Pretty Kitty Charity Snowmobile Build/Raffle

The sled is a completely restored 1971 Arctic Cat Lynx 305 4-cycle. It is one of 910 produced, based on the information available. The engine is an 8HP Kohler 4-stoke. This engine was used in lawn mowers, tillers, and other lawn and garden equipment other than in snowmobiles. This is not a race machine as the top speed is around 20 MPH.  4-Stoke engines were rarely used in snowmobiles of this era which is what makes this sled unique.

One day a guy on the project noticed an old sled sitting in the garage of the gentleman he was visiting. It was nestled in behind some stuff nearly out of view but easily spot-able for the trained sled hawking eye. Upon further inspection it appeared to be an Arctic Cat, about a ’71 or so Lynx. No big deal there is a Lynx around every corner. But wait, this one had a 4-stroke motor. This is the first one of these he had ever seen. Immediately when he got home and went directly to the Intertech manual and onto the Internet to learn about what had been found. With just a little research, realized he had found one of about 910 4-stroke Lynx’s made. That is a fairly rare little sled. He called the owner of the sled up and asked him what he wanted for it. $30 was the asking price; he bought it.

The project was a large under taking as far as coordinating everything and reworking all the parts. People from across the nation have helped make it possible. The seat was sent to New Hampshire, the parts to rebuild the motor came from Ohio, and one guy traveled across the border from Canada to help with one of the builds and also donated parts. He and another gentleman who worked together for Arctic Cat “back in the day” were reunited after many years of not being in contact. There has been support in the form of cash donations, services, and hard to find parts donated from businesses and individuals. Arctic Cat donated the consolation prizes and other support as well. We can’t thank these people and organizations enough for their support.

The sled was completely disassembled in June ’09 and the parts were sent out to various places for refurbishment. Every nut, bolt, and rivet was removed. After the refurbished parts started coming back assembly of the machine began. There were 4 build days, where a group of people would get together and work on the assembly of the sled. There was also a lot of work being done in between the builds. The sled is restored to as close to original as possible. Reproduction parts were used as well. All parts, labor, and materials for the sled are donated by the generous people involved in the project.

For more photos and details on the build of this amazing snowmobile, check out this official thread.

All proceeds from the raffle will go to Arc Headwaters which serves the northwestern quarter of Minnesota. Arc Headwaters is a part of The Arc of Minnesota and is a private, non-profit, voluntary organization that is dedicated to ensuring the full participation in their communities of people with developmental disabilities and to improving their lives and the lives of their families. Approximately 5300 people belong to The Arc of Minnesota in chapters throughout the state. Arc members are persons with developmental disabilities, family members, professionals in disability fields, and concerned citizens. All chapters are affiliated with The Arc of the U.S., the nation's largest grassroots advocacy organization for people who have disabilities.

Now is your chance to own this Pretty Kitty. The raffle will be held March 6th in conjunction with the 3rd Annual Thief River Falls Vintage Show and Ride. Make plans to attend this perfect end of riding season event! More information about the ride can be found in the Vintagesledders.com forum.

PART 2 (Cont. from last issue)

By Steve Pierce

Horsepower depended upon the year of manufacture and the brand of snowmobile offering the motor. Generally, the 372 devel­oped 14 HP in 1966, 17 HP in 1976 and 21 HP in 1968.

By the late 1960's, manufacturers offering the big JLO single read like a list of who's who in snowmobiles - Arctic Cat, Fox Trac, Herters, Homelite, Hustler, Jetstar, Larson, Moto Ski, Polaris, Scorpion. Ski Daddler and Ski Whiz. OMC jumped on the band-with the Evinrude Bobcat and Johnson Challenger.

In 1969, the L380L entered the scene, retaining the same bore and stroke and the 372cc displacement. The I.D. tag remained in the same location, giving the type L380L, displacement 372cc and the motor number still beginning with 372. A typical motor number would be 372303650. The 1969 L380L turned 23.5 stock horse­power at 5,000 rpm and by 1970 gained a horse and 500 rpm.

The Tillotson HD remained the recommended and favored carb. although Jetstar of Wahoo, Nebraska, employed the Japanese Keihin 407 and the Walbro WD1, as did a smattering of others.

Due to success in racing and subsequent popularity, mod kits soon became available. Aftermarket companies provided racing pistons and tuned exhaust. Third bearing kits for the PTO end of the crankshaft could be purchased for $21.50, entire short block assemblies for $150.

Champion made a racing spark plug, the K54R, to replace the standard K9 for hard running.

The L380L appeared physically about the same as the L372L and suffered from some of the same maladies. A heat shroud was added to the intake side to prevent vapor lock, a condition in which the carb. gets so hot the atomizing fuel mix boils and vaporizes, starving the engine for fuel. Seasoned warm weather riders found that packing snow onto the carb would speed them on their way.

The JLO rewind still left a whole lot to be desired. Many operators stood in disgust as the spring-loaded cups on the pawls slipped out of place and the cable would not retract. Never, ever spray lubricant on the dogs and friction plate or the starter would not engage at all. The cable would retract very slowly in cold weather. If you were fortunate enough to start the engine, the vibration would usually draw the cable back in. Woe be to the unfortunate one attempting to remove the slotted retaining screws with a screw­driver out on the trail. Still, this newer round friction plate setup was far superior to the old 1966 style.

Exhaust studs increased in diameter to alleviate the earlier prob­lems of stripping and breakage.

The L380L still used the flat six bolt head, but with higher com­pression. Pistons used two thinner rings, as did the later L372L.

Electric start was available on the 380 and later 372.

The ignition system advanced from magneto to energy transfer, the obvious difference being the external coil mounted near the carb. Timing advance for easier stalling was used also on the later 372. An updated lighting coil generated 13 volts and 75 watts with a noticeably brighter headlight the result.

JLO offered an even larger 396cc single in 1970, but the days of the big one lunger were fast coming to an end.

Strangely, the 372 JLO played a major role in its own demise. German engineering had long been heralded as the finest in the world. Around 1967, Polaris Industries provided Fuji heavy indus­tries of Japan with a 372 as a model for an improved version. It didn't take Japanese technology long to catch and surpass the power and performance level of the Germans.

The 372 JO ironically fell victim to itself and the ever rising industry standards it helped to establish.

Reprinted with permission. More of Steve's work can be found in Iron Dogs Tracks the official newsletter of the Antique Snowmobile Club Of America.

Jack Speckel bought his first snowmobile in 1967, a brand new 1968 Arctic Cat panther.

He was hooked, since that day a long time ago Jack has devoted his life to the sport of snowmobiling. Jack collects antique and vintage Arctic Cats and at last count the shed held around 60 machines. He spends a considerable amount of time working with his local club the Carver County Sno Runners helping organize various shows and events. Jack also is the man behind the memory lane snowmobile displays at the Princeton and Hay Days events. If you attend one of these events, you will see him helping with displays, or surveying the show grounds on his favorite summer toy, his golf car.

Jack retired from masonry work in 2002, and life hasn't slowed down a bit. Jack and his wife Mary are proud grandparents who spend time with their grand kids as often as time allows.  He was recently named snowmobiler of the year by the Minnesota United Snowmobile Association. Jack won this award for the countless hours of volunteer work and years of lobbying for snowmobile rights. Jack is a humble man, who was stunned when he was chosen for this award by his peers. He exemplifies what it means to be a snowmobiler and the trails are a better place because of his lifelong efforts.

From all of us at Vintagesledders, Thank you Jack!

Most early snowmobile manufacturers were progressing rapidly from four to two stroke motors by the mid 1960's. In 1966 the single cylinder heavyweight champ entered the ring.

From 1966 thru 1969, 372cc JLO powered machines racked up an impressive record of wins in cross country and oval events, including the prestigious Winnipeg to St. Paul 500, dominating competitors across the United States and Canada.

Like all JLO motors, the 372 was built in Pinneberg by the largest small engine manufacturer in West Germany. Two models were produced for snowmobile use, the L372L and its successor, the L380L.

Moto Ski, Ski Doo and others offered smaller JLO engine options prior to 1966. Polaris first introduced 15 372's in their 1965 models.

The original L372L was a stationary centrifugal fan-cooled industrial powered

unit suited for generators, pumps, sprayers and conveyors. It was not intended for the varying demands of snow vehicle use.

Early models produced only 13.5 horsepower at 4,000 rpm and came fitted with a Tillotson OM30A float bowl carb with a side mount diaphragm fuel pump.

These carbs were adapted to the rectangular intake and sized to the 2 1/4 inch bolt pattern of the Tillotson HR, larger than the 1 7/8 inch pattern of the HL model, but smaller than the 3 inch HD. Mounting an HD model would gain you an extra horse, and they were used on most later units.

Models were easily identified by the tag on the cooling shroud above the rewind-giving the type, L372L, the displacement, 372cc, the horsepower, 13.5 and the rpm, 4,000. The motor number always begins with 372. A typ­ical 1965 number would be 372,1320, a 1966 3728351.

The six bolt head was flatter than the rounded style of the smaller 252 and 292. A decompressor was shared with some later models. The intake port had an atomizing web that would soon disappear as did the square, protrud­ing impulse block coming off the crankcase.

Crankshafts were threaded to accommodate a variety of utility drive units.

Pistons on industrial models had three 2.5 mm rings. The recoil housing was flat but did not say JLO until 1967, instead having a row of cooling win­dows on the front edge of the face.

The pawl and friction plate assembly was more oblong than round like the latter style and the starter cone was shorter.

The magneto ignition put out 12 volts and 40 watts to power lights and acces­sories. There was no timing advance.

Industrial motors were warranted for one year. Horsepower and features on these models remained nearly identical into the seventies.

Vehicle motors were a different story. Warranties were lowered to 90 days and voided for racing. Snowmobile factories could see the potential for a large dis­placement, high compression engine and the scramble to develop more horsepower was on.

Changes in porting, compression and carburation increased rpm and enabled the 372L to make significant gains in horsepower, explaining why horsepower and rpm ratings were dropped from the identification tag.

(Continued in the next installment.)

Reprinted with permission. More of Steve's work can be found in Iron Dogs Tracks the official newsletter of the Antique Snowmobile Club Of America.