TIGHTENING TORQUES. Recommended tightening torques are as follows: Fanwheel Cap Screw ft.-lbs.

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1 OVERHAUL Refer to Fig. 8 for exploded view of crankshaft, crankcase and associated parts. Cylinder is closed end type, install with exhaust ports to bottom. Crankshaft and center main bearing housing are removed from fanwheel end of crankcase after removing fanwheel & housing, cylinders, rod & piston units, flywheel, and the two center main bearing through-bolts. TIGHTENING TORQUES. Recommended tightening torques are as follows: Fanwheel Cap Screw ft.-lbs. Flywheel Nut ft.-lbs. Spark Plug 20-ft.-lbs. Backplate Nuts 200 in.-lbs. Blower Housing 130 in.-lbs. Carburetor Mtg. Nuts 130 in.-lbs. Center Main Allen Screw.. 25 in.-lbs. Mercury/O.M.C. Center Main Phillips Screw 60 ia.-ibs. Center Main Retaining Bolt 110 in.-lbs. Cylinder to Crankcase Nuts 350 in.-lbs. Connecting Rod Nuts 180 in.-lbs. Manifold Nuts 75 in.-lbs. Mounting Plate Bolt PTO Side 200 in.-lbs. Reed Stop Screws 20 in.-lbs. Trigger Mtg. Plate Screws. 75 in.-lbs. tjore Inches 2.5 Stroke^Inches 2.25 No. of Cylinders 2 Opposed Displacement (cc) 362 Cubic Inches 22 Horsepower (a RPM 16 (?< 4800 Carburetor Model Carter or Bendix Number Used 1 O.M.G. OPPOSED TWIN CONDENSED SERVICE DATA Opposed (a 6000 OMC Opposed (a 4500 HD Ignition: Type ^^-^^ Energy Transfer* Point Gap Inch O.U2U Edge Gap Fixed Fixed Fixed Timing Advance? Yes Yes Yes Timing BTDC (mm) -See Text See Text See Text- Spark Plug: Champion J8J J7J J6J* Electrode Gap Inch Fuel/Oil Ratio See Text See Text See Text *1974 models use CD system and champion UL 77V surface gap plug which has no gap adjustment. 349

O.IVI.C. MAINTENANCE CARBURETOR. A Carter Model N carburetor was used on models prior to 1968. Late 16 horsepower models use the Bendix carburetor.

2 O.IVI.C. MAINTENANCE CARBURETOR. A Carter Model N carburetor was used on models prior to Late 16 horsepower models use the Bendix carburetor. Twenty-five horsepower units use a Tillotson HD carburetor, refer to overhaul section under SERVICE FUNDAMENTALS for overhaul data. Carburetors are similar in configuration and in adjustment except for idle speed stop adjustment. Refer to Fig. 1. Clockwise rotation of either adjustment screw will lean the mixture. Initial adjustment of high speed mixture screw (1 Fig. 1) or low speed mixture screw (2) is iy4 turns open from the closed position. High speed mixture needle (1) must be open at least 1 1/6 turns to assure adequate lubrication. Recommended slow idle speed of 1500 rpm is adjusted by idle speed stop screw. With carburetor inverted and fuel bowl removed, float should be parallel with gasket surface of carburetor body. Adjust by bending tab on float which contacts needle valve. Refer also to CARTER portion of SERVICE FUN- DAMENTALS section of this manual. REED VALVES. Reed valves (Fig. 3) used on 16 hp models can be removed for service or inspection when carburetor is off by removing primer line from fitting (1) and unbolting and removing intake manifold (2). Examine the six valve reeds (4) visually. Do not attempt to straighten a bent reed or to bend reeds by hand to change performance. Renew reeds or reed body (3) if any damage is apparent. On 25 Hp models, twin vee valve bodies are used as shown in Fig. 3A. Leaf unit, leaf stop and valve body is only available as an assembly and the entire unit should be renewed if any part is worn or damaged. FUEL PUMP. The diaphragm type fuel pump (Fig. 4) attaches to intake manifold (2 Fig. 3) and is actuated by pressure and vacuum pulsations in the crankcase. The fuel pump (2 Fig. 4) is available only as a complete assembly, however, filter unit (3 through 7) can be removed for cleaning or parts renewal. NOTE: Parts can be assembled with gasket (3) reversed, but pump will not work. Be sure gasket is properly installed. FUEL PRIMER. All models are equipped with a plunger type fuel primer pump (Fig. 5). Inlet fuel line (1) tees into main fuel line beneath fuel Fig. 3-Bxploded view of inlet manifold and reed valves. 1. Primer fitting 2. Manifold 4. Valve reed 3. Reed plate 5. Retainer tank. Outlet line (2) connects to fitting (1 Fig. 3) located in inlet manifold, by-passing the regular fuel pump and carburetor. To check the operation of primer pump, disconnect outlet hose (2 Fig. 5) at manifold. Depress plunger rod (6); if a spurt of fuel is not ejected through outlet hose, check inlet line, outlet line and check valve (3) for plugging and, if trouble is not corrected, remove, disassemble and inspect the pump unit using Fig. 5 as a guide. MAGNETO AND TIMING. The mag neto on all early models is the energy transfer type, with low tension magneto driver coils beneath the flywheel generating the primary current, and individual automotive type ignition coils connected in series to provide the secondary current. Timing is controlled by a single set of points located on magneto stator plate and a centrifugal advance breaker cam mounted on inner side of flywheel provides a retarded spark for starting only. On 1974 models, CD ignition systems are used. System is similar to that described in Engine Sections for Rotary Combustion and Alternate Firing Twin engines, and those sections can be used for service procedures. On all models, both spark plugs fire together. 3 4 Fig. 4'Diaphragm type fuei pump (2} is available as an assembiy oniy, but fliter unit is serviced. 1. Gasket 2. Fuel pump 5. Cap 3. Gasket 6. Washer 4. Screen 7 Screw Fig. SA-Expioded view of intake manifold and Fig. 1-Assembled view of eariy carburetor (w/n vee ieaf vaive unit used on 25 horsepower showing points of adiustment. Late models are modeis. similar except for idle speed adiustment screw i check valve 3. Leaf plate (5). 2. Manifold 4. Leaf assembly 350 Fig, 5-Exploded view of primer pump which bypasses carburetor for coid starting. 1. Fuelline 4. Pump body 2. Primer line 5. Pump plunger 3. Outlet valve 6. Primer rod

Timing is not adjustable except that, on models with points, minor adjustment can be made by varying the point gap. The fixed breaker contact point is insulated and movable point is grounded.

3 Timing is not adjustable except that, on models with points, minor adjustment can be made by varying the point gap. The fixed breaker contact point is insulated and movable point is grounded. To adjust or renew the breaker points, first remove flywheel using a suitable puller. Refer to Figs. 6 and 7. To adjust the point gap, remove retaining clamp and withdraw breaker cam (1 Fig. 6) from flywheel and temporarily install cam over end of crankshaft. Turn cam to widest point opening and adjust gap to Reinstall breaker cam in flywheel, making sure teeth of advance weight and cam are fully meshed as shown in Fig. 6. Turn crankshaft until flywheel key is pointing directly away from breaker point mounting post, then reinstall flywheel assembly. When flywheel is properly seated, outer edge will be approximately 1/32- inch above crankshaft shoulder. If difficulty is encountered in installing flywheel, do not use force. Breaker cam may be catching on breaker point rub block or oiler wick; recheck crankshaft position and cam installation and eliminate the trouble before proceeding further. Tighten flywheel nut (5) to a torque of ft.-lbs. Timing may be checked with a timing light with engine at slow idle speed (1500 rpm). One cooling fin on flywheel (4) contains a raised boss and paint mark. The marked fin should be visible through timing hole (Fig. 8) using a timing light, when timing is correct. Magneto drive coil resistance is 0.8 ohm; ignition coil primary resistance is 1.5 ohms. LUBRICATION. Engine is lubricated by oil mixed with the fuel. Johnson or Evinrude Snowmobile Oil or standard grade, SAE 30 automotive motor oil should be used. Do not use inferior grade automotive oils or multiviscosity oil. Outboard motor oil is not recommended. Use only good grade regular gasoline. Recommended fuel/oil ratio was 16:1 in 1965 and 1966; and 24:1 in 1967 through In 1973 a 50:1 fuel/oil ratio is recommended ONLY if JOHNSON or EVINRUDE 50:1 Snowmobile Oil is used. If other oils are used, mix at standard 24:1 ratio. Mix fuel and oil together in a separate container before pouring mixture into fuel tank. For cold weather blending, pre-mix the oil with gasoline and shake thoroughly until the mixture is liquid; then blend in remainder of fuel. Do not use kerosene or fuel oil for pre-mixing. REPAIRS TIGHTENING TORQUES. Recommended tightening torques are as follows: Flywheel nut Connecting rod screws ft.-lbs ft.-lbs. Fig. $-Exploded view of ftywheel assembly showing timing advance cam and associated parts. Bottom view is shown in inset. 1. Breaker cam 2. Spring 3. Advance weight 4. Flywheel 5. Flywheel nut O.M.C. Cylinder head in.-lbs. Crankcase screws in.-lbs. Spark plugs 20 ft.-lbs. DISASSEMBLY AND REAS- SEMBLY. Refer to Fig. 9 for an exploded view of engine. When service is required, first remove engine as outlined in vehicle section of this manual and remove carburetor, drive sheave, starter and flywheel. Remove exhaust manifold (1), rear fan housing and cylinder shrouds; cylinders (2), intake manifold (16) and reed valve (15). Drive out the three tapered alignment pins (18) toward flywheel side of crankcase, remove crankcase screws and separate the crankcase halves, using a rawhide mallet if necessary to break gasket seal. If crankcase halves cannot now be separated, heat bearing area with a heat gun or other means, until crankcase halves can be removed. When reassembling, remove dried cement and old gasket material from joint faces, using a suitable solvent if necessary. Mating surfaces of crankcase and gasket surfaces of cylinders must be absolutely flat and free from nicks and burrs. Surfaces may be lapped if necessary, to remove minor surface imperfections. Use new gaskets, seals and a suitable sealant when parts are reassembled. Crankcase halves should be heated to approximately 350 F. to allow easy entry of main bearings into crankcase bores. Tighten crankcase screws finger tight, then install the three tapered pins from flywheel side to assure perfect alignment of crankcase halves. With tapered pins installed, tighten crankcase retaining screws to recommended torque. Crankshaft end play should not exceed inch. If end play is excessive install shims on drive side of crankshaft between bearing and thrust face of shaft. Use a suitable hinge-type ring compressor when installing cylinders. INTAKC MANirOLO PUCLOAUQC AND CAP CHECK VALVK rucu PUMP AND FILTCR Fig. SA-Schematic view of fuei primer assembly used on late modeis. Fig. 7-Expioded view of tow tension magneto. \. Ignitior 2. Condenser 3. Point set 4. Lighting coils 5. Oiler wick Fig. 8-View of engine showing location of timing hole. 351

O.M.C. Tighten cylinder retaining stud nuts alternately in a criss-cross fashion to the recommended torque of 100-120 inch-pounds.

4 O.M.C. Tighten cylinder retaining stud nuts alternately in a criss-cross fashion to the recommended torque of inch-pounds. Complete the assembly by reversing the disassembly procedure, PISTONS, RINGS AND CYLIN- DERS. Pistons, rings and connecting rods may be installed either side up when new. Used assemblies should be marked before disassembly and reassembled in the same relative position. Piston skirt should be round at room temperature, and should be rounded if distorted, before piston to cylinder clearance is measured. Measure clearance at right angles to piston pin at bottom of cylinder. On engines used in 1972 and later models, piston rings are positively positioned in ring grooves by locating pins. On earlier engines, rings are not pinned and ring end gaps should be staggered during piston installation. Check the components against the values which follow: Piston ring end gap Piston ring side clearance Piston skirt clearance ,012 COMPRESSION RELIEF. Beginning in 1969, engines are equipped with a compression relief valve which is installed in one cylinder only. When knob is pulled (for starting) part of the compression escapes into the exhaust port. Be sure to push knob in after engine starts and make sure some clearance exists at valve-end of cable with knob pushed in. Adjust at cable housing anchor. PISTON PIN. Piston pin is a press fit in piston boss bores at room temperature, and is retained in piston by snap rings. Piston pin needle bearing uses connecting rod bore and piston pin for bearing races. Check piston pin for heat discoloration, ridging, scoring or wear in needle bearing area. Install retaining snap rings with marked (lettered) side to outside. CONNECTING ROD. A 5/16-inch, 12 point deep socket is required to remove the connecting rod cap screws. Rod and cap are marked for correct assembly as are the needle bearing cage halves. Use special OMC Needle Bearing Grease (Part No ) or a non-fibrous, low melting point grease to position the loose needle rollers when installing connecting rod. Bearings, cages, and connecting rod must turn freely on crankpin after cap screws are tightened. Tighten screws evenly to a torque of ft.-lbs. CRANKSHAFT AND BEAR- INGS. The crankshaft is carried in two ball-type main bearings which are a press fit on crankshaft and a tight fit in crankcase halves at room temperature. When installing bearings on shaft, support the shaft under the counterweight next to bearing. MANUAL STARTER. The manual starter can be removed for inspection or repair by removing the four retaining cap screws and lifting off the starter unit. To disassemble the removed starter unit, refer to Fig. 10. Pry anchor (11) from handle grip (12) and remove the anchor; then allow starter rope (13) to retract into handle and housing until recoil spring (10) is completely unwound. Remove the spindle retaining nut, washers and through-bolt, then lift out spindle, pulley and associated parts, allowing recoil spring (10) to remain in housing (14) if possible. Starter rope (13) is 7/32-inch nylon rope 72%-inch in length. Fuse both cut ends with an open flame to prevent unraveling. Inner end is retained in pulley (9) by a single knot while outer end is secured by anchor (11). A new rope can be installed without disassembling the starter if pieces can be removed. Tie a knot in one end of rope f1 Fig. lo^xploded view of recoii Starter showing component parts 1. Ratchet mount 8. Pawl 2. Ratchet 9. Pulley 3. Spindle 10. Recoil spring 4. Spring washer 11. Anchor 5. Friction ring 12. Handle 6. Spindle bushing 13. Rope 7. Retainer 14. Housing Fig. ^-Exploded view of 362 cc engine showing component parts. Larger engine is similar. 1. Exhaust manifold 2. Cylinder 3. Piaton rings 4. Piston 5. Piston pin 6. Retainer 7. Needle bearing 8. Connecting rod 9. Needle roller 10. Bearing cage 11. Crankcase half 12. Crankshaft seal 13. Main bearing 14. Crankshaft 16. Reed plate 16. Intake manifold 17. Rod cap 18. Dowel pin 19. Crankcase half 20. Chain oiler line Fig. tf-omc eiectric starter soienoid. 1. Plunger 2. WincSngs 3. Motor terminal 4. Battery terminal 5. Contact disc 352

5 and place starter engine-side up on a bench or in a vise. Turn pulley (9) counter-clockwise until spring (10) is completely wound; then let pulley unwind approximately one turn until rope hole in pulley aligns with exit hole in housing (14). Tie a slip knot in free end of rope to prevent spring from completely unwinding, while handle grip (12) and anchor (11) are installed. ELECTRIC STARTER. The electric starter system consists of the starter, solenoid and circuitry. The solenoid, as shown in Fig. 11, opens and closes the circuit between the battery t and starter motor. The solenoid winding, when energized, causes the contact disc to move against the terminal contacts by magnetic pull on the solenoid plunger. The starter motor drive pulley engages the starter motor drive belt by rotation of the motor armature. When the engine is running the pulley sheave is driven faster than the armature and becomes disengaged. BELT TENSION. Belt tension must be correct. Refer to Fig. 13. A loose belt will slip and a tight belt will ruin the starter through overspeeding. With the belt between the pulleys, turn the O.M.C. movable pulley counter-clockwise to drive position. Move starter upward to tighten belt. Pulley halves should be closed and in drive position for this adjustment. Belt must be free when pulley is in fully clock-wise or running position. STARTER TEST DATA. Test data to determine starter condition are as follows: Volts 12 Rotation CW Brush spring tension (oz.) No-Load Test Volts 6 Amperes 60 RPM 4200 Fig. 12-Expioded view of etectric starter motor assembly. 1. Commutator end head 2. Brush 3. Brush spring 4. Brush plate 5. Thrust washer 6. Armature 7. Spirol pins 8. Field coil assy. 9. Adjusting hracket 10. Adjusting spacer 11. Drive end head 12. Drive end bearing 13. Rear belt housing 14. Stationary pulley 15. Movable pulley 16. Belt 17. Front belt housing 18. Housing seal STARTER BELT TENSION ADJUSTMENT 17 II fbelt GUIDE STUD Fig. 13-View of starter belt adjustment. 353

KAWASAKI TWO CYLINDER CONDENSED SERVICE DATA T1A340F1

KAWASAKI TWO CYLINDER CONDENSED SERVICE DATA T1A340F1 Kawasaki pulley. Release rope and allow recoil spring to unwind. Remove retaining nut (3) and components (6 thru 8). Carefully remove rope pulley so that recoil spring remains in cover. If necessary to