meter reading
must be within specification. The low-oil light sensor is a magnetic switch. Its oper-
ation is based on a magnet located around the inside
INJECTOR COIL diameter of a 1/2 in. hole in a plastic float. The switch
located in the stem of the sending unit is positioned
1. Test between the two blue/white leads in the through the hole in the float. When the float drops to
connector harness from the stator plate. the lower part of the stem, the magnet closes the elec-
trical contacts (located in the stem) allowing the cur-
2. Pull the recoil starter rope briskly. Meter reading rent to pass on to the warning light.
must be within specification.
If the sensor should fail, it must be replaced. To test
CHARGE COIL (1) the sensor, use the following procedure.
1. Test between the green/red and black/red wires in 1. Remove the sensor from the oil reservoir by
the triple-plug connector from the stator. twisting and pulling upwards. Wipe excess oil
2. Pull the recoil starter rope briskly. Meter reading from the sensor.
must be within specification. 2. Unplug the sensor from the wiring harness.
CHARGE COIL (2) 3. Using an ohmmeter, set the selector on the X1K
position.
1. Test between the green/red and brown/white wires 4. Touch each of the meter leads to one of the two
in the triple-plug connector from the stator. wires coming from the sensor. With the sensor in
2. Pull the recoil starter rope briskly. Meter reading its normal position (float end down), the meter
must be within specification. should read resistance.
5. If the meter reads no resistance, check to make
IGNITION TIMING SENSOR sure good contact has been made with each of the
wires coming from the sensor. If the meter still
1. Test between the green/white and brown wires in reads no resistance, replace the sensor.
the connector from the sensor.
6. While maintaining contact between the meter
2. Pull the recoil starter rope briskly. Meter reading leads and the sensor, raise the float. The meter
must be within specification. must read no resistance. If the meter reads
resistance, replace the sensor.
7. If the sensor tested out satisfactory but the light
doesn’t illuminate with only a small amount of oil
in the reservoir, check the bulb.
8. If the bulb is in good condition, check for voltage
at the connection where the sensor plugs into the
accessory wiring harness. Using a multimeter set
on the 50 ACV scale, start the engine and allow it
to idle. Touch the red lead of the voltmeter to the
red wire in the two-prong connector. Touch the
black lead to the black wire in the wiring harness.
At idle, the meter should read 5 to 6 volts (AC). If
no voltage is present but the lights on the
snowmobile operate normally, either check the
wiring harness for a broken wire or replace the
harness.

5-34
 3. The fuel gauge needle should peg in the negative
Testing High (empty) direction.
Temperature Sensor 4. With the fuel gauge still connected to the 12-volt
power supply (from step 2), install a jumper wire
(such as a paper clip) between the brown wire and
1. Disconnect the main wiring harness connector the gray wire.
from the temperature sensor.
5. The fuel gauge needle should peg in the positive
2. Connect an ohmmeter between the sensor terminal (full) direction.
and any convenient chassis ground (or any brown
wire). The ohmmeter must read less than 20 ohms „ NOTE: A fuel gauge failing these testing proce-
of resistance with the water temperature more than dures is defective and must be replaced.
+230°F. The ohmmeter must read no resistance
with the water temperature less than +190°F.
„ NOTE: It may be easier to remove the sensor
from the water manifold for testing purposes. Testing
Immerse the sensor body (only up to the threads)
in automatic transmission fluid and slowly heat
Fuel Gauge Sender
the fluid. The ohmmeter must indicate the above
resistances when connected between the sensor 1. Remove the hardware securing the console to the
terminal and the sensor body/chassis. fuel tank and frame; then move the console out of
the way.
2. Disconnect the fuel gauge sender unit (black two-
wire connector) from the main wiring harness.
Testing
High Temperature 3. Connect the ohmmeter leads to the two sender
wires.
Warning Light 4. Compare the reading to the chart following.

1. Disconnect the main wiring harness connector

from the temperature sensor.
Fuel Gauge Sender
Position Ohms 5
2. Temporarily place a jumper wire from the main Full 4-6
wiring harness sensor connector to any convenient 1/2 37.6-56.4
chassis ground (or any brown wire). Empty 76-114
3. If the high temperature warning light is not
illuminated with the engine running (and the
harness terminal grounded), test the light bulb. An
ohmmeter must read less than 10 ohms across the Testing
bulb filament. Electric Fuel Pump
4. If the bulb does not illuminate even when tested
good, use the ohmmeter to test the bulb harness.
Also test the red/white wire continuity from the 1. Remove the hardware securing the console to the
temperature sensor connector to the bulb gas tank and frame; then move the console out of
connector. the way.
2. Disconnect the fuel pump (white two-wire
connector on standard EFI models or the black
two-wire connector on the F-chassis EFI models)
from the main wiring harness.
Testing Fuel Gauge
3. Connect the positive lead of a 12-volt power
supply to the red wire and the negative lead of the
1. Disconnect the fuel gauge from the hood wiring 12-volt power supply to the black wire.
harness.
4. The pump should operate (it would be heard
2. Connect the positive lead of a 12-volt power running).
supply to the yellow wire and the negative lead of
the 12-volt power supply to the brown wire. „ NOTE: If the fuel pump fails to operate, the pump
is defective and must be replaced.

5-35
 2. Connect the ohmmeter positive lead (red) to the
Solenoid diode yellow wire and the ohmmeter negative lead
(black) to the diode red wire. The ohmmeter must
(Electric Start Models) read between 300 and 700 ohms.
3. Connect the ohmmeter positive lead (red) to the
TESTING diode red wire and the ohmmeter negative lead
(black) to the diode yellow wire. The ohmmeter
„ NOTE: The electric start solenoid may be tested must read OPEN (infinite resistance).
using either one of the following methods.

Method #1
1. Disconnect the electric start harness from the main Fuse
wiring harness. (Electric Start Models)
2. Place the ohmmeter leads across the solenoid coil
terminals (brown wire and red/white wire).
TESTING
3. The ohmmeter must read between 3 and 5 ohms.
1. Remove the fuse from the fuse holder.
Method #2 2. Connect the ohmmeter across the fuse end-caps.
1. Connect the battery to the solenoid coil terminals 3. The ohmmeter must read less than 1 ohm of
(brown wire and red/white wire). resistance.
2. A loud, audible “click” should be heard as the
solenoid internal contacts make connection.
3. Disconnect the battery from the solenoid.
Ignition Switch -
4. A loud, audible “click” should be heard as the Electric Start Function
solenoid internal contacts release.
(Electric Start Models)
„ NOTE: An in-line ammeter would measure
between 2 and 4 amps of solenoid coil current flow
with the battery connected. TESTING

! CAUTION ! CAUTION
NEVER connect an in-line ammeter with the large To prevent ohmmeter damage when testing
starter cables because the 200 amps of current circuits on snowmobiles equipped with an
flow will instantly damage most ammeters. electric start, be sure to disconnect the battery
before testing.

1. Disconnect the wiring harness from the ignition

switch; then remove the switch from the console.
Charging Diode 2. Using the ohmmeter, test the connections
(Electric Start Models)
indicated in the following chart. If the meter does
not read as specified or has more than one ohm of
TESTING resistance, the switch must be replaced.

Position Lead to Lead to Meter

1. Disconnect the electric start harness from the main Terminal Terminal Reading
wiring harness.
OFF -M +M CLOSED
! CAUTION ON -M +M OPEN
ON B A CLOSED
To prevent ohmmeter damage when testing
circuits on snowmobiles equipped with an START -M +M OPEN
electric start, be sure to disconnect the battery START B S CLOSED
before testing.

5-36
 REMOVING (AWS VI Models)
1. Disconnect the battery.
2. Remove the nut and washer(s) securing the
positive cable; then remove cable from the starter
motor.
3. Remove the lock nut securing the upper mounting
bracket to the steering support; then remove the
two lock nuts securing the starter motor to the
lower bracket and remove the starter motor
assembly.
0000-126 4. Loosen the two Allen-head screws securing the
flex-drive shaft to the pinion drive; then remove
„ NOTE: Some ignition-switch terminals may not the lock nuts securing the lower mounting bracket
be labeled (-M, +M, A, B, or S). Refer to the wiring and remove the bracket.
harness diagram of the ignition switch when con-
necting the ohmmeter. DISASSEMBLING
„ NOTE: For assembly purposes, scribe a refer-
ence line on the end plate/drive cap, commutator
cap, and the case.
Starter Motor
1. If applicable, remove the snap ring securing the
primary gear to the starter motor; then remove the
REMOVING (370/440 cc Models) gear and account for the spring washer.
1. Disconnect the battery. 2. Remove the two long through-bolts. As the bolts
are being removed, hold pressure against the
2. Remove the expansion chamber. commutator cap.
3. Remove the nut and washer(s) securing the
positive cable; then remove cable from the starter 5
motor.
4. Remove the drive clutch.
5. Remove the hardware securing the starter motor
and end plate/drive cap assembly to the bracket;
then remove the starter motor assembly.

REMOVING (570 cc/Pantera

Models)
1. Disconnect the battery.
AI050
„ NOTE: On certain models, it may be necessary
to remove the expansion chamber. 3. Slowly remove the cap and account for the four
brush holder springs.
2. Remove the nut and washer(s) securing the
positive cable; then remove cable from the starter
motor.
3. Loosen the two Allen-head screws securing the
flex-drive shaft to the pinion drive; then remove
the hardware securing the starter motor to the
bracket. Remove the starter motor assembly.

AI026

5-37
 4. Using a plastic hammer, tap the end plate/drive
cap free of the starter case and slide the cap free
from the armature shaft. Account for any washers.

AI037

9. While holding the brush wires, pull the stud from

the end cap. Account for the plastic insulator.
AI027
CLEANING AND INSPECTING
5. Slide the armature free of the starter case.
„ NOTE: Whenever a part is worn excessively,
cracked, or damaged in any way, replacement is
necessary.

1. Thoroughly clean all components except the

armature and brushes in parts-cleaning solvent;
then dry with compressed air.

! WARNING
When using compressed air to dry components,
always wear safety glasses.

AI028

6. Lift all brushes from the brush holder and account

for the four brush springs.
7. Using a 5/16-in. socket, remove the two cap
screws securing the ground brushes to the
commutator cap. Remove the brushes and brush
holder from the cap.

AI029

! CAUTION
Do not wash the armature and brushes in any
kind of solvent. Use only compressed air and
clean dry cloth in cleaning these components.

2. Inspect all threaded areas for damaged or stripped

threads.
AI036
3. Inspect the brush holder assembly and brushes for
8. Using a 7/16-in. wrench, remove the nut securing damage or wear. Using a calipers, measure the
the cable stud to the cap. Account for the number length of the brushes. If brush measurement is less
of and the position of washers. than 7.5 mm (0.30 in.), replace brushes as a set
along with new brush springs.

5-38
 ! CAUTION
Do not use emery cloth to clean the commutator
as emery particles will become imbedded in the
brass commutator resulting in a short circuit.
Use only #00 grit sandpaper.

8. Inspect the commutator for buildup in the grooves.

Buildup in the grooves must be removed to
prevent any chance of arcing between individual
sections of the commutator. Carefully remove any
buildup using a thinly ground hacksaw blade. Do
not cut any deeper than the original groove which
AI030
can be seen by looking at the commutator from the
4. Inspect brush leads for cracks, wear, or fraying. If side.
any of these conditions exist, replace the brushes
as a set along with new brush springs.
5. Inspect the commutator cap bushing for wear.
Using a calipers, measure inner diameter at the cap
bushing. If found to be 8.6 mm (0.338 in.) or
larger, replace the cap.

AI033

„ NOTE: After cleaning any buildup from the com-

mutator, use compressed air to clean.
5
9. Inspect the armature for shorting. Use the
multitester and the following procedure:
AI031 A. Set the selector on the X1K position; then touch
the leads and zero the meter.
6. Inspect the end plate/drive cap bushing for wear.
Using a calipers, measure the inner diameter of the B. Touch the black tester lead to the armature
cap bushing. If found to be 13.2 mm (0.523 in.) or shaft.
larger, replace the cap.
C. Using the red tester lead, probe the commutator
end of the armature. The meter indicator should
not move. If the indicator needle moves, the
armature must be replaced.

AI032

7. Inspect the brass commutator end of the armature

for any burned spots or damage. If the commutator
is slightly burned or damaged, the armature must AI034
be replaced. This is a molded commutator and no
attempt to turn it down in a lathe should be tried. 10. Inspect the armature for shorting. Use a “growler”
and the following procedure:
A. Place the armature in the “growler.”

5-39
 B. While holding a metal strip over the armature,
rotate the armature an entire revolution. If the
metal strip vibrates at any point on the
armature, the armature is shorted and must be
replaced.

AI038

! CAUTION
Check the stud to make sure insulator is
between stud and cap on backside.
0725-653
2. In order from disassembling, place the washers on
11. Inspect the ground brushes to make sure they are the stud. Apply a small amount of red Loctite #271
properly grounded. Use the multitester and the to the stud threads and secure with the nut. Tighten
following procedure: to 0.7 kg-m (5 ft-lb).
A. Set the selector on the X1K position; then touch
the leads and zero the meter.
B. Touch the black tester lead to a ground brush.
C. Touch the red tester lead to the commutator
cap. The meter needle should move to the right.
If the needle does not move to the right, check
that the ground connection is tight and clean.
Recheck for proper ground. If there still isn't
any meter needle movement, replace the
brushes as a set along with new brush springs.

AI039

3. Place the brush holder into position in the

commutator cap.
„ NOTE: Position the longest positive brush lead
beneath the ground wire on right side.

4. Place a cap screw through the left ground brush

lead eyelet and position the eyelet flat against the
brush holder. Secure with a cap screw.
5. Place the right ground brush eyelet flat against the
AI035 brush holder and secure with a cap screw. The
eyelet stem must be positioned to the top of the
ASSEMBLING threaded hole boss in the commutator cap.
1. Install the stud with the positive brush set attached
in the commutator cap. Make sure the insulator is
in position over the stud and the longest brush lead
is positioned to the right of the stud hole.

5-40
 AI040 AI043

6. Place the four brush springs into the brush holder 11. Carefully place the starter case and armature
and place each brush (flat side down) on top of the assembly into the commutator cap. Again, check
springs. to make sure the scribed marks of these two
components are aligned. With the case flat on the
„ NOTE: Apply a small amount of low-temperature assembly tool, slowly pull the tool from the starter
grease to the cap bushings. motor. The case should then drop into place.
7. Place a wave washer and a thrust washer on the
armature shaft; then slide the front cap into
position.
8. Apply a thin coat of grease to the armature shaft
and slide the drive gear and spring washer onto the
shaft. Secure with a snap ring.
9. Start the commutator end of the armature
assembly into the starter case at the end with the
fields nearest the end of the housing. Align the
marks on the front cap and case. 5
AI044

12. Apply red Loctite #271 to the threads of the two

through-bolts; then install and secure the bolts.
Tighten to 1-1.4 kg-m (7-10 ft-lb).
„ NOTE: The starter shouldn’t be picked up until
the two through-bolts have been secured. Spring
pressure from the brush springs will push the
commutator cap off the case.

DISASSEMBLING PINION
AI042
1. Remove the dust cap from the end of the pinion
10. Compress the four brushes (flat side down) into drive by first pulling straight out and then twisting
the brush holder. Hold the brushes in position the dust cap to the side.
using the Starter Assembly Tool (p/n 0644-052). 2. Place a 11 mm or a 7/16 in. socket over the end of
the pinion shaft and tap the socket gently with a
hammer.
„ NOTE: This procedure will dislodge the snap-
ring retainer and expose the snap ring.

3. Using a side cutter, diagonal cutter, or suitable

pliers, remove and discard the snap ring.
4. Remove the snap-ring retainer (note end-for-end
orientation), pinion spring, spring retainer, and
pinion gear. Retain all components.

5-41
CLEANING AND INSPECTING
PINION ! WARNING
Be sure to keep clear of the pinion gear area as it
„ NOTE: Whenever a part is worn excessively, will spin at a high RPM when the red cable is
cracked, or damaged in any way, replacement is touched to the positive stud. Personal injury may
necessary. result if contact is made with a spinning pinion.
1. Using parts-cleaning solvent, wash grease from „ NOTE: Starter motor must instantly spin at a
the pinion gear. Dry with compressed air. high RPM. The pinion must snap out against the
stopper. If the motor does not spin, remove the red
! WARNING cable immediately. Check the battery condition
and all connections. If everything checks out satis-
When using compressed air to dry components, factorily and the starter does not spin, disassem-
always wear safety glasses. ble the motor and check for pinched or broken
wires.
2. Inspect the pinion gear for wear. If the gear is
worn or chipped, replace the pinion assembly. INSTALLING (370/440 cc Models)
3. Inspect the inner gear and housing. If the gear 1. Place the starter motor into the bracket; then
shows any signs of wear, replace the pinion secure with existing hardware. Tighten to 1.7-2.1
assembly. kg-m (12-15 ft-lb).
4. Inspect the inner housing for tightness and cracks. 2. Attach the red positive cable to the positive stud
If the housing shows any signs of being loose or terminal and secure with a nut and washers. While
cracked, replace the pinion assembly. tightening the nut, hold the cable in position so it
is parallel with the starter.
5. Inspect the pinion return spring for wear. If the
spring shows any worn areas, replace the spring.
! CAUTION
ASSEMBLING/INSTALLING PINION Check the cable installation to make sure it isn’t
near any moving parts or against any sharp
1. Slide the pinion gear, spring retainer, pinion edges.
spring, and snap-ring retainer (note end-for-end
orientation) onto the shaft in their original 3. Secure the positive cable to the starter motor with
positions. a long cable tie.
2. Place new Snap Ring (p/n 0645-384) over the end 4. Connect the cable to the positive post of the
of the pinion shaft; then slide the snap ring over battery; then connect the negative cable to the
the shaft. Using a 11 mm or 7/16 in. socket and a negative post.
hammer, gently tap the snap ring into the groove
on the shaft. 5. Install the drive clutch.
3. Apply Pinion Grease (p/n 1056-072) over the 6. Install the expansion chamber.
pinion spring area.
INSTALLING (570 cc/Pantera
4. Slide the dust cover over the pinion assembly Models)
being careful not to dislodge the grease. Firmly
push the dust cover until it snaps into its retaining 1. Install the flex-drive shaft onto the starter motor
groove. and secure with the two Allen-head screws.

TESTING STARTER MOTOR 2. Place the starter motor into the bracket assembly;
then secure with existing hardware. Tighten to 2.4
„ NOTE: Before installing the starter motor, per- kg-m (17 ft-lb).
form test to ensure proper operation using the fol- 3. Attach the red positive cable to the positive stud
lowing procedure. terminal and secure with a nut and washers. While
1. Attach a black jumper cable to a good ground on tightening the nut, hold the cable in position so it
the starter. is parallel with the starter.

2. Attach the opposite end of the black jumper cable ! CAUTION

to the negative post of a good 12V battery. Check the cable installation to make sure it isn’t
3. Attach the red jumper cable to the positive post of near any moving parts or against any sharp
the battery. edges.

4. Holding the starter firmly down on a work bench, INSTALLING (AWS VI Models)
touch the red jumper cable to the positive cable
stud of the starter. 1. Place the lower mounting bracket into position and
secure with the lock nuts.

5-42
 2. Install the flex-drive shaft onto the starter motor 4. Attach the red positive cabe to the positive stud
and secure with the two Allen-head screws. terminal and secure with a nut and washers. While
tightening the nust, hold the cable in position so it
3. Place the starter motor into the upper bracket; then is parallel with the starter.
secure with existing hardware. Tighten securely.
! CAUTION
Check the cable installation to make sure it isn’t
near any moving parts or against any sharp
edges.

Troubleshooting
Electric Start

Problem: Hot or Smoking Wires

Condition Remedy
1. System wired incorrectly 1. Check wiring against wiring diagram
Problem: Starter Does Not Turn Over
Condition Remedy
1. Battery discharged 1. Check/charge the battery
2. Connection loose 2. Check tightness of all connections
3. Grounding improper 3. Check ground connections
4. Fuse blown - not installed 4. Check - replace fuse

ADJUSTING
Ignition Timing 1. Remove the recoil starter, starter pulley, and
5
flywheel.
„ NOTE: Ignition timing can be checked and/or 2. Loosen the two screws securing the stator plate
verified on all snowmobile engines; however, and rotate the stator plate in the proper direction to
ignition timing can be adjusted only on certain attain correct timing.
models. Refer to the following Ignition Timing
Specifications sub-section for information on „ NOTE: Rotate the stator plate clockwise to retard
models which are adjustable and on models for the timing or counterclockwise to advance the tim-
which no timing adjustment is required. ing. The stamped marks on the stator plate at the
upper socket-head cap screw mounting hole can
CHECKING be used for timing.

1. Connect a timing light to the MAG-side spark plug 3. Tighten the screws securing the stator plate.
lead. 4. Install the flywheel, starter pulley, and recoil
2. Using a shielded safety stand, raise the rear of the starter.
snowmobile off the floor and start the engine. 5. Recheck timing for accuracy and adjust if
Gradually increase the engine speed to the necessary.
specified RPM; the pointer should align with the
proper timing mark on the flywheel.
3. If timing is not correct, adjust the ignition timing.

5-43
 Ignition Timing
Specifications

Table of Contents
370 cc ................................................................... 5-44
440 cc ................................................................... 5-45
500 cc w/o APV..................................................... 5-45
500 cc w/APV........................................................ 5-46
550 cc ................................................................... 5-46
570 cc ................................................................... 5-47
600 cc “Laydown” Carb ......................................... 5-47
600 cc “Laydown” EFI ........................................... 5-48
600 cc STD ........................................................... 5-48
700 cc Carb........................................................... 5-49
700 cc EFI ............................................................. 5-49
800 cc ................................................................... 5-50
900 cc Carb........................................................... 5-50
900 cc EFI ............................................................. 5-51

370 cc

„ NOTE: For 6000 RPM timing purposes Ignition Timing - Engine Warm
on the 370 cc, use a dial indicator BTDC - 18°/2000 RPM - 2.012 mm (0.079 in.)
and scribe a mark on the flywheel
for 13° BTDC. BTDC - 13°/6000 RPM - 1.056 mm (0.042 in.)

738-950A

5-44
440 cc

„ NOTE: For 6000 RPM timing purposes Ignition Timing - Engine Warm
on the 440 cc, use a dial indicator BTDC - 18°/2000 RPM - 2.012 mm (0.079 in.)
and scribe a mark on the flywheel
for 13° BTDC. BTDC - 13°/6000 RPM - 1.056 mm (0.042 in.)

738-950A

5
500 cc w/o APV

„ NOTE: For timing verification on Ignition Timing - Engine Warm

the 500 cc w/o APV, use a dial BTDC - 25°/1800 RPM - 3.692 mm (0.145 in.)
indicator and scribe a mark on
the flywheel for 25° BTDC.

738-959A

5-45
500 cc w/APV

„ NOTE: For timing verification Ignition Timing - Engine Warm

on the 500 cc w/APV, use a dial BTDC - 30°/2000 RPM - 5.258 mm (0.207 in.)
indicator and scribe a mark on
the flywheel for 30° BTDC.

738-207A

550 cc
„ NOTE: For 2000 RPM timing purposes Ignition Timing - Engine Warm)
on the 550 cc, use a dial indicator and BTDC - 33°/2000 RPM - 6.556 mm (0.258 in.)
scribe a mark on the flywheel for 33°
BTDC. BTDC - 24°/6000 RPM - 3.540 mm (0.139 in.)

738-955A

5-46
570 cc
Ignition Timing - Engine Warm
BTDC - 18°/2000 RPM - 2.049 mm (0.081 in.)

738-963A

5
600 cc “Laydown” Carb

Ignition Timing - Engine Warm

BTDC - 24°/2500 RPM - 3.808 mm (0.150 in.)

738-980A

5-47
600 cc “Laydown” EFI
Ignition Timing - Engine Warm
BTDC - 20°/3500 RPM - 2.663 mm (0.105 in.)

738-979A

600 cc STD

Ignition Timing - Engine Warm

BTDC - 24°/3500 RPM - 3.390 mm (0.133 in.)

738-982A

5-48
700 cc Carb
„ NOTE: For timing verification on Ignition Timing - Engine Warm
the 700 cc Carb, use a dial
BTDC - 25°/3200 RPM - 4.123 mm (0.162 in.)
indicator and scribe a mark
on the flywheel for 25°
BTDC.

738-981A

5
700 cc EFI

„ NOTE: For timing verification Ignition Timing - Engine Warm

on the 700 cc EFI, use a dial BTDC - 15°/1400 RPM - 1.509 mm (0.059 in.)
indicator and scribe a
mark on the flywheel
for 15° BTDC.

738-961A

5-49
800 cc
„ NOTE: For timing verification on the Ignition Timing - Engine Warm
800 cc, use a dial indicator and scribe a BTDC - 26°/2500 RPM - 4.796 mm (0.189 in.)
mark on the flywheel for
26° BTDC.

738-985A

900 cc Carb

„ NOTE: For timing verification on the Ignition Timing - Engine Warm

900 cc Carb, use a dial BTDC - 17°/2000 RPM - 2.082 mm (0.082 in.)
indicator and scribe a
mark on the flywheel for
17° BTDC.

738-983A

5-50
900 cc EFI
„ NOTE: For timing verification on the Ignition Timing - Engine Warm
900 cc EFI, use a dial BTDC - 23°/2500 RPM - 3.775 mm (0.149 in.)
indicator and scribe a
mark on the flywheel for
23° BTDC.

738-984A

5-51
 NOTES

5-52
 Wiring Diagram Index
(Ignition)

This chart is designed to direct the technician to the

appropriate Ignition Harness Wiring Diagram. Select
the snowmobile model from the chart to determine the
correct diagram.

Snowmobile Models Ignition Harness Snowmobile Models Ignition Harness

Bearcat 570 A Panther 370 D
Firecat 500/500 Sno Pro B Panther 570 A
Firecat 600/600 Sno Pro E Sabercat 500/500 LX C/H
Firecat 600 EFI (EB) N Sabercat 600/600 LX E/J
Firecat 600 EFI EXT L Sabercat 600 EFI EXT K
Firecat 600 EFI/600 EFI Sno Sabercat 600 EFI/600 EFI LX L/K
L
Pro Sabercat 700 EFI/700 EFI LX L/K
Firecat 700/700 Sno Pro E Sabercat 700 EFI EXT K
Firecat 700 EFI EXT L Z 370/370 LX D
Firecat 700 EFI/700 EFI Sno L Z 440 LX D
Pro Z 570/570 LX A
King Cat 900 I ZR 900/900 Sno Pro I
Mountain Cat 570 A
Mountain Cat 600 EFI G
Mountain Cat 900 I
Mountain Cat 800 EFI F
Pantera 550 M
Pantera 600 EFI G
Pantera 800 EFI F

5-53
Harness A
(p/n 0686-845)
Bearcat 570
Panther 570
Z 570/570 LX

0737-378

5-54
Harness B
(p/n 0686-951)
Firecat 500/Sno Pro

0739-106

5-55
Harness C
(p/n 0686-966)
Sabercat 500

0739-101

5-56
Harness D
(p/n 0686-613)
Panther 370
Z 370/LX
Z 440 LX

0737-411

5-57
Harness E
(p/n 0686-919)
Firecat 600/Sno Pro
Firecat 700/Sno Pro
Sabercat 600

0739-103

5-58
Harness F
(p/n 0686-846)
Mountain Cat 800 EFI
Pantera 800 EFI

0737-379

5-59
Harness G
(p/n 0686-733)
Mountain Cat 600 EFI
Pantera 600 EFI

0737-416

5-60
Harness H
(p/n 0686-968)
Sabercat 500 LX

0739-108

5-61
Harness I
(p/n 0686-734)
King Cat 900
Mountain Cat 900
ZR 900/Sno Pro

0737-417

5-62
Harness J
(p/n 0686-970)
Sabercat 600 LX

0739-102

5-63
Harness K
(p/n 0686-972)
Sabercat 600 EFI/EXT/LX
Sabercat 700 EFI/EXT/LX

0739-107

5-64
Harness L
(p/n 0686-947)
Firecat 600 EFI/EXT/Sno Pro
Firecat 700 EFI/EXT/Sno Pro
Sabercat 600 EFI
Sabercat 700 EFI

0738-968

5-65
Harness M
(p/n 0686-551)
Pantera 550

0737-419

5-66
Harness N
(p/n 0686-853)
Firecat 600 EFI (EB)

0738-196

5-67