General Snowmobile Specifications Guide

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
MM/IN. 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
1-1

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 identi-
fication 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 ofthe engine.
VIN
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 Arc-
tic Cat Inc. if the engine serial number or VIN is
removed or mutilated in any way.
Recommended
Gasoline and Oil
A CAUTION
Do not use white gas or gasolines containing metha-
nol. Only Arctic Cat approved gasoline additives
should be used.
A CAUTION
Any oil used in place of the recommended oil may
cause serious damage.
1-2
RECOMMENDED GASOLINE
(Carbureted Models)
The recommended gasoline to use in these snowmo-
biles is 87 octane regular unleaded.
-NOTE: In many areas, oxygenates (either ethanol
or MTBE) are added to the gasoline. Oxygenated
gasolines containing up to 10% ethanol or up to
15% MTBE are acceptable gasolines; however,
whenever using oxygenated gasolines, the carbu-
retor main jet must be one size larger than the
main jet required for regular unleaded gasoline.
For example, if a 220 main jet is recommended for
regular unleaded gasoline, a 230 main jet must be
installed if using an oxygenated gasoline.
When using ethanol blended gasoline, adding a gaso-
line antifreeze is not necessary since ethanol will pre-
vent the accumulation ofmoisture in the fuel system.
RECOMMENDED GASOLINE
(EFI Models)
The recommended gasoline to use in these snowmo-
biles is 87 octane regular unleaded. In many areas,
oxygenates (either ethanol or MTBE) are added to the
gasoline. Oxygenated gasolines containing up to 10%
ethanol or up to 15% MTBE are acceptable gasolines.
Do not use gasolines containing methanol.
-NOTE: For optimum performance, do not exceed
the recommended 87 octane gasoline. Using a
higher octane gasoline will not increase overall
performance.
-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 carbu-
reted model break-in) and meets all of the lubrication
requirements ofthe Arctic Cat snowmobile engine.
RECOMMENDED OIL (120 ee)
The recommended oil to use is a multi-grade oil cali-
brated to the ambient temperature at which the engine
is run. See the viscosity chart for details.
2009 Arctic Cat Snowmobiles Factory Service Manual - all Models - www.ReadManuals.com

SAE #
ENGINE
OIL
Multi-Grade
~c -35 -29 -23 -18 "12 -7 1 " 10 15 21 21 32
TEMP ~F -30 -.20 -10 0 10 20 30 40 SO 60 10 80 90
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
ENGINE
OIL
TEMP~OC
____
-3_0_
-_20_-_10
__0
__
1_0__
20
__
30
__4_0~
-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 pro-
longed 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 accelera-
tions and variations in driving speeds contribute to
good engine break-in.
& CAUTION
DO NOT exceed the one (1) tankful limitation of a 100:1
gaS/oil break-in mixture. Continuous use of a gaS/oil
mixture, unless consistently operating in extremely
cold conditions (-26°C/-15°F or colder), could cause
spark plug fouling and excessive carbon buildup. 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.
120 ee
The Arctic Cat engine requires a short break-in period
(approximately 10 operating hours) before being sub-
jected to heavy load conditions or full-throttle opera-
tion. Strict adherence to the break-in procedure will
contribute to optimum performance and longevity of
the engine.
During break-in, a maximum of 112 throttle is recom-
mended; however, brief full-throttle accelerations and
variations in driving speeds contribute to good engine
break-in. After the 10 hour break-in period, the snow-
mobile may be taken to an authorized Arctic Cat
Snowmobile dealer for a checkup and oil change at the
discretion and expense ofthe 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 dur-
ing the break-in period.
& 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 recom-
mends 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 gen-
uine Arctic Cat parts. They are precision-made to
ensure high quality and correct fit.
High Altitude Operation
Operating a snowmobile at varying altitudes requires
changes in performance components. These changes
affect drive train components and carburetion compo-
nents (570 cc).
-NOTE: The 120 cc and 1100 cc turbo do not
require calibration changes for varying altitudes.

High altitude information decal(s) are located beneath
the hood ofthe snowmobile.
A 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 clutch-
ing, engine, suspension, and track.
CLUTCHING
As altitude changes, engine horsepower changes with
it. As you go up in altitude, the engine loses horse-
power. Because ofthis, the constant velocity transmis-
sion (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 engage-
ment speed; however, by simply changing the cam
arms to a lighter weight from the heavier sea level cam
arm, you will gain some engagement speed.
Other more complicated methods exist such as
engagement notches and changing the position of the
cam arm center ofgravity 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 up-
shift. If the up-shift is too quick, due to a very steep
helix, RPM will be pulled down under the peak operat-
ing RPM of the engine (where the horsepower is) and
performance will suffer. The engine may even bog. If
you have a helix that is too shallow, the engine may
over-rev or have poor acceleration. Usually, angles
shallower than the sea level calibrations work best.
The driven spring will also affect driven clutch tuning.
Tighten the spring, and RPM will increase. Loosen the
spring, and RPM will decrease. The spring should be
used to fine-tune and complement the helix selection.
Carburetor calibration changes for high altitude opera-
tion will have an effect on the CVT system and how it
operates. Understanding the basics of CVT operation
is important in order to make the correct high altitude
CVT calibration changes.
1-4
ENGINE
A normally aspirated engine will generate more horse-
power at sea level than it does at higher altitudes.
Many reasons for this are possible, but the biggest rea-
son is that the higher you go, less oxygen is available
for the engine to use during its combustion process.
Less oxygen means it needs less fuel to obtain the cor-
rect air/fuel ratio to operate properly. This is why the
fuel ratio has to be recalibrated. High altitude engines
operate as though they have a lower compression ratio.
This, along with less oxygen and less fuel, means that
the engine generates less horsepower.
The carbureted models will also have lower pressure
applied to the float chamber because of pressure
changes in the atmosphere between high altitude and
sea level. All ofthese characteristics will become more
evident the higher the altitude.
It will be necessary to make changes to the fuel sys-
tems (carbureted models) and drive systems that sup-
port engine operation as altitude changes.
TURBOCHARGING
Turbocharging is one method of compensating for loss
of air density that works extremely well when applied
to four-cycle internal combustion engines.
Exhaust gasses are directed through the turbocharger
turbine wheel which is attached to the compressor
through a common shaft. As the exhaust gasses spin
the turbine, the compressor is spun at very high RPM.
Inlet air is drawn into the compressor, compressed, and
routed to the intake manifold of the engine. Intake
pressure, therefore, is maintained at the optimum level
as altitude or temperature increases.
The turbocharger output must be regulated to maintain
the optimum manifold pressure throughout the
designed operating range. This is accomplished by
regulating the volume of exhaust gasses passing
through the turbine by controlling a diverter valve
(waste-gate) at the turbocharger turbine inlet. At lower
altitudes/temperatures, excessive exhaust gasses are
diverted past the turbine and into the exhaust down-
stream of the turbocharger thus limiting the compres-
sor output to maintain correct manifold pressure.
As altitude increases, the manifold pressure is held
constant by diverting less exhaust past the turbine, thus
increasing compressor speed. This will continue until
the waste-gate is completely closed at which time
manifold pressure will start to decrease much the same
as a normally aspirated engine.
The waste-gate is controlled by a spring/diaphragm
mechanism that is connected to the intake manifold by
an air line. A mechanical linkage connects the dia-
phragm to the waste-gate control arm.

Air is heated by friction and compression through the
turbocharger and air density is lost by heating the air;
therefore, an after-cooler is installed between the tur-
bocharger compressor and the intake manifold. This is
an air-to-air after-cooler that uses outside air directed
through a radiator-type cooler to cool the compressed
air prior to entering the intake manifold.
SUSPENSION
The different riding styles of the individual operator,
the varying snow conditions, and the type ofterrain are
all factors that affect the suspension at high altitude.
Trail riding versus powder snow riding versus combi-
nation riding will all require different suspension set-
tings.
The normal setting for front ski suspension is as little
spring pre-load tension as possible for powder snow
riding allowing the skis to float across the snow with
the least amount of resistance. Trail riding will require
more spring tension to carry the varying load more
effectively. Many different settings and spring tensions
to consider exist when adjusting for riding style and
snow conditions.
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 ofthe operator.
M-Series/Crossfire
As snow cover and riding conditions change, several
different adjustments can be made to change the ride
and handling characteristics for operator preference.
Located on the front suspension arm are limiter straps.
They limit the amount of "fallout" the front arm can
have. These straps may be adjusted in or out due to
conditions and riding style. The more the straps are
brought up, the more steering power the operator has
due to the amount of ski pressure.
Another adjustment that can be made on the rear sus-
pension is the front arm shock spring tension. As trail
conditions change, the spring pre-load may be used to
decrease the chance of the front end "bottoming out."
With a stiffer spring pre-load, the ride ofthe snowmo-
bile will improve on the trail but will affect the perfor-
mance in the deep powder snow. In deep powder snow,
the stiffer spring pre-load will cause the front-end to
"dig" and possibly take longer for it to plane off. Sev-
eral different-rate springs are available for different
riding styles and terrain conditions.
On the standard models, the front shock springs are
also individually adjustable for the terrain conditions
and driving style of the operator. The spring adjuster
has been set at the factory so the correct amount of
threads are exposed between the spring adjuster and
the shock housing as an initial setting. Additional ski
pressure can be obtained by tightening the spring ten-
sion; ski pressure can be decreased by relaxing spring
tension. Springs with different spring rates are avail-
able for operator choice and snow conditions. A limit
exists as to how far you can pre-load the springs before
"coil bind" takes effect where the wire on the spring
actually runs into itself and causes binding. Equal
adjustments should be maintained on both sides ofthe
snowmobile. On the Sno Pro models with air shocks,
they are individually adjustable for the terrain condi-
tions 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 M-
Series Sno Pro models. The shocks can be "fine-
tuned" to match the operator's weight, riding style, and
terrain conditions.
-NOTE: Care should be taken to have equal pres-
sure in the ski shocks before operating the snow-
mobile.
Finally, track tension should be looked at to make sure
that it is within recommended specifications to affect
the efficiency of the snowmobile. On models with the
torque sensing link, the track is actually tightening as
the suspension moves through its range of motion
causing the track to sag in the middle and rub on the
top part ofthe 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. Gener-
ally, 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.
2009 Arctic Cat Snowmobiles Factory Service Manual - all Models - www.ReadManuals.com 1-5

Durometer is a measurement of how hard a rubber is.
The lugs on most tracks range between 60 and 80
durometer. On the durometer scale, the higher the
number, the harder the lugs. For riding in deep powder
snow, a softer 60 durometer track works best. The
softer rubber allows the track to "give" a little and
pack the snow creating lift rather than digging its way
straight down. When hill-climbing, the harder lug of
an 80 durometer track works the best due to penetrat-
ing the hard snow creating more bite.
Some tracks come with a dual durometer rating, such
as a track with a 80/60 durometer rating. The lugs on
this track are 80% 80 durometer rubber, and the top
20% is made of the softer 60 durometer rubber. This
track is designed to be a good all-around track for rid-
ing mostly in deep powder snow but can climb the
occasional hard snow hill.
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 lubri-
cation, 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 lubri-
cating 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 illu-
minate each time the ignition switch is turned to RUN
or START, and it should go out when the engine starts.
Ifthe 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 snow-
mobile should be on level ground.
2. Ifthe oil level is at or below the ADD mark on the
oil level stick, add only enough recommended oil
to raise the level to the NORMAL range. DO NOT
overfill the reservoir with oil.
3. After adding oil if the engine starts, oil pressure
should be normal.
Preparation For Storage
Prior to storing the snowmobile, it must be properly
serviced to prevent corrosion and component deterio-
ration. To prepare the snowmobile for storage, Arctic
Cat recommends the following procedure:
1. Clean the seat cushion with a damp cloth and Arc-
tic Cat Vinyl Protectant.
2. Clean the snowmobile thoroughly by hosing dirt,
oil, grass, and other foreign matter from the skid
frame, tunnel, hood, and belly pan. Allow the
snowmobile to dry thoroughly. DO NOT get water
into any part ofthe 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:

A. Disconnect the high tension leads from the
spark plugs; then remove the plugs, connect
them to the leads, and ground them on the cyl-
inder heads.
& 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 petroleum-
based oil into each spark plug hole and pull the
recoil starter handle slowly about 10 times.
C. Install the spark plugs and connect the high ten-
sion leads.
9. On carbureted models, drain the gas from each
carburetor float chamber.
10. Fill the gas tank to its rated capacity; then add Arc-
tic Cat Fuel Stabilizer to the gas tank following
directions on the container for the stabilizer/gaso-
line ratio. Tighten the gas tank cap securely.
11. Flush the gear case and change the lubricant (see
Section 6).
12. Remove the drive belt from the drive clutch/driven
pulley. Lay the belt on a flat surface or slide it into
a cardboard sleeve to prevent warping or distortion
during storage; then clean and inspect the drive
clutch and driven pulley.
-NOTE: For removing drive belt, see Removing!
Installing Drive Belt in Section 6 of this manual.
13. Clean and inspect the drive clutch and driven pul-
ley.
14. Apply light oil to the shafts ofthe 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-tempera-
ture grease.
15. Tighten all nuts, bolts, and cap screws making sure
all calibrated nuts, bolts, and cap screws are tight-
ened to specifications. Make sure all rivets holding
the components together are tight. Replace all
loose rivets.
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 DAM-
AGE 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 pro-
longed 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 offthe 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, posi-
tion the snowmobile out of direct sunlight; then
block the entire snowmobile off the ground mak-
ing sure the snowmobile is secure. Loosen the
track adjusting bolts to reduce track tension. Cover
with a machine cover or a heavy, ventilated tar-
paulin to protect it from dirt, dust, and rain.
& 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 exte-
rior ofthe snowmobile.
2. Clean the engine. Remove the cloth from the
exhaust system. Check exhaust system and air
silencer for obstructions.

3. Inspect all control wires and cables for signs of
wear or fraying. Replace if necessary. Use cable
ties or tape to route wires and cables away from
hot or rotating parts.
4. Remove and inspect the drive belt for cracks and
tears. Check belt specifications. Replace if dam-
aged or worn. Install the drive belt.
-NOTE: For installing drive belt, see Removing!
Installing Drive Belt in Section 6 of this manual.
-NOTE: If the old belt is worn but in reasonable
condition, retain it with the snowmobile as a spare
in case of emergency.
5. On carbureted models, inspect the in-line fuel fil-
ter and replace ifnecessary.
6. Inspect all fuel hoses and oil hoses for deteriora-
tion or cracks; replace if necessary. Make sure all
connections are tight; then on the 2-stroke models,
fill the oil-injection reservoir with the recom-
mended injection oil.
-NOTE: On the 2-stroke models after prolonged
storage, Arctic Cat recommends one tankful of
100:1 gaS/oil mixture be used in conjunction with
the oil-injection system to ensure proper lubrica-
tion.
7. On the 2-stroke models, inspect each spark plug.
Replace, gap, or clean as necessary.
8. Adjust the carburetor(s) and choke cable on carbu-
reted 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 caus-
ing 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 tight-
ened to specifications.
10. On the 120 cc, inspect the drive chain and drive
chain tightener. Replace if necessary; then lubri-
cate the binding screw drum with WD-40 and the
drive chain with a dry, graphite-based chain lubri-
cant.
11. Ifnot done during preparation for storage, lubricate
all grease fittings (front and rear suspension, spin-
dles, and upper steering shafts on the Crossfire/M-
Series or steering arms on the BearcatlF-Series/Z11
T-Series) with a low-temperature grease.
12. On liquid cooled models, check the coolant level
and all coolant hoses and connections for deterio-
ration or cracks. Add properly mixed coolant as
necessary.
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 sys-
tem.
15. Inspect the entire brake system, all controls, head-
light, taillight, brakelight, ski wear bars, and head-
light aim; adjust or replace as necessary.
16. Adjust the track to the proper tension and align-
ment. 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 alti-
tude, oxygenated gasoline usage, and temperature.
DRIVE BELT DEFLECTION - Drive belt deflec-
tion is very important to the snowmobile. Even if it is
checked and is correct when the snowmobile is set up,
it does change (more so during the break-in period).
This is because the rubber engine mounts and the rub-
ber snubber on the torque link will all take a "set" dur-
ing the first 100 miles allowing the distance between
the drive clutch and driven pulley to shorten. When
this happens, the snowmobile will appear to have a too
long drive belt. To add to this, the drive belt itself
wears and stretches somewhat leading to a low-end
performance problem and, ifnot corrected, causes pre-
mature drive belt wear.
After the break-in period, drive belt deflection should
be checked according to the instructions given in Sec-
tion 6 ofthis 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.

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 (0° 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 sei-
zure.
& 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 snow-
mobile 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 maxi-
mum 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 perfor-
mance is experienced, the drive clutch/driven pulley
alignment must be checked.
TRACK TENSION AND ALIGNMENT - A cer-
tain amount of stretch occurs on all tracks during the
first 500 miles. The track must be adjusted after the
first 50 to 100 miles to the specifications given in the
Setup and Pre-Delivery Manual and periodically there-
after. If these adjustments aren't performed, the track
may "derail" which leads to track and slide rail dam-
age.
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 Jet carburetors according to average tempera-
ture, type of gasoline being used, and altitude
(570 cc)
o Check drive belt deflection - drive clutch/driven
pulley alignment and parallelism (800/1000/
1100cc)
o Adjust track tension and alignment
o Check throttle cable tension
o Check oil-injection pump adjustment (2-stroke)
o Check engine idle
o Check coolant level
o Check gear case lubricant level
o Check engine oil (4-stroke)
o Check lights (high/low beam, brakelight)
o Check safety switch operation
o Check engine compartment for any rubbing
components
o Check steering hardware for tightness
o Check skid frame and A-arm mounting hard-
ware for tightness
o Check brake lever travel and adjustment
o Grease all lubrication points

Thank you very much for
your reading. Please Click
Here. Then Get COMPLETE
MANUAL. NO WAITING
NOTE:
If there is no response to
click on the link above,
please download the PDF
document first and then
click on it.

Engine Specifications
(2-Stroke)
ITEM 500 cc 570 cc
Engine Model Number AX50L7 AA56A8
Displacement 499 cc 565 cc
No. of Cylinders 2 2
Bore x Stroke 71 x 63 73.8 x 66
Compression Ratio 6.38:1 6.41 :1
Cooling System Liquid Fan
Fuel Mixture Oil Injection Oil Injection
Ignition Timing (Engine Warm) 12° @ 2000 RPM 20° @ 2000 RPM
0.034 in. 0.099 in.
Spark Plug (NGK) BR9EYA BR9EYA
Spark Plug Gap 0.028-0.031 in. 0.028-0.031 in.
Piston Skirt/Cylinder Clearance 0.0030-0.0041 in. 0.0033-0.0045 in.
Piston Ring End Gap 0.008-0.016 in. 0.012-0.0196 in.
Cylinder Trueness Limit 0.004 in. 0.004 in.
Piston Pin Diameter 0.8659-0.8661 in. 0.7085-0.7087 in.
Piston Pin Bore Diameter 0.8661-0.8665 in. 0.7087-0.7091 in.
Connecting Rod Small End Bore 1.0631-1.0634 in. 0.9056-0.9059 in.
Connecting Rod Radial Play 0.0001-0.0008 in. 0.0001-0.0008 in.
Crankshaft Runout (t.i.r.) 0.002 in. 0.002 in.
Crankshaft End Play 0.002-0.004 in. 0.002-0.004 in.
Reed Stopper Height 0.315 in. 0.236 in.
* F-Series
** Crossfire/M-Series
1-10
600 cc 800 cc 1000 cc
AJ60L6 AB80L3 AB10L3
599 cc 794 cc 999 cc
2 2 2
73.8 x 70 85 x 70 90.3 x 78
6.46:1 6.39:1 6.41 :1
Liquid Liquid Liquid
Oil Injection Oil Injection Oil Injection
15° @ 2000 RPM 25° @ 3250 RPM 20° @ 3750 ro@ 1800
0.059 in. 0.162 in. RPM* RPM**
0.113 in. 0.057 in.
BR9EYA BR9EYA BR9EYA
0.028-0.031 in. 0.028-0.031 in. 0.028-0.031 in.
0.0030-0.0041 in. 0.0030-0.0041 in. 0.0030-0.0041 in.
0.012-0.0196 in. 0.012-0.0196 in. 0.012-0.0196 in.
0.004 in. 0.004 in. 0.004 in.
0.8659-0.8661 in. 0.8659-0.8661 in. 0.9447-0.9449 in.
0.8661-0.8665 in. 0.8661-0.8665 in. 0.9450-0.9453 in.
1.0631-1.0634 in. 1.0631-1.0634 in. 1.1418-1.1422 in.
0.0001-0.0008 in. 0.0001-0.0008 in. 0.0001-0.0008 in.
0.002 in. 0.002 in. 0.002 in.
0.002-0.004 in. 0.002-0.004 in. 0.002-0.004 in.
0.433 in. 0.433 in. 0.512 in.

(120 ee)
ITEM 120 cc
Engine Model Number AA12A2
Displacement 119 cc
No. of Cylinders 1
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) 0.0032 in.
(Exh) 0.0039 in.
Valve Guide Bore Diameter 0.4409-0.4416 in.
Valve Face Width 0.032-0.039 in.
Valve Face Runout (max) 0.0012 in.
Valve Clearance - Cold (59°_77° F) (IntlExh) 0.030-0.070 in.
Valve Seat Contact Width (IntlExh) 0.032-0.039 in.
Valve Stem Diameter (IntlExh) 0.2150-0.2156 in.
Valve Stem Runout (max) 0.002 in.
Valve Spring Free Length (max) 1.22 in.
(1100 ee)
ITEM 1100 cc
Engine Model Number AA11L1
Displacement 1056 cc
No. of Cylinders 2
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.
(Non-Turbo)
(Turbo)
Piston Ring End Gap (1st) 0.0059-0.0138 in.
(2nd) 0.0118-0.0177 in.
(Oil) 0.0078-0.0275 in.
Piston Ring/Groove Clearance (1st - Top) 0.0059-0.0074 in.
(1st - Bottom) 0.0008-0.0035 in.
(2nd) 0.0008-0.0024 in.
(Oil) 0.0024-0.0059 in.
Piston Diameter (10 mm from skirt edge) 3.8568-3.8574 in.
(Non-Turbo)
Piston Diameter (10 mm from skirt edge) (Turbo) 3.8574-3.8580 in.
Cylinder/Head Distortion (max) 0.002 in.
(Non-Turbo)
(Turbo)
Cam Lobe Height (Non-Turbo) (Int) 1.487-1.489 in.
Cam Lobe Height (Turbo) (Int) 1.436-1.437 in.
Cam Lobe Height (Non-Turbo) (Exh) 1.432-1.433 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.
Valve Guide Inside Diameter 0.2165-0.2170 in.
Valve Guide/Stem Clearance (max) (Int) 0.0015 in.
(Exh) 0.0022 in.
Valve Face Width 0.0197 in.
Valve Clearance - Cold (59°_77° F) (Int) 0.0039-0.0078 in.
(Exh - Non-Turbo) 0.0078-0.0118 in.
(Exh - Turbo) 0.0118-0.0157 in.
Valve Seat Contact Width (IntlExh) 0.0354-0.0433 in.
Valve Stem Diameter (Int) 0.2155-0.2161 in.
(Exh) 0.2147-0.2153 in.

Cylinder Head Volume
Specifications
(2-Stroke)
-NOTE: For cylinder head volume tests, see
appropriate Measuring Critical Components sub-
section in Section 2.
ENGINE TYPE 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.
A CAUTION
These specifications are not intended to be used for
engine modification. Reducing the head volume to a
smaller specification could cause piston detonation
problems which is not a warranty situation.
Engine 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 70mm 66mm 78mm
stroke stroke stroke stroke
Degrees
BTDC BTDC BTDC BTDC
BTDC
12 0.034 in. 0.038 in. 0.036 in. 0.042 in.
15 0.053 in. 0.059 in. 0.056 in. 0.065 in.
18 0.076 in. 0.085 in. 0.081 in. 0.093 in.
20 0.094 in. 0.105 in. 0.099 in. 0.113 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
-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
iB-1- - - - - -
728-144A
570 cc in.
73.8 x 66
600 cc in.
73.8 x 70
800 cc in.
85 x 70
1000 cc in.
90.3 x 78
-NOTE: Measure in from the shaft end the speci-
fied amount when checking runout at points D and
F. When checking runout in the center, place indi-
cator on center of bearing as shown at point E.
Maximum runout at any of the three measuring
points is ± 0.002 in.

8ths
1/8 =
.125
1/4 =
.250
3/8 =
.375
1/2 =
.500
5/8 =
.625
3/4 =
.750
7/8 =
.875
-
-
-
-
-
-
-
-
-
Fraction/Decimal
Conversions
16ths 32nds 64ths 64ths
1/16 = .0625 1/32 = .03125 1/64 = .015625 33/64 = .515625
3/16 = .1875 3/32 = .09375 3/64 = .046875 35/64 = .546875
5/16 = .3125 5/32 = .15625 5/64 = .078125 37/64 = .578125
7/16 = .4375 7/32 = .21875 7/64= .109375 39/64 = .609375
9/16 = .5625 9/32 = .28125 9/64 = .140625 41 /64 = .640625
11/16 = .6875 11/32 = 11/64 = 43/64 = .671875
.34375 .171875
13/16 = .8125 13/32 = 13/64 = 45/64 = .703125
.40625 .203125
15/16 = .9375 15/32 = 15/64 = 47/64 = .734375
.46875 .234370
- 17/32 = 17/64 = 49/64 = .765625
.53125 .265625
- 19/32 = 19/64 = 51/64 = .796875
.59375 .296875
- 21/32 = 21/64 = 53/64 = .828125
.65625 .328125
- 23/32 = 23/64 = 55/64 = .859375
.71875 .359375
- 25/32 = 25/64 = 57/64 = .890625
.78125 .390625
- 27/32 = 27/64 = 59/64 = .921875
.84375 .421875
- 29/32 = 29/64 = 61/64 = .953125
.90625 .453125
- 31/32 = 31/64= 63/64 = .984375
.96875 .484375
MM/IN. Conversions

General Snowmobile Specifications Guide

Recommended

Recommended

More Related Content

More from fisdkjekemms

More from fisdkjekemms (20)

Recently uploaded

Recently uploaded (20)

General Snowmobile Specifications Guide