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The following
information is intel$ed tlrheIp.F/A. qwgers obtlin maximum
':possible,perforrnahce and liJe on theii machines.
j!'or
that little extra edge of a66uranc.e I suggest chucking up both the fixed
,. and rnovable drive T. C. flanges in a lathe and turning off a thin cut to true thern
upa@fngIeiEEiictlgJ]-o.Thigwi1tmake.yciurT.C.performbetter.
and belts last longer. Be caffi get flanges that are reasonably true to start
with,, though, or you will end up thin and weak in some areas as well as out of
balance.
Check your T. C. weight covef,s very carefully. When you reassernble them
use the following check list. Rernernber safety firq.tl
I, Make sure you use the right length weight bushings so that the
weights donrt bind or are to cloppy. There are two (2) lengths.
- P. N. 37740 is longer than P. N. L2664. You rnay want to short-
il-. t
.n P. N. L?,664Uy .030 or rrrore to. prevent binding when used
*T:
with thin weights.
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HP-I4 Page ?
and
bolts (only the high-.strength bolts
z. Make sure you insert tlee oi the sarrte side ias
nuta provid.ed) t,,e head i" ti*"y"
"o-tf'tt at each one individually)
you rotate the cover to look
the
washer under both the head and
3. Make aure you use the special
nutofthebolt.ThisinsurefiPr0Perclearancefort}replasticbut.
distorting'
tons and keeps the covers from
Lorque eo
nuts to at least 15 foot pcunds
4. Make sure you tighten the turn
bushings and the bushinEs cannot
that the weights tir"r, oo the
on the bolts.
5. MakesureallweightsworkfreelybeforeinstallingthecoveraSselTl-
bly on the machine'
6. Makesurethatallplasticbuttonsareinplaceoverthebolbsand
thattheyrrlovefreelybetweenthelugsofthemovableflangebefore
installing on the machine'
Gear Selgction
Sorne Lac--q
F. N. 35008,.T]il in
with fiber B cord. Borh go"a a"*"uittty but neiyTilst-Oirrerence
"horrliTJ*,u
f riction characteris tics'
ItisrnyunderstandingthattheUssAdefinitionofcl.utchengagelTlentforthe level
which lhe sled just begins to move on a
coming season will be "!he RPM at
without a rider on the s1ed"'
"ur fac-e
so
prese the throttle lever very' very slowly
It will be to your ad.vantage to belt when you are being checked'
up against the
that the rnovable sheave just sneaks
Holditrightlt,4,000forawhiletoletitwiggleinifyouhaveto.
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4
^'rP-14 Page
Much has been said about the perforrnance of the F/A's off the line beca.use
of eiperience in drag racing on the grass, The fact i.s, however, that in snow
and ice racing on the track the F/A's are alrnost invariably leading the pack into
the first turn. If the torque convertor is working correctly and the carburetibn
is right, you should have no trouble off the line.
Carburetion
The rnain jet setling is wery critical. Check the rnain jets on your carburetors
by rernoving the plastic cap on the adjusting screw and turning it down just finger
tight against the seat. Then install the plastic cap with the pointer clockwise against
the stop, Frorn then on you can use the poinlet position to tnsure that the jets
are adjusted equally for both carburetors. Float bowls in the carburetors for both
340 and 440 lrave a fixed rnain jet inside thern which is a ZZ0 size. The adjusting
screw allows you to increase the size frorn the fixed 2ZA b approxirnately a 320
aize. Our experience is that a 9:00 position of the adjusting screw is about the
average for rriost conditions. However, the only good way to insure that you have
the correct setting for your engine carburetor cornbination is to observe the spark
plug color and condition. Always start rich at least the 3:00 position, make a good
hard long run and observe Epark plug. Then go leaner in increrrrents rnaking sirnilar
runs until cbrrect spark plug conditions and rnaxirnurn power are obtained. Always
take ternperature and altitude into consideration before you rece. You will find that
you get best power when the engine is running quite lean. However, you rnust be
careful not to go Loo lean or you will burn your engine down. l1fe can't be respon-
sible for that. If you find that you cannot get enough range out o-[ the adjustrnent
needle, you rnay want to change the fixed rnain jet inside the float bowl, Change
it ab least 50 points at a tirne, in other words try a 170 or 270 rnain jet, then open
the adjustment all of the way and s tart over,
If you should desire to run without the air box for any reason! you rnust change
the rnain jet to a larger eize. Go to approxirnately a 300 size rnain jet ineide the
fLoat bowl and open the adjustrnent all of the way to start.
The needle used in th.e 36 rnillimeter carbe on the 34ll is a 6 Dt+ while that
u s ed i n th e 3 8 millirneter carbs for t h e 4 4 0 is a 6 DH 3 . T h e n e e d le p o e it ion e f f e c t s
mixture at approxirnately half throttte position onty. The needle rrE'' bg
"ittg_"hg*ld
inthe.Zposition{secondgroovedownIro@Ie)onthe340andin
the -J p osltron pprurl-
imately l/4 throttle position. thangine tl:e nlI+ber of the thfottle valve cut-away
-*U.--...........-rn..n.o
t o a larser
to la r a e r nurnber will produce
n urnber will le a n e s c o n d it io n wh ile a smaller
nroduce a leanescond,lElonwhile s rn a lle r nurnber pro
n u rn b e r w i l l Pro-
-You
?uce a richer_qA1r1li-tion. *ltt find if you chjrnge tbe throttle valve cEilETilEF-
i t w- fl- [r ob a b ly also be necesaary t o c h a n g e t h e p ilo t je t s iz e . T h e p ilo t je t i s
pnoFt e'ffective at throttte poeitions of I/8 open or Iess. Sopqe _racers hawe found
--
rt of
it
--- ot sorne
sorne advantage
ao-van-t5?JT6-t
to go to v6-cuffi
ve cuffi
1.;;4
lifr_e that this or th-ilofETlilIIfEdliwiII help vou is in eornins off the -line
inior
- - - i - - :- v
corninsg ou'f
- - ;: ,+
o f a t ur n af . t e r vou have shut down. The pi l ot i uld be selectecl to g l ve
vou-best idle ionditG;-wiih-
closing furtler ou,-tti."lau
helps you, n6eil;-@ii;t
then you-EFe f t .-"4.iEffina.
.-L4 Fage 5
needle poaition change is rnost effecti-re for half throttle openings and is usually
beyond the point of doing you any good off the line or out of the turns
Many sleds have left the factory with the carburetor float bowls rubbing
against the ignition coils. This corrld cause a transrnission of vibration to tJee
carburetor at certain running speeds which eould cause foarning of the fueI in
the lloat bowl so that the carburetor suddenly draws air and runs lean. Somehow,
make sure you have at least 3/15 inch clearance in this area. Later carburetor-
to-manifold adaptors ordered under the part nurnber in ihe parts rnanual are rnade
longer eo that it is easier to get clearance. Many facers have drilled an additional
hole in the bra.cket and rotated thern 90o to insure clearance.
You rnight find it desirable to exchange fittings frorn Ieft to right hand side
of crankcase for the pulse line connection to the fueI purnp so that you can get a
better, shorter hose without kinking.
We have seen sort.te evidence that not aII crankcases are sealed satisfactorily,
If the crankcase leaks air, the side that leaks could go lean in rnixfure and result
in engine failur e. If you are disassernbling the crankcase halfs, be sure to use a
paste-type sealefb*t*een the two halfs especially around the eight cylinder to
crankcase bolt holes. If these areas were not properly sealed at tlre factory, the
leakage path would be through the split in the Iock washers on the cylinder to crank-
case bolte down along the bolt and between the crankcase halfs out frorn the bolt
holes into the crankcase area where the surface is relatively narrow. II the crank-
case halfs are not being disassernbled for any other reason it would be desirable to
use sornething like a silicon seal spread heavily over the nut and head area of the
cylinder to crankcase bolts
It is obvious f rorn the above iornmenls that good carburetion involves not on[y
adjustrnent of the rnain jets in the carburetor but also assuran.ce that there is no
air leakage, that float bowls are not foarning, that slide valves are sychronized,
and that the mixture is right for part throttle fittings also.
Ig nition
The engines as you receive thern are planned to have the ignition timing'set
at .100 before top dead center. However, we have found some engines as rnuch
as .140 before top dead center, Dynarnorneter tes.ts at Rupp with the complete
Ropp systern have shown thgt po*"" is bg"t at eA{_g-ente_I__en
loth
both 340 a*ll 440,. J&.{g-.ptnrnend that setting. C.hqqk_Et11glqi9_ry:gj,go?d_
Sorne racers are clairning better perforrnance using the regular gap type spark
plug, Charnpion # N 57 C. If you use it we would recornmend a .040 spark point
'gap. There is a word of caution though. The regular gap type plug is rnore inclined.
to have hot sur faces because of the srnall wire points. These hot surfaces can pro-
duce preignition under extrerne conditions" The safee t way is to use the regular
surface gap type plug.
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dP-14 Page 6
bars' Show me
Vfith a grauser bar type track yourre going to throw solrle grauser
as a smooth track with
one that doesn,tl of course you wonrt throw thern a8 soon
its' fastening
snow. I woutd recornrrrend. that you look at each grauser bar and
race, Inspeci carefully. II a bar is loose or broken, uee t-he
after each heat
forgg! !tre-:I.eciaL
recornmended bolts and nubs to replace the rivets but $on't
We feel
washer. It wonrl staY on if you donrt use the right fasteniri'g equiprnent-'
disadvantages
f f ie g r a u se r bar track has advantages for racing, but-it has sorne
.too. Make the best of the ad.vantages and try to cornPensate for itsl disadwantages"
Stis
a sharp t-1to'. The
You will find that the rear ski stop hits the spindle when rnaking
down on the inside of a
carnber angle of the spindle forces the heal end of the ski
To avoid this condition you can
turn and. it does not sib flat and level on the snow.
'-[4 Page 7
Theanglebracketsrnoldedinthecenteroftheskiaretheretokeeptheskispring
so that you doa't loose carbide bite'
from twiating under high cornering loads Make sure
reft hand rurns.
;;; *"* on the left side of Lach ski for those
"et"up catch on the springs'
that the brackets are free and do not
CarbideskiwearbarsareavailableunderPN3699l.W-ealsohavestudsavailable are
under PN 36992. lffe feel these iterns
under pN 36993 and crowr,".*r"ituble
'a mudt for the track'
I