Keep up the good work and there will be more things that you wished you had learned before. Do you see the signature from each member? The one from Letmgrow is worth reading over and over.
The key and keyway are good and appears to be the original magneto, maybe.Perhaps a missing or sheered keyway? Or maybe a replacement magneto with the keyway in the wrong location?
Most things that have been mentioned so far is relatively easy to check. I am not all that familiar with any difficulties in measuring the stator ignition coil as Letmgrow mentioned, but I think he was only cautioning that a failed test could be a false negative and don't let it lead you to replacing the stator just because that one test may fail.
From what I can see, so far the biggest obstacle has been worrying about what if and will it break the budget. Those thoughts will lead to an aneurysm. At this point I don't think that you need to worry about investing any more money, but rather on diagnosing the problem. Now that it is on a bench there are things worth doing. Just take one step and see where it leads. You are no longer fighting this battle on your own.
I kinda picked-up on the frustration. There are three big lessons that I learned on DooTalk.The key and keyway are good and appears to be the original magneto, maybe.
All readings (coils,trigger, stator) are within specs.
My frustration level is through the roof with this thing.
My fault for being optimistic (not my strong suit) that the fire damage was all that was wrong with it.
I remember the timing, when I was checking the crank phase, seemed a little weird ,but it is a ski dont afterall ,so I didn't really pay much attention to it at the time.
I'll be getting the seal and gasket tomorrow and put it back together and check it out.
My last Doo, many years ago, was like a vacuum cleaner with my wallet and why I jumped off the Doo wagon. Dejavu is starting to rear its ugly head again.
I'm starting to wonder if the fire was intentional but then realized he just filled the fuel tank and didn't want to waste it so he put it out and pumped it all out before he left it..
I do appreciate all the input with this and why I'm here hoping for a miracle. I'm no genius but consider myself above average and not afraid of reaching out for help.
I remember some saying about putting hope in one hand and **** in the other and see what you have left, or something like that. Lol
The leaves are changing colours already up here in the Muskokas so maybe we'll finally get a decent winter ! 😀
I have to say that I am impressed that you bothered to check. Does this also mean that you also checked what ilovemyskidoo suggested with the timing?The key and keyway are good and appears to be the original magneto, maybe.
All readings (coils,trigger, stator) are within specs.
I was browsing through this site for the 3 months before I finally joined.I kinda picked-up on the frustration. There are three big lessons that I learned on DooTalk.
#1 The problems are typically posted once the owners have reached their wits end. It is not always like this sine the odd person does post before this happens. The thing is when this point is reached, there is very little room to maneuver.
#2 I ALWAYS assume the owner knows more than I do. I may know more in certain areas, but this is where it usually ends.
#3 I avoid trying to solve a problem the easy way because most times it will not work. This goes back to #2. Now take a closer look at the people who are posting in your thread and ask yourself how/why they/us/we are posting in the dead of summer on your thread? It obviously stems from a love of snowmobiles, but it is far more than that. The vast majority of folks who post their troubles on this forum will be in and out to never return. Those who stick around is because a home was found like being part of a club.
Before joining DooTalk I thought that I had a pretty good foundation. I obviously did have a level of experience. After my exposure to snowmobile enthusiasts I realized that it didn't count as much as I thought it did. What I am trying to say is that when you writing to those who post on your thread, they typically have gained a level of experience that has grown far beyond what they could have learned on their experience. I don't mean copying other people's experience because this does not work. I am referring to people who have gained the experience through DooTalk and applied it themselves. For example, I have a certain level of experience with diagnosing ignition problems, but less with CDI failures. ilovemyskidoo mentioned CDI failures because he has seen more of them. We can't have all the same experiences.
I would like to see you to start with what you set out to do with the engine on the bench. We will just have to deal with whatever happens after. In the mean time, I am just conversing with the hope to get your mind off of this craziness. I am due South of Montreal and leafs are just beginning to turn. Each week-end I try to take a trip to the mountains out in the Eastern Townships while there are still things happening. Fortunately I was there last week while there were still events happening. Last week-end I drove hours to Abercorne to get my last Méchoui poutine before they close for the season lol
This is the way.
Will be checking every bit of advice he has to offer when I get it back together. I'm thinking that the timing is going to be the problem. Concerned on why and how to fix it though.I have to say that I am impressed that you bothered to check. Does this also mean that you also checked what ilovemyskidoo suggested with the timing?
I used the shop manual for testing the whole ignition system and everything is within specs.While I have a few minutes. I've been trying to follow this but keep getting interrupted.
To answer Daag 44's question. The stator test I was referring to is a static test done with an ohm meter. I still haven't gotten over to retrieve my notes outlining the test points or values.
Getting back to the crankshaft seals. It's good you are replacing the two end seals but as I mentioned in my previous post the two seals between cylinders are important too. Have you inspected them as I outlined in my post? You need a bright light and a magnifying glass to thoroughly check these seals looking for the tiniest crack or flaw in the seals. If you turn these seals on the crank you should feel a significant amount of drag. Also a close look at the plastic cages holding the bearing balls in place. Any defect anywhere should put a halt on the engine's reassembly.
Getting back to the stator. You don't necessarily have to buy a new stator. There is a fellow in Canada who rewinds stators at a cost below the cost of a new stator (no longer available from BRP). I'm not a huge fan of aftermarket stators.
Once you have reassembled the engine and can run it let us know how it's working out for you.
FYI: Welcome to Stator Kev's
My original plan was to replace both, and YES I was going to cheat on the pto side.You say you are going to replace the outer crankshaft seals. If so you will have the crankshaft out of the cases to do it correctly. What is the big deal about checking the inner seals and the bearing cages?
Please don't tell us you are going to try replacing the outside crankshaft seals without splitting the cases.
I don't have said dial indicator and certainly not buying one.To check the ignition timing follow the procedure outlined in section 05 - sub section 03 -1
You will need a dial indicator which fits into the spark plug hole to find true TDC then follow the instructions to check the timing marks at .086" before TDC.which is the spec. on page 09- 02- 1
You may not be that far off if the timing is checked correctly.
BTW, my page references are from the 1997 shop manual 484 0647 02 Formula 111 / 111 LT - Mach 1 / Z / ZLT
Don't fall off that box. LOLAfterthoughts::
This is perfectly timed to run counter clockwise.!
Is/was there any MARINE or ATVs that run Backyards ???
Just thinking way outside the box here,,, Sorry.