2009 Arctic Cat F8 Sno Pro Snowmobiles Service Repair Manual by 1631013

SECTION 1 GENERAL INFORMATION! SPECIFICATIONS

TABLE OF CONTENTS General Specifications ............................................ 1-2 Snowmobile Identification ..................... .. ....... .. .. ..... 1-2 Recommended Gasoline and Oil ............................ 1-2 Break-In Procedure ................................. ....... .. .. ..... 1-3 Genuine Parts ......................................................... 1-3 High Altitude Operation ......................... .. ....... .. .. ..... 1-3 Drive Chain Lubrication (120 cc) ............................. 1-6 Low Oil Pressure Warning Light (1100 cc) ...... .. ...... 1-6 Preparation For Storage .......................................... 1-6 Preparation After Storage ....................................... 1-7 After Break-In Checkup (100 Miles - 2-Stroke/ 600 Miles - 4-Stroke) ............................................ 1-8 After Break-In Checkup Checklist ........................... 1-9 Engine Specifications (2-Stroke) ........... .. .. ...... .. .... 1-10 Engine Specifications (4-Stroke) ........................... 1-11 Cylinder Head Volume Specifications (2-Stroke) .. 1-12 Engine Piston Travel Versus Crank Angle Chart (2-Stroke) ..................... .. .. ... 1-12 Crankshaft RunoutiRepair Specifications (2-Stroke) ...................................................... .. ... 1-12 Fraction/Decimal Conversions .............................. 1-13 M M/I N. Conversions .............................. .. ....... ... .... 1-13 Torque Conversions (ft-Ib/N-m) ............................. 1-14 Tightening Torque (General Bolts) ........................ 1-14 Assembly Schematics/Torque Specifications (Table of Contents) ............................................. 1-14

Engine Torque Patterns (1100 cc) ......................... 1-28 Arctic Power Valve (APV) System Specifications (2-Stroke) .................................... 1-30 Oil Consumption Specifications (2-Stroke) ............ 1-31 EFI Specifications ................................................. 1-31 Throttle Valve Angle Specifications ....................... 1-31 Fuel Pump Specifications (570 cc) ........................ 1-31 Carburetor Specifications ..................... .. .. ...... .. ..... 1-31 Electrical Specifications ........................................ 1-32 Ignition Timing Specifications (2-Stroke) ........ .. .. ... 1-38 Steering/Body Torque Specifications .................... 1-40 Drive System Specifications .................. .. ....... .. ..... 1-41 Drive Clutch/Driven Pulley-Related Specifications ...................................... .. ...... .. ..... 1-41 Arctic Cat Drive Belt Dimensions .......................... 1-41 Drive System Components ................... .. ....... .. ..... 1-41 Gear Case Performance Calibrations ................... 1-42 Drive System Torque Specifications ............... .. ..... 1-43 Rear Suspension Torque Specifications ............... 1-43 Track Warranty Guidelines ............................... ..... 1-45 Track Specifications ............................................... 1-46 Front Suspension Specifications .......... .. .. ...... .. .. ... 1-46 Rear Suspension Specifications ........................... 1-46 Shock Absorber Specifications ............. .. .. ...... .. .. ... 1-47 Idler Wheel Dimensions ........................................ 1-47

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General Specifications -NOTE: General specifications for each 2009 Arctic Cat Snowmobile can be accessed from the Arctic Cat Cat Tracker Dealer Communication System online.

Snovvmobile Identification The Arctic Cat Snowmobile has two important identification numbers. The Vehicle Identification Number (VIN) is stamped into the tunnel near the right-side footrest. The Engine Serial Number (ESN) is stamped into the crankcase of the engine.

RECOMMENDED GASOLINE (Carbureted Models)

The recommended gasoline to use in these snowmobiles is 87 octane regular unleaded. -NOTE: In many areas, oxygenates (either ethanol or MTBE) are added to the gasoline. Oxygenated gasolines containing up to 10% ethanol or up to 15% MTBE are acceptable gasolines; however, whenever using oxygenated gasolines, the carburetor main jet must be one size larger than the main jet required for regular unleaded gasoline. For example, if a 220 main jet is recommended for regular unleaded gasoline, a 230 main jet must be installed if using an oxygenated gasoline.

When using ethanol blended gasoline, adding a gasoline antifreeze is not necessary since ethanol will prevent the accumulation of moisture in the fuel system. RECOMMENDED GASOLINE (EFI Models)

VIN

The recommended gasoline to use in these snowmobiles is 87 octane regular unleaded. In many areas, oxygenates (either ethanol or MTBE) are added to the gasoline. Oxygenated gasolines containing up to 10% ethanol or up to 15% MTBE are acceptable gasolines. Do not use gasolines containing methanol.

0726-383

-NOTE: The VIN also appears on a decal beneath the seat (CrossfireIM-Series) or attached to the right-side tunnel (remaining models). The decal also displays pertinent production information.

These numbers are required to complete warranty claims properly. No warranty will be allowed by Arctic Cat Inc. if the engine serial number or VIN is removed or mutilated in any way.

Recommended Gasoline and Oil

CAUTION

Do not use white gas or gasolines containing methanol. Only Arctic Cat approved gasoline additives should be used.

-NOTE: For optimum performance, do not exceed the recommended 87 octane gasoline. Using a higher octane gasoline will not increase overall performance. -NOTE: The Z1 Turbo models will detect lower octane gasoline and reduced engine performance will result. 91 octane (minimum) gasoline should be used in these models.

RECOMMENDED OIL (2-Stroke)

The recommended oil to use in the oil-injection system is Arctic Cat 50: 1 Injection Oil (for standard models) or Arctic Cat Synthetic APV 2-Cycle Oil (for APV models). The oil is specially formulated to be used either as an injection oil or as a pre-mix oil (for carbureted model break-in) and meets all of the lubrication requirements of the Arctic Cat snowmobile engine. RECOMMENDED OIL (120 ee)

The recommended oil to use is a multi-grade oil calibrated to the ambient temperature at which the engine is run. See the viscosity chart for details.

CAUTION

Any oil used in place of the recommended oil may cause serious damage.

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120 ee Multi-Grade

The Arctic Cat engine requires a short break-in period (approximately 10 operating hours) before being subjected to heavy load conditions or full-throttle operation. Strict adherence to the break-in procedure will contribute to optimum performance and longevity of the engine.

SAE #

ENGINE OIL ~c

-35 -29 -23 -18 "12 -7 1 " 10 15 21 21 32 0 10 20 30 40 SO 60 10 80 90

TEMP ~F -30 -.20 -10

GEN-0048

RECOMMENDED OIL (1100 ee)

The recommended oil to use is Synthetic Turbo OW-40 Oil in all temperatures and conditions.

Multi-Grade Engine Oil

During break-in, a maximum of 112 throttle is recommended; however, brief full-throttle accelerations and variations in driving speeds contribute to good engine break-in. After the 10 hour break-in period, the snowmobile may be taken to an authorized Arctic Cat Snowmobile dealer for a checkup and oil change at the discretion and expense of the snowmobile owner. 1100 ee

The Arctic Cat engine (when new or rebuilt) requires a short break-in period before the engine is subjected to heavy load conditions. This engine does not require any pre-mixed fuel during the break-in period.

ENGINE OIL

____-3_0_-_20_-_10__0__1_0__20__30__4_0~

TEMP~OC

-22 -4 14 32 50 68 86 104

OILCHARTJ

After the engine break-in period, the engine oil should be changed every 2500-3000 miles and before prolonged storage.

Break-In Procedure 2-STROKE

The Arctic Cat 2-stroke engine (when new or rebuilt) requires a short break-in period before the engine is subjected to heavy load conditions. Arctic Cat requires that the first tankful of fuel be premixed at a 100: 1 ratio in all oil-injection models. During the break-in period, a maximum of 112 throttle is recommended; however, brief full-throttle accelerations and variations in driving speeds contribute to good engine break-in.

CAUTION

DO NOT use premixed fuel in the snowmobile gas tank. Engine damage will occur.

To ensure trouble-free operation, careful adherence to the following break-in guidelines will be beneficial. 0-200 miles

1/2 Throttle (45 MPH-max)

200-400 miles

1/2-3/4 Throttle

400-600 miles

1/2-3/4 Throttle *

* With occasional full-throttle operation. To ensure proper engine break-in, Arctic Cat recommends that the engine oil and filter be changed after 600 miles or after one month, whichever comes first. This service is at the discretion and expense of the snowmobile owner.

Genuine Parts When replacement of parts is necessary, use only genuine Arctic Cat parts. They are precision-made to ensure high quality and correct fit.

High Altitude Operation

CAUTION

DO NOT exceed the one (1) tankful limitation of a 100:1 gaS/oil break-in mixture. Continuous use of a gaS/oil mixture, unless consistently operating in extremely cold conditions (-26Â°C/-15Â°F or colder), could cause spark plug fouling and excessive carbon buildup. A 100:1 gaS/oil mixture must be used in conjunction with the oil-injection system to ensure adequate engine lubrication in extremely cold conditions.

Operating a snowmobile at varying altitudes requires changes in performance components. These changes affect drive train components and carburetion components (570 cc). -NOTE: The 120 cc and 1100 cc turbo do not require calibration changes for varying altitudes.

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High altitude information decal(s) are located beneath the hood of the snowmobile.

CAUTION

On carbureted models, carefully follow the Main Jet Chart recommendations for proper main jet selection for altitude, temperature, and gasoline being used.

The M-Series snowmobiles are initially set up at the factory for operation between 6000-9000 feet. Consult the appropriate specifications for this information. Following are basic high altitude theories for clutching, engine, suspension, and track. CLUTCHING

As altitude changes, engine horsepower changes with it. As you go up in altitude, the engine loses horsepower. Because of this, the constant velocity transmission (CVT) system needs to be changed to compensate for the horsepower loss. At altitudes above 5000 ft, clutch engagement RPM is normally higher than the standard setting due to the horsepower loss at altitude as opposed to what would be seen for horsepower at sea level. The engine will lose peak horsepower but will also lose horsepower at engagement speed. For this reason, higher engagement speeds are usually needed at altitude in order to attain acceptable acceleration. This higher engagement speed can be attained several ways. Some of the methods will affect other characteristics of CVT operation, so you must be careful what you change. Drive clutch springs are the most common way to increase engagement speed; however, by simply changing the cam arms to a lighter weight from the heavier sea level cam arm, you will gain some engagement speed. Other more complicated methods exist such as engagement notches and changing the position of the cam arm center of gravity in relation to the roller. This is called "tucking the weight" and can be used, but, like the engagement notch, it can hurt belt life. The driven clutch will also playa part in CVT tuning for high altitude operation. A steeper helix (torque bracket) angle in the driven clutch will mean a quicker up-shift. A shallower angle will mean a slower upshift. If the up-shift is too quick, due to a very steep helix, RPM will be pulled down under the peak operating RPM of the engine (where the horsepower is) and performance will suffer. The engine may even bog. If you have a helix that is too shallow, the engine may over-rev or have poor acceleration. Usually, angles shallower than the sea level calibrations work best. The driven spring will also affect driven clutch tuning. Tighten the spring, and RPM will increase. Loosen the spring, and RPM will decrease. The spring should be used to fine-tune and complement the helix selection.

ENGINE

A normally aspirated engine will generate more horsepower at sea level than it does at higher altitudes. Many reasons for this are possible, but the biggest reason is that the higher you go, less oxygen is available for the engine to use during its combustion process. Less oxygen means it needs less fuel to obtain the correct air/fuel ratio to operate properly. This is why the fuel ratio has to be recalibrated. High altitude engines operate as though they have a lower compression ratio. This, along with less oxygen and less fuel, means that the engine generates less horsepower. The carbureted models will also have lower pressure applied to the float chamber because of pressure changes in the atmosphere between high altitude and sea level. All of these characteristics will become more evident the higher the altitude. It will be necessary to make changes to the fuel systems (carbureted models) and drive systems that support engine operation as altitude changes.

TURBOCHARGING

Turbocharging is one method of compensating for loss of air density that works extremely well when applied to four-cycle internal combustion engines. Exhaust gasses are directed through the turbocharger turbine wheel which is attached to the compressor through a common shaft. As the exhaust gasses spin the turbine, the compressor is spun at very high RPM. Inlet air is drawn into the compressor, compressed, and routed to the intake manifold of the engine. Intake pressure, therefore, is maintained at the optimum level as altitude or temperature increases. The turbocharger output must be regulated to maintain the optimum manifold pressure throughout the designed operating range. This is accomplished by regulating the volume of exhaust gasses passing through the turbine by controlling a diverter valve (waste-gate) at the turbocharger turbine inlet. At lower altitudes/temperatures, excessive exhaust gasses are diverted past the turbine and into the exhaust downstream of the turbocharger thus limiting the compressor output to maintain correct manifold pressure. As altitude increases, the manifold pressure is held constant by diverting less exhaust past the turbine, thus increasing compressor speed. This will continue until the waste-gate is completely closed at which time manifold pressure will start to decrease much the same as a normally aspirated engine. The waste-gate is controlled by a spring/diaphragm mechanism that is connected to the intake manifold by an air line. A mechanical linkage connects the diaphragm to the waste-gate control arm.

Carburetor calibration changes for high altitude operation will have an effect on the CVT system and how it operates. Understanding the basics of CVT operation is important in order to make the correct high altitude CVT calibration changes. 1-4

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Air is heated by friction and compression through the turbocharger and air density is lost by heating the air; therefore, an after-cooler is installed between the turbocharger compressor and the intake manifold. This is an air-to-air after-cooler that uses outside air directed through a radiator-type cooler to cool the compressed air prior to entering the intake manifold.

SUSPENSION The different riding styles of the individual operator, the varying snow conditions, and the type of terrain are all factors that affect the suspension at high altitude. Trail riding versus powder snow riding versus combination riding will all require different suspension settings. The normal setting for front ski suspension is as little spring pre-load tension as possible for powder snow riding allowing the skis to float across the snow with the least amount of resistance. Trail riding will require more spring tension to carry the varying load more effectively. Many different settings and spring tensions to consider exist when adjusting for riding style and snow conditions. The rear suspension has a number of spring settings that produce different riding characteristics. The front arm spring and shock will also affect the ride and handling when either on a trail or in powder snow. A strong spring setting on this shock will cause the snowmobile to tend to "dig" more when riding in the powder snow rather than climbing up on top of the snow. But, it will work more effectively when riding on a trail. A softer spring setting will allow the front of the rear suspension to collapse much quicker and change the angle of the track to the snow. A more gradual angle will tend to raise the snowmobile up on the snow rather than digging into it. Many possible variables and adjustments to the rear suspension exist depending on snow conditions, riding style, and type of terrain. These adjustments can be made to individualize the snowmobile to the riding style of the operator.

M-Series/Crossfire As snow cover and riding conditions change, several different adjustments can be made to change the ride and handling characteristics for operator preference. Located on the front suspension arm are limiter straps. They limit the amount of "fallout" the front arm can have. These straps may be adjusted in or out due to conditions and riding style. The more the straps are brought up, the more steering power the operator has due to the amount of ski pressure.

Another adjustment that can be made on the rear suspension is the front arm shock spring tension. As trail conditions change, the spring pre-load may be used to decrease the chance of the front end "bottoming out." With a stiffer spring pre-load, the ride of the snowmobile will improve on the trail but will affect the performance in the deep powder snow. In deep powder snow, the stiffer spring pre-load will cause the front-end to "dig" and possibly take longer for it to plane off. Several different-rate springs are available for different riding styles and terrain conditions. On the standard models, the front shock springs are also individually adjustable for the terrain conditions and driving style of the operator. The spring adjuster has been set at the factory so the correct amount of threads are exposed between the spring adjuster and the shock housing as an initial setting. Additional ski pressure can be obtained by tightening the spring tension; ski pressure can be decreased by relaxing spring tension. Springs with different spring rates are available for operator choice and snow conditions. A limit exists as to how far you can pre-load the springs before "coil bind" takes effect where the wire on the spring actually runs into itself and causes binding. Equal adjustments should be maintained on both sides of the snowmobile. On the Sno Pro models with air shocks, they are individually adjustable for the terrain conditions and driving style of the operator. The ski shocks are preset at 4.6 kg/cm2 (65 psi) as an initial setting on the Crossfire Sno Pro models or at 4.2 kg/cm2 (60 psi) on the M-Series Sno Pro models. The rear arm shock is preset at 9.8 kg/cm2 (140 psi) on the Crossfire and MSeries Sno Pro models. The shocks can be "finetuned" to match the operator's weight, riding style, and terrain conditions. -NOTE: Care should be taken to have equal pressure in the ski shocks before operating the snowmobile.

Finally, track tension should be looked at to make sure that it is within recommended specifications to affect the efficiency of the snowmobile. On models with the torque sensing link, the track is actually tightening as the suspension moves through its range of motion causing the track to sag in the middle and rub on the top part of the rear suspension arm.

TRACK Carefully matching the riding requirements to the type of track will ensure the maximum use of all available engine power. Lug height and track durometer are the two main concerns when selecting a track for various riding styles. Tracks exist with lug heights from 0.750 in. up to 2.25 in. to accommodate various snow conditions. Generally, the deeper the snow, the taller the lug. It must be noted that the installation of any deep-lug track may reduce top end speed and promote premature wear strip wear in marginal snow conditions.

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Durometer is a measurement of how hard a rubber is. The lugs on most tracks range between 60 and 80 durometer. On the durometer scale, the higher the number, the harder the lugs. For riding in deep powder snow, a softer 60 durometer track works best. The softer rubber allows the track to "give" a little and pack the snow creating lift rather than digging its way straight down. When hill-climbing, the harder lug of an 80 durometer track works the best due to penetrating the hard snow creating more bite. Some tracks come with a dual durometer rating, such as a track with a 80/60 durometer rating. The lugs on this track are 80% 80 durometer rubber, and the top 20% is made of the softer 60 durometer rubber. This track is designed to be a good all-around track for riding mostly in deep powder snow but can climb the occasional hard snow hill.

Drive Chain Lubrication (120 ee) The drive chain should be lubricated every 20 operating hours with a dry, graphite-based chain lubricant. By using a dry, graphite-based chain lubricant, dirt buildup on the drive chain will be minimized. Before each lubrication, inspect the drive chain for dirt accumulation. To lubricate the drive chain, shut the engine off and wait for all moving parts to stop, remove the drive chain guard, and lubricate the drive chain. After lubricating the drive chain, install the drive chain guard. If the drive chain is excessively dirty, it should be removed and cleaned prior to being lubricated (see Drive Chain and Sprockets (120 cc) in Section 6). -NOTE: If a dry, graphite-based chain lubricant is not available, lubricate the drive chain with several drops of petroleum-based oil. If the snowmobile is operated in the summer with the optional wheel kit, the drive chain should be lubricated more frequently.

Lovv Oil Pressure Warning Light (1100 ee) The Low Oil Pressure Warning Light indicates engine oil pressure, not the oil level; however, if the oil level is low, it may affect oil pressure. The light should illuminate each time the ignition switch is turned to RUN or START, and it should go out when the engine starts. If the light stays illuminated or it illuminates while the engine is running, oil pressure has been lost and the engine will automatically shut off. -NOTE: The following oil check procedures are valid only if the oil pressure warning light has activated.

If oil pressure is lost, use the following procedure: 1-6

1. With the engine off, remove the engine oil level stick and wipe it clean. Without screwing it in, set the stick back in the oil tank. Remove it and observe the oil level on the stick. -NOTE: To ensure an accurate reading, the snowmobile should be on level ground.

2. If the oil level is at or below the ADD mark on the oil level stick, add only enough recommended oil to raise the level to the NORMAL range. DO NOT overfill the reservoir with oil. 3. After adding oil if the engine starts, oil pressure should be normal.

Preparation For Storage Prior to storing the snowmobile, it must be properly serviced to prevent corrosion and component deterioration. To prepare the snowmobile for storage, Arctic Cat recommends the following procedure: 1. Clean the seat cushion with a damp cloth and Arctic Cat Vinyl Protectant. 2. Clean the snowmobile thoroughly by hosing dirt, oil, grass, and other foreign matter from the skid frame, tunnel, hood, and belly pan. Allow the snowmobile to dry thoroughly. DO NOT get water into any part of the engine. 3. On the 4-stroke models, change the engine oil; then on the 120 cc and turbo models, clean the air filter (see Section 3). 4. On the 2-stroke models, place the rear of the snowmobile up on a shielded safety stand. 5. On the 500/600/800/1000 cc engine models, start the engine and allow to idle. With the engine idling, pry the intake boot forward; then spray an Engine Storage Preserver into the intakes until the engine exhaust starts to smoke heavily or until the engine starts to drop in RPM. Tum engine off. Install the intake boot. 6. On the 570 cc engine models, carefully pry the intake boots partially over the carburetor inlets; then start the engine and allow to idle. With the engine idling, spray an Engine Storage Preserver into the intakes until the engine exhaust starts to smoke heavily or until the engine starts to drop in RPM. Tum engine off. Install the intake boots.

CAUTION

Do not run the engine without the belt guard in place and secured.

7. Plug the exhaust system outlet with a clean cloth. 8. On the 2-stroke models with the ignition switch in the OFF position:

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A. Disconnect the high tension leads from the spark plugs; then remove the plugs, connect them to the leads, and ground them on the cylinder heads.

CAUTION

Never crank the engine over without grounding the spark plugs. Damage to ignition system may result.

B. Pour 29.5 ml (1 fl oz) of SAE #30 petroleumbased oil into each spark plug hole and pull the recoil starter handle slowly about 10 times. C. Install the spark plugs and connect the high tension leads.

9. On carbureted models, drain the gas from each carburetor float chamber. 10. Fill the gas tank to its rated capacity; then add Arctic Cat Fuel Stabilizer to the gas tank following directions on the container for the stabilizer/gasoline ratio. Tighten the gas tank cap securely. 11. Flush the gear case and change the lubricant (see Section 6). 12. Remove the drive belt from the drive clutch/driven pulley. Lay the belt on a flat surface or slide it into a cardboard sleeve to prevent warping or distortion during storage; then clean and inspect the drive clutch and driven pulley. -NOTE: For removing drive belt, see Removing! Installing Drive Belt in Section 6 of this manual.

13. Clean and inspect the drive clutch and driven pulley. 14. Apply light oil to the shafts of the shock absorbers; then lubricate all grease fittings (front and rear suspension, spindles, and upper steering shafts on the CrossfirelM -Series or steering arms on the Bearcat/F-Series/ZliT-Series) with a low-temperature grease. 15. Tighten all nuts, bolts, and cap screws making sure all calibrated nuts, bolts, and cap screws are tightened to specifications. Make sure all rivets holding the components together are tight. Replace all loose rivets. 16. Clean and polish the hood, console, and chassis with Arctic Cat Hood and Windshield Cleaner/ Polish. DO NOT USE SOLVENTS OR SPRAY CLEANERS. THE PROPELLENT WILL DAMAGE THE FINISH.

17. On electric start models, disconnect the battery cables making sure to disconnect the negative cable first; then clean the battery posts and cables.

CAUTION

Batteries require charging if left for extended non-start periods. Arctic Cat recommends trickle charging once a month. Follow the manufacturer's instructions and cautions.

CAUTION

On models with remote start, make sure to leave the battery cables disconnected. Failure to disconnect the battery cables when storing the snowmobile for a prolonged period of time (six weeks or more) will result in a discharged or damaged battery.

18. If possible, store the snowmobile indoors. Raise the track off the floor by blocking up the back end making sure the snowmobile is secure. Loosen the track adjusting bolts to reduce track tension. Cover the snowmobile with a machine cover or a heavy, ventilated tarpaulin to protect it from dirt and dust. 19. If the snowmobile must be stored outdoors, position the snowmobile out of direct sunlight; then block the entire snowmobile off the ground making sure the snowmobile is secure. Loosen the track adjusting bolts to reduce track tension. Cover with a machine cover or a heavy, ventilated tarpaulin to protect it from dirt, dust, and rain.

CAUTION

Avoid storing in direct sunlight and using a plastic cover as moisture may collect on the snowmobile causing corrosion.

Preparation After Storage Taking the snowmobile out of storage and correctly preparing it for another season will assure many miles and hours of trouble-free snowmobiling. Arctic Cat recommends the following procedure:

CAUTION

On carbureted models if the gas in each carburetor float chamber was not drained prior to storage, the carburetors must be cleaned before starting the engine.

1. Clean the snowmobile thoroughly. Polish the exterior of the snowmobile. 2. Clean the engine. Remove the cloth from the exhaust system. Check exhaust system and air silencer for obstructions.

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3. Inspect all control wires and cables for signs of wear or fraying. Replace if necessary. Use cable ties or tape to route wires and cables away from hot or rotating parts. 4. Remove and inspect the drive belt for cracks and tears. Check belt specifications. Replace if damaged or worn. Install the drive belt. -NOTE: For installing drive belt, see Removing! Installing Drive Belt in Section 6 of this manual. -NOTE: If the old belt is worn but in reasonable condition, retain it with the snowmobile as a spare in case of emergency.

5. On carbureted models, inspect the in-line fuel filter and replace if necessary. 6. Inspect all fuel hoses and oil hoses for deterioration or cracks; replace if necessary. Make sure all connections are tight; then on the 2-stroke models, fill the oil-injection reservoir with the recommended injection oil. -NOTE: On the 2-stroke models after prolonged storage, Arctic Cat recommends one tankful of 100:1 gaS/oil mixture be used in conjunction with the oil-injection system to ensure proper lubrication.

7. On the 2-stroke models, inspect each spark plug. Replace, gap, or clean as necessary. 8. Adjust the carburetor(s) and choke cable on carbureted models and throttle cable on all models.

WARNING

On carbureted models, be sure to tighten the swivel adapter jam nuts securely. If a jam nut isn't tightened, the adjuster can rotate out of the carburetor cap causing the piston valve not to return to the full-closed position.

9. Tighten all nuts, bolts, and cap screws making sure all calibrated nuts, bolts, and cap screws are tightened to specifications. 10. On the 120 cc, inspect the drive chain and drive chain tightener. Replace if necessary; then lubricate the binding screw drum with WD-40 and the drive chain with a dry, graphite-based chain lubricant. 11. If not done during preparation for storage, lubricate all grease fittings (front and rear suspension, spindles, and upper steering shafts on the Crossfire/MSeries or steering arms on the BearcatlF -Series/Z 11 T-Series) with a low-temperature grease. 12. On liquid cooled models, check the coolant level and all coolant hoses and connections for deterioration or cracks. Add properly mixed coolant as necessary. 1-8

13. On fan cooled models, clean the engine cooling fins and all shrouding. 14. On electric start models, charge the battery; then connect the battery cables making sure to connect the positive cable first. Test the electric start system. 15. Inspect the entire brake system, all controls, headlight, taillight, brakelight, ski wear bars, and headlight aim; adjust or replace as necessary. 16. Adjust the track to the proper tension and alignment. Lock the jam nuts.

After Break-In Checkup (100 Miles - 2-Strokel 600 Miles - 4-Stroke) Certain areas require adjustment after the break-in period in order to obtain peak performance. These areas are the following. CARBURETOR JETTING (Carbureted Models) - Altitude, temperature, and the use of oxygenated gasoline affect the carburetion needed for optimum engine performance. The carburetor main jets must be changed in conjunction with changes in operating altitude, oxygenated gasoline usage, and temperature. DRIVE BELT DEFLECTION - Drive belt deflection is very important to the snowmobile. Even if it is checked and is correct when the snowmobile is set up, it does change (more so during the break-in period). This is because the rubber engine mounts and the rubber snubber on the torque link will all take a "set" during the first 100 miles allowing the distance between the drive clutch and driven pulley to shorten. When this happens, the snowmobile will appear to have a too long drive belt. To add to this, the drive belt itself wears and stretches somewhat leading to a low-end performance problem and, if not corrected, causes premature drive belt wear. After the break-in period, drive belt deflection should be checked according to the instructions given in Section 6 of this manual. DRIVE BELT BREAK-IN - For maximum drive belt life, allow the belt to break in before subjecting it to hard use such as wide-open-throttle operation or hill climbing. The first 20 miles on the drive belt should be at 112 throttle or lower allowing the belt to gain its optimum flexibility and will extend belt life. Do not exceed 50 MPH during the first 20 miles. If this procedure isn't followed, a new drive belt can be destroyed in less than 50 miles.

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To increase the life of a drive belt, the belt must be warmed up before subjecting it to any type of use. In cold temperature (0Â° or below), the engine should be allowed to idle for a period of 8 to 10 minutes allowing heat from the engine compartment to soften the drive belt. Not only will this procedure increase belt life but will also help prevent engine damage from cold seizure.

WARNING

When following this procedure, the operator must not leave the snowmobile unattended during the warm-up period.

Each operator should be instructed to drive the snowmobile for several minutes at a low throttle setting to warm the belt up before using wide-open-throttle. This practice should be followed on all models for maximum belt life. DRIVE CLUTCHIDRIVEN PULLEY ALIGNMENT - The parallelism and the offset between the drive clutch and driven pulley are set at the factory. Normally, no adjustment is necessary; however, if premature drive belt wear or poor performance is experienced, the drive clutch/driven pulley alignment must be checked. TRACK TENSION AND ALIGNMENT - A certain amount of stretch occurs on all tracks during the first 500 miles. The track must be adjusted after the first 50 to 100 miles to the specifications given in the Setup and Pre-Delivery Manual and periodically thereafter. If these adjustments aren't performed, the track may "derail" which leads to track and slide rail damage. Along with these three major areas, other areas should be checked and adjusted during the "After Break-In Checkup." A checklist to assist you with this service follows.

After Break-In Checkup Checklist Below is a recommended list of items to check after the break-in period. The recommended mileage for this inspection is between 100 and 300 miles.

o o o o o o o o o o o o o o o o

Jet carburetors according to average temperature, type of gasoline being used, and altitude (570 cc) Check drive belt deflection - drive clutch/driven pulley alignment and parallelism (800/1000/ 1100cc) Adjust track tension and alignment Check throttle cable tension Check oil-injection pump adjustment (2-stroke) Check engine idle Check coolant level Check gear case lubricant level Check engine oil (4-stroke) Check lights (high/low beam, brakelight) Check safety switch operation Check engine compartment for any rubbing components Check steering hardware for tightness Check skid frame and A-arm mounting hardware for tightness Check brake lever travel and adjustment Grease all lubrication points

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Engine Specifications (2-Stroke) 500 cc

ITEM Engine Model Number

570 cc

600 cc

800 cc

1000 cc

AX50L7

AA56A8

AJ60L6

AB80L3

AB10L3

Displacement

499 cc

565 cc

599 cc

794 cc

999 cc

No. of Cylinders

Bore x Stroke

71 x 63

73.8 x 66

73.8 x 70

85 x 70

90.3 x 78 6.41 :1

Compression Ratio

6.38:1

6.41 :1

6.46:1

6.39:1

Cooling System

Liquid

Fan

Liquid

Fuel Mixture

Oil Injection

Ignition Timing (Engine Warm)

12° @ 2000 RPM 0.034 in.

20° @ 2000 RPM 0.099 in.

15° @ 2000 RPM 0.059 in.

25° @ 3250 RPM 0.162 in.

20° @ 3750 @ 1800 RPM* RPM** 0.113 in. 0.057 in.

Spark Plug (NGK)

BR9EYA

Spark Plug Gap

0.028-0.031 in.

Piston Skirt/Cylinder Clearance

0.0030-0.0041 in.

0.0033-0.0045 in.

0.0030-0.0041 in.

Piston Ring End Gap

0.008-0.016 in.

0.012-0.0196 in.

Cylinder Trueness Limit

0.004 in.

Piston Pin Diameter

0.8659-0.8661 in.

0.7085-0.7087 in.

0.8659-0.8661 in.

0.9447-0.9449 in.

Piston Pin Bore Diameter

0.8661-0.8665 in.

0.7087-0.7091 in.

0.8661-0.8665 in.

0.9450-0.9453 in.

Connecting Rod Small End Bore

1.0631-1.0634 in.

0.9056-0.9059 in.

1.0631-1.0634 in.

1.1418-1.1422 in.

Connecting Rod Radial Play

0.0001-0.0008 in.

Crankshaft Runout (t.i.r.)

0.002 in.

Crankshaft End Play

0.002-0.004 in.

Reed Stopper Height

0.315 in.

0.236 in.

0.433 in.

0.512 in.

* F-Series ** Crossfire/M-Series

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Engine Specifications

(120 ee)

(1100 ee) 120 cc

ITEM Engine Model Number

AA12A2

Displacement

119 cc

No. of Cylinders

Bore x Stroke

60 x 42

Cooling System

Air

Spark Plug (NGK)

BPR6ES

Spark Plug Gap

0.028-0.031 in.

Piston SkirtiCylinder Clearance

0.0008-0.0047 in.

Piston Pin Diameter

0.5898-0.5904 in.

Piston Pin Bore Diameter

0.5908-0.5917 in.

Piston Pin/Connecting Rod Small End Clearance

0.0002-0.0020 in.

Piston Ring End Gap

(1 stl2nd)

0.0079-0.0280 in.

Piston Ring/Groove Clearance

(1 stl2nd)

0.0012-0.0039 in.

Piston Ring Thickness

0.058-0.059 in.

Piston Diameter (10 mm from skirt edge)

2.3575-2.3618 in.

Cylinder/Head Distortion (max)

0.0012 in.

Connecting Rod Small End Bore Inside Diameter

0.5908-0.5917 in.

Connecting Rod Big End Inside Diameter

1.0242-1.0246 in.

Connecting Rod Big End Side Clearance

0.0079-0.0472 in.

Cam Lobe Height (min)

1.189 in.

Crank Pin Diameter

1.0232-1.0236 in.

Crank Pin/Connecting Rod Clearance

0.0006-0.0028 in.

Crankshaft Rod Journal (Out-of-Round/Taper)

0.004 in.

Crankshaft Runout (t.i.r.)

0.004 in.

Valve Guide Inside Diameter

0.2165-0.2170 in.

Valve Guide/Stem Clearance (max)

(Int) (Exh)

0.0032 in. 0.0039 in.

1100 cc

ITEM Engine Model Number

AA11L1

Displacement

1056 cc

No. of Cylinders

Bore x Stroke

98 x 70

Cooling System

Liquid

Spark Plug (NGK) - Non-Turbo

CR8EIB-9

Spark Plug (NGK) - Turbo

MR8AI-9

Spark Plug Gap - Non-Turbo

0.031-0.035 in.

Spark Plug Gap - Turbo

0.035 in.

Piston SkirtiCylinder Clearance (Non-Turbo)

0.0011-0.0016 in.

Piston SkirtiCylinder Clearance (Turbo)

0.0006-0.0010 in.

Piston Pin Diameter (Non-Turbo)

0.8658-0.8661 in.

Piston Pin Diameter (Turbo)

0.9447-0.9449 in.

Piston Pin Bore Diameter (Non-Turbo)

0.8662-0.8664 in.

Piston Pin Bore Diameter (Turbo)

0.9449-0.9451 in.

Piston Pin/Connecting Rod Small End Clearance (Non-Turbo)

0.0004-0.0010 in.

Piston Pin/Connecting Rod Small End Clearance (Turbo)

0.0004-0.0009 in.

Piston Ring End Gap

0.0059-0.0138 in. 0.0118-0.0177 in. 0.0078-0.0275 in.

Piston Ring/Groove Clearance

(1st) (2nd) (Oil) (1st - Top) (1st - Bottom) (2nd) (Oil)

0.0059-0.0074 0.0008-0.0035 0.0008-0.0024 0.0024-0.0059

in. in. in. in.

Piston Diameter (10 mm from skirt edge) (Non-Turbo)

3.8568-3.8574 in.

Piston Diameter (10 mm from skirt edge) (Turbo)

3.8574-3.8580 in.

Valve Guide Bore Diameter

0.4409-0.4416 in.

Cylinder/Head Distortion (max)

0.002 in.

Valve Face Width

0.032-0.039 in.

0.866-0.867 in.

Valve Face Runout (max)

0.0012 in.

Connecting Rod Small End Bore Inside Diameter (Non-Turbo)

Valve Clearance - Cold (59째_77째 F)

(IntlExh)

0.030-0.070 in.

Connecting Rod Small End Bore Inside Diameter (Turbo)

0.945-0.946 in.

Valve Seat Contact Width

(IntlExh)

0.032-0.039 in.

Cam Lobe Height (Non-Turbo)

(Int)

1.487-1.489 in.

Valve Stem Diameter

(IntlExh)

0.2150-0.2156 in.

Cam Lobe Height (Turbo)

(Int)

1.436-1.437 in.

Valve Stem Runout (max)

0.002 in.

Cam Lobe Height (Non-Turbo)

(Exh)

1.432-1.433 in.

Valve Spring Free Length (max)

1.22 in.

Cam Lobe Height (Turbo)

(Exh)

1.417-1.418 in.

Camshaft Journal Outside Diameter

0.8650-0.8658 in.

Camshaft Journal Bore Diameter

0.8666-0.8670 in.

Camshaft Journal Clearance

0.0007-0.0020 in.

Crank Pin Diameter

1.7707-1.7720 in.

Crankshaft Runout

0.002 in.

Crankshaft Main Bearing Clearance

0.0006-0.0016 in.

Crankshaft Thrust Runout (max)

0.0043 in.

Crankshaft Main/Rod Journals (Bearing Surfaces) 0.0012 in. 0.2165-0.2170 in.

Valve Guide Inside Diameter Valve Guide/Stem Clearance (max)

(Int) (Exh)

0.0015 in. 0.0022 in.

Valve Face Width

0.0197 in.

Valve Clearance - Cold (59째_77째 F) (Int) (Exh - Non-Turbo) (Exh - Turbo)

0.0039-0.0078 in. 0.0078-0.0118 in. 0.0118-0.0157 in.

Valve Seat Contact Width

(IntlExh)

0.0354-0.0433 in.

(Int) (Exh)

0.2155-0.2161 in. 0.2147-0.2153 in.

Valve Stem Diameter

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1-11

Cylinder Head Volume Specifications (2-Stroke) -NOTE: For cylinder head volume tests, see appropriate Measuring Critical Components subsection in Section 2. ENGINE TYPE

-NOTE: We have given the proper location for checking crankshaft runout as the very edge of the straight portion of the shaft where the oil seal makes contact. From the illustration, note that three check points are called out: at either end, out on the taper as shown, and also on the center bearing race. The crankshaft is still supported on the outer bearings using V blocks.

--A-I

SQUISH - GAP

500 cc

0.059 in.

570 cc

0.066 in.

600 cc

0.059 in.

800 cc

0.059 in.

1000 cc

0.058 in.

iB-1

------

CAUTION

These specifications are not intended to be used for engine modification. Reducing the head volume to a smaller specification could cause piston detonation problems which is not a warranty situation.

728-144A

Engine Piston Travel Versus Crank Angle (2-Stroke) -NOTE: When using the chart below, first know the engine stroke and timing in degrees; then read across from the degree figure to find timing. 500 cc

6001800 cc

570 cc

1000 cc

63mm stroke

70mm stroke

66mm stroke

78mm stroke

Degrees BTDC

BTDC

0.034 in.

0.038 in.

0.036 in.

0.042 in.

0.053 in.

0.059 in.

0.056 in.

0.065 in.

0.076 in.

0.085 in.

0.081 in.

0.093 in.

0.094 in.

0.105 in.

0.099 in.

0.113 in.

570 cc 73.8 x 66

in.

600 cc 73.8 x 70

in.

800 cc 85 x 70

in.

1000 cc 90.3 x 78

in.

-NOTE: Measure in from the shaft end the specified amount when checking runout at points D and F. When checking runout in the center, place indicator on center of bearing as shown at point E. Maximum runout at any of the three measuring points is Âą 0.002 in.

Crankshaft Runoutl Repair Specifications (2-Stroke) For those who have crankshaft work sent out to another shop, provide them with this information. To use the specifications, first refer to the drawing; then find the letter which indicates the specification and refer to the chart below the illustration. Be sure to note the proper engine row.

1-12

2009 Arctic Cat Snowmobiles Factory Service Manual - all Models - www.ReadManuals.com

Fraction/Decimal Conversions 8ths

16ths

32nds

64ths

MM/IN. Conversions

64ths

1/8 = .125

1/16 = .0625 1/32 = .03125 1/64 = .015625 33/64 = .515625

1/4 = .250

3/16 = .1875 3/32 = .09375 3/64 = .046875 35/64 = .546875

3/8 = .375

5/16 = .3125 5/32 = .15625 5/64 = .078125 37/64 = .578125

1/2 = .500

7/16 = .4375 7/32 = .21875 7/64= .109375 39/64 = .609375

5/8 = .625

9/16 = .5625 9/32 = .28125 9/64 = .140625 41 /64 = .640625

3/4 = .750

11/16 = .6875

11/32 = .34375

11/64 = .171875

43/64 = .671875

7/8 = .875

13/16 = .8125

13/32 = .40625

13/64 = .203125

45/64 = .703125

15/16 = .9375

15/32 = .46875

15/64 = .234370

47/64 = .734375

17/32 = .53125

17/64 = .265625

49/64 = .765625

19/32 = .59375

19/64 = .296875

51/64 = .796875

21/32 = .65625

21/64 = .328125

53/64 = .828125

23/32 = .71875

23/64 = .359375

55/64 = .859375

25/32 = .78125

25/64 = .390625

57/64 = .890625

27/32 = .84375

27/64 = .421875

59/64 = .921875

29/32 = .90625

29/64 = .453125

61/64 = .953125

31/32 = .96875

31/64= .484375

63/64 = .984375

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