Snowmobile Arctic Cat (2007 year). Manual - part 49

4-21

4

Troubleshooting Fuel 

System 

(660 cc/1100 cc Z1)

Air-Intake Silencer    

(120 cc)

The air-intake silencer is a specially designed com-

ponent used to silence the incoming fresh air and

also to catch the fuel that “spits back” out of the car-

buretors. The carburetors are calibrated with the air-

intake silencer in position; therefore, the engine

must never be run with the air-intake silencer

removed.

CLEANING AND INSPECTING

1. Check for holes or cracks in the silencer.

2. Periodically clean the silencer by blowing fresh

air through it.

Gas Tank/Seat 

Assembly

„ NOTE: To service a particular gas tank/seat
assembly, see Section 7 in this manual.

Problem: Engine Loads Up/Runs Rough/Black Smoke

Condition

Remedy

1. Diagnostic trouble code activated

2. Fuel pressure too high

3. Fuel return hose obstructed

4. Air filter - intercooler plugged with ice - snow

1. Replace problem sensor

2. Replace regulator

3. Service - replace hose - remove obstruction

4. Clean air filter - intercooler - locate intake leak

Problem: Fuel Starvation/Engine Bogs or Dies

Condition

Remedy

1. Diagnostic trouble code activated

2. Fuel pressure too low

3. Vent hose obstructed

4. Fuel filter obstructed

1. Replace problem sensor

2. Replace regulator/fuel pump

3. Remove obstruction

4. Replace fuel filter

5-1

5

SECTION 5 — ENGINE 

ELECTRICAL SYSTEMS

TABLE OF 

CONTENTS

Basic Electrical Specifications Chart....................... 5-2
Testing Components ............................................... 5-2
Transistorized Ignition System (120 cc)................... 5-2
Troubleshooting Ignition System (120 cc) ............... 5-3
Testing Main Wiring Harness (120 cc) .................... 5-3
Testing Electrical Resistances (120 cc)................... 5-4
Testing Ignition Key Switch...................................... 5-4
Testing Electric Fuel Pump (660 cc)........................ 5-4
Testing Electric Fuel Pump (1100 cc Z1) ................ 5-4
Testing Fuel Gauge Sender (660 cc/1100 cc Z1).... 5-5
Testing Ignition Components (1100 cc Z1).............. 5-5
Throttle Position Sensor (660 cc/1100 cc Z1) ......... 5-6
Ignition Switch - Electric Start Function 

(660 cc/1100 cc Z1) ............................................. 5-8

Emergency Stop Switch (660 cc/1100 cc Z1) ......... 5-8
Starter Motor (660 cc/1100 cc Z1) .......................... 5-9
Alternator (660 cc)................................................. 5-16
Magneto (1100 cc Z1) ........................................... 5-21
Troubleshooting Electric Start ............................... 5-23

5-2

Basic Electrical     

Specifications Chart

* @ 5000 RPM

Testing Components

Following are testing procedures for specific electri-

cal components. For testing procedures for specific

4-stroke EFI electrical system components, refer to

the Arctic Cat Diagnostic System Manual (p/n

2256-974) or to the Laptop Diagnostic Tool (p/n

0744-048) .

All tests of the engine electrical components should

be made using the digital Fluke Model 73 Multime-

ter    (p/n 0644-191). Replace any component that

does not have a test value within specifications.

„ NOTE: Whenever using a digital-style tester,
“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.

„ NOTE: Whenever testing switches, less than 1
ohm is desirable with the switch in the activated
position.

Transistorized Ignition 

System

(120 cc)

The transistorized ignition system has no contact

points. Therefore, this ignition system does not

require periodic reconditioning of contact point sur-

faces or point gap adjustment. As a result, a strong

spark is produced even at low speeds so maximum

reliability can be ensured.

OPERATION

GEN-0008

When the recoil starter handle is pulled, the fly-

wheel is turned. An electromotive force generated in

the primary winding of the ignition coil makes the

transistor (TR1) conduct through the resistor (R)

and forms the primary circuit (indicated by dashed

lines).

As the flywheel turns faster, the primary current

increases, and the terminal voltage of the circuit

consisting of the resistor (R) and the transistor

(TR1) increases. This increases the working voltage

at the connection of the series circuit (r1 + r2) con-

nected in parallel to the primary circuit. As the fly-

wheel turns further, the terminal voltage of the

resistor (r2) in the resistor circuit (r1 + r2) rises to

the level of working voltage of the transistor (TR2)

when the ignition timing approaches the rated RPM,

and, thus, the transistor (TR2) is turned on. As a

result, the base current of (TR1) flowing through the

resistor (R) is by-passed, and the transistor (TR1) is

turned off from the conductive state.

The current flowing through the primary winding

(2) is thus interrupted, and rapid change occurs in

the magnetic flux across the ignition coil. The result

is a high surge voltage in the secondary winding (3).

MODEL

ENGINE

MODEL

IGNITION

MANUFACTURER

SPARK 

PLUG

(NGK)

SPARK PLUG GAP

IGNITION

TYPE

ALTERNATOR 

OUTPUT

mm

in.

120 cc

AA12A2

Kokusan Denki

BPR6ES

0.7-0.8

0.028-0.031

Transistorized

12V/55W

Bearcat W/T

K6A-B

Kokusan Denki

KR8AI

0.7-0.8

0.028-0.031

OPEN

12V/878W

660 cc Non-Turbo

K6A-B

Kokusan Denki

KR8AI

0.7-0.8

0.028-0.031

OPEN

12V/870W

660 cc Turbo

K6A-B

Kokusan Denki

KR8AI

0.7-0.8

0.028-0.031

OPEN

12V/870W

1100 cc Z1

AA11L1

Denso

CR8EKB

0.6-0.7

0.024-0.028

Transistorized

12V/500W*

5

SPARK ADVANCE 
CHARACTERISTIC

As noted above, the unit circuit detects a voltage

and makes switching to produce a high voltage

required to produce a spark. On the other hand, the

wave form of the voltage generated in the primary

winding changes as the flywheel turns.

The working voltage (VS) of the unit circuit is at

level A when the engine is started, but as the engine

speed increases, the wave form of the voltage

changes and advances to level B.

GEN-0009

Troubleshooting 

Ignition System

(120 cc)

1. Remove the spark plug and visually check its

condition. Replace if fouled. Adjust spark plug

gap to 0.7 mm (0.028 in.). Attach the high ten-

sion lead to the spark plug and ground the plug

on the cylinder head.

„ NOTE: Make sure the emergency stop switch is
in the ON (UP) position, the ignition switch is in the
RUN position, and the tether cord is connected to
the tether switch.

2. Crank the engine over and check for a spark. If

no spark is present, disconnect the main wiring

harness from the engine. Crank the engine over.

If spark is now present, the problem is either one

or more of the following items.

A. Defective ignition switch

B. Defective emergency stop switch

C. Defective wiring harness

D. Defective tether

Testing Main Wiring 

Harness

(120 cc)

„ NOTE: The main wiring harness test can be
made using the Fluke Model 73 Multimeter (p/n
0644-191).

1. Disconnect the engine wires from the main wir-

ing harness.

2. At the main wiring harness engine connector,

connect the red tester lead to the violet wire;

then connect the black tester lead to the engine

ground (brown wire).

3. With the ignition switch in the RUN position,

the emergency stop switch in the ON position,

and the tether cord connected, the meter must

read no resistance. If the meter reads resistance,

disconnect the ignition switch from the main

wiring harness. If the meter now reads no resis-

tance, replace the ignition switch.

725-704A

4. If the meter continues to read resistance with the

ignition switch disconnected, disconnect the

emergency stop switch. If the meter now reads

no resistance, replace the emergency stop

switch.

5. If the meter continues to read resistance with

both the ignition switch and the emergency stop

switch disconnected, disconnect the wires to the

tether switch. If the meter now reads no resis-

tance, replace the tether switch.

6. If the meter continues to read resistance with all

three switches disconnected, replace the main

wiring harness.