Policy & Terms of use

Back to Library
Show Menu
Hide Menu

|

Boatinfo requires FlashPlayer 9 or newer to display this document!

Get Adobe Flash player



MODELS 175XR2 Sport Jet United States With Starting Serial Numbers Powerhead Pump Unit 0E203000 0E151580 Printed in U.S.A. W1997, Mercury Marine 90-852396R1 NOVEMBER 1997 Notice Throughout this publication, “Dangers”, “Warnings” and “Cautions” (accompanied by the International HAZARD Symbol ) are used to alert the mechanic to special instructions concerning a particular service or operation that may be hazardous if performed incorrectly or carelessly. OBSERVE THEM CAREFULLY! These “Safety Alerts” alone cannot eliminate the hazards that they signal. Strict compliance to these special instructions when performing the service, plus “Common Sense” operation, are major accident prevention measures. DANGER DANGER - Immediate hazards which WILL result in severe personal injury or death. WARNING WARNING - Hazards or unsafe practices which COULD result in severe personal injury or death. CAUTION Hazards or unsafe practices which could result in minor personal injury or product or property damage. Notice to Users of This Manual This service manual has been written and published by the Service Department of Mercury Marine to aid our dealers’ mechanics and company service personnel when servicing the products described herein. It is assumed that these personnel are familiar with the servicing procedures of these products, or like or similar products manufactured and marketed by Mercury Marine, that they have been trained in the recommended servicing procedures of these products which includes the use of mechanics’ common hand tools and the special Mercury Marine or recommended tools from other suppliers. We could not possibly know of and advise the service trade of all conceivable procedures by which a service might be performed and of the possible hazards and/or results of each method. We have not undertaken any such wide evaluation. Therefore, anyone who uses a service procedure and/or tool, which is not recommended by the manufacturer, first must completely satisfy himself that neither his nor the products safety will be endangered by the service procedure selected. All information, illustrations and specifications contained in this manual are based on the latest product information available at the time of publication. As required, revisions to this manual will be sent to all dealers contracted by us to sell and/or service these products. It should be kept in mind, while working on the product, that the electrical system and ignition system are capable of violent and damaging short circuits or severe electrical shocks. When performing any work where electrical terminals could possibly be grounded or touched by the mechanic, the battery cables should be disconnected at the battery. Any time the intake or exhaust openings are exposed during service they should be covered to protect against accidental entrance of foreign material which could enter the cylinders and cause extensive internal damage when the engine is started. It is important to note, during any maintenance procedure replacement fasteners must have the same measurements and strength as those removed. Numbers on the heads of the metric bolts and on the surfaces of metric nuts indicate their strength. American bolts use radial lines for this purpose, while most American nuts do not have strength markings. Mismatched or incorrect fasteners can result in damage or malfunction, or possibly personal injury. Therefore, fasteners removed should be saved for reuse in the same locations whenever possible. Where the fasteners are not satisfactory for re-use, care should be taken to select a replacement that matches the original. 90-852396 MAY 1996 IMPORTANT INFORMATION - 1C-1 Cleanliness and Care of Sport Jet A marine power product is a combination of many machined, honed, polished and lapped surfaces with tolerances that are measured in the ten thousands of an inch/mm. When any product component is serviced, care and cleanliness are important. Throughout this manual, it should be understood that proper cleaning, and protection of machined surfaces and friction areas is a part of the repair procedure. This is considered standard shop practice even if not specifically stated. Whenever components are removed for service, they should be retained in order. At the time of installation, they should be installed in the same locations and with the same mating surfaces as when removed. Before raising or removing an engine from a boat, the following precautions should be adhered to: 1. Check that flywheel is secured to end of crankshaft with a locknut and lifting eye is threaded into flywheel a minimum of 5 turns. 2. Connect a hoist of suitable strength to the lifting eye. 90-826148 R1 JANUARY 1993 Revision No. 1 Month of Printing Year of Printing 1C-2 - IMPORTANT INFORMATION In addition, personnel should not work on or under an engine which is suspended. Engines should be attached to work stands, or lowered to ground as soon as possible. We reserve the right to make changes to this manual without prior notification. Refer to dealer service bulletins for other pertinent information concerning the products described in this manual. Page Numbering Two number groups appear at the bottom of each page. The example below is self-explanatory. EXAMPLE: POWERHEAD - 5A-7 Section Description Section Number Part of Section Letter Page Number 90-852396 MAY 1996 Service Manual Outline Section 1 - Important Information A - Specifications B - Maintenance C - General Information D - Sport Jet Installation Section 2 - Electrical A - Ignition B - Charging & Starting System C - Timing, Synchronizing & Adjusting Section 3 - Fuel System A - Fuel Pump & Fuel Primer B - Carburetor C - Oil Injection D - Electronic Enrichment & Turn Key Start Electronic Control Module Section 4 - Powerhead Section 5 - Pump Unit Important Information Electrical Fuel System Powerhead Pump Unit 90-852396 MAY 1996 IMPORTANT INFORMATION - 1C-3 NOTES: 1C-4 - IMPORTANT INFORMATION 90-852396 MAY 1996 IMPORTANT INFORMATION 1 A 28237 SPECIFICATIONS Table Of Contents Page Master Specifications . . . . . . . . . . . . . . . . . . . . . 1A-1 Torque Chart . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-3 90-852396 MAY 1996 Master Specifications Model 175 HORSEPOWER (KW) 175(130.5) SPORT JET WEIGHT Powerhead Pump Unit 205 lb. (93 kg) 100 lb. (45 kg) CYLINDER BLOCK Type Displacement V-6 Cylinder, Two Cycle, Loop Charged 153.0 cu. in. (2507cc) STROKE Length (All Models) 2.650 in. (67.31mm) CYLINDER BORE Diameter (Std) Taper/Out of Round/Maximum Wear Bore Type 3.501 in. (88.925mm) 0.003 in. (0.076mm) Cast Iron PISTON Piston Type Standard 0.015 in. (0.381 mm) Oversize Aluminum 3.494 in. ± 0.001 in. (88.748mm ± 0.025mm) 3.509 in. ± 0.001 in. (89.129mm ± 0.025mm) REEDS Reed Type Reed Stand 0pen (Max.) Reed Stop (Max.) Steel 0.020 in. (0.50mm) Not Adjustable FUEL SYSTEM Fuel Recommended Gasoline Recommended Oil Gasoline/Oil Ratio Fuel Pressure – @ Idle – @ WOT Gasoline w/Oil Injection Unleaded 87 Octane Minimum Quicksilver TC-W3 or TC-WII 2 Cycle Outboard Oil Only 50:1 (25:1 Break-In) 2 PSI 8 PSI STARTING SYSTEM Electric Start – All Models Starter Draw (Under Load) Starter Load (No Load) Battery Rating 175 Amperes 40 Amperes 670 Marine Carnking Amps (MCA) or 520 Cold Cranking Amps (CCA) IGNITION SYSTEM Type Spark Plug Type Spark Plug Gap Capacitor Discharge NGK BU8H Surface Gap CHARGING SYSTEM Alternator Output (Regulated) 12 Amperes @ 3000 RPM 90-852396 MAY 1996 IMPORTANT INFORMATION - 1A-1 Master Specifications (Continued) 175XR2 Sport Jet (Continued) Carburetor Idle RPM Wide Open Throttle (WOT) RPM Idle Mixture Screw Adjustment (Preset - Turns Out) – All Carbs Float Setting Main Jet –Top Carb –Middle Carb –Bottom Carb Idle Air Jet –Top Carb –Middle Carb –Bottom Carb Vent Jet –Top Carb –Middle Carb –Bottom Carb 1000 - 1100 RPM 5000 - 5500 1-1/2 turns out from a lightly seated position Set parallel to body flange .076 .076 .076 .050 .050 Port .054 Starbboard .050 .080 .080 .080 Maximum Timing BTDC @ Cranking Speed 22° BTDC Timing @ 5000 RPM Idle Timing 20° BTDC ATDC 0° . 2° @ 1000 - 1100 RPM Firing Order 1-2-3-4-5-6 1A-2 - IMPORTANT INFORMATION 90-852396 MAY 1996 Torque Chart Standard Hardware Special Items Torque PUMP UNIT Impeller Nut 150 lb. ft. (203 N·m) Impeller Gear Nut 90 lb. ft. (122 N·m) Pinion Shaft Assembly 180 lb. in. (20 N·m) Drive Housing Cover Nuts 35 lb. ft. (47.5 N·m) Stator Bolts 35 lb. ft. (47.5 N·m) Nozzle to Stator Bolts 35 lb. ft. (47.5 N·m) Rudder Pivot Bolt 50 lb. ft. (68 N·m) Reverse Gate Pivot Bolt 50 lb. ft. (68 N·m) Steering Lever Screw 180 lb. in. (20.2 N·m) Reverse Gate Stop Screw 120 lb. in. (13.6 N·m) Inlet Screen Screw (6 mm) 75 lb. in. (8.5 N·m) Inlet Screen Screw (8 mm) 200 lb. in. (23 N·m) Ride Plate Screw 75 lb. in. (8.5 N·m) Metric Hardware POWERHEAD Screw or Nut Size Torque 6 - 32 9 lb. in. (1.0 N·m) 8 - 32 20 lb. in. (2.3 N·m) 10 - 24 30 lb. in. (3.4 N·m) 10 - 32 35 lb. in. (3.9 N·m) 12 - 24 45 lb. in. (5.0 N·m) 1/4 - 20 70 lb. in. (7.8 N·m) 5/16 - 18 160 lb. in. (18.1 N·m) 3/8 - 16 270 lb. in. (30.4 N·m) AA BB Torque Specification lb. in. lb. ft. N·m 8 mm M5 36 3 4 10 mm M6 70 6 8 12 mm M8 156 13 18 14 mm M10 312 26 36 17 mm M12 372 31 42 Adaptor Plate to Powerhead 35 lb. ft. (47.5 N·m) Powerhead to Drive Housing Nuts 35 lb. ft. (47.5 N·m) Cylinder Head 225 lb. in. (25.4 N·m) Then Turn Additional 90. Flywheel Nut 125 lb. ft. (169.5 N·m) Main Bearing Bolts 270 lb. in. (30.4 N·m) Connecting Rod Screws 120 lb. in. (13.6 N·m) Then Turn Additional 90. Transfer Port Cover 80 lb. in. (9.03 N·m) Exhaust Manifold 180 lb. in. (20 N·m) A B 90-852396 MAY 1996 IMPORTANT INFORMATION - 1A-3 IMPORTANT INFORMATION B 1 MAINTENANCE Table of Contents Page Flushing Cooling System . . . . . . . . . . . . . . . 1B-1 Following Complete Submersion . . . . . . . . . 1B-1 Salt Water Submersion (Special Instructions) . . . . . . . . . . . . . . . . 1B-1 Submerged While Running (Special Instructions) . . . . . . . . . . . . . . . . 1B-1 Submerged Engine (Fresh Water) Plus Special Instructions . . . . . . . . . . . . . 1B-1 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-2 Out-of-season Storage . . . . . . . . . . . . . . . . . 1B-2 Out-of-season Battery Storage . . . . . . . . . . 1B-2 Detonation: Causes And Prevention . . . . . . 1B-3 Compression Check . . . . . . . . . . . . . . . . . . . 1B-4 Water Pressure Check . . . . . . . . . . . . . . . . . 1B-4 90-852396 MAY 1996 90-852396 MAY 1996 IMPORTANT INFORMATION - 1B-1 Flushing Cooling System Flushing the cooling system is essential after each use in salt water, after the boat has run aground, or when the overheat warning horn sounds (possible debris in jet powerhead). 1. Remove flush adaptor plug and attach water hose. a a - Flush Adapter Plug 2. The engine may be run using the Flushing Attachment: DO NOT run the engine above idle speeds. 3. Turn water on and flush engine block for at least 10 minutes. 4. Remove water hose and install flush adaptor plug. 5. Flush outer surfaces of pump with water stream. Following Complete Submersion Submerged engine treatment is divided into three distinct problem areas. The most critical is submersion in salt water; the second is submersion while running; the third is submerged in fresh water. SALT WATER SUBMERSION (SPECIAL INSTRUCTIONS) Due to the corrosive effect of salt water on internal engine components complete disassembly is necessary before any attempt is made to start the engine. SUBMERGED WHILE RUNNING (SPECIAL INSTRUCTIONS) When an engine is submerged while running, the possibility of internal engine damage is greatly increased. If, after engine is recovered and with spark plugs removed, engine fails to rotate freely when turning flywheel, the possibility of internal damage (bent connecting rod and/or bent crankshaft) exists. If this is the case the powerhead must be disassembled. FRESH WATER SUBMERSION (SPECIAL INSTRUCTIONS) 1. Recover engine as quickly as possible. 2. Flush exterior of engine with fresh water to remove mud, weeds, etc. DO NOT attempt to start engine if sand has entered powerhead, as powerhead will be severely damaged. Disassemble powerhead if necessary to clean components. 3. Remove spark plugs and get as much water as possible out of powerhead by rotating flywheel. 4. Pour alcohol into carburetor throat (alcohol will absorb water). Again rotate flywheel. 5. Pour alcohol into spark plug openings and again rotate flywheel. 6. Pour engine oil into throats of carburetors while rotating flywheel to distribute oil throughout crankcase. 7. Pour approximately one teaspoon of engine oil into each spark plug opening. Rotate flywheel to distribute oil in cylinders. 8. Remove and clean carburetors and fuel pump assembly. 9. Reinstall spark plugs, carburetors and fuel pump. 10. Attempt to start engine, using a fresh fuel source. If engine starts it should be run for at least one hour to eliminate any water in engine. 11. If engine fails to start determine cause (fuel, electrical or mechanical). Engine should be run within two hours after recovery from water as serious internal damage may occur. If unable to start engine in this period disassemble engine and clean all parts and apply oil as soon as possible. Out-of-Season Storage WARNING As a safety precaution, when boat is in storage, remove positive (+) battery cable. This will eliminate possibility of accidental starting of engine and resultant overheating and damage to engine from lack of water. In preparing for out-of-season storage, two precautions must be considered: 1) The engine must be protected from physical damage caused by freezing trapped water and 2) the engine must be protected from rust, corrosion and dirt. The following storage procedures should be followed to prepare the Sport Jet for out-of-season storage or prolonged storage (two months or longer). CAUTION Never start or run the Sport Jet (even momentarily) without water circulating through the cooling system to prevent damage to the unit. FUEL SYSTEM IMPORTANT: Gasoline containing alcohol (ethanol or methanol) can cause a formation of acid during storage and can damage the fuel system. If the gasoline being used contains alcohol, it is advisable to drain as much of the remaining gasoline as possible from the fuel tank, remote fuel line, and engine fuel system. Fill the fuel system (tank, hoses, fuel pump, and carburetors) with treated (stabilized) fuel to help prevent formation of varnish and gum. Proceed with the following instructions. . Portable Fuel Tank: Pour the required amount of Quicksilver Gasoline Stabilizer (follow instructions on container) into fuel tank. Tip fuel tank back and forth to mix stabilizer with the fuel. . Permanently Installed Fuel Tank: Pour the required amount of Quicksilver Gasoline Stabilizer (follow instructions on container) into a separate container and mix with approximately one quart (one liter) of gasoline. Pour this mixture into fuel tank. . Place the Sport Jet in the water or use the flushing attachment. Run the engine for ten minutes to allow treated fuel to reach the carburetors. 1. With Sport Jet in the water, start the engine and let it warm up to operating temperature. 2. Disconnect the fuel line. When the engine starts to stall quickly spray Quicksilver Storage Seal into each carburetor throat. Continue to spray until engine dies from lack of fuel. 3. Remove spark plugs and inject a five second spray of Quicksilver Storage Seal around the inside of each cylinder. Manually turn engine over several times to distribute Storage Seal throughout cylinders. Reinstall spark plugs. 4. Drain and refill drive housing unit and stator as- sembly with Quicksilver Hi Performance Gear Lube as explained in “Jet Pump” section (see Table of Contents). 5. Clean engine thoroughly including all accessible powerhead parts and spray with Corrosion and Rust Preventive. 6. Lubricate all lubrication points. 7. To prevent freeze damage drain the speedometer system of water completely before storage. Remove tubing from speedometer fitting and blow through tubing to remove water. 8. Store battery as outlined in Out-of-Season Battery Storage following: IMPORTANT: Check and refill housings with Quicksilver Hi Performance Gear Lube before storage to protect against possible water leakage into housings which is caused by loose lubricant vent or fill plug. Inspect gaskets under lubricant vent and fill plugs replacing any damaged gaskets before reinstalling plugs. Out-of-Season Battery Storage 1. Remove battery as soon as possible and remove all grease, sulfate and dirt from top surface. 2. Cover plates with distilled water, but not over 3/16 in. (5 mm) above perforated baffles. 1B-2 - IMPORTANT INFORMATION 90-852396 MAY 1996 3. Cover terminal bolts well with grease. 4. Store battery in a cool, dry place in a dry carton or box. 5. Remove battery from storage every 60 days. Check water level and place on charge for 5 to 6 hours at 6 amperes. DO NOT fast charge. CAUTION A discharged battery can be damaged by freezing. How Weather Affects Engine Performance It is a known fact that weather conditions exert a profound effect on power output of internal combustion engines. Therefore, established horsepower ratings refer to the power that the engine will produce at its rated RPM under a specific combination of weather conditions. Corporations internationally have settled on adoption of I.S.O. (International Standards Organization) engine test standards as set forth in I.S.O. 3046 standardizing the computation of horsepower from data obtained on the dynamometer correcting all values to the power that the engine will produce at sea level at 30% relative humidity at 77° F (25° C) temperature and a barometric pressure of 29.61 inches of mercury. Summer Conditions of high temperature, low barometric pressure and high humidity all combine to reduce the engine power. This, in turn, is reflected in decreased boat speeds--as much as 2 or 3 milesper- hour (3 or 5 km per hour) in some cases. Nothing will regain this speed for the boater, but the coming of cool, dry weather. In pointing out the practical consequences of weather effects, an engine running on a hot, humid, summer day may encounter a loss of as much as 14% of the horsepower it would produce on a dry, brisk spring or fall day. The horsepower that any internal combustion engine produces depends upon the density of the air that it consumes and, in turn, this density is dependent upon the temperature of the air, its barometric pressure and water vapor (or humidity) content. Detonation: Causes and Prevention Detonation in a 2-cycle engine resembles the “pinging” heard in an automobile engine. It can be described as a “rattling” or “plinking” sound. Detonation generally is thought of as spontaneous ignition, but it is best described as a noisy explosion in an unburned portion of the fuel/air charge after the spark plug has fired. Detonation creates severe, untimely shock waves in the engine and these shock waves often find or create a weakness: the dome of a piston, piston rings or piston ring lands, piston pin and roller bearings. While there are many causes for detonation in a 2-cycle engine emphasis is placed on those causes which are most common in marine 2-cycle application. A few which are not commonly understood are: 1. Over-advanced ignition timing. 2. Use of low octane gasoline. 3. Lean fuel mixture at or near wide open throttle. 4. Spark plugs (heat range too hot, incorrect reach, cross-firing). 5. Inadequate engine cooling (deteriorated cooling system). 6. Combustion chamber/piston deposits (result in higher compression ratio). Detonation usually can be prevented provided that (1) the engine is correctly set up and (2) diligent maintenance is applied to combat the preceding detonation causes listed. 90-852396 MAY 1996 IMPORTANT INFORMATION - 1B-3 Compression Check 1. Remove spark plugs. 2. Install compression gauge in spark plug hole. 3. Hold throttle plates at W.O.T. 4. Crank engine through at least four compression strokes to obtain highest possible reading. 5. Check and record compression of each cylinder. Variation of more than 15 psi (103.5 kPa) between cylinders indicates that lower compression cylinder is in some way defective such as worn or sticking piston rings and/or scored piston and cylinder. 6. Compression check is important because an engine with low or uneven compression cannot be tuned successfully to give peak performance. It is essential, therefore, that improper compression be corrected before proceeding with an engine tune-up. 7. Cylinder scoring: if powerhead shows any indication of overheating, such as discolored or scorched paint, visually inspect cylinders for scoring or other damage as outlined in Section 4: Powerhead. Water Pressure Check NOTE: To perform these checks a Water Pressure Gauge Kit P/N 91-79250A2 is recommended. Water pressure is taken at the top of the powerhead. a -Water Pressure Taken At This Location CAUTION Static test requires the boat be stationary in the water secured to a dock or trailer and run in forward. Do not use a flushing device for this test. RPM Water Pressure PSI (kPa) 1,000 - 1,100 in neutral 1/2 - 1-1/2 (3.4 - 10) 5,300 boat on trailer (static) 9 - 10 (62 - 69) 5,300 boat on plane 35 - 40 (241 - 276) 1B-4 - IMPORTANT INFORMATION 90-852396 MAY 1996 IMPORTANT INFORMATION 1 C 90-826148 R1 JANUARY 1993 POWERHEAD - 5A-7 Revision No. 1 Month of Printing Year of Printing Section Description Section Number Part of Section Letter Page Number GENERAL INFORMATION Table Of Contents Page Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-1 Page Numbering . . . . . . . . . . . . . . . . . . . . . . . . . 1C-2 Service Manual Outline . . . . . . . . . . . . . . . . . . . 1C-3 90-852396 MAY 1996 Notice Throughout this publication, “Dangers”, “Warnings” and “Cautions” (accompanied by the International HAZARD Symbol ) are used to alert the mechanic to special instructions concerning a particular service or operation that may be hazardous if performed incorrectly or carelessly. OBSERVE THEM CAREFULLY! These “Safety Alerts” alone cannot eliminate the hazards that they signal. Strict compliance to these special instructions when performing the service, plus “Common Sense” operation, are major accident prevention measures. DANGER DANGER - Immediate hazards which WILL result in severe personal injury or death. WARNING WARNING - Hazards or unsafe practices which COULD result in severe personal injury or death. CAUTION Hazards or unsafe practices which could result in minor personal injury or product or property damage. Notice to Users of This Manual This service manual has been written and published by the Service Department of Mercury Marine to aid our dealers’ mechanics and company service personnel when servicing the products described herein. It is assumed that these personnel are familiar with the servicing procedures of these products, or like or similar products manufactured and marketed by Mercury Marine, that they have been trained in the recommended servicing procedures of these products which includes the use of mechanics’ common hand tools and the special Mercury Marine or recommended tools from other suppliers. We could not possibly know of and advise the service trade of all conceivable procedures by which a service might be performed and of the possible hazards and/or results of each method. We have not undertaken any such wide evaluation. Therefore, anyone who uses a service procedure and/or tool, which is not recommended by the manufacturer, first must completely satisfy himself that neither his nor the products safety will be endangered by the service procedure selected. All information, illustrations and specifications contained in this manual are based on the latest product information available at the time of publication. As required, revisions to this manual will be sent to all dealers contracted by us to sell and/or service these products. It should be kept in mind, while working on the product, that the electrical system and ignition system are capable of violent and damaging short circuits or severe electrical shocks. When performing any work where electrical terminals could possibly be grounded or touched by the mechanic, the battery cables should be disconnected at the battery. Any time the intake or exhaust openings are exposed during service they should be covered to protect against accidental entrance of foreign material which could enter the cylinders and cause extensive internal damage when the engine is started. It is important to note, during any maintenance procedure replacement fasteners must have the same measurements and strength as those removed. Numbers on the heads of the metric bolts and on the surfaces of metric nuts indicate their strength. American bolts use radial lines for this purpose, while most American nuts do not have strength markings. Mismatched or incorrect fasteners can result in damage or malfunction, or possibly personal injury. Therefore, fasteners removed should be saved for reuse in the same locations whenever possible. Where the fasteners are not satisfactory for re-use, care should be taken to select a replacement that matches the original. 90-852396 MAY 1996 IMPORTANT INFORMATION - 1C-1 Cleanliness and Care of Sport Jet A marine power product is a combination of many machined, honed, polished and lapped surfaces with tolerances that are measured in the ten thousands of an inch/mm. When any product component is serviced, care and cleanliness are important. Throughout this manual, it should be understood that proper cleaning, and protection of machined surfaces and friction areas is a part of the repair procedure. This is considered standard shop practice even if not specifically stated. Whenever components are removed for service, they should be retained in order. At the time of installation, they should be installed in the same locations and with the same mating surfaces as when removed. Before raising or removing an engine from a boat, the following precautions should be adhered to: 1. Check that flywheel is secured to end of crankshaft with a locknut and lifting eye is threaded into flywheel a minimum of 5 turns. 2. Connect a hoist of suitable strength to the lifting eye. 90-826148 R1 JANUARY 1993 Revision No. 1 Month of Printing Year of Printing 1C-2 - IMPORTANT INFORMATION In addition, personnel should not work on or under an engine which is suspended. Engines should be attached to work stands, or lowered to ground as soon as possible. We reserve the right to make changes to this manual without prior notification. Refer to dealer service bulletins for other pertinent information concerning the products described in this manual. Page Numbering Two number groups appear at the bottom of each page. The example below is self-explanatory. EXAMPLE: POWERHEAD - 5A-7 Section Description Section Number Part of Section Letter Page Number 90-852396 MAY 1996 Service Manual Outline Section 1 - Important Information A - Specifications B - Maintenance C - General Information D - Sport Jet Installation Section 2 - Electrical A - Ignition B - Charging & Starting System C - Timing, Synchronizing & Adjusting Section 3 - Fuel System A - Fuel Pump & Fuel Primer B - Carburetor C - Oil Injection D - Electronic Enrichment & Turn Key Start Electronic Control Module Section 4 - Powerhead Section 5 - Pump Unit Important Information Electrical Fuel System Powerhead Pump Unit 90-852396 MAY 1996 IMPORTANT INFORMATION - 1C-3 NOTES: 1C-4 - IMPORTANT INFORMATION 90-852396 MAY 1996 IMPORTANT INFORMATION 1 D 28237 SPORT JET INSTALLATION Table Of Contents Page General Information . . . . . . . . . . . . . . . . . . . . . . 1D-1 Notice to Installer . . . . . . . . . . . . . . . . . . . . . . 1D-1 Installation Products . . . . . . . . . . . . . . . . . 1D-1 Torque Specifications . . . . . . . . . . . . . . . . . . 1D-1 Serial Number Decal Location . . . . . . . . . . . 1D-2 Corrosion Protection . . . . . . . . . . . . . . . . . . . 1D-2 Installation Requirements . . . . . . . . . . . . . . . . . 1D-2 Battery/Battery Cables . . . . . . . . . . . . . . . . . 1D-2 Boat Construction . . . . . . . . . . . . . . . . . . . . . 1D-3 Engine Compartment Ventilation . . . . . . . . . 1D-3 Exhaust System . . . . . . . . . . . . . . . . . . . . . . . 1D-3 Fuel Delivery System . . . . . . . . . . . . . . . . . . 1D-4 Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . 1D-4 Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . . . 1D-5 Impeller Selection . . . . . . . . . . . . . . . . . . . . . 1D-6 Remote Control and Cables . . . . . . . . . . . . . 1D-6 Steering Helm and Cable . . . . . . . . . . . . . . . 1D-6 Sport Jet Hull Dimensions 175XR2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D-7 Installing Jet Pump . . . . . . . . . . . . . . . . . . . . . . . 1D-9 Steering Cable Adjustment . . . . . . . . . . . . . 1D-10 Shift Cable Adjustment . . . . . . . . . . . . . . . . 1D-11 Page Bilge Siphon Feature . . . . . . . . . . . . . . . . . . . . 1D-13 Installing Bilge Siphon . . . . . . . . . . . . . . . . . 1D-13 Installing Powerhead . . . . . . . . . . . . . . . . . . . . 1D-13 Battery Connection . . . . . . . . . . . . . . . . . . . 1D-14 Throttle Cable Adjustment . . . . . . . . . . . . . 1D-15 Oil Injection System . . . . . . . . . . . . . . . . . . . 1D-15 Bleeding Air from Oil Injection Pump and Oil Injection Outlet Hose . . . . . . . . . . . 1D-16 Adjusting Oil Injection Pump . . . . . . . . . . . 1D-16 Turn-Key Start Feature . . . . . . . . . . . . . . . . . . . 1D-17 Timing/Synchronizing/ Adjusting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D-17 Specifications . . . . . . . . . . . . . . . . . . . . . . . . 1D-17 Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . 1D-17 Timing Pointer Adjustment . . . . . . . . . . 1D-17 Carburetor Synchronization . . . . . . . . . 1D-18 Timing Adjustments . . . . . . . . . . . . . . . . . . . 1D-18 Maximum Timing Adjustment . . . . . . . . 1D-19 Primary Pickup Timing Adjustment . . . 1D-19 Idle Speed Adjustment . . . . . . . . . . . . . . 1D-20 Trim Plate Adjustment . . . . . . . . . . . . . . . . . . . 1D-20 Pre-delivery Inspection . . . . . . . . . . . . . . . . . . . 1D-21 90-852396R1 NOVEMBER 1997 General Information Notice to Installer Throughout this publication, “Warnings” and “Cautions” (accompanied by the International Hazard Symbol! ) are used to alert the installer to special instructions concerning a particular service or operation that may be hazardous if performed incorrectly or carelessly. –– Observe Them Carefully! These “Safety Alerts,” alone, cannot eliminate the hazards that they signal. Strict compliance to these special instructions when performing the service, plus “common sense” operation, are major accident prevention measures. WARNING Hazards or unsafe practices which COULD result in severe personal injury or death. CAUTION Hazards or unsafe practices which could result in minor personal injury or product or property damage. IMPORTANT: Indicates information or instructions that are necessary for proper installation and/or operation. This installation manual has been written and published by the service department of Mercury Marine to aid installers when installing the products described herein. It is assumed that these personnel are familiar with the installation procedures of these products, or like or similar products manufactured and marketed by Mercury Marine. Also, that they have been trained in the recommended installation procedures of these products which includes the use of mechanics’ common hand tools and the special Mercury Marine or recommended tools from other suppliers. We could not possibly know of and advise the marine trade of all conceivable procedures by which an in- stallation might be performed and of the possible hazards and/or results of each method. We have not undertaken any such wide evaluation. Therefore, anyone who uses an installation procedure and/or tool, which is not recommended by the manufacturer, first must completely satisfy himself that neither his nor the product’s safety will be endangered by the in- stallation procedure selected. All information, illustrations, and specifications contained in this manual are based on the latest product information available at time of publication. As required, revisions to this manual will be sent to all OEM boat companies. INSTALLATION PRODUCTS Loctite “271” 92-809820 Liquid Neoprene 92-25711--2 Dielectric Grease 92-823506--1 Perfect Seal 92-34227--1 Special Lube 101 92-13872A1 Torque Specifications NOTE: Tighten all fasteners, not listed, securely. 10 mm Fasteners (Powerhead to Pump) 35 lb. ft. (47 N·m) Reverse Stop Screw 120 lb. in. (14 N·m) Forward Stop Screw 120 lb. in. (14 N·m) Ride Plate-to-Pump Screws 75 lb. in. (8.5 N·m) Drive Housing Cover to Drive Housing fasteners 35 lb. ft. (47 N·m) 90-852396 MAY 1996 IMPORTANT INFORMATION - 1D-1 1D-2 - IMPORTANT INFORMATION 90-852396R1 NOVEMBER 1997 Serial Number Decal Location A serial number decal is located on the side of the flywheel cover and on top of the cylinder block. 19XX XX OGXXXXXX OGXXXXXX b d c a 28238 a - Engine Serial Number b - Model Year c - Year Manufactured d - Certified Europe IMPORTANT: The Pump Unit Serial Number sticker must be taken out of the envelope affixed to the pump unit and applied to the flywheel cover decal. The engine serial number and pump serial number are different and unique. The engine serial number is located aft of the flywheel cover. The pump unit serial number is stamped in a plug located above the shift cable hole on the starboard side of the pump housing. e 175 28237 e - Pump Unit Serial Number Corrosion Protection This power package is equipped with anodes to help protect it from galvanic corrosion under moderate conditions. See the Operator’s Manual for location of anodes. Installation Requirements IMPORTANT: The Sport Jet is considered an INBOARD engine. The boat it is installed in must meet industry standards (ABYC, NMMA, etc.), federal standards and Coast Guard regulations for INBOARD engine installations Battery/Battery Cables IMPORTANT: Boating industry standards (ABYC, NMMA, etc.), federal standards and Coast Guard regulations must be adhered to when installing battery. Be sure battery cable installation meets the pull test requirements and that positive battery terminal is properly insulated in accordance with regulations. IMPORTANT: Engine electrical system is negative (–) ground. It is recommended (required in some states) that battery be installed in an enclosed case. Refer to regulations for your area. 3. Select a battery that meets all of the following specifications: a. 12-volt marine type. b. 670 Marine Cranking Amps (MCA) or 520 Cold Cranking Amps (CCA) minimum. c. Reserve capacity rating of at least 100 minutes. 4. Select proper size positive (+) and negative (–) battery cables using chart. Battery should be located as close to engine as possible. IMPORTANT: Terminals must be soldered to cable ends to ensure good electrical contact. Use electrical grade (resin flux) solder only. Do not use acid flux solder, as it may cause corrosion and a subsequent failure. Cable Length Cable Gauge Up to 3-1/2 ft. (1.1 m) 4 (25 mm2) 3-1/2 - 6 ft. (1.1-1.8 m) 2 (35 mm2) 6 - 7-1/2 ft. (1.8-2.3 m) 1 (50 mm2) 7-1/2 - 9-1/2 ft. (2.3-2.9 m) 0 (50 mm2) 9-1/2 - 12 ft. (2.9-3.7 m) 00 (70 mm2) 12 - 15 ft. (3.7- 4.6 m) 000 (95 mm2) 15 - 19 ft. (4.6 - 5.8 m) 0000 (120 mm2) 90-852396 MAY 1996 IMPORTANT INFORMATION - 1D-3 Boat Construction IMPORTANT: All applicable U.S. Coast Guard regulations for INBOARD engines must be complied with, when constructing engine compartment. Care must be exercised in the design and construction of the engine compartment. Seams must be located so that any rain water or splash, which may leak through the seams, is directed away from the engine and carburetor cover. Also, the passenger compartment drainage system should not be routed directly to the engine compartment. Water that runs on or is splashed in the carburetor cover may enter the engine and cause serious damage to internal engine parts. IMPORTANT: Mercury Marine will not honor any warranty claim for engine damage as a result of water entry. Engine Compartment Ventilation Engine compartment must be designed to provide a sufficient volume of air for engine breathing and also must vent off any fumes in engine compartment in accordance with industry standards (ABYC, NMMA, etc.), federal standards and U.S. Coast Guard regulations for inboard engines. Pressure differential (outside engine compartment versus inside engine compartment) should not exceed 2 in. (51 mm) of water (measured with a manometer) at maximum air flow rate. Engine Compartment Specifications Model Engine Air Requirements at Wide Open Throttle Physical Engine Volume* 175XR2 487 ft.3/min. (0.230 m3/sec.) 1.33 ft.3 (38 L) * Physical engine volume is used in flotation calculations and is representative of the amount of flotation the engine provides. For serviceability, it is recommended that an additional 6 inches minimum (152 mm) (per side) of clearance be allowed between powerhead and engine compartment walls. Exhaust System IMPORTANT: It is the responsibility of the boat manufacturer, or installing dealer, to properly locate the engine. Improper installation may allow water to enter the exhaust manifold and combustion chambers and severely damage the engine. Damage caused by water in the engine will not be covered by Mercury Marine Limited Warranty, unless this damage is the result of defective part(s). The engine must be properly located to ensure that water will not enter the engine through the exhaust system. Determine the correct engine height by taking measurements (a) and (b), with boat at rest in the water and maximum load aboard. Subtract (b) from (a) to find (c). If (c) is less than specified in chart, boat construction must be altered to properly lower waterline relative to exhaust elbow. a b d c 28237 a - From Waterline to Top of Transom b - From Highest Point on Exhaust Manifold to Top of Transom c - (a) minus (b) = (c) d - Waterline at Rest (at Maximum Load) Model c = (a) minus (b) 175XR2 (c) must be 8 in. (203 mm) or more. Fuel Delivery System Instrumentation WARNING CAUTION Boating standards (NMMA, ABYC, etc.), federal standards and U. S. Coast Guard regulations for INBOARD engines must be adhered to when installing fuel delivery system. Failure to comply could result in severe personal injury or death. CAUTION Remove plastic plug from fuel inlet fitting. Attach fuel line to fuel fitting with U.S. Coast Guard ap- proved hose clamp. Inspect for fuel leaks. 1. Fuel tank should be mounted below carburetor(s) level (if possible) or gravity feed may cause carburetor fuel inlet needle(s) to unseat, and flooding may result. 2. Fuel pickup should be at least 1 in. (25 mm) from the bottom of the fuel tank to prevent picking up impurities. 3. Fuel lines used must be U.S. Coast Guard ap- proved (USCG type A1), fittings and lines must not be smaller than 5/16 in. (8 mm) I.D. 4. On installations requiring long lines or numerous fittings, larger size lines should be used. 5. Fuel line should be installed free of stress and firmly secured to prevent vibration and/or chafing. 6. Sharp bends in fuel line should be avoided. 7. A flexible fuel line must be used to connect fuel line to engine fuel pump to absorb deflection when engine is running. 8. A primer bulb is not necessary with this application. If a primer bulb is used, it must be U.S. Coast Guard approved for inboard engine applications. If a fused accessory panel is to be used, it is recommended that a separate circuit (properly fused) be used from the battery to the fuse panel with sufficient wire size to handle the intended current load. NOTE: The charging system on these engines is capable of producing 12 amps maximum charge at 3500 RPM. The electrical load of the boat should not exceed this capacity. We recommend the use of Quicksilver Instrumentation and Wiring Harness(es). Refer to “Quicksilver Accessories Guide” for selection. If other than Quicksilver electrical accessories are to be used, it is good practice to use waterproof ignition components (ignition switch, lanyard stop switch, etc.). A typical jet boat of this nature will see water splashed on these components. Therefore, precautions must be taken to avoid ignition failure due to shorting out of ignition components. WARNING Sudden stopping of engine (shorting ignition components) while boat is underway will cause loss of steering control due to loss of thrust. This loss of steering control may cause property damage, personal injury or death. A warning horn must be incorporated in the wiring harness (see wiring diagram) to alert the user of an overheat, low oil condition or oil pump failure. IMPORTANT: If a warning horn system is not installed by the boat manufacturer, Mercury Marine will not honor any warranty claims for engine damage as a result of overheating or lack of engine oil. Route instrumentation wiring harness back to engine, making sure that harness does not rub or get pinched. If an extension harness is required, be sure to secure connection properly. Fasten harness(es) to boat at least every 18 in. (460 mm), using appropriate fasteners. 1D-4 - IMPORTANT INFORMATION 90-852396R1 NOVEMBER 1997 Wiring Diagrams QUICKSILVER INSTRUMENTATION, TYPICAL INSTALLATION SHOWN REFER TO GAUGE MANUFACTURER’S INSTRUCTIONS FOR SPECIFIC CONNECTIONS. (Included With Gauge) Temperature Sender a b c d e f g h i a - Temperature Gauge b - Key Switch c - Tachometer Gauge d - Emergency Stop Switch e - Tachometer Harness (P/N 84-86396A8) (Not Included With Key/Choke Harness Kit) f - Connect Wires Together With Screw and Hex Nut (2 Places) Apply Quicksilver Liquid Neoprene to Connections and Slide Rubber Sleeve Over Each Connection. g - To Neutral Start Safety Switch In Remote Control Box h - Speedometer Gauge i - Overheat/low oil horn T P Liquid Neoprene (92-25711--2) Dielectric Grease (92-823506--1) 90-852396 MAY 1996 IMPORTANT INFORMATION - 1D-5 Impeller Selection IMPORTANT: Installed impeller must allow engine to run in its specified maximum wide-openthrottle RPM range. The jet drive comes equipped with a standard stainless steel impeller which allows the engine to operate in its specified operating range. If a different impeller is installed in place of the standard impeller, it is the responsibility of the installer to ensure engine RPM remains in specified range. Specified engine WOT RPM range is listed in “Operation and Maintenance Manual” attached to the engine. Remote Control and Cables To ensure proper shift and throttle operation, we recommend the use of the Sport Jet Remote Control (P/N 850696). This remote control has been qualified by Mercury Marine to be used with the Sport Jet and provides the following required features: Start-in-gear protection Neutral RPM Limit at 2,000 RPM NOTE: This applies to dual lever remote controls as well as single lever remote controls. High strength mechanism to accomodate loads transmitted to the remote control Shift cable travel of 3 inches ± 1/8 inch (76 mm ± 3 mm) Ability to use a 40 series shift cable If a remote control other than the Sport Jet Remote Control (P/N 850696) is used, the remote control must meet the above criteria as well as the design criteria outlined in the ABYC manual pertaining to Mini- Jet Boats (Standard P-23). SHIFT CABLE The shift cable to be used MUST MEET the following criteria: 40-Series Cable 40 Series bulkhead fitting at output end Allow for a minimum of 3 inches (76 mm) of travel. A means of attaching and locking the cable to the shift cable bracket (provided w/ pump). Cable end at pump must allow for a 1/4-28 thread adaptor, clevis pin and cotter pin (all provided w/ pump) to connect cable to the reverse gate. Protected against water intrusion and/or corrosion as the cable end (at the pump) is submersed in water with the boat at rest. A cable bellows is provided with the cable (P/N 64-835457A_). Follow installation procedures for proper sealing of cable. A locking tab is provided by Mercury to be used with a cable having threads and locknuts located 8 inches (203 mm) from cable end at pump with cable at center of travel. The shift cable end (at the pump) is submersed in water. It should be sealed against water intrusion, protected against corrosion and be able to withstand the shift loads imparted on it by the reverse gate. Follow shift cable adjustment procedure for proper adjustment. THROTTLE CABLE The throttle cable must have one end compatible with the control box. The other end must have Mercury style connectors. Follow throttle cable adjustment procedures for proper adjustment. Steering Helm and Cable STEERING HELM The steering helm must limit steering cable travel to 3.50 ± .10 inches (88.9 ± 2.5 mm). WARNING Failure to limit steering cable travel at the helm could pre-load the cable resulting in premature failure of a steering component causing loss of steering. This loss of steering could cause property damage, personal injury or death. STEERING CABLE The steering cable to be used MUST MEET the following criteria: 60 Series Steering Cable 60 Series bulkhead fitting at output end Allow for a minimum of 3.75 inches (95.3 mm) of travel. Cable end at pump must allow for a 5/16 in. threaded adaptor shouldered thru-bolt and lock nut to connect the cable to the steering arm. 1D-6 - IMPORTANT INFORMATION 90-852396R1 NOVEMBER 1997 A means of attaching and locking the cable to the steering cable bracket (provided w/ pump). Protected against water intrusion and/or corrosion as the cable end (at the pump) is submersed in water with the boat at rest. The steering cable should be able to withstand the steering loads imparted on it by the rudder. A cable bellows is provided with the cable (P/N 64-835457A_). Follow installation procedures for proper sealing of cable. A locking tab is provided by Mercury to be used with a cable having threads and locknuts located 11.31 inches (287 mm) from cable end at pump with cable at center of travel. Follow steering cable adjustment procedure for proper adjustment. a IMPORTANT INFORMATION - 1D-7 90-852396 MAY 1996 1 1/16 +/– 1/16 3/4 +/– 1/16 7 1/16 +/– 1/16 16 1/4 +/– 1/16 14 11/16 +/– 1/16 14 5/16 +/– 1/16 2 9/16 +/– 1/16 12 1/8 +/– 1/16 3 13/16 +/– 1/16 3 5/8 +/– 1/16 b and e - Corner Radii c and d - Size and Straightness a - Location Tunnel Dimensions (in inches) b c e a d c d 4.07  .06 a Sport Jet Hull Dimensions 175XR2 HULL OPENING CUT OUT The pump to powerhead opening in the hull is the most important factor to consider in a Sport Jet installation. There are three areas of concern: 1. Location (a) of the pump to powerhead hull cut out relative to the boat bottom for proper ride plate seal fit. 2. Dimensional control of the cutout - corner radii (b), straightness (c) and size (d) for proper grommet installation, and corner radii (e) for ride plate seal fit. 3. Flatness and thickness of the area around the hull cut out for proper grommet sealing (see drawing on next page ). a METHODS OF CONTROLLING LOCATION AND SIZE If the tunnel area in the plug is correct, the boat bottom mold should repeat and reproduce the tunnel area which will aid the cut out process. A reference area for the cut out can be produced on the plug and bottom mold as a raised area or a cutting guide. Location pins (a) that would project into the internal hull area could simplify the cut out process. These location pin holes could allow the use of a 1-1/2 inch diameter hole saw to cut the four corner ra- dii and use of a reciprocating saw or router template to connect the four holes. b A 1/2 a a 1 1/2 Inch Dia. Hole Saw 1/2 Mounting Flange Thickness Specifications Section A-A a - Location Pins in Hull Mold b - Flange Flatness Specification c - Go – No Go Gauge for Thickness CHECKING MOUNTING FLANGE THICKNESS AND FLATNESS Use a flat plate that will contact the flange at the reference points (b) and a .030 in. feeler gauge to check flatness. Additional sanding and/ or resin/ filler may be required to maintain the flatness specification. A simple slotted go/ no go gauge (c) will check the flange thickness. Recommended Flange Flatness: .030 Inch Maximum Between Reference Points a A a 1/2 1/2 1 Inch Minimum Flange Width NO c GO GO Max. Size Min. Size Use Grommet P/N: 28250 1/4” +0.050 25-820663-250 –0.030 +0.050 3/8” –0.030 25-820663-375 1/2” +0.070 –0.030 25-820663-500 1D-8 - IMPORTANT INFORMATION 90-852396R1 NOVEMBER 1997 90-852396 MAY 1996 IMPORTANT INFORMATION - 1D-9 Installing Jet Pump Hull Cutout CAUTION The hull cutout dimensions are critical for proper sealing between Jet Pump and boat. Measure cutout thickness and overall dimensions before attempting a Jet Pump installation. 1. Install tunnel grommet (a) in cut-out of boat. Three different size grommets are available depending on cutout thickness. ÀÀ ÀÀ ÀÀ ÀÀ ÀÀ ÀÀ ÀÀ ÀÀ ÀÀ ÀÀ 1/2” +0.070 –0.030 CUTOUT THICKNESS 3/8” +0.050 –0.030 Use Grommet P/N: 25-820663-375 25-820663-500 a 1/4” +0.050 –0.030 25-820663-250 28251 a - Tunnel Grommet 2. Route steering cable through port side hole in flange of pump housing. Install nut on cable before routing cable through wear ring. 54900 a b a - Shift Cable b - Wear Ring 3. Install tab washer and nut on cable after guiding through wear ring. Locate tab washer in tab hole. Coarse cable adjustment is made using these nuts. Do not tighten until after final steering adjustment is made. 54899 c e d c - Tab Hole d - Nut e - Tab Washer 4. Repeat the same procedure for the shift cable on the starboard side of the pump housing. IMPORTANT: Ensure that the shift lever in the control box is set for three (3) inches of travel. NOTE: It is easier to adjust the shift and steering cables before installing pump unit in boat. 5. Spray soapy water on tunnel grommet, both side foam exhaust seals (f), ride plate and sides of boat tunnel. f 54633 g f - Side Foam Exhaust Seals (One Each Side) g - Grommet Flange NOTE: When installing pump in tunnel, be sure cables are below grommet flange on pump to prevent pinching of cables between pump and boat. 6. Install jet pump by pushing unit through opening in tunnel grommet. Ride plate seal should fit snugly in boat tunnel without any gaps along perimeter. 7. Install gasket and cover on jet pump. Ensure gasket lines up with water inlet hole in pump. 1D-10 - IMPORTANT INFORMATION 90-852396R1 NOVEMBER 1997 8. Secure with four (4) M10 x 1.5 nuts. a a 54980 b a - Housing Cover Nut Location b - Water Inlet Hole NOTE: Before torquing fasteners, check side exhaust seals and ride plate seal for proper fit in tunnel. 9. Torque housing cover nuts (a) to 35 lb. ft. (47 N·m). NOTE: Check cables for free movement after cover plate is installed. DO NOT install powerhead without making this check. If cables do not move freely, remove pump and correct before proceeding. Steering Cable Adjustment 1. Slide bellows assembly over cable and thread on cable completely. Do Not tighten. 54456 2. Thread cable end adaptor (c) on steering cable 14 turns (to allow for adjustment). WARNING Cable end adaptor must be installed a minimum of nine (9) turns. Failure to install cable end adaptor on steering cable a minimum of nine (9) turns could result in loss of steering control of boat, personal injury, or death. 54902 c d c - Cable End Adaptor d - Steering Arm 3. Center rudder assembly on nozzle. 4. Center steering wheel by turning wheel lock to lock and positioning wheel midway between locks. 5. Adjust cable end adaptor until thru-hole in adaptor lines up with threaded hole in steering arm (d). This is the steering cable fine adjustment. Cable end adaptor MUST be installed on steering cable a minimum of nine (9) turns. 6. Attach steering cable to steering arm with bolt and locknut. Torque nut to 180 lb. in. (20.3 N·m). 54902 a b c d e a - Bellows Nut b - Forward Stop c - Bolt d - Lock Nut e - Cable Nuts 7. Tighten cable nuts. 8. Check steering adjustment to ensure that the helm limits cable travel for maximum left and right turns. Correct if required. 9. Secure cable nut with tab washer. 90-852396 MAY 1996 IMPORTANT INFORMATION - 1D-11 10. Apply perfect seal (92-34227-1) to end threads and cable conduit end. 19 Perfect Seal (92-34227-1) 19 11. Turn bellows nut out and tighten against cable end adaptor. 54908 a b a - Bellows Clamp b - Bellows Nut Tight Against Cable End Adaptor 12. Turn rudder to port to compress bellows as much as possible. Pull bellows over cable conduit and secure with bellows clamp. 13. Tighten steering cable thru-hull fitting (a) from inside boat to prevent any leaks. 28240 a a - Steering Cable Thru-Hull Fitting Shift Cable Adjustment IMPORTANT: The shift cable MUST BE properly adjusted. The shift cable is adjusted so that the reverse gate is not pre-loaded against either the forward or reverse stop. Pre-load in either position may cause failure of the stop and/or premature wear of the shift cable or control box components. It may also cause stiffness of the throttle control. 1. Slide bellows assembly over cable and thread on cable completely. Do Not tighten. 54456 2. Thread adaptor on cable until threads are visible through sight hole in adaptor. Thread adaptor on an additional five (5) turns to allow for adjustment. 54896 a b a - Sight Hole b - Reverse Stop 3. Shift remote control to forward. 4. Lift reverse gate and temporarily install the clevis pin (without washer or cotter pin) through reverse gate boss and cable end adaptor. 1D-12 - IMPORTANT INFORMATION 90-852396R1 NOVEMBER 1997 5. Pull reverse gate (by hand) toward the neutral position to take up the cable slack. With cable slack pulled out, adjust the cable so that the lower edge of the reverse gate is positioned above the top edge of the rudder by 3/8 to 1/2 in. Use the cable nuts or the cable end adaptor to make this adjustment. The cable end adaptor MUST be installed so that the cable end is visible in the sight hole after final adjustments are made. It may be necessary to adjust the forward stop to allow the reverse gate to reach the correct position for forward. a 54580 a - 3/8 to 1/2 in. WARNING The shift cable must be adjusted correctly so that the reverse gate does not interfere with water flow coming out of the rudder. If the reverse gate hangs down into the water flow, a vibration may be felt in the control box. If this occurs, reduce throttle immediately and readjust the cable. Improper adjustment may result in pump damage including loss of the reverse gate. Failure to properly adjust the shift cable could result in loss of neutral and reverse, property damage, personal injury or death. 6. After adjusting the shift cable, tighten the cable nuts and secure them with the tab washer. Insure forward nut is correctly located in wear ring casting to prevent rotation. 7. Adjust the forward stop so that it just touches the reverse gate in the forward position with the slack pulled out of the cable. Torque forward stop screw to 120 lb. in. (14 N·m). 8. Check the cable adaptor sight hole to ensure that adequate thread engagement of the cable end has been maintained. Install clevis pin, washer, and cotter pin. 9. Adjust the reverse stop (located on the starboard side of the nozzle) so the stop just touches the reverse gate with the control handle in reverse position. Torque reverse stop screw to 120 lb. in. (14 N·m). 10. Apply Prefect Seal (92-34227-1) to the exposed cable end threads between the cable adaptor and the bellows nut. Tighten the bellows nut against the cable adaptor. a 54898 b a - Bellows Nut b - Bellows Clamp 11. Shift the control box to forward. Apply Perfect Seal (92-34227-1) to the cable conduit just behind the cable nut threads. Slide the forward end of the bellows over the cable conduit up to the threads. Secure bellows to the cable conduit with the bellows clamp provided. 12. Shift control box through entire range several times. Check for any cable binding or bellows rubbing. Check stops for proper adjustment. Recheck forward cable adjustment so that reverse gate is clear of water flow with cable slack pulled out. Re-adjust as necessary. 13. Tighten shift cable thru-hull fitting from inside boat to prevent any leaks. a 28240 a - Shift Cable Thru Hull Fitting 90-852396 MAY 1996 IMPORTANT INFORMATION - 1D-13 Bilge Siphon Feature The Sport Jet incorporates an automatic bilge siphoning feature. The bilge siphon is working whenever the engine is running above idle speeds. Maximum performance of the bilge siphon is realized above 3,000 rpm. A hose is attached to the jet pump nozzle. The hose is routed to the engine compartment and placed in the bilge. Water exiting the nozzle creates a suction or vacuum in the hose creating the bilge siphon, drawing water out of the boat. Installing Bilge Siphon Uncoil siphon hose from clamp on exhaust manifold. Hose should remain attached to clamp on manifold. Loop siphon hose over clamp on exhaust manifold. Place siphon hose in bilge. b 28237 c d b - Siphon Break c - Manifold Clamp d - Pick Up Screen The siphon break must be located above the water line. The siphon break has a .020 in. hole which must be kept open. CAUTION Failure to locate siphon break above the water line and keep hole open could result in water entering the bilge through the siphon when the engine is not running. Installing Powerhead 1. Install gasket (a) on drive housing cover (b). a b c 28242 d a - Gasket b - Drive Housing Cover O–Ring c - Slinger d - “TOP” Facing Up 2. Check that slinger (c) is on drive shaft. Ensure “TOP” is facing up (d) on gasket. 3. Lubricate drive shaft splines with Special Lube 101 (92-13872A1). 4. Lower powerhead on drive housing cover. Align drive shaft splines with crank shaft splines, and powerhead mounting studs with adapter plate holes. 1D-14 - IMPORTANT INFORMATION 90-852396R1 NOVEMBER 1997 5. Secure powerhead to drive housing cover with eight (8) M10 x1.5 nuts (a). Torque fasteners to 35 lb. ft. (47 N·m) following the torque sequence given. Repeat torque sequence to ensure all fasteners retain their torque. TOP VIEW FORWARD AFT 3 7 5 1 2 4 8 6 28242 28237 a a a - M10 x 1.5 Nuts – 35 lb. ft. (47 N·m) 6. Connect fuel line to fuel inlet fitting, secure with U.S. Coast Guard approved hose clamp (183.532). b b - Fuel Inlet Fitting Battery Connection NOTE: Engine electrical system is negative (–) ground. 1. Connect positive (+) battery cable (usually red) to starter solenoid using protective boot (provided). 2. Connect negative (–) battery cable (usually black) to engine ground at forward starter motor bolt (c). WARNING U.S. Coast Guard regulation #33 CFR 183.445 requires that the “positive” battery cable connection at the starter solenoid terminal be protected by either a boot (“b” shown following), or protective shield. a b 28238 a - Positive Battery Cable Attaching Location b - Boot Protector for Positive Battery Cable c 28237 c - Forward Starter Bolt (Engine Ground) 3. Connect battery cables to battery. Make sure that all battery terminal connections are tight; then, spray terminals with a battery connection sealant to help retard corrosion. 90-852396 MAY 1996 IMPORTANT INFORMATION - 1D-15 4. Attach remote control harness plug to engine harness plug. Reinstall harness plug in clip. a b 28237 a - Engine Harness Plug b - Clip Throttle Cable Adjustment (Using Morse MV2.5 Control Box) 1. Insert throttle cable anchor in the top retainer hole and close retainer cover (b). 2. With throttle arm in the idle position (against stop) and remote control in forward (with no throttle advance), rotate throttle cable end until it lines up with anchor pin (a). Attach cable to pin and secure with latch. Tighten jam nut (c). a b c a - Throttle Lever Anchor Pin b - Barrel Retainer Cover c - Jam Nut Oil Injection System CAUTION Oil injected engines must be run on a 50:1 gasoline/ oil mixture in the fuel tank for the first 30 gallons of fuel. Refer to engine break-in procedures in the Operation & Maintenance Manual. 1. Mount the oil reservoir in a suitable location. Use the oil tank hold down kit provided. 28243 2. Oil hoses must be arranged so they cannot become pinched, kinked, sharply bent or stretched during operation of the engine. 3. Remove (and discard) the shipping cap from hose fitting (a). 4. Connect oil hose from remote oil tank (hose with blue stripe) to fitting (a). Secure with sta-strap. NOTE: Fitting barb (b) is a vent and does not get connected to a hose. 5. Remove (and discard) shipping cap from pulse fitting (c). 6. Connect the second oil hose from remote oil tank to pulse fitting. Secure with sta-strap. a b c 28237 a - Hose Fitting b - Vent c - Pulse Fitting 7. Fill remote oil tank with Quicksilver TCW-3 2-Cycle Oil. Tighten fill cap (a). a 28243 a -Fill Cap 8. Remove fill cap (b) from the engine oil tank (c) and fill the tank with oil. Reinstall the fill cap. b 50047 c b -Fill Cap c -Engine Mounted Oil Reservoir 9.Loosen the fill cap (b) on the engine mounted oil tank. Run the engine until all the air has been vented out of the tank and oil starts to flow out of the tank. Re-tighten fill cap. BLEEDING AIR FROM OIL INJECTION PUMP OUTLET HOSE Any air bubbles in outlet hose in most cases will be purged out of the system during operation of the engine. NOTE: If air bubbles persist, they can be purged out of the hose by removing link rod and rotating the pump arm full clockwise while operating engine at 1000 to 1500 RPM: If necessary, gently pinch the fuel line between the fuel tank and the fuel pump “Tee” fitting. This will cause the fuel pump to provide a partial vacuum which will aid in removal of the air. Reinstall link rod. c a d b a -Bleed Screw b -Outlet Hose c -Link Rod d -Pump Arm Adjusting Oil Injection Pump When throttle linkage is at idle position, alignment mark on oil injection arm should be in-line with mark on casting as shown. If necessary, adjust link rod. CAUTION Be certain that the fill caps on the engine oil tank and remote oil tank are installed tight. An air leak, at one of the caps on the remote oil tank, will prevent oil flow to the engine oil tank. A loose fill cap on the engine oil tank will cause oil leakage. Bleeding Air from Oil Injection Pump and Oil Injection Outlet Hose BLEEDING AIR FROM OIL INJECTION PUMP With engine not running, place a shop towel below the oil injection pump. Loosen bleed screw (a) three to four turns and allow oil to flow from bleed hole. Retighten bleed screw. This procedure allows the pump to fill with oil. 50060 a b c a -Link Rod b -Alignment Mark c -Casting Mark 1D-16 - IMPORTANT INFORMATION 90-852396R1 NOVEMBER 1997 Turn-Key Start Feature The Sport Jet utilizes an automatic enrichner to start a cold engine. The enrichner is controlled by the ECM (Electronic Control Module). There are no adjustments for the Turn Key Start Feature. IMPORTANT: The Turn-Key Start relies on closed throttle plates at idle. Ensure throttle plates are fully closed at idle. Timing/Synchronizing/ Adjusting Specifications Sport Jet 175XR2 Full Throttle RPM Range 5000-5500 Idle RPM 1000 - 1100 Maximum Timing: @ Cranking Speed @ 5000 RPM 22° BTDC 20° BTDC Idle Speed/Pickup Timing 0° 2° ATDC Spark Plug NGK-BU8H Firing Order 1-2-3-4-5-6 Adjustments TIMING POINTER ADJUSTMENT WARNING Engine could start when turning flywheel to check timing pointer adjustment. Remove all spark plugs from engine to prevent engine from starting. 1. Remove all spark plugs and install Dial Indicator (91-58222A1 ) into No. 1 cylinder (top cylinder, starboard bank). 2. Turn flywheel in a clockwise direction until No. 1 piston is at top dead center (TDC). Set dial indicator at “O” (zero) and tighten indicator set screw. 3. Turn flywheel counterclockwise until dial indicator needle is approximately 1/4-turn beyond .462 in., then turn flywheel clockwise so that dial indicator reads .462 in. (11.7mm ) exactly. 4. Reposition timing pointer (a) “if necessary” so that timing pointer is aligned with .462 in. mark on timing decal. Retighten pointer attaching screws (b). 28245 b a b a -Timing Pointer b -Pointer Attaching Screws 5.Remove dial indicator from cylinder. 90-852396 MAY 1996 IMPORTANT INFORMATION - 1D-17 1D-18 - IMPORTANT INFORMATION 90-852396R1 NOVEMBER 1997 CARBURETOR SYNCHRONIZATION 1. Loosen 3 carburetor synchronization screws (a) to allow shutter plates to close completely. 2. Position throttle lever so that idle stop screw is against idle stop and move roller arm until roller lightly touches throttle cam (b). Adjust idle stop screw (c) on throttle arm to align mark (d) on throttle cam with center of roller. Without moving roller from this position, retighten carburetor synchronization screws. a a a b c d 55087 a - Carburetor Synchronization Screws b - Throttle Cam c - Idle Stop Screw d - Alignment Mark 3. Verify throttle shutter plates open and close simultaneously during throttle lever operation. Readjust if necessary. 4. Move throttle lever to wide-open-throttle (W.O.T.) position and adjust full throttle stop screw (a) to allow full throttle shutter opening at W.O.T. Verify that throttle shutters do not act as a throttle stop. Allow .010 in. - .015 in. (.25 mm - .38 mm) clearance between throttle shaft arm(b) and stop (c) at W.O.T. Retighten jam nut on adjustment screw. a b c d 55086 a - Full Throttle Screw b - Throttle Shaft Arm c - Throttle Shaft Arm Stop d - .010 - .015 in. (0.25 mm - 0.38 mm) Timing Adjustments CAUTION Engine may be timed while cranking engine with starter motor. To prevent engine from starting when being cranked, remove all spark plug leads and attach to engine ground using spark gap tester. 1. Insert Spark Gap Tool (91-63998A1 ) into each spark plug boot and attach alligator clips to good engine ground. 2. Remove throttle cable barrel from barrel retainer. IMPORTANT: The remaining timing adjustments rely on a fully charged battery capable of cranking the engine a minimum of 300 rpm. Battery voltage should not drop below 9.5 volts at starter solenoid while cranking. 90-852396 MAY 1996 IMPORTANT INFORMATION - 1D-19 IMPORTANT: If trigger link rod was disassembled verify that 11/16 in. (17.5 mm) length is retained. 28246 a a - 11/16 in. (17.5 mm) MAXIMUM TIMING ADJUSTMENT 1. Connect timing light to No 1 spark plug lead (TOP STARBOARD BANK) 2. With engine in neutral, move throttle lever to place maximum spark advance screw (b) against stop. Crank engine with starter motor and adjust maximum spark advance timing mark to obtain 22 BTDC. Retighten jam nut on adjustment screw. b 28247 b - Spark Advance Screw PRIMARY PICKUP TIMING ADJUSTMENT 1. With engine in neutral, hold throttle arm so that idle stop screw (a) is against idle stop. Crank engine with starter motor and adjust throttle primary pickup screw (b) to align specified throttle primary pickup mark on timing decal with timing pointer. Retighten jam nut on adjustment screw. NOTE: Primary pickup timing also determines engine idle RPM, refer to “Idle Speed Adjustment” following. b a 55087 a - Idle Stop Screw b - Primary Pick-Up Screw NOTE: All timing adjustments made to engine under cranking speed conditions should be verified with engine running and adjustments made if necessary. This is due to advance characteristics of individual ignition systems. 2. Remove timing light from No. 1 spark plug lead. 3. Remove spark gap tools (91-63998A1) from each spark plug boot and attach spark plug leads to spark plugs. IDLE SPEED ADJUSTMENT 1. With boat in water, start engine and allow to warm up. 2. With engine in neutral, monitor engine RPM. If RPM is above or below recommended RPM (see specifications), readjust primary pickup screw to attain recommended engine speed. Retighten jam nut. Re-install throttle cable barrel. IMPORTANT: Below 3,000 RPM the TKS ECM advances idle timing 5 until the engine reaches 104F (40C). Above 3,000 RPM, the TKS ECM does not affect ignition timing regardless of engine temperature. NOTE: If idle speed is checked with engine running on flushing attachment, adjust idle speed 400-500 rpm higher than specified. Trim Plate Adjustment The Sport Jet trim plate is factory set for general applications. Should a particular boat experience porpoising problems, the trim plate can be adjusted as follows: 1. Loosen both jam nuts on trim plate (one starboard and one port). 28248 a a -Jam Nut w/Washer (Two: One On Each Side) 2.Turn both screws the exact same number of turns. Tighten both jam nuts against trim plate. The distance from top of nut to bottom of boss should be equal on both sides. WARNING Adjusting the trim plate may affect boat handling (steering). Overly sensitive steering or reduced turning ability could result from trim plate adjustments. Boat handling characteristics also vary with the load distribution in the boat. Use caution after adjusting: check for acceptable handling characteristics under all loading conditions. Failure to adequately test the boat could result in inadequate steering control resulting in property damage, personal injury or death. 1D-20 - IMPORTANT INFORMATION 90-852396R1 NOVEMBER 1997 Pre-delivery Inspection Not Check/ Applicable Adjust CHECK BEFORE RUNNING oo Cover plate & adaptor plate fasteners torqued oo Battery charged & secure oo All electrical connections tight oo All fuel connections tight oo Throttle, shift, & steering adjusted correctly and fasteners torqued o. Shift cable adjusted to keep reverse gate 3/8-1/2 in. above rudder in forward w/ slack pulled out of cable oo Carb throttle shutters open & close completely oo Pump housing & stator oil levels full (See Section 5) oo Oil injection system full and bled oo Warning system(s) operational On the water test oo Starter neutral safety switch operational oo Lanyard stop switch operational oo All gauges read properly oo No fuel or oil leaks oo No water leaks oo No exhaust leaks oo Ignition timing set to specs oo Idle:____________RPM oo Idle mixture adjusted On the water test (continued) Not Check/ Applicable Adjust oo Forward-Neutral-Reverse operational oo Steering operational throughout entire range oo Acceleration test oo WOT:___________RPM oo Boat handling Post water test o. No fuel, oil, water or exhaust leaks o. Re-torque adapter plate fasteners 90-852396 MAY 1996 IMPORTANT INFORMATION - 1D-21 ELECTRICAL 3A Fuse Fuel Primer A 2 IGNITION SYSTEM Table of Contents Page Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-1 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-1 Quicksilver Lubricant/Sealant . . . . . . . . . . . . . . 2A-1 Coil Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-3 Electrical Components . . . . . . . . . . . . . . . . . . . . 2A-4 Flywheel, Stator And Trigger Assembly . . . . . 2A-6 Theory of Operation . . . . . . . . . . . . . . . . . . . . . . 2A-7 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-7 Ignition Test Procedures . . . . . . . . . . . . . . . . . . . 2A-8 Direct Voltage Adaptor (DVA) . . . . . . . . . . . 2A-8 Troubleshooting Tips . . . . . . . . . . . . . . . . . . . 2A-8 Ignition Troubleshooting . . . . . . . . . . . . . . . . . . . 2A-8 Multimeter/DVA Tester 91-99750A1 . . . . . . 2A-8 Test Sequence . . . . . . . . . . . . . . . . . . . . . . . . 2A-9 Ignition System Test Chart . . . . . . . . . . . . . 2A-11 Page Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . 2A-11 Stator Assembly . . . . . . . . . . . . . . . . . . . 2A-11 Stator Test . . . . . . . . . . . . . . . . . . . . . . . . 2A-11 12 Ampere Stator . . . . . . . . . . . . . . . . . . 2A-11 Trigger Assembly Test . . . . . . . . . . . . . . 2A-12 Ignition Coil Test . . . . . . . . . . . . . . . . . . . 2A-12 Ignition Components Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-12 Flywheel Removal And Installation . . . 2A-12 Stator Assembly Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . 2A-13 Trigger Plate Assembly Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . 2A-14 Ignition Coil Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . 2A-15 Switch Box(es) Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . 2A-15 Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . 2A-16 90-852396 MAY 1996 Specifications Quicksilver Lubricant/Sealant Ignition System Type Capacitor Discharge Spark Plug Type NGK BU8H Spark Plug Gap Surface Gap Voltage @ Spark Plugs 40,000 Volts Special Tools Multi Meter DVA Tester 91-99750A1 Spark Gap Tester 91-63998A1 Description Part Number Loctite 271 92-809820 Loctite Primer N 92-59327-1 Liquid Neoprene 92-25711--2 Dielectric Grease 92-823506--1 90-852396 MAY 1996 ELECTRICAL - 2A-1 Notes: 2A-2 - ELECTRICAL 90-852396 MAY 1996 90-852396 MAY 1996 ELECTRICAL - 2A-3 COIL ASSEMBLY 1 3 2 4 5 10 11 12 13 13 6 7 8 9 REF TORQUE REF. NO. QTY. DESCRIPTION lb. in. lb. ft. N·m 1 2 BRACKET-Coil Mounting 2 12 NUT (#10-32)-Cover Screw 3 6 SCREW (.250-20 x .620) 4 6 COIL ASSEMBLY-Ignition 5 1 CABLE KIT-High Tension 6 6 BOOT KIT-High Tension Cable 7 6 SPARK PLUG (NGK # BU8H) 6 SPARK PLUG (NGK # BUZ8H) (RFI) 8 12 NUT (#10-32)-Ignition Coil Terminal 9 2 COVER-Ignition Coil 10 2 HARNESS ASSEMBLY (Black) 11 12 SCREW (#10-32 x 2.125)-Ignition Coil Cover 12 1 J CLIP (PORT) 13 2 J CLIP (STARBOARD) 2A-4 - ELECTRICAL 90-852396 MAY 1996 ELECTRICAL COMPONENTS 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 22 21 23 24 25 26 27 28 29 30 31 32 1 33 6 15 20 15 15 29 34 ELECTRICAL COMPONENTS REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 3 SCREW (#10-32 x .375) 2 1 HARNESS ASSEMBLY-Engine 3 1 COVER-Fuse 4 1 FUSE (20 AMP) 1 PLUG 6 2 CABLE ASSEMBLY (Black) (9.600 in.) 7 1 CABLE ASSEMBLY (Black) (6.250 in.) 8 1 CLIP 9 2 SCREW (.250-20 x 1.500) 1 REGULATOR-Voltage 11 1 SOLENOID KIT-Starter 12 2 BUSHING 13 2 SCREW (.250-20 x 1.00) 14 2 NUT (.250-20) 4 SCREW (#10-24 x .500) 16 2 NUT (.312-18) 17 2 LOCKWASHER (.312) 18 2 NUT (#10-32) 19 1 PLATE-Ignition Mount 2 SWITCH BOX ASSEMBLY 21 3 NUT (#10-32) 22 1 CLAMP 23 3 BUSHING 24 3 GROMMET 3 WASHER 26 3 SCREW (.312-18 x 1.120) 27 3 SCREW (#10-32 x 2.380) 28 3 SCREW (.250-20 x .875) 29 6 BUSHING 3 GROMMET 31 1 ECM ASSEMBLY-Turn Key Start 32 5 CABLE TIE (8.00 in.) 33 1 CLIP 34 1 CABLE ASSEMBLY 90-852396 MAY 1996 ELECTRICAL - 2A-5 FLYWHEEL, STATOR AND TRIGGER ASSEMBLY 1 2 3 45 6 7 8 9 10 11 12 13 14 REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 DECAL-Sport Jet 175XR2 2 1 PLUG 3 1 COVER KIT-Flywheel 4 2 WASHER 5 2 SCREW (.190-32 x .380) 6 1 MARKER-Timing 7 1 PLUG 8 1 NUT (.625-18) 120 163 9 1 WASHER 10 1 FLYWHEEL ASSEMBLY 11 4 SCREW (#10-32 x 1.00) 12 4 LOCKWASHER (#10) 13 1 STATOR ASSEMBLY 14 1 TRIGGER PLATE ASSEMBLY 2A-6 - ELECTRICAL 90-852396 MAY 1996 Theory of OperatioTheory of Operation Description The V-6 ignition system is alternator-driven with dis- tributor-less capacitor discharge. Major components of the system are the flywheel, stator assembly, trig- ger assembly, 2 switch boxes, 6 ignition coils and 6 spark plugs. The stator assembly is mounted below the flywheel and has 4 capacitor charging coils. The 4 capacitor charging coils are composed of 2 high speed and 2 low speed coils-1 high speed and1 low speed coil for each switch box. The low speed coils provide primary voltage for the switch boxes from idle to approximate- ly 2500 RPM. The high speed coils provide primary voltage from 2000 RPM to the maximum RPM the outboard is capable of achieving. The flywheel is fitted with permanent magnets inside the outer rim. As the flywheel rotates, the permanent magnets pass the capacitor charging coils producing AC voltage. The AC voltage is conducted to the switch boxes where it is rectified and stored in a ca- pacitor. The trigger assembly (also mounted under the fly- wheel) has 3 coils. Each coil controls the spark to 2 cylinders -1 cylinder each bank. The flywheel also has a second set of permanent magnets located around the center hub. As the flywheel rotates, the magnets pass the trigger coils producing AC voltage. The AC voltage is conducted to an electronic switch (SCR) in the switch box. The switch discharges the capacitor voltage into the ignition coil at the correct time and in firing order sequence. Capacitor voltage is conducted to primary side of ig- nition coil. As this voltage goes to ground through the primary circuit of the coil, it induces a voltage rise in the secondary side of the ignition coil. This voltage can increase to approximately 40,000 volts before bridging the spark plug gap and returning to ground. The preceding sequence occurs once per engine revolution for each cylinder. Spark timing is advanced or retarded by the move- ment of the trigger assembly attached to the throttle/ spark arm. 90-852396 MAY 1996 ELECTRICAL - 2A-7 Ignition Test Procedures WARNING When testing or servicing the V-6 ignition system, high voltage is present. Be extremely cautious. DO NOT TOUCH OR DISCONNECT any ignition parts while engine is running, while key switch is on or while battery cables are connected. Failure to comply with the following items may result in damage to the ignition system. 1. DO NOT reverse battery cable connections. The battery negative cable is (-) ground. 2. DO NOT “spark” battery terminals with battery cable connections to check polarity. 3. DO NOT disconnect battery cables while engine is running. 4. DO NOT crank engine when switch boxes are not grounded to engine. A process of elimination must be used when checking the ignition system without a voltmeter (capable of measuring 400 volts DC, or higher) and Direct Voltage Adaptor (91-89045), as the switch boxes and ignition coils cannot be thoroughly checked with conventional test equipment. All other components can be tested with an ohmmeter. Before troubleshooting the ignition system, check the following: 1. Make sure that electrical harness and ignition switch are not the source of the problem. 2. Check that plug-in connectors are fully engaged and terminals are free of corrosion. 3. Make sure that wire connections are tight and free of corrosion. 4. Check all electrical components, that are grounded directly to engine, and all ground wires to see that they are grounded to engine. 5. Check for disconnected wires and short and open circuits. Direct Voltage Adaptor (DVA) The DVA can be used with Quicksilver VOA Meter 91-99750A1, Quicksilver Volt/Ohm meter 91-93572, or an equivalent volt meter (capable of measuring 400 volts DC or higher) to check primary ignition voltage on Alternator Driven Ignition (ADI) systems. (Models are specified in Test Charts, following.) CAUTION To protect against meter and/or component damage, observe the following precautions: -- MAKE CERTAIN that Positive (+) lead/terminal of DVA is connected to Positive (+) receptacle of meter. -- 400 VDC test position (or higher) MUST BE used for all tests, except “switch box bias” test. -- DO NOT CHANGE meter selector switch position while engine is running and/or “cranked.” -- Switch boxes MUST REMAIN GROUNDED during tests. Running or cranking engine with switch boxes ungrounded may damage switch boxes. If removed for easier access, the ground wire MUST BE INSTALLED. WARNING DANGER -HIGH VOLTAGE/SHOCK HAZARD! Do Not touch ignition components and/or metal test probes while engine is running and/or “cranked.” Test procedures and specifications are provided for checking primary ignition voltage while the engine is running and/or being “cranked.” Troubleshooting Tips 1. Intermittent, weak or no spark output at two spark plugs (one plug from each bank of three cylinders) usually is caused by a bad TRIGGER. 2. Intermittent, weak or no spark output at three spark plugs (a complete bank of three cylinders) usually is caused by a bad STATOR or SWITCH BOX. 3. Intermittent, weak or no spark output at any one spark plug (single cylinder) usually is a bad COIL or SWITCH BOX. Ignition Troubleshooting Multimeter/DVA Tester 91-99750A1 WARNING DANGER -HIGH VOLTAGE/SHOCK HAZARD! Do Not touch ignition components and/or metal test probes while engine is running and/or “cranked.” 2A-8 - ELECTRICAL 90-852396 MAY 1996 90-852396 MAY 1996 ELECTRICAL - 2A-9 Test Sequence 1-A. Check primary input voltage to coils. (See Test Chart, following) 51843 1. If voltage readings to coil(s) are BELOW specification, proceed with Step 2-A. 2. If voltage readings to coil(s) are WITHIN specification, proceed with Step 1-B. 1-B. Check coils for spark. [Connect Spark Gap Tester (91-63998A1) between coil high voltage tower and spark plug.] 1. If no spark or weak spark, COIL is bad. 2. If spark is OK, proceed with Step 1-C. 1-C. If Steps 1-A and 1-B check OK, replace spark plugs. If problem still is evident after replacing spark plugs, proceed with Step 1-D. 1-D. If Steps 1-A, 1-B and 1-C check OK, check ignition timing. 1. If ignition timing DOES NOT check to specification (sudden and unexplained timing change), check trigger advance linkage for loose or broken parts and check trigger magnet ring in flywheel (affixed to flywheel hub) for tightness and/or shift in position. 2. If ignition timing is UNSTABLE (timing jumps around, at “cranking” speed and/or low RPM), proceed to Step 5-A. 3. If ignition timing checks to specification and engine still does not run or runs poorly, trouble exists with fuel system or engine mechanical. 2-A. Check switch box “stop” circuit. (See Test Chart, following.) VOLTS DC AMPS OHMS 0 2 4 6 8 10 DCV ACV DVA 0 0 5 10 20 10 30 15 40 20 0 5 15 10 60 40 30 20 100 200 54987 1. If reading is BELOW specification, proceed with Step 2-B. 2. If reading is ABOVE specification, either the trigger or switch box is bad (test trigger: if trigger checks to specification replace switch box and repeat check). 3. If reading is WITHIN specification, proceed with Step 3-A. 2-B. Check ignition switch/wiring, as follows: WARNING DANGER--HIGH VOLTAGE SHOCK/FIRE HAZARD. STAY CLEAR OF SPARK PLUG LEADS. To assure personal safety, each individual spark plug lead should be grounded to the engine. 1. To prevent engine from starting, remove spark plug leads from ALL spark plugs, then ground ALL spark plug leads to the engine. 2. Remove ignition switch h lead wire(s) from switch box(es) [lead wire(s) are connected to BLACK/ YELLOW bullet terminal]. NOTE: Be sure to disconnect ignition switch lead wire from both switch boxes. 3. With ignition switch ISOLATED (removed in preceding Step 2), repeat check in Step 2-A. a. If reading still is BELOW specification, proceed with Step 3-A. b. If reading now is WITHIN specification, either the ignition switch or wiring is bad. 3-A. Check stator low speed and high speed input to switch box. (See Test Chart, following.) NOTE: This is OUTER switch box. 1. If either the low speed or high speed reading to switch box is BELOW specification, stator or switch box is bad (test stator: if stator checks to specification replace switch box and repeat check). 2. If both the low speed and high speed readings are WITHIN specification, proceed with Step 4-A. 4-A. Check stator low speed and high speed input to INNER switch box. (See Test Chart, following.) 1. If either the low speed or high speed reading to switch box is BELOW specification stator or switch box is bad (test stator: if stator checks to specification replace switch box and repeat check) 2. If both the low speed and high speed readings are WITHIN specification, proceed with Step 5-A. 5-A. Check switch box bias. Bias circuit may checked using either a voltmeter or an ohmmeter. (To use a voltmeter, see Test Chart, following. Use VOLT METER only; DVA not required. Ohm Test: 1. Disconnect WHITE/BLACK wire from switch box at bullet connector. 2. With ohmmeter set to 1K scale, connect one ohm lead to WHT/BLK switch box terminal and one ohm lead to switch box case ground. 3. Ohmmeter should indicate 1300 - 1500 ohms. Voltage Test NOTE: Switch Box Bias Voltage is NEGATIVE (-) voltage applied to the ignition system to raise the trigger firing threshold as engine RPM is increased, thus stabilizing ignition timing and preventing random ignition firing. 4. If bias reading is BELOW specification, one or both switch boxes are bad. Replace OUTER switch box and recheck bias; if necessary, replace INNER switch box and recheck bias. 5. If bias reading is WITHIN specification, and engine still does not run or runs poorly, one or both switch boxes or trigger is bad. [Test trigger: if trigger checks to specification replace switch box(es) and repeat check.] 2A-10 - ELECTRICAL 90-852396 MAY 1996 Ignition System Test Chart IMPORTANT: BEFORE attempting the ignition system checks, below, thoroughly read the pre- ceding pages of these instructions to become fa- miliar with the proper test sequence and proce- dures (particularly any “Warnings” and “Cautions”). ALL tests are performed with lead wires connected--terminals exposed. SWITCH BOXES MUST BE GROUNDED (CASE TO EN- GINE BLOCK) FOR ALL TESTS--IF NOT, SWITCH BOXES MAY BE DAMAGED. Test Selection Sw. Position DVA Lead RED DVA Lead BLACK Scale Reading @ 400 RPM Scale Reading @ 1000 RPM Scale Reading @ 3000 RPM Coil Primary 400 VDC* Coil (+) Terminal Coil (-) Terminal 90 - 145 125 - 175 175 - 240 Sw. Box - Stop Circuit 400 VDC* Black/Yellow Sw. Box Bullet Ground 200 – 300 225 – 400 225 – 400 Stator Low Speed 400 VDC* Blue Sw. Box Bullet Ground 100 – 265 195 – 265 255 – 345 Stator High Speed 400 VDC* Red Sw. Box Bullet Ground 25 – 50 120 – 160 230 – 320 Sw. Box - Bias 20VDC or 40VDC [See Note 1] Ground [See Note 1] White/Black Sw. Box Bullet 1 – 6 3 – 15 10 – 30 (1) Using meter only, REVERSE LEAD POLARITY; Connect leads as specified. (*) If using a meter with a built-in DVA, place selector switch in the DVA/400 VDC position. Ignition System STATOR ASSEMBLY The stator assembly has a BLACK ground wire which grounds the stator to the engine. IMPORTANT: Stator must be grounded to engine. STATOR TEST 1. To test, disconnect BLUE/WHITE and RED/ WHITE stator leads from outer switch box and BLUE and RED stator leads from inner switch box. 2. Use an ohmmeter and perform the following tests: 12 AMPERE STATOR Test Leads to Resistance Ohms Scale Reading Between BLUE and RED Stator Leads 3500-4200 R x 1000 Between BLUE/ WHITE and RED/ WHITE Stator Leads 3500-4200 R x 1000 Between RED Stator Lead and BLACK Stator Lead 90-140 R x 1 Between RED/ WHITE Stator Lead and BLACK Stator Lead 90-140 R x 1 3. If meter readings are other than specified, re- place stator assembly. Refer to stator assembly removal and installation (see “Table of Con- tents”). CAUTION Switch boxes must be grounded to engine before cranking engine, or switch boxes will be dam- aged. Ignition System Test Chart IMPORTANT: BEFORE attempting the ignition system checks, below, thoroughly read the pre- ceding pages of these instructions to become fa- miliar with the proper test sequence and proce- dures (particularly any “Warnings” and “Cautions”). ALL tests are performed with lead wires connected--terminals exposed. SWITCH BOXES MUST BE GROUNDED (CASE TO EN- GINE BLOCK) FOR ALL TESTS--IF NOT, SWITCH BOXES MAY BE DAMAGED. Test Selection Sw. Position DVA Lead RED DVA Lead BLACK Scale Reading @ 400 RPM Scale Reading @ 1000 RPM Scale Reading @ 3000 RPM Coil Primary 400 VDC* Coil (+) Terminal Coil (-) Terminal 90 - 145 125 - 175 175 - 240 Sw. Box - Stop Circuit 400 VDC* Black/Yellow Sw. Box Bullet Ground 200 – 300 225 – 400 225 – 400 Stator Low Speed 400 VDC* Blue Sw. Box Bullet Ground 100 – 265 195 – 265 255 – 345 Stator High Speed 400 VDC* Red Sw. Box Bullet Ground 25 – 50 120 – 160 230 – 320 Sw. Box - Bias 20VDC or 40VDC [See Note 1] Ground [See Note 1] White/Black Sw. Box Bullet 1 – 6 3 – 15 10 – 30 (1) Using meter only, REVERSE LEAD POLARITY; Connect leads as specified. (*) If using a meter with a built-in DVA, place selector switch in the DVA/400 VDC position. Ignition System STATOR ASSEMBLY The stator assembly has a BLACK ground wire which grounds the stator to the engine. IMPORTANT: Stator must be grounded to engine. STATOR TEST 1. To test, disconnect BLUE/WHITE and RED/ WHITE stator leads from outer switch box and BLUE and RED stator leads from inner switch box. 2. Use an ohmmeter and perform the following tests: 12 AMPERE STATOR Test Leads to Resistance Ohms Scale Reading Between BLUE and RED Stator Leads 3500-4200 R x 1000 Between BLUE/ WHITE and RED/ WHITE Stator Leads 3500-4200 R x 1000 Between RED Stator Lead and BLACK Stator Lead 90-140 R x 1 Between RED/ WHITE Stator Lead and BLACK Stator Lead 90-140 R x 1 3. If meter readings are other than specified, re- place stator assembly. Refer to stator assembly removal and installation (see “Table of Con- tents”). CAUTION Switch boxes must be grounded to engine before cranking engine, or switch boxes will be dam- aged. 90-852396 MAY 1996 ELECTRICAL - 2A-11 TRIGGER ASSEMBLY TEST 1. Disconnect all trigger leads from switch boxes. 2. Use an ohmmeter and perform the following checks: Test Leads to Resistance Ohms Scale Reading Between BROWN Trigger Lead (without YELLOW Sleeve) and WHITE Trigger Lead (with YELLOW Sleeve) 1100-1400 R x 100 Between WHITE Trigger Lead (without YELLOW Sleeve) and VIOLET Trigger Lead (with YELLOW Sleeve) 1100-1400 R x 100 Between VIOLET Trigger Lead (without YELLOW Sleeve) and BROWN Trigger Lead (with YELLOW Sleeve) 1100-1400 R x 100 3. If meter readings are not as specified, replace trigger assembly. Refer to “Trigger Assembly Removal and Replacement,” following. CAUTION Switch boxes must be grounded to engine before cranking engine, or switch boxes will be damaged. IGNITION COIL TEST IMPORTANT: Ohmmeter tests can only detect certain faults in the ignition coils. Replace ignition coil, if ohm- meter readings (listed in chart, following) are not as specified. If coil tests OK, and coil is still suspected of being faulty, use Mul- ti-Meter/DVA Tester (91-99750A1) or a voltmeter and Direct Voltage Adaptor (91-89045) to thoroughly check coil. 1. Disconnect wires from the positive (+) and negative (-) coil terminals. 2. Remove the spark plug (hi-tension) lead from coil tower. 3. Use an ohmmeter and perform the following tests: NOTE: Copper wire is an excellent conductor, but it will have a noticeable difference in resistance from cold to hot temperatures. Reasonable variations from these specified readings are acceptable. Test Resistance Scale Leads to Ohms Reading Between (+) and (–) Coil Terminals .02-.04 R x 1 On BLUE Color Coils Between Coil Tower and Either (+) or (–) Coil Terminal (Mounted or Removed) 800-1100 R x 100 4. If meter readings are not as specified, replace ignition coil. Refer to ‘‘Ignition Coil Removal and Installation,” following. Ignition Components Removal and Installation FLYWHEEL REMOVAL AND INSTALLATION Flywheel Removal 1. Remove 3 wing nuts and lift flywheel cover off engine. 2. While holding flywheel with Flywheel Holder (9152344), remove flywheel nut and washer. a -Flywheel b -Flywheel Holder (91-52344) 3. Install a crankshaft protector cap on end of crankshaft, then install Flywheel Puller (91-73687A2) into flywheel. a 54983 b 2A-12 - ELECTRICAL 90-852396 MAY 1996 90-852396 MAY 1996 ELECTRICAL - 2A-13 CAUTION Crankshaft damage may result if a protector cap is not used between crankshaft and puller. 4. Remove flywheel by operating flywheel puller, as shown. CAUTION CAUTION DO NOT hammer on end of puller center bolt to remove flywheel, or damage may result to crankshaft or bearings. DO NOT use heat to aid flywheel removal, as excessive heat may seize flywheel to crankshaft. b a 54984 a - Flywheel Puller (91-73687A2) b - Crankshaft Protector Cap (Hidden) Flywheel Installation IMPORTANT: Do not apply oil to crankshaft taper or flywheel taper as flywheel will not seat properly against crankshaft when torqued. 1. Reinstall flywheel on crankshaft. Secure flywheel with flat washer and locknut. While holding flywheel with Flywheel Holder (91-52344), torque flywheel nut to 120 Ib. ft. (163 N·m). 2. Reinstall flywheel cover on engine. STATOR ASSEMBLY REMOVAL AND INSTALLATION Stator Assembly Removal 1. Remove flywheel, as outlined in “Flywheel Removal and Installation,” preceding. 2. Remove 4 screws which secure stator to the upper end cap. 54988 a b a - Stator Attaching Screws b - Stator 3. Disconnect all stator leads from their respective terminals, cut sta-strap(s) and remove stator assembly from engine. Stator Assembly Installation 1. Clean stator attaching screw threads with Loctite Primer T (92-59327--1 ) and apply Loctite 271 (92-809820). Install stator assembly in position on upper end cap and secure with attaching screws. Torque screws to 50 Ib. in. (5.5 N·m). 2. Reconnect wires to proper terminals of voltage regulator/rectifier and switch boxes. Reconnect ground lead to ground. Refer to wiring diagram, following in this section. Wires with yellow identification sleeve must be connected to outer switch box. CAUTION Switch boxes must be grounded to engine before cranking engine, or switch boxes will be damaged. 3. Route stator wiring harness as shown. Secure with sta-strap and clamp. 4. Reinstall flywheel, as outlined in “Flywheel Removal and Installation,” preceding. TRIGGER PLATE ASSEMBLY REMOVAL AND INSTALLATION Trigger Plate Assembly Removal 1. Remove flywheel, as outlined in “Flywheel Removal and Installation,” preceding. 2. Remove 4 screws which secure stator assembly to upper end cap. Lift stator off end cap and move to the side. 3. Remove locknut that secures link rod swivel into spark advance lever. Pull link rod out of lever. 4. Remove 3 screws and remove switches boxes from ignition plate. 5. Disconnect all trigger leads from their respective terminals. Cut sta-strap and remove trigger plate assembly from engine. 6. If trigger assembly is faulty, remove and retain link rod swivel from trigger. a b 51844 a -Trigger b -Link Rod Swivel Trigger Plate Assembly Installation 1. If link rod swivel was disassembled or removed, reassemble to trigger as shown. b c d e a 51840 a -Retain This [11/16 in. (17.5 mm)] Dimension b -Pivot c -Link Rod d -Hex Nut e -Ball Joint 2. Place trigger plate assembly in upper end cap. Fasten link rod swivel to spark advance lever with locknut. c 51840 b a a -Spark Advance Lever b -Locknut c -Trigger Harness 3. Route trigger wiring harness as shown. Reconnect wires to proper terminals of switch boxes. Refer to wiring diagram, following in this section. Wires with yellow identification sleeve must be connected to outer switch box. 2A-14 - ELECTRICAL 90-852396 MAY 1996 90-852396 MAY 1996 ELECTRICAL - 2A-15 4. Install switch boxes to ignition plate with 3 screws retained from disassembly. Refer to switch box(es) removal and installation (see “Table of Contents”). Make sure that both switch boxes are grounded to ignition plate thru mounting screws and spacers. CAUTION Switch boxes must be grounded to engine before cranking engine, or switch boxes will be damaged. 5. Clean stator attaching screw threads with Loctite Primer T (92-59327--1 ) and apply Loctite 222 (obtain locally). Install stator assembly in position on upper end cap and secure with attaching screws. Torque screws to 50 Ib. in. (5.5 N m). 6. Secure wires with sta-strap and. 7. Reinstall flywheel as outlined in “Flywheel Removal and Installation,” preceding. IGNITION COIL REMOVAL AND INSTALLATION Ignition Coil Removal 1. Remove the spark plug (high tension) lead from the defective coil. 2. Disconnect wires from (+) and (-) terminals on defective coil. 3. Remove 6 screws and nuts, lift coil cover along with coils from engine. Remove defective coil from cover. b a a - Cover b - Screws Ignition Coil Installation 1. Place coil in coil cover and install to engine with 6 screws and nuts. 2. Reconnect switch box wire to (+) terminal of coil and black ground wire to (-) terminal. 3. Pull the boot back and insert spark plug lead into coil. Caution must be taken to ensure a complete connection of lead into coil. Form a water tight seal between coil tower and spark plug lead using Quicksilver Insulating Compound (92-823506--1). Assemble boot over coil terminal. SWITCH BOX(ES) REMOVAL AND INSTALLATION Switch Box(es) Removal 1. Remove 3 screws and lift switch boxes from engine. a 54989 a - Screws 2. Disconnect wires from switch boxes. Switch Box(es) Installation 1. Reconnect wires to proper bullet terminals of switch boxes. Secure a ground lead to ignition plate using a screw. Refer to wiring diagram, following. Wires with yellow identification sleeve must be connected to outer switch box. Outer switch box fires cylinders No. 2, 4 and 6. 2. Install switch boxes to ignition plate with 3 screws and nuts. Make sure that both switch boxes are grounded to engine through ground leads. CAUTION Switch boxes must be grounded to engine before cranking engine, or switch boxes will be damaged. Wiring Diagram Fuel Primer 3A Fuse 2A-16 - ELECTRICAL 90-852396 MAY 1996 ELECTRICAL B 2 51806 BATTERY CHARGING SYSTEM AND STARTING SYSTEM Table of Contents Page Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-1 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-1 Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-2 Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-2 Specific Gravity Readings . . . . . . . . . . . . . . . . . 2B-2 Specific Gravity Cell Comparison Test . . . . 2B-3 Electrolyte Level . . . . . . . . . . . . . . . . . . . . . . . . . 2B-3 Charging a Discharged Battery. . . . . . . . . . . . . 2B-3 Winter Storage of Batteries . . . . . . . . . . . . . . . . 2B-4 Battery Charging System Description . . . . . . . 2B-4 Battery Charging System Troubleshooting . . . 2B-5 General Troubleshooting . . . . . . . . . . . . . . . 2B-5 Alternator System . . . . . . . . . . . . . . . . . . . . . 2B-5 Stator Test (Alternator Coils Only) . . . . . 2B-5 Troubleshooting Alternator System . . . . . . . 2B-5 Determining Cause Of Problem . . . . . . . 2B-6 Problem: Constant High Output . . . . . . . 2B-6 Problem: No Output . . . . . . . . . . . . . . . . . 2B-6 Regulation Voltage Check . . . . . . . . . . . . 2B-6 Voltage Regulator Test (Using Ohm Meter) . . . . . . . . . . . . . . . . . . 2B-7 Removal of Voltage Regulator . . . . . . . . 2B-7 Installation of Voltage Regulator/Rectifier . . . . . . . . . . . . . . . . . . 2B-7 Page Starter System . . . . . . . . . . . . . . . . . . . . . . . . 2B-8 Starter System Components . . . . . . . . . . 2B-8 Description . . . . . . . . . . . . . . . . . . . . . . . . . 2B-8 Troubleshooting The Starter Circuit . . . . 2B-8 Flywheel/Starter Assembly . . . . . . . . . . . . . . . . 2B-9 Starter Assembly . . . . . . . . . . . . . . . . . . . . . . . . 2B-10 Starter Circuit Troubleshooting Flow Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-11 Starter Removal and Installation . . . . . . . . 2B-12 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-12 Installation . . . . . . . . . . . . . . . . . . . . . . . . 2B-13 Disassembly . . . . . . . . . . . . . . . . . . . . . . 2B-13 Starter Cleaning, Inspection and Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-14 Cleaning and Inspection . . . . . . . . . . . . 2B-14 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-14 Starter Reassembly . . . . . . . . . . . . . . . . 2B-16 Starter Solenoid Test . . . . . . . . . . . . . . . 2B-18 90-852396 MAY 1996 Specifications Special Tools Multi Meter DVA Tester 91-99750A1 Starter Draw (No Load) 40 Amperes Starter Draw (Under Load) 175 Amperes Battery Rating 670 Marine Carnking Amps (MCA) or 520 Cold Cranking Amps (CCA) Alternator Output 12 Amperes @ 3000 RPM Description Part Number Hydrometer Obtain Locally Ammeter Obtain Locally 90-852396 MAY 1996 ELECTRICAL - 2B-1 Battery Precautions WARNING If battery acid comes in contact with skin or eyes, wash skin immediately with a mild soap. Flush eyes with water immediately and see a doctor. When charging batteries, an explosive gas mixture forms in each cell. Part of this gas escapes through holes in vent plugs and may form an explosive atmosphere around battery if ventilation is poor. This ex- plosive gas may remain in or around battery for several hours after it has been charged. Sparks or flames can ignite this gas and cause an internal ex- plosion which may shatter the battery. The following precautions should be observed to prevent an explosion. 1. DO NOT smoke near batteries being charged or which have been charged very recently. 2. DO NOT break live circuits at terminals of batteries because a spark usually occurs at the point where a live circuit is broken. Always be careful when connecting or disconnecting cable clamps on chargers. Poor connections are a common cause of electrical arcs which cause explosions. 3. DO NOT reverse polarity of battery terminal to cable connections. Specific Gravity Readings Use a hydrometer to measure specific gravity of electrolyte in each cell. Hydrometer measures percentage of sulfuric acid in battery electrolyte in terms of specific gravity. As a battery drops from a charged to a discharged condition, acid leaves the solution and enters the plates, causing a decrease in specific gravity of electrolyte. An indication of concentration of electrolyte is obtained with a hydrometer. When using a hydrometer, observe the following points: 1. Hydrometer must be clean (inside and out) to in- sure an accurate reading. 2. Never take hydrometer readings immediately after water has been added. Water must be thoroughly mixed with electrolyte by charging for at least 15 minutes at a rate high enough to cause vigorous gassing. 3. If hydrometer has built-in thermometer, draw liquid in several times to ensure correct temperature before taking reading. 4. Hold hydrometer vertically and draw in just enough liquid from battery cell so that float is freefloating. Hold hydrometer at eye level so that float is vertical and free of outer tube, then take reading at surface of liquid. Disregard curvature where liquid rises against float stem due to capillarity. 5. Avoid dropping electrolyte on boat or clothing, as it is extremely corrosive. Wash off immediately with baking soda solution. Specific gravity of electrolyte varies not only with percentage of acid in liquid but also with temperature. As temperature increases, electrolyte expands, so that specific gravity is reduced. As temperature drops, electrolyte contracts, so that specific gravity increases. Unless these variations in specific gravity are taken into account, specific gravity obtained by hydrometer may not give a true indication of acid in electrolyte. A fully charged battery will have a specific gravity reading of approximately 1.270 at an electrolyte temperature of 80° F (27° C). If electrolyte temperature is above or below 80° F, additions or subtractions must be made in order to obtain a hydrometer reading corrected to 80° F standard. For every 10° F (3.3° C) above 80° F, add 4 specific gravity points (.004) to hydrometer reading. Example: A hydrometer reading of 1.260 at 110° F (43° C) would be 1.272 corrected to 80° F, indicating a fully charged battery. For every 10° below 80° F, subtract 4 points (.004) from the reading. Example: A hydrometer reading of 1.272 at 0° F (-18° C) would be 1.240 corrected to 80° F, indicating a partially charged battery. 2B-2 - ELECTRICAL 90-852396 MAY 1996 SPECIFIC GRAVITY CELL COMPARISON TEST This test may be used when an instrumental tester is not available. To perform this test, measure specific gravity of each cell, regardless of state of charge, and interpret results as follows: If specific gravity readings show a difference between highest and lowest cell of .050 (50 points) or more, battery is defective and should be replaced. Electrolyte Level Check electrolyte level in battery regularly. A battery in use in hot weather should be checked more frequently because of more rapid loss of water. If electrolyte level is found to be low, then distilled water should be added to each cell until liquid level rises approx. 3/16 in. (4.8mm) over plate. DO NOT OVERFILL, because this will cause loss of electrolyte and result in poor performance, short life and excessive corrosion. CAUTION During service, only distilled water should be added to the battery, not electrolyte. Liquid level in cells should never be allowed to drop below top of plates, as portion of plates exposed to air may be permanently damaged with a resulting loss in performance. Charging a Discharged Battery The following basic rules apply to any battery charging situation: 1. Any battery may be charged at any rate (in amperes) or as long as spewing of electrolyte (from violent gassing) does not occur and for as long as electrolyte temperature does not exceed 125° F (52° C). If spewing of electrolyte occurs, or if electrolyte temperature exceeds 125° F, charging rate (in amperes) must be reduced or temporarily halted to avoid damage to the battery. 2. Battery is fully charged when, over a 2-hour period at a low charging rate (in amperes), all cells are gassing freely (not spewing liquid electrolyte), and no change in specific gravity occurs. Full charge specific gravity is 1.260-1.275, corrected for electrolyte temperature with electrolyte level at 3/16 in. (4.8mm) over plate, unless electrolyte loss has occurred (from age or over-filling) in which case specific gravity reading will be lower. For most satisfactory charging, lower charging rates in amperes are recommended. 3. If, after prolonged charging, specific gravity of at least 1.230 on all cells cannot be reached, battery is not in optimum condition and will not provide optimum performance; however, it may continue to provide additional service, if it has performed satisfactorily in the past. 4. To check battery voltage while cranking engine with electric starting motor, place RED (+) lead of tester on POSITIVE (+) battery terminal and BLACK (-) lead of tester on NEGATIVE (-) battery terminal. If the voltage drops below 9-1/2 volts while cranking, the battery is weak and should be recharged or replaced. 90-852396 MAY 1996 ELECTRICAL - 2B-3 Winter Storage of Batteries Battery companies are not responsible for battery damage either in winter storage or in dealer stock if the following instructions are not observed: 1. Remove battery from its installation as soon as possible and remove all grease, sulfate and dirt from top surface by running water over top of battery. Be sure, however, that vent caps are tight beforehand, and blow off all excess water thoroughly with compressed air. Check water level, making sure that plates are covered. 2. When adding distilled water to battery, be extremely careful not to fill more than 3/16 in. (4.8 mm) above perforated baffles inside battery. Battery solution or electrolyte expands from heat caused by charging. Overfilling battery will cause electrolyte to overflow (if filled beyond 3/16 in. above baffles). 3. Grease terminal bolts well with 2-4-C Marine Lubricant and store battery in a COOL-DRY place. Remove battery from storage every 30-45 days, check water level and put on charge for 5 or 6 hours at 6 amperes. DO NOT FAST CHARGE. 4. If specific gravity drops below 1.240, check battery for reason and recharge. When gravity reaches 1.260, discontinue charging. To check specific gravity, use a hydrometer, which can be purchased locally. 5. Repeat preceding charging procedure every 30-45 days, as long as battery is in storage, for best possible maintenance during inactive periods to ensure a good serviceable battery in spring. When ready to place battery back in service, remove excess grease from terminals (a small amount is desirable on terminals at all times), recharge again as necessary and reinstall battery. WARNING Hydrogen and oxygen gases are produced during normal battery operation or charging. Sparks or flame can cause this mixture to ignite and explode, if they are brought near the vent openings. Sulfuric acid in battery can cause serious burns, if spilled on skin or in eyes. Flush or wash away immediately with clear water. Battery Charging System Description The battery charging system components are the flywheel permanent magnets, stator, voltage regulator/ rectifier and battery. The rotating permanent magnets induce an alternating current (AC) in the stator coils. The AC current is rectified to direct current (DC) by the voltage regulator/rectifier. The DC output from the voltage regulator/rectifier is used to charge the battery. The voltage regulator/rectifier also senses the battery voltage as a measure of the battery’s state of charge and thereby regulates the DC current flow to the battery. In this manner, the battery charge is maintained and the battery is protected from an overcharge condition. a b c d e 51806 a -Stator b -Starter Solenoid c -To Tachometer d -Voltage Regulator/Rectifier e -12 Volt Battery 2B-4 - ELECTRICAL 90-852396 MAY 1996 Battery Charging System Troubleshooting General Troubleshooting A fault in the battery charging system will usually cause the battery to become UNDERCHARGED. A defective VOLTAGE REGULATOR may also allow the system to OVERCHARGE the battery. If a problem exists in the charging system, visually check the following: 1. Check for correct battery polarity [RED cable to (+) POSITIVE battery terminal]. 2. Check for loose or corroded battery terminals. 3. Check condition of the battery. 4. Visually inspect all wiring between stator and battery for cuts, chafing and disconnected, loose or corroded connections. 5. Excessive electrical load (from too many accessories) will cause battery to run down, even if the system is operating correctly. If the system is still OVERCHARGING the battery, the VOLTAGE REGULATOR is most likely defective and should be replaced. If the battery is UNDERCHARGED, proceed with REGULATOR, STATOR, and RECTIFIER tests, following. Alternator System STATOR TEST (ALTERNATOR COILS ONLY) NOTE: Stator can be tested without removing from engine. 1. Disconnect 2 YELLOW stator leads from bullet connectors to voltage regulator/rectifier. 2. Use an ohmmeter and perform the following test: Test Leads To-Resistance (Ohms) Scale Reading Connect test leads between 2 YELLOW .25-.45* R x 1 stator leads RED test lead to 1 YELLOW stator lead, and BLACK test lead to engine ground if stator is mounted or to steel frame of stator (if off engine) No Continuity R x 1000 * Resistance of these windings generally is less than one ohm. A reading, that resembles a short, is acceptable. Copper wire is an excellent conductor but will have noticeable differences from cold to hot. Reasonable variation from specified reading is acceptable. 3. If meter readings are other than specified, replace stator assembly Refer to stator assembly replacement in Section 2A. TROUBLESHOOTING ALTERNATOR SYSTEM WARNING Before connecting or disconnecting any electrical connection, battery cables MUST BE REMOVED from battery to prevent possible personal injury or damage to equipment. IMPORTANT: The charging system may be connected to one or more batteries during these tests. However, these batteries MUST BE fully charged. These batteries MUST NOT BE connected to any other charging source. 90-852396 MAY 1996 ELECTRICAL - 2B-5 IMPORTANT: Check that all connections are tight prior to starting tests. Ensure that the battery posts and terminals are clean and making good contact. Verify with test equipment that wiring harnesses are not at fault. DETERMINING CAUSE OF PROBLEM 1. Connect outboard battery leads to battery(s) that are known to be in good condition and are fully charged. 2. Check voltage at battery(s) with an analog volt meter. Digital voltmeters are not recommended as they may be inaccurate due to interference from ignition system. 3. Start engine and run at 1000 RPM. Voltage at battery should rise to and stabilize at approximately 14.5 volts if system is operating properly. If voltage does not increase from previously checked battery voltage values, refer to “NO OUTPUT,” following, for troubleshooting procedures. If voltage exceeds 16 volts and DOES NOT return down to and stabilize at 14.5 volts, refer to “CONSTANT HIGH OUTPUT,” following for troubleshooting procedures. PROBLEM: CONSTANT HIGH OUTPUT 1. Remove flywheel and visually inspect stator. Discoloration of one or more poles, or burned windings will require replacement of stator. 2. If no visual defects of stator are found, reinstall flywheel. Temporarily install ammeter (of sufficient size to carry 50 amperes) in series with the RED output lead (MALE bullet lead) of the regulator and the starter solenoid. 3. Remove 1 YELLOW stator lead from bullet connector. Run engine at 1000-2000 RPM. Any output current indicates stator is shorted to ground. Replace stator. 4. If there is no output with YELLOW lead disconnected, the regulator is defective. PROBLEM: NO OUTPUT IMPORTANT: Regulator MUST have a good ground. Verify a clean contact surface exists between regulator case, powerhead and attaching hardware. 1. Check voltage on either RED wire to regulator (bullet connectors). These leads must indicate battery voltage when the key is in the RUN position. If battery voltage is NOT present, the key switch or wiring between the key switch and the test point is defective. Refer to Wiring Diagram, Section 2A. 2. Connect an AC voltmeter to YELLOW lead bullet connector on the regulator. If the AC voltage at idle or above is greater than 16 VAC, the regulator is defective. NOTE: The tachometer signal is provided by the regulator. It is possible to still have an accurate tachometer signal with a defective regulator. REGULATION VOLTAGE CHECK NOTE: Battery must be fully charged before testing regulation voltage. A low battery will not allow an accurate reading of regulation voltage. 1. Turn on all electrical accessories and crank engine for 20 seconds with the ignition lanyard switch turned off. This will discharge battery slightly. 2. Start engine and observe battery voltage. Voltage should slowly rise to approximately 14 to 15 volts. If voltage does not rise, repeat previous tests for stator and regulator. NOTE: If a digital voltmeter is used for this reading, measure voltage at the battery and keep meter as far away from engine as possible. This will reduce the possibility of erroneous readings from ignition noise. 2B-6 - ELECTRICAL 90-852396 MAY 1996 90-852396 MAY 1996 ELECTRICAL - 2B-7 VOLTAGE REGULATOR TEST (USING OHM METER) IMPORTANT: Make sure meter is “zeroed” by shorting meter leads together after changing selector knob to appropriate setting. The meter reading must read “0” Ohms. IMPORTANT: The following regulator tests should be performed as soon as possible after suspected regulator failure. A “cold” regulator may test “GOOD” when in fact it is defective when “warm”. Disconnect all voltage regulator wires. Using Ohm meter, perform each Ohms test listed below: Test Leads To- Resistance (Ohms) Scale Diode Check: Connect NEGATIVE (–) ohm lead to either YELLOW lead. Connect POSITIVE (+) test lead to thick RED lead. 100-400 R x 10 Diode Check: Connect NEGATIVE (–) ohm lead to thick RED lead. Connect POSITIVE (+) ohm lead to either YELLOW lead. 40K to 8 R x 1K SCR Checks: Connect NEGATIVE (–) ohm lead to either YELLOW lead. Connect POSITIVE (+) ohm lead to case ground. 10K to 8 R x 1K Tachometer Circuit Check: Connect NEGATIVE (–) ohm lead to case ground. Connect POSITIVE (+) ohm lead to GRAY lead. 10K to 30K R x 1K REMOVAL OF VOLTAGE REGULATOR 1. Disconnect all voltage regulator wires. Remove two screws securing voltage regulator to ignition plate. a a - Voltage Regulator/Rectifier 2. Remove voltage regulator/rectifier from powerhead. INSTALLATION OF VOLTAGE REGULATOR/RECTIFIER 1. Position regulator over ignition plate. Secure with two screws. 2. Connect YELLOW, RED and GRAY (as required) leads to their respective bullet connectors. Starter System STARTER SYSTEM COMPONENTS 1. Battery 2. Starter Solenoid 3. Neutral Start Switch 4. Starter Motor 5. Ignition Switch DESCRIPTION The function of the starting system is to crank the engine. The battery supplies electricity to activate the starter motor. When the ignition switch is turned to the “START” position, the starter solenoid is energized and completes the starter circuit between the battery and starter. The neutral start switch opens the starter circuit when the shift control lever is not in neutral thus preventing accidental starting when the engine is in gear. a -Starter Solenoid b -Starter c -Neutral Start Switch d -Ignition Switch e -20 Ampere Fuse f -Starter Solenoid g -Battery a c d e f g 126 3 5 4 6 1 2 3 CAUTION The starter motor may be damaged if operated continuously. DO NOT operate continuously for more than 30 seconds. Allow a 2 minute cooling period between starting attempts. TROUBLESHOOTING THE STARTER CIRCUIT Before beginning the troubleshooting flow chart, verify the following conditions: 1. Confirm that battery is fully charged. 2. Check that control lever is in “NEUTRAL” position. 3. Check terminals for corrosion and loose connections. 4. Check cables and wiring for frayed and worn insulation. 5. Check 20 amp fuse. Location of “Test Points” (called out in flow chart) are numbered below. b 2B-8 - ELECTRICAL 90-852396 MAY 1996 FLYWHEEL/STARTER ASSEMBLY 1 2 3 45 6 7 8 9 10 11 12 13 14 15 17 18 1920 21 22 23 24 25 15 16 REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 DECAL-Sport Jet 175XR2 2 1 PLUG 3 1 COVER KIT-Flywheel 4 2 WASHER 5 2 SCREW (.190-32 x .380) 6 1 MARKER-Timing 7 1 PLUG 8 1 NUT (.625-18) 120 163 9 1 WASHER 10 1 FLYWHEEL ASSEMBLY 11 4 SCREW (#10-32 x 1.00) 12 4 LOCKWASHER (#10) 13 1 STATOR ASSEMBLY 14 1 TRIGGER PLATE ASSEMBLY 15 2 COLLAR-Starter Cap 16 1 DECAL-Start In Gear 17 1 DECAL-High Voltage 18 1 WIRE ASSEMBLY (12.500 in.) (BLACK) 19 1 NUT (.250-20) 20 1 LOCKWASHER (.250) 21 1 STARTER ASSEMBLY 22 1 BOOT (Red)-Starter Lead 23 1 SCREW W/ LOCKWASHER (.250-20 x .625) 24 1 WIRE ASSEMBLY (6.00 in.) (BLACK) 25 2 STOP (Rubber) 90-852396 MAY 1996 ELECTRICAL - 2B-9 STARTER ASSEMBLY 1 2 3 4 5 6 7 8 9 1011 12 13 14 9 9 8 REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 STARTER ASSEMBLY 2 1 DRIVE KIT-Pinion 3 1 PINION ASSEMBLY-Drive 4 1 CAP ASSEMBLY-Drive End 5 2 THRU BOLT 6 2 O RING-Thru Bolt 7 1 ARMATURE 8 2 O RING-Starter Frame 9 1 BRUSH/SPRING KIT 10 2 SCREW-Brush Holder 11 1 HOLDER-Brush 12 1 CAP-Comm End 13 1 WASHER-Insulator-Brush Post 14 1 NUT-Brush Post 2B-10 - ELECTRICAL 90-852396 MAY 1996 Starter Circuit Troubleshooting Flow Chart Starter Motor Does Not Turn SAFETY WARNING: Disconnect YELLOW (starter motor) cable from starter solenoid test point 1 BEFORE making tests 1-thru-7 to prevent unexpected engine cranking. TEST 1 Use an ohmmeter (Rx1 scale) and connect meter leads between NEGATIVE (-) battery post and common pow- erhead ground. No Continuity Indicated -There is an open circuit in the BLACK NEGATIVE (-) battery cable between the NEGATIVE (-) battery post and the powerhead. •Check cable for loose or corroded connections. •Check cable for open. Continuity Indicated Proceed to TEST 2 Test 2 a. Disconnect BLACK ground wire(s) from Test Point 2. b. Connect voltmeter between common engine ground and Test Point 2. c. Turn ignition key to “Start” position. No voltage reading: proceed to TEST 3. TEST 3 a. Reconnect BLACK ground wire. b. Connect voltmeter between common engine ground and Test Point 3. c. Turn ignition key to “Start” position. 12 Volt Reading* Check BLACK ground wire for poor connection or open circuit. Reconnect ground wire to starter solenoid. Proceed to TEST 7. No voltage reading: Proceed to TEST 4 12 Volt Reading Defective starter solenoid TEST 4 a. Connect voltmeter between common engine ground and Test Point 4. b. Turn ignition key to “Start” position. No voltage reading: Proceed to TEST 5 12 Volt Reading* Neutral start switch is open or YELLOW/RED wire is open between Test Points 4 and 3. TEST 5 Connect voltmeter between common engine ground and Test Point 5 No voltage reading: Proceed to Test 6. 12 Volt Reading* Defective ignition switch. TEST 6 Check for voltage between common engine ground and Test Point 6. No voltage reading: Check RED wire between battery (+) POSITIVE terminal and Test Point 6. 12 Volt Reading* Check fuse in RED wire between Test Points 5 and 6. Check for open RED wire between Test Points 5 and 6. *Battery Voltage 90-852396 MAY 1996 ELECTRICAL - 2B-11 TEST 7 a. Connect voltmeter between common engine and Test Point 1. b. Turn ignition key to “Start” position. No voltage reading: Defective starter solenoid 12 Volt Reading* Should hear solenoid click: proceed to TEST 8 TEST 8 a. Reconnect BLACK cable (with YELLOW sleeve) to starter solenoid Test Point 1. b. Connect voltmeter between common engine ground and Test Point 7. c. Turn ignition key to “Start” position. No voltage reading: Check BLACK cable (with YELLOW sleeve) for poor connection or open circuit. 12 Volt Reading* If starter motor does not turn, check starter motor. *Battery Voltage 2B-12 - ELECTRICAL 90-852396 MAY 1996 Starter Removal and Installation REMOVAL CAUTION Disconnect battery leads from battery before removing starter. 1. Disconnect BLACK ground cable from starter. 2. Disconnect BLACK (with YELLOW sleeve) cable from starter. 3. Remove 4 bolts and upper and lower starter clamps. Lift starter from engine. a b a - BLACK (with YELLOW sleeve) POSITIVE (+) 12- b - BLACK Ground Cable INSTALLATION 1. Slide rubber collars on starter. 2. If the removed starter was equipped with a spacer replace spacer on upper collar. a 11645 a -Rubber Collar b -Spacer (If Equipped) 3. Install starter to engine with starter clamps. Make sure that black ground cable is fastened, along with lower mounting bolts. Torque bolts to 210 lb. in. (23.5 N·m). 4. Reconnect yellow cable to positive (+) terminal on starter. 5. Reconnect black ground cable to terminal on starter. DISASSEMBLY 1. Remove starter as outlined in “Starter Removal and Installation”. 2. Remove 2 through bolts from starter. a 11646 a -Through Bolts b -Commutator End Cap 3. Tap commutator end cap to loosen and remove from frame. Do not lose brush springs. 4. Brush replacement is recommended if brushes are pitted, chipped or worn to less than 0.25 in. (6.4 mm). If necessary, remove brushes as follows: 90-852396 MAY 1996 a b b a. Remove hex nut and washers from POSITIVE (+) terminal and remove POSITIVE brushes and terminal as an assembly. b. Remove 2 bolts securing NEGATIVE (-) brushes and brush holder to end cap. b e e a c d b a -Brush Holder b -POSITIVE Brushes c -NEGATIVE Brushes d -POSITIVE Terminal e -Bolts (Fasten NEGATIVE Brushes and Holder) 5. Remove armature (with drive end cap) from starter frame. 6. Remove locknut and remove drive assembly from armature shaft. a a -Hold Armature Shaft with Wrench on Hex Portion of Drive Assembly ELECTRICAL - 2B-13 Then remove parts from shaft. e f g a b c d 11658 a -Locknut b -Spacer c -Spring d -Drive Assembly e -Drive End Cap f -Armature Shaft g -Washer Starter Cleaning, Inspection and Testing CLEANING AND INSPECTION 1. Clean all starter motor parts. 2. Check pinion teeth for chips, cracks or excessive wear. 3. Replace the drive clutch spring and/or collar if tension is not adequate or if wear is excessive. 4. Inspect brush holder for damage or for failure to hold brushes against commutator. 5. Replace brushes that are pitted or worn to less than 1/4 in. (6.4mm) in length. 6. Inspect the armature conductor (commutator bar junction) for a tight connection. A loose connection (excessive heat from prolonged cranking melts solder joints) results in a burned commutator bar. 7. Resurface and undercut a rough commutator as follows: CAUTION Do not turn down the commutator excessively. a. Resurface the commutator and undercut the insulation between the commutator bars 1/32 in. (0.8mm) to the full width of the insulation and so that the undercut is flat. b. Clean the commutator slots after undercutting. c. Sand the commutator lightly with No. 00 sandpaper to remove burrs, then clean the commutator. d. Recheck the armature on a growler for shorts as specified in the following procedure (“Testing”). 8. Open-circuited armatures often can be repaired. The most likely place for an open circuit is at the commutator bars, as a result of long cranking periods. Long cranking periods overheat the starter motor so that solder in the connections melts and is thrown out. The resulting poor connections then cause arcing and burning of the commutator bars. 9. Repair bars, that are not excessively burned, by resoldering the leads in bars (using rosin flux solder) and turning down the commutator in a lathe to remove burned material, then undercut the mica. 10. Clean out the copper or brush dust from slots between the commutator bars. 11. Check the armature for ground. See the following procedure (“Testing”). TESTING Armature Test for Shorts Check armature for short circuits by placing on growler and holding hack saw blade over armature core while armature is rotated. If saw blade vibrates, armature is shorted. Recheck after cleaning between commutator bars. If saw blade still vibrates, replace armature. 2B-14 - ELECTRICAL 90-852396 MAY 1996 Armature Test for Ground 1. Set ohmmeter to (R x 1 scale). Place one lead of ohmmeter on armature core or shaft and other lead on commutator. 2. If meter indicates continuity, armature is grounded and must be replaced. 11675 Checking Positive Brushes and Terminal Set ohmmeter to (R x 1 scale). Connect meter leads between POSITIVE brushes. Meter must indicate full continuity or zero resistance. If resistance is indicated, inspect lead to brush and lead to POSITIVE terminal solder connection. If connection cannot be repaired, brushes must be replaced. a 11673 Testing Negative Brushes for Ground Set ohmmeter to (R x1 scale). Place one lead of the ohmmeter on the NEGATIVE brush and the other lead on the end cap (bare metal). If the meter indicates NO continuity, replace the NEGATIVE brush. Repeat this procedure on the other NEGATIVE brush. a b 11674 a -NEGATIVE (-) Brushes b -End Cap a -POSITIVE (+) Brushes 90-852396 MAY 1996 ELECTRICAL - 2B-15 STARTER REASSEMBLY 1. If brushes were removed, replace as follows: a. Install POSITIVE brushes (along with POSITIVE terminal) into commutator end cap. a 11660 c b i h d d e f g a -End Cap b -POSITIVE Brushes c -POSITIVE Terminal d -Insulating Bushing e -Washer f -Split Washer g -Hex Nut h -Long Brush Lead i -Push Lead into Slot b. Install NEGATIVE brushes (along with brush holder). 11656 a c b d ab d a -POSITIVE (+)Brushes b -NEGATIVE (-) Brushes c -Brush Holder d -Bolts (Fasten NEGATIVE Brushes and Holder) 2. If removed, reinstall parts on armature shaft. Use a new locknut and tighten securely on end of shaft. 11658 e f g a b c d a -Locknut b -Spacer c -Spring d -Drive Assembly e -Drive End Cap f -Armature Shaft g -Washer 3. Lubricate helix threads on armature shaft with a drop of SAE 10W oil. 4. Lubricate bushing in drive end plate with a drop of SAE 10W oil. 2B-16 - ELECTRICAL 90-852396 MAY 1996 5. Position armature into starter frame. 6. To prevent damage to brushes and springs when installing commutator end cap, it is recommended that a brush retaining tool be made as shown: 18-Gauge Sheet Metal METRIC SCALE 3” = 76.2mm 2” = 50.8mm 1-3/4” = 44.5mm 1-11/16” = 42.9mm 3/4” = 19.1mm 1/2” = 12.7mm 7. Lubricate bushing (located in commutator end cap) with one drop of SAE 10W oil. DO NOT over lubricate. 8. Place springs and brushes into brush holder and hold in place with brush retainer tool a -Brush Retainer Tool b -Bushing (DO NOT over lubricate) 9. Install armature into starter frame and align match marks (a). Install commutator end cap onto starter frame and align match marks (b). Remove brush retainer tool. Install through bolts (c) and torque to 70 lb. in. (8.0 N·m) c c a a -Alignment Marks b -Alignment Marks c -Bolts [Torque to 70 lb. in. (8.0 N·m)] 11661 b a b 90-852396 MAY 1996 ELECTRICAL - 2B-17 STARTER SOLENOID TEST 1. Disconnect all wires from solenoid. 2. Use an ohmmeter (R x1 scale) and connect meter leads between solenoid terminals 1 and 2. 3. Connect a 12-volt power supply between solenoid terminals 3 and 4. Solenoid should click and meter should read 0 ohms (full continuity). 4. If meter does not read 0 ohms (full continuity), replace solenoid. 51809 b a b a 31 4 2 a -12-VOLT Supply b -VOA Leads 2B-18 - ELECTRICAL 90-852396 MAY 1996 ELECTRICAL C 2 28245 TIMING, SYNCHRONIZING & ADJUSTING Table of Contents Page Timing/Synchronizing/ Adjusting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-1 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . 2C-1 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-1 Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-2 Timing Pointer Adjustment . . . . . . . . . . . . . 2C-2 Carburetor Synchronization . . . . . . . . . . . . 2C-2 Carburetor/Oil Pump Synchronization . . . . . . . . . . . . . . . . . . . . . . 2C-3 Timing Adjustments . . . . . . . . . . . . . . . . . . . . 2C-4 Maximum Timing Adjustment . . . . . . . . . . 2C-4 Primary Pickup Timing Adjustment . . . . . . 2C-5 Idle Speed Adjustment . . . . . . . . . . . . . . . . 2C-5 90-852396 MAY 1996 Timing Light 91-99379 Timing/Synchronizing/ Adjusting Specifications Sport Jet 175XR2 Full Throttle RPM Range 5000-5500 Idle RPM 1000 - 1100 Maximum Timing: @ Cranking Speed @ 5000 RPM 22° BTDC 20° BTDC Idle Speed/Pickup Timing 0° 2° ATDC Spark Plug NGK-BU8H Firing Order 1-2-3-4-5-6 Special Tools Remote Starter Switch 91-52024A1 Dial Indicator 91-58222A1 90-852396 MAY 1996 ELECTRICAL - 2C-1 2C-2 - ELECTRICAL 90-852396 MAY 1996 Adjustments TIMING POINTER ADJUSTMENT ! WARNING Engine could start when turning flywheel to check timing pointer adjustment. Remove all spark plugs from engine to prevent engine from starting. 1. Remove all spark plugs and install Dial Indicator (91-58222A1 ) into No. 1 cylinder (top cylinder, starboard bank). 28244 2. Turn flywheel in a clockwise direction until No. 1 piston is at top dead center (TDC). Set dial indicator at “O” (zero) and tighten indicator set screw. 3. Turn flywheel counterclockwise until dial indicator needle is approximately 1/4-turn beyond .462 in., then turn flywheel clockwise so that dial indicator reads .462 in. (11.7mm ) exactly. 4. Reposition timing pointer (a) “if necessary” so that timing pointer is aligned with .462 in. mark on timing decal. Retighten pointer attaching screws (b). 28245 b a b a - Timing Pointer b - Pointer Attaching Screws 5. Remove dial indicator from cylinder. CARBURETOR SYNCHRONIZATION 1. Loosen 3 carburetor synchronization screws (a) to allow shutter plates to close completely. 2. Position throttle lever so that idle stop screw is against idle stop and move roller arm until roller lightly touches throttle cam (b). Adjust idle stop screw (c) on throttle arm to align mark (d) on throttle cam with center of roller. Without moving roller from this position, retighten carburetor synchronization screws. a a a b c d 55087 a - Carburetor Synchronization Screws b - Throttle Cam c - Idle Stop Screw d - Alignment Mark 3. Verify throttle shutter plates open and close simultaneously during throttle lever operation. Readjust if necessary. 90-852396 MAY 1996 ELECTRICAL - 2C-3 4. Move throttle lever to wide-open-throttle (W.O.T.) position and adjust full throttle stop screw (a) to allow full throttle shutter opening at W.O.T. Verify that throttle shutters do not act as a throttle stop. Allow .010 in. - .015 in. (.25mm - .38mm) clearance between throttle shaft arm(b) and stop (c) at W.O.T. Retighten jam nut on adjustment screw. a b c d 55086 a - Full Throttle Screw b - Throttle Shaft Arm c - Throttle Shaft Arm Stop d - .010 - .015 in. (0.25 mm - 0.38 mm) CARBURETOR/OIL PUMP SYNCHRONIZATION 1. When carburetor linkage is at idle position, alignment mark (a) on oil injection arm should be in-line with mark on casting (b) as shown. If necessary, adjust link rod (c). a b c a - Alignment Mark b - Casting Alignment Mark c - Link Rod Timing Adjustments ! CAUTION Engine may be timed while cranking engine with starter motor. To prevent engine from starting when being cranked, all spark plugs must be removed. 1. Insert Spark Gap Tool (91-63998A1 ) into each spark plug boot and attach alligator clips to good engine ground 2. Disconnect remote fuel line from engine. 3. Connect remote control electrical harness to engine wiring harness. 4. Remove throttle cable barrel from barrel retainer. IMPORTANT: If trigger link rod was disassembled verify that 11/16 in. (17.5mm) length is retained. a 28246 a-11/16 in. (17.5 mm) MAXIMUM TIMING ADJUSTMENT 1. Connect timing light to No 1 spark plug lead (TOP STARBOARD BANK) 2. With engine in neutral, move throttle lever to place maximum spark advance screw (b) against stop. Crank engine with starter motor and adjust maximum spark advance timing mark to obtain 22 BTDC. Retighten jam nut on adjustment screw. b b -Spark Advance Screw 2C-4 - ELECTRICAL 90-852396 MAY 1996 90-852396 MAY 1996 ELECTRICAL - 2C-5 PRIMARY PICKUP TIMING ADJUSTMENT 1. With engine in neutral, hold throttle arm so that idle stop screw (a) is against idle stop. Crank engine with starter motor and adjust throttle primary pickup screw (b) to align specified throttle primary pickup mark on timing decal with timing pointer. Retighten jam nut on adjustment screw. NOTE: Primary pickup timing also determines engine RPM, refer to “Idle Speed Adjustment” following. b a 55087 a - Idle Stop Screw b - Primary Pick-Up Screw NOTE: All timing adjustments made to engine under cranking speed conditions should be verified with engine running and adjustments made if necessary. This is due to advance characteristics of individual ignition systems. 2. Remove timing light from No. 1 spark plug lead. 3. Remove spark gap tools (91-63998A1) from each spark plug boot. 4. Install all spark plugs into cylinder heads. Torque spark plugs to 20 Ib. ft. (27 N·m) and attach spark plug leads to spark plugs. IDLE SPEED ADJUSTMENT 1. With engine in water, connect fuel line to engine. Start engine and allow to warm up. 2. Place engine in forward and monitor engine RPM. If RPM is above or below recommended RPM (see specifications), readjust primary pickup (b) screw to attain recommended engine speed. Retighten jam nut. Re-install throttle cable. IMPORTANT: Below 3,000 RPM the TKS ECM advances idle timing 5 until the engine reaches 104F (40C). Above 3,000 RPM, the TKS ECM does not affect ignition timing regardless of engine temperature. 3. With end of throttle cable connected to throttle lever, hold throttle lever against idle stop. Adjust throttle cable barrel to slip into barrel retainer on cable anchor bracket with a very light preload of throttle lever against idle stop. Lock barrel in place. 4. Check preload on throttle cable by placing a thin piece of paper between idle stop screw and idle stop. Preload is correct when paper can be removed without tearing but has some drag on it. Readjust cable barrel, if necessary. IMPORTANT: Excessive preload on throttle cable will cause difficulty when shifting from forward to neutral. (Readjust throttle cable barrel, if necessary.) NOTE: Carburetors are equipped with idle mixture adjustment screws. See carburetor specifications for mixture screw adjustment. NOTE: If sufficient throttle cable barrel adjustment is not available, check for correct installation of link rod between the throttle lever and throttle cam. Each end of this link rod must be threaded into its plastic barrel until it bottoms against the throttle lever or throttle cam casting, then turned out only far enough to obtain correct orientation of link rod (less than one turn). All timing adjustments must be reset after this procedure. FUEL SYSTEM A 3 52362 FUEL PUMP & FUEL PRIMER Table of Contents Page Fuel Pump Assembly . . . . . . . . . . . . . . . . . . . . . 3A-2 Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-4 General Information. . . . . . . . . . . . . . . . . . . . 3A-4 Fuel Pump Description/Operation . . . . . . . . . . 3A-4 Fuel Pump Specifications . . . . . . . . . . . . . . . . . 3A-4 Checking for Restricted Fuel Flow Caused by Anti-Siphon Valves . . . . . . . . . . 3A-4 Testing Fuel Pump . . . . . . . . . . . . . . . . . . . . . 3A-5 Fuel Pump Removal/Disassembly . . . . . . . 3A-6 Cleaning/Inspection . . . . . . . . . . . . . . . . . . . . 3A-6 Reassembly/lnstallation . . . . . . . . . . . . . . . . 3A-6 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-7 Fuel Primer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-8 90-852396 MAY 1996 Notes: 90-852396 MAY 1996 FUEL SYSTEM - 3A-1 3A-2 - FUEL SYSTEM 90-852396 MAY 1996 FUEL PUMP ASSEMBLY 1 2 4 3 5 3 5 4 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 18 24 24 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 28 FUEL PUMP ASSEMBLY REFREF. .. NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 PUMP ASSEMBLY-Fuel 2 1 DIAPHRAGM KIT 3 2 CHECK VALVE-Rubber 4 2 CHECK VALVE 2 RETAINER 6 1 GASKET-Boost 7 1 CAP-Spring End 8 1 SPRING 9 2 DIAPHRAGM 1 GASKET-Pulse 11 1 SPRING 12 1 CAP-Spring End 13 1 GASKET-Base 14 1 BASE-Fuel Pump 1 PLATE-Fuel Pump 16 1 ELBOW 17 2 SCREW (M5 x 40)-Fuel pump 36 4 18 2 CABLE TIE (8.00 in.) 19 1 FITTING (45) 1 FITTING 21 1 ELBOW 22 2 SCREW (M6 x 50)-Fuel Pump To Crankcase 70 8 23 1 TUBING (28.00 in. Bulk) (Cut 6.00 in.) 24 3 CLAMP 1 HOSE (11.00 in.) 26 2 NUT (#10-32) 35 3.9 27 1 PLATE-Pump Mount 28 6 BUSHING 29 3 GROMMET 3 WASHER 31 3 SCREW (#10-32 x 1.12) 35 3.9 32 1 ELBOW 33 1 PUMP ASSEMBLY-Electric 34 2 WASHER 2 SCREW (#10-32 x .625) 35 3.9 36 1 FILTER-Fuel 37 1 HARNESS ASSEMBLY-Fuel Pump 38 1 FUSE (3 AMP) (Violet) 39 1 COVER-Fuse Holder 1 CABLE TIE (8.00 in.) 90-852396 MAY 1996 FUEL SYSTEM - 3A-3 Fuel Pump General Information FUEL PUMP DESCRIPTION/OPERATION The fuel pump is a crankcase-pressure-operated, diaphragm- type pump. Crankcase pulsating pressure (created by the up-and-down movement of piston) is transferred to fuel pump by way of a passage (hole) between crankcase and fuel pump. When piston is in an upward motion, a vacuum is created in the crankcase, thus pulling in a fuel/air mixture (from carburetor) into crankcase. This vacuum also pulls in on the fuel pump diaphragm, thus the inlet check valve (in fuel pump) is opened and fuel (from fuel tank) is drawn into fuel pump. Downward motion of the piston forces the fuel/air mixture out of the crankcase into the cylinder. This motion also forces out on the fuel pump diaphragm, which closes the inlet check valve (to keep fuel from returning to fuel tank) and opens the outlet check valve, thus forcing fuel to the carburetors. FUEL PUMP SPECIFICATIONS NOTE: Fuel pressure should be measured between in-line fuel filter and carburetors. Fuel Pump Pressure at Wide Open Throttle: Maximum: 10 PSI Normal: 6 - 8 PSI Fuel Pump Pressure at Idle: Normal : 2 - 3 PSI Minimum: 1 PSI Electric Fuel Pump Pressure, if used, must be limited to no more than 4 PSI. CHECKING FOR RESTRICTED FUEL FLOW CAUSED BY ANTI-SIPHON VALVES While anti-siphon valves may be helpful from a safety stand-point, they clog with debris, they may be too small, or they may have too heavy a spring. The pressure drop across these valves can create operational problems and/or powerhead damage by restricting fuel flow to the fuel pump and carburetor(s). Some symptoms of restricted (lean) fuel flow which could be caused by use of an anti-siphon valve are: 1. Loss of fuel pump pressure 2. Loss of power 3. High speed surging 4. Pre-ignition/detonation (piston dome erosion) 5. Engine cuts out or hesitates upon acceleration 6. Engine runs rough 7. Engine quits and cannot be restarted 8. Engine will not start 9. Vapor lock Since any type of anti-siphon device must be located between the engine fuel inlet and fuel tank outlet, a simple method of checking [if such a device (or bad fuel) is a problem source] is to operate the engine with a separate fuel supply which is known to be good, such as a remote fuel tank. If it is found that the anti-siphon valve is the cause of the problem, replace it with a solenoid-operated fuel shut off valve. 3A-4 - FUEL SYSTEM 90-852396 MAY 1996 Testing Fuel Pump Install clear fuel hose(s) between fuel pump and car- buretor(s). Run engine and inspect fuel passing thru hose(s) for air bubbles. If air bubbles are found, see “Air Bubbles in Fuel Line” below. If air bubbles are NOT found, see “Lack of Fuel Pump Pressure” below. Problem: Air Bubbles in Fuel Line Low fuel in tank. Fill tank with fuel. Loose fuel line connection. Check and tighten all connectors. Fuel pump fitting loose. Tighten fitting. A hole or cut in fuel line. Check condition of all fuel lines and replace Fuel Pump anchor screw(s) loose. Tighten all screws evenly and securely. Fuel pump gasket(s) worn out. Rebuild fuel pump. Problem: Lack of Fuel Pump Pressure An anti-siphon valve. See ‘‘Checking for Restricted Fuel Flow” preceding. Air in fuel line. See ‘‘Air Bubbles in Fuel Line”, above. A dirty or clogged fuel filter. Clean or replace fuel filter. The fuel pickup in fuel tank is clogged or dirty. Clean or replace pickup. Worn out fuel pump diaphragm. Rebuild fuel pump. Worn out check valve(s) in fuel pump. Rebuild fuel pump. A leaky check valve gasket. Rebuild fuel pump. Pulse hole(s) plugged. Remove fuel pump and clean out holes. Hole in pulse hose. Replace pulse hose. Loose pulse hose. Tighten connection(s). Excessive fuel hose length. Cut fuel hose to proper length. Fuel hose internal diameter too small. Use 5/16 I.D. fuel hose. Testing Fuel Pump Install clear fuel hose(s) between fuel pump and car- buretor(s). Run engine and inspect fuel passing thru hose(s) for air bubbles. If air bubbles are found, see “Air Bubbles in Fuel Line” below. If air bubbles are NOT found, see “Lack of Fuel Pump Pressure” below. Problem: Air Bubbles in Fuel Line Low fuel in tank. Fill tank with fuel. Loose fuel line connection. Check and tighten all connectors. Fuel pump fitting loose. Tighten fitting. A hole or cut in fuel line. Check condition of all fuel lines and replace Fuel Pump anchor screw(s) loose. Tighten all screws evenly and securely. Fuel pump gasket(s) worn out. Rebuild fuel pump. Problem: Lack of Fuel Pump Pressure An anti-siphon valve. See ‘‘Checking for Restricted Fuel Flow” preceding. Air in fuel line. See ‘‘Air Bubbles in Fuel Line”, above. A dirty or clogged fuel filter. Clean or replace fuel filter. The fuel pickup in fuel tank is clogged or dirty. Clean or replace pickup. Worn out fuel pump diaphragm. Rebuild fuel pump. Worn out check valve(s) in fuel pump. Rebuild fuel pump. A leaky check valve gasket. Rebuild fuel pump. Pulse hole(s) plugged. Remove fuel pump and clean out holes. Hole in pulse hose. Replace pulse hose. Loose pulse hose. Tighten connection(s). Excessive fuel hose length. Cut fuel hose to proper length. Fuel hose internal diameter too small. Use 5/16 I.D. fuel hose. 90-852396 MAY 1996 FUEL SYSTEM - 3A-5 3A-6 - FUEL SYSTEM 90-852396 MAY 1996 Fuel Pump Removal/Disassembly IMPORTANT: Fuel pump diaphragm and gaskets should not be re-used once fuel pump is disassembled. 1. Disconnect fuel hoses from fuel pump. 2. Disconnect pulse hose. 3. Remove two mounting screws. 4. Remove fuel pump from engine. a c b d a - Fuel Inlet b - Fuel hose from fuel pump to carburetors c - Pulse hose d - Mounting screws 5. Disassemble fuel pump. 52362 Reverse View of Pump Body Cleaning/Inspection 1. Clean fuel pump housing, check valves, pulse chamber and pump base in solvent and dry all but check valves with compressed air. 2. Inspect each check valve for splits or chips. 3. Inspect boost springs for weakness or breakage. 4. Inspect fuel pump housing, pulse chamber and base for cracks or rough gasket surface and replace if any are found. 5. Inspect fitting on fuel pump housing for loosening or any signs of fuel or air leaks. Replace or tighten fitting if a leak is found. Reassembly/lnstallation ASSEMBLY 1. Insert retainer thru plastic disc and rubber check valve. 23601 a b c a - Retainer b - Plastic Disc c - Rubber Check Valve 2. Install check valves and retainers into fuel pump body. 50161 3. With retainer installed in pump body, break re5. Place boost spring into pump body and place cap tainer rod from retainer by bending sideways. onto boost spring. a b 23601 a -Rod b -Retainer Cap 4. Reinstall rod into retainer cap and, use a small hammer or hammer and punch to tap rod down into retainer until flush with top of retainer. a b 23601 a -Rod b -Retainer Cap c a b 50161 a -Boost Spring b -Pump Body c -Cap 6.Assemble remainder of components as shown and install retaining screws thru to align. 52362 Reverse View of Pump Body INSTALLATION 1.Install pump onto engine. Torque to 55 Ib. in. (6 N·m). 2.Install hoses onto proper fittings and secure with sta-straps. 3.Run engine and check for leaks. 90-852396 MAY 1996 FUEL SYSTEM - 3A-7 Fuel Primer The fuel primer is an electric fuel pump used to supply fuel to the engine driven fuel pump while the engine is being cranked. a b a -Fuel Primer b -Fuel Filter Electrical power is supplied to the fuel primer from the starter solenoid positive terminal (starter side). A three (3) amp fuse is used to protect the electrical cir- cuit. 3A-8 - FUEL SYSTEM 90-852396 MAY 1996 FUEL SYSTEM B 3 CARBURETORS Table of Contents Page Fuel System - Troubleshooting . . . . . . . . . . . . . 3B-1 General Information. . . . . . . . . . . . . . . . . . . . 3B-1 Reed Valve Specifications . . . . . . . . . . . . 3B-2 Attenuator And Carb Throttle Levers . . . . . . . . 3B-3 Fuel Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-4 Carburetor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-6 Carburetor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-8 Carburetor Fuel Circuits . . . . . . . . . . . . . . . . . . . 3B-9 Carburetor Specifications . . . . . . . . . . . . . . 3B-12 Synchronizing Carburetors . . . . . . . . . . 3B-12 Idle Mixture Screw . . . . . . . . . . . . . . . . . 3B-12 Float Level Adjustment . . . . . . . . . . . . . 3B-12 Jet Location For Each Cylinder . . . . . . 3B-12 Carburetor Placement and Jet Location for Each Cylinder . . . . . . . . . . 3B-13 Carburetor Jet Placement . . . . . . . . . . . . . . 3B-14 Jet Part Number Chart . . . . . . . . . . . . . . . . 3B-15 Removing Carburetor(s) from Engine . . . . . . 3B-16 Installing Carburetor(s) to Engine . . . . . . . 3B-17 90-852396 MAY 1996 Fuel System - Troubleshooting General Information Problems, that are thought to be caused by the fuel system, may be, in reality, something completely different. Items, that are shown in the list on the right, could give the impression that there is a problem in the fuel system. 1. Impeller 2. Spark plugs 3. Ignition timing 4. Ignition spark voltage 5. Cylinder compression 6. Reed valves Problem: Engine Turns Over But Will Not Start Or Starts Hard When Cold Possible Cause Corrective Action Improper starting procedure used. Check proper starting procedure, as outlined in “Operation and Maintenance Manual.” Fuel tank empty or too low. Improperly mixed fuel. Contaminants (water, dirt, etc.) in fuel Check fuel in fuel tank and replace or add whichever is necessary. Fuel tank air vent closed or restricted. Check air vent on fuel tank. Air vent must be open all-the-way and free from any contaminants. A pinched, cut or restricted fuel line. Also loose fuel line connection. Check all fuel lines and replace as needed. Check and tighten all fuel line connections. Dirty or restricted fuel filter. Check and replace or clean all fuel filters. Low fuel pump pressure. Refer to Section 3A. An anti-siphon valve. Refer to “Checking for Restricted Fuel Flow” in Section 3A. Choke solenoid, or enrichment valve not operating. Check choke solenoid or valve, and electrical wiring to solenoid or valve. Replace if necessary. A needle and seat (in carburetor) that is either stuck open or closed. Open=Flooding - Closed=Starving Refer to “Carburetor Disassembly” in this section. Improper carburetor jets, restricted jet or idle mixture screw out of adjustment. Refer to “Carburetor Adjustments” in this section. Improper carburetor float level. Refer to “Carburetor Adjustments” in this section. Problem: Engine Idles Rough and Stalls. Problem: Engine Hesitates Upon Acceleration. Problem: Engine Runs Uneven or Surges. Possible Cause Corrective Action Improperly mixed fuel. Contaminants (water, dirt, etc.) in fuel. Check fuel in fuel tank and replace if necessary. Fuel tank air vent closed or restricted. Check air vent on fuel tank. Air vent must be open all-the-way and free from restrictions. A pinched, cut or restricted fuel line. Also loose fuel line connection. Check all fuel lines and replace as needed. Check and tighten all fuel line connections. A dirty or restricted fuel filter. Check and replace or clean all fuel filters. 90-852396 MAY 1996 FUEL SYSTEM - 3B-1 Possible Cause Corrective Action Low fuel pump pressure. Refer to Section 3A. An anti-siphon valve. Refer to Section 3A. A needle and seat (in carburetor) that is either stuck Refer to ‘‘Carburetor Adjustments” in this section. open or closed. Open=Flooding - Closed=Starving Improper carburetor jets, restricted jet or idle mixture Refer to ‘‘Carburetor Adjustments” in this section. screw out of adjustment. Improper carburetor float level. Refer to ‘‘Carburetor Adjustments” in this section. Carburetor loose on reed block housing. Tighten carburetor nuts securely. Reed block housing loose, or gaskets are defective. Using a pressure oil can, spray 2-cycle oil around reed block housing/crankcase housing matching surfaces and carburetor base. If engine RPM changes, tighten or replace reed block housing gaskets or carburetor base gaskets, as needed. Improperly routed or restricted bleed hose(s). Refer to bleed line routing in this section. REED VALVE SPECIFICATIONS REED VALVE OPENING . . Max. 0.020 in. (0.59 mm) 51851 3B-2 - FUEL SYSTEM 90-852396 MAY 1996 ATTENUATOR AND CARB THROTTLE LEVERS 1 2 34 5 6 10 11 12 13 11 11 13 13 12 12 7 8 9 14 REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 ATTENUATOR-Sound 2 3 GASKET-Attenuator to Carb 3 6 SCREW (.250-28 x 2.500) 4 6 WASHER 5 3 CAP 6 1 LEVER KIT-Throttle 7 1 LEVER-Throttle 8 1 LEVER-Throttle 9 1 LINK-Throttle 10 1 ROLLER 11 3 SCREW (#10-32 x .750) 12 3 WASHER 13 3 LOCKWASHER (#10 External) 14 1 DECAL-Caution 90-852396 MAY 1996 FUEL SYSTEM - 3B-3 FUEL LINES B D C 1 23 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 17 13 13 13 13 4 14 13 A = TO TOP CARB B = TO MIDDLE CARB C = TO BOTTOM CARB D = TO FUEL PRIMER PUMP A 3B-4 - FUEL SYSTEM 90-852396 MAY 1996 FUEL LINES REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 BRACKET-Cold Start Solenoid 2 1 SOLENOID-Cold Start 3 1 TUBING (28.00 in. Bulk) (Cut 1.750 in.) 4 2 CLAMP 5 1 HOSE (2.750 in.) 6 3 CABLE TIE (8.00 in.) 7 3 HOSE (26.00 in. Bulk) (Cut 8.750 in.) 8 6 NUT (.250-28) 9 6 STUD (.250 x 1.125) 10 3 GASKET-Carburetor Mount 11 6 LOCKWASHER (.250) 12 6 SCREW (.250-20 x .875) 13 6 CLAMP 14 2 HOSE (38.00 in. Bulk) (Cut 4.250 in.) 15 1 HOSE (9.00 in. Bulk) (Cut 8.00 in.) 16 1 HOSE (9.00 in.) 17 2 CABLE TIE (8.00 in.) 18 1 TUBING (15.00 in. Bulk) (Cut 7.500 in.) 90-852396 MAY 1996 FUEL SYSTEM - 3B-5 CARBURETOR 1 2 5 22 23 6 7 8 151617 18 19 20 24 21 25 26 3 1410 11 12 13 3B-6 - FUEL SYSTEM 90-852396 MAY 1996 CARBURETOR REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 CARBURETOR (TOP) (WMV-9-1) CARBURETOR (CENTER) (WMV-9-2) CARBURETOR (BOTTOM) (WMV-9-3) 1 1 2 6 COVER-Idle Circuit 3 6 GASKET-Idle Circuit Cover 4 12 SCREW-Idle Circuit Cover 5 3 GASKET-Carburetor Mount 6 66 2 JET-Idle Air Vent (.050) (TOP & CENTER) (PORT) JET-Idle Air Vent (.054) (BOTTOM) (PORT)1 7 3 JET-Bowl Vent (.080) 8 3 JET-Idle Air Vent (.050) (STARBOARD) 9 3 CAP-Limiter 10 6 SCREW & SPRING-Idle Mixture 11 3 LEVER KIT 12 3 SPACER 13 3 SPRING-Throttle Return 14 3 GASKET-Fuel Bowl 15 3 FLOAT ASSEMBLY 16 3 SHAFT-Float 17 3 SCREW-Float Pin 18 3 VALVE SEAT KIT 19 3 GASKET-Valve Seat 20 2020 1 BOWL-Fuel (TOP) BOWL-Fuel (CENTER & BOTTOM)2 21 18 SCREW-Fuel Bowl 22 6 PLUG KIT-Drain 23 6 GASKET-Drain Plug 24 6 JET-Main Fuel (.076) (PORT & STBD) 25 2 FITTING-Tee (TOP & CENTER) 26 1 ELBOW (BOTTOM) 90-852396 MAY 1996 FUEL SYSTEM - 3B-7 3B-8 - FUEL SYSTEM 90-852396 MAY 1996 Carburetor 54350 1 3 3 2 5 4 5 6 7 8 1 - Enrichener Hose Fitting 2 - Carburetor Number 3 - Fuel Mixture Adjustment Screw 4 - Back Draft Vent Jet 5 - Idle Air Bleed Jet 6 - High Speed Fuel Jet Access Plug (2) 7 - Fuel Line Fitting 8 - Main Nozzle Well Vent (2) Carburetor Fuel Circuits Float Bowl Circuit Air Fuel Key b a c j i h g f e d a – To Engine Crankcase b – Throttle Plate c – Carburetor Venturi d – Float e – Float Bowl f – Main Fuel Well g – Main Jet h – Fuel from Fuel Pump i – Inlet Seat j – Inlet Needle Fuel from the fuel pump enters the carburetor through the fuel inlet fitting and fills the bowl until the float moves the inlet needle against the fuel inlet seat. With the inlet needle against the inlet seat, the fuel inside the float bowl is at it’s maximum level. Fuel inside the bowl flows through the main fuel jet and fills the main fuel well. Idle Circuit Air Fuel Key e f d c k lm n a b g i h j a – Idle Passage b – Idle Mixture Screw c – Back Draft Jet d – Idle Air Jet e – Thermal Air Valve (open) f – Air Flow g – Float Bowl h – Idle Tube i – Main Fuel Jet j – Main Fuel Well k – Secondary Idle Air Bleed l – Throttle Plate m – Off-Idle Ports n – Off-Idle Passage As the engine rotates, the piston moves away from the crankcase. This movement creates a low pressure area behind the throttle plate. Atmospheric pressure pushes air through the carburetor throat (venturi), past the throttle plate (small hole in plate) and into the low pressure area inside the crankcase. Atmospheric pressure enters the float bowl chamber through the back draft jet. This pressure forces fuel toward the low pressure area behind the throttle plate. Fuel flows: a. Through the main fuel jet into the main fuel well, (1.) Up the idle tube, (2.) Through the off-idle passages, (3.) Past the idle mixture screw, (4.) Into the idle passage (5.) And into the carburetor throat. 90-852396 MAY 1996 FUEL SYSTEM - 3B-9 Air enters the idle circuit through the idle air jet and secondary idle air bleed. This air mixes with the fuel inside the idle passage before the sir/fuel mixture is discharged into the engine. Rotating the idle mixture screw will change the air/fuel mixture at idle speeds. Cold Start Circuit Air Fuel Key a b a – Thermal Air Valve (closed) b – Air Flow A cold engine will require a richer mixture. Fuel is supplied to the carburetors by the solenoid operated enrichner valve. Off-Idle Circuit Air Fuel Key a f e b c d a – Off-Idle Ports b – Off-Idle Passage c – Idle Air Jet d – From Open Thermal Air Valve e – Air Flow f – Throttle Plate As the throttle plates rotate past the off-idle ports, the ports are exposed to the low pressure area behind the throttle plate. Additional fuel flows through the offidle passage; through the rear port; and as the throttle plate continues to rotate, through the forward port. 3B-10 - FUEL SYSTEM 90-852396 MAY 1996 Main Circuit Air Fuel Key a b c d e f g hi a – From Open Thermal Air Valve b – Air Flow c – Venturi d – Main Discharge Air Inlet Tube e – Cross Holes f – Main Fuel Well g – Main Fuel Jet h – Main Discharge Nozzle i – Throttle Plate As the throttle plate rotates past the off-idle ports, the low pressure area extends to the main discharge nozzle. In addition, the increased air flow through the carburetor bore creates a low pressure area inside the venturi. These combined forces create a strong suction over the main discharge tube. Fuel flows: 1.Through the main fuel jet into the main fuel well, 2.Up the main discharge nozzle, 3.Into the venturi. Air is mixed with the fuel to make it lighter, air enters the main fuel well through the main discharge air inlet tube. Cross holes are drilled in the main discharge tube, allowing the air to mix with the fuel inside the main well. As the throttle plate continues to open, additional fuel is drawn out of the main discharge tube, exposing additional cross holes. At full throttle, the fuel mixture is controlled by the size of the main fuel jet. Back Draft Circuit Air Fuel Key g a b cf e d NOTE: Fuel Flow Not Shown For Clarity a – Back Draft Port b – Back Draft Jet c – Air Flow d – Main Discharge Tube e – Fuel Bowl f – Fuel Bowl Vent Passage g – Throttle Plate At partial throttle settings, the back draft circuit leans out the mixture for increased fuel economy. The back draft circuit uses the float bowl vent circuit and bowl vent jet to lean out the air/fuel mixture. The bowl vent jet limits the amount of air entering the float bowl vent circuit. With the throttle plate positioned correctly, the low pressure area is exposed to the back draft port inside the carburetor bore. The float bowl vent circuit is connected by passages to the back draft port. The low pressure area pulls air out of the bowl vent circuit. Due to the size of the vent jet and the air loss through the back draft port, the air pressure on the fuel inside the fuel bowl is lowered to below atmospheric pres- sure. Lower pressure on the fuel inside the float bowl, lowers the amount of fuel being forced out of the main discharge tube. Main Circuit Air Fuel Key a b c d e f g hi a – From Open Thermal Air Valve b – Air Flow c – Venturi d – Main Discharge Air Inlet Tube e – Cross Holes f – Main Fuel Well g – Main Fuel Jet h – Main Discharge Nozzle i – Throttle Plate As the throttle plate rotates past the off-idle ports, the low pressure area extends to the main discharge nozzle. In addition, the increased air flow through the carburetor bore creates a low pressure area inside the venturi. These combined forces create a strong suction over the main discharge tube. Fuel flows: 1.Through the main fuel jet into the main fuel well, 2.Up the main discharge nozzle, 3.Into the venturi. Air is mixed with the fuel to make it lighter, air enters the main fuel well through the main discharge air inlet tube. Cross holes are drilled in the main discharge tube, allowing the air to mix with the fuel inside the main well. As the throttle plate continues to open, additional fuel is drawn out of the main discharge tube, exposing additional cross holes. At full throttle, the fuel mixture is controlled by the size of the main fuel jet. Back Draft Circuit Air Fuel Key g a b cf e d NOTE: Fuel Flow Not Shown For Clarity a – Back Draft Port b – Back Draft Jet c – Air Flow d – Main Discharge Tube e – Fuel Bowl f – Fuel Bowl Vent Passage g – Throttle Plate At partial throttle settings, the back draft circuit leans out the mixture for increased fuel economy. The back draft circuit uses the float bowl vent circuit and bowl vent jet to lean out the air/fuel mixture. The bowl vent jet limits the amount of air entering the float bowl vent circuit. With the throttle plate positioned correctly, the low pressure area is exposed to the back draft port inside the carburetor bore. The float bowl vent circuit is connected by passages to the back draft port. The low pressure area pulls air out of the bowl vent circuit. Due to the size of the vent jet and the air loss through the back draft port, the air pressure on the fuel inside the fuel bowl is lowered to below atmospheric pres- sure. Lower pressure on the fuel inside the float bowl, lowers the amount of fuel being forced out of the main discharge tube. 90-852396 MAY 1996 FUEL SYSTEM - 3B-11 Carburetor Specifications SYNCHRONIZING CARBURETORS To synchronize carburetors, refer to “Timing/Synchronizing/ Adjusting” section. IDLE MIXTURE SCREW For best running quality, the adjustable idle mixture screws are set at the factory with the limit tabs pointing straight up. If adjustment is required, all idle mix- ture screws must be turned the same amount and the same direction. Turning the idle mixture screws (recommended 1/8 turn at a time) clockwise will lean the idle mixture. Turning the idle mixture screws counterclockwise will richen the idle mixture. JET LOCATION FOR EACH CYLINDER Carburetor jets and adjustment screw installed in the starboard side of the carburetor supply fuel to the port cylinder, jets and adjustment screw installed in the port side supply fuel to the starboard cylinder. NOTE: The idle jet and back draft jet affect both cylinders. FLOAT LEVEL ADJUSTMENT There is one float and one float bowl for 2 cylinders. To set float height, invert float bowl and adjust float tang until top of float is even with top of float bowl. 3B-12 - FUEL SYSTEM 90-852396 MAY 1996 90-852396 MAY 1996 FUEL SYSTEM - 3B-13 Carburetor Placement and Jet Location for Each Cylinder Cylinder #2 Cylinder #4 Cylinder #6 Cylinder #1 Cylinder #3 Cylinder #5 54349 WMV 9-1 WMV 9-2 WMV 9-3 TOP MIDDLE BOTTOM A A A A – Backdraft Jet Affects Both Cylinders NOTE: Carburetor jets and adjustment screw installed in the starboard side of the carburetor supply fuel to the port cylinder, jets and adjustment screw installed in the port side supply fuel to the starboard cylinder. STBD. CYL. BOREPORT CYL. BORE Carburetor Identification Number Main Jet Idle Air Bleed Jet Back Draft Vent Jet Note: Jets listed are for engine operation from 0-5000 feet (0-1524m) of elevation. WMV 9-1 PORT Bore .076 STBD Bore .050 .080 WMV 9-3 .080 WMV 9-2 .080 PORT Bore STBD Bore PORT Bore STBD Bore .054 a a b c a b c b CYLINDERS 1,3,5 PORT SIDE of ENGINE CYLINDERS 2,4,6 STBD. SIDE of ENGINE .050 .050 .050 .050 .076 .076 .076 .076 .076 Carburetor Jet Placement 3B-14 - FUEL SYSTEM 90-852396 MAY 1996 Jet Part Number Chart Jet Part Number Chart JET ORIFICE SIZE/PART NUMBER CHART 10-32 Jet Orifice Size (inch) Part Number Jet Orifice Size (inch) Part Number Jet Orifice Size (inch) Part Number Jet Orifice Size (inch) Part Number .040 19266040 .058 1395-7831 .076 1399-3796 .094 1395-8423 .042 1399-5315 .060 1395-6487 .078 1395-6680 .096 1399-6249 .044 1395-7394 .062 1399-4217 .080 1395-6201 .098 1395-7355 .046 1399-5317 .064 1399-4216 .082 1399-3518 .048 1395-6246 .066 1399-4215 .084 1399-3517 .050 1395-6028 .068 1395-6029 .086 1395-5815 .052 1395-6359 .070 1395-6030 .088 1395-6202 .054 1399-5225 .072 1395-6207 .090 1395-6247 .056 1399-5213 .074 1399-3794 .092 1395-5733 JET ORIFICE SIZE/PART NUMBER CHART 8-32 Jet Orifice Size (inch) Part Number Jet Orifice Size (inch) Part Number Jet Orifice Size (inch) Part Number Jet Orifice Size (inch) Part Number .030 810741 .038 815633038 .046 815633046 .054 815633054 .032 1399-3252 .040 1399-7570 .048 815633048 .070 815633070 .034 1395-3251 .042 815633042 .050 815633050 .076 815633076 .036 1399-3026 .044 810742 .052 815633052 NOTE: Thread size for V-6 model carburetor main, idle air and back draft jets are 10-32 NOTE: Thread size for V-6 model carburetor progression jets are 8-32 90-852396 MAY 1996 FUEL SYSTEM - 3B-15 3B-16 - FUEL SYSTEM 90-852396 MAY 1996 Removing Carburetor(s) from Engine 1. Remove top cowling. IMPORTANT: Place an identifying mark on each carburetor before removal as each carburetor must be reinstalled in same location from which removed. NOTE: As each carburetor is removed from intake manifold, their respective fuel enrichment hose should be disconnected. 2. Remove air box cover and heat shield from engine. 3. Remove throttle linkage from throttle levers as shown. 4. Remove oil pump link rod from throttle lever. 51706 a b a - Throttle Linkage b - Oil Pump Link Rod 5. Remove fuel hose and fuel enrichment valve hose from carburetors. a 55003 b b a - Fuel Hose b - Enrichment Valve Hoses 6. Carburetors may now be removed individually. Mark location of each carburetor and reinstall in same location. Remove carburetor(s) secured by two nuts and two allen head type bolts. Throttle Shaft Screws NOTE: It is recommended that the screws securing the throttle plates to the throttle shaft NOT BE REMOVED due to the difficulty in obtaining correct alignment of throttle plates during reassembly. If screws must be removed, apply Loctite 271 to screw threads before reinstalling screws. 51860 c a b a - Throttle Shaft b - Throttle Shutter Plate c - Screws 90-852396 MAY 1996 FUEL SYSTEM - 3B-17 Float Adjustment NOTE: Float height adjustment is the only adjustment made to adjust float setting. 1. Adjust float height by turning fuel bowl upsidedown, then adjust float tab until float is level with edge of fuel bowl. Adjust float tab if necessary. 51713 a d b c a - Float (Adjust by bending tab) b - Fuel Bowl (Upside-Down) c - Float Level Even with Bowl Edge d - Float Tab Installing Carburetor(s) to Engine 1. Place new carburetor gaskets onto carburetor mounting studs on intake manifold. 2. Install carburetors (in respective locations) onto mounting studs and secure in place with nuts and allen type bolts. 3. Connect enrichment hoses and fuel hoses. Secure hoses in place using sta-straps. a 55003 b b a - Fuel Hose b - Enrichment Valve Hose 4. Attach throttle linkage and oil pump link rod to carburetors as shown. 51706 a b a -Throttle Linkage b -Oil Pump Link Rod 5. Re-synchronize carburetors following carburetor installation. Refer to “Timing/Synchronizing/Adjusting” Section 2C. IMPORTANT: Inspect all fuel hose connections, and carburetor float bowl split lines for fuel leaks with engine running. Also inspect each carburetor throat, with outboard running at low RPM, for fuel dribbling out of vent tube which would be indicative of a float and/or needle and seat assembly not functioning properly. IMPORTANT: Engine should not be operated above 3000 RPM with air box cover removed as engine will run too lean and internal damage could result. 3B-18 - FUEL SYSTEM 90-852396 MAY 1996 FUEL SYSTEM C 3 51893 OIL INJECTION Table of Contents Page Operation of the Oil Injection System . . . . . . . 3C-1 Final Checks Before Operation Of Engine . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-1 Checking Operation Of The Oil Injection System (Engine Running) . . . . 3C-1 Oil Injection Components . . . . . . . . . . . . . . . . . . 3C-2 Oil Injection Components . . . . . . . . . . . . . . . . . . 3C-4 Remote Oil Tank . . . . . . . . . . . . . . . . . . . . 3C-4 Oil Pick Up Tube . . . . . . . . . . . . . . . . . . . . 3C-4 Oil Reservoir . . . . . . . . . . . . . . . . . . . . . . . 3C-4 Oil Injection Pump. . . . . . . . . . . . . . . . . . . 3C-4 2 PSI Check Valve . . . . . . . . . . . . . . . . . . 3C-4 2 PSI Check Valve . . . . . . . . . . . . . . . . . . 3C-4 Low Oil (Float) Sensor . . . . . . . . . . . . . . . 3C-4 Motion Sensor . . . . . . . . . . . . . . . . . . . . . . 3C-4 TKS ECM . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-4 Oil Injection Flow System. . . . . . . . . . . . . . . . . . 3C-5 Pump Drive Assembly . . . . . . . . . . . . . . . . . . . . 3C-6 Pump Drive System . . . . . . . . . . . . . . . . . . . . . . 3C-6 Set Up Instructions for Oil Injection System . . . . . . . . . . . . . . . . . 3C-7 Installing Remote Oil Tank . . . . . . . . . . . 3C-7 Installing Oil Hoses To Engine . . . . . . . . 3C-7 Filling The Oil Injection System . . . . . . . 3C-8 Bleeding Air from Oil Injection Pump and Oil Injection Outlet Hose . . . . . . . . . . . . 3C-8 Page Adjusting Oil Injection Pump . . . . . . . . . . . . 3C-9 Operation Of The Oil Injection System . . . . . . . . . . . . . . . . . 3C-9 Check Operation Of The Oil Injection System (Engine Running) . . . . . . . . . . . . . . . . . . . 3C-9 Oil Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . 3C-9 Oil Pump Removal . . . . . . . . . . . . . . . . . . . . . 3C-9 Worm Bushing . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-10 Worm Bushing Removal . . . . . . . . . . . . . . . 3C-10 Worm Bushing Installation . . . . . . . . . . . . . 3C-10 Oil Injection Pump Installation . . . . . . . . . . 3C-10 Installing Drive Gear (for Oil Injection Pump) Onto Crankshaft . . . . . . . . . . . . . . . . . . . . . . 3C-11 Removal Of Drive Gear . . . . . . . . . . . . . 3C-11 Installation Of New Drive Gear . . . . . . . 3C-11 Motion Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-11 Oil Injection System Trouble Shooting Chart . . . . . . . . . . . . . . . . 3C-12 Trouble Shooting The Oil Injection System . . . . . . . . . . . . 3C-12 Oil Pump Volume (Flow) Test . . . . . . . . . . . . . 3C-14 Engine Mounted Oil Reservoir . . . . . . . . . . 3C-14 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-14 Installation . . . . . . . . . . . . . . . . . . . . . . . . 3C-14 90-852396 MAY 1996 CAUTION Be careful not to get dirt or other contamination in tanks, hoses or other components of the oil injection system during installation. CAUTION Engines with oil injection must be run on a fuel mixture of 50:1 for the first 30 gallons of fuel. Refer to engine break-in procedure in the Operation and Maintenance Manual. CAUTION If an electric fuel pump is to be used on engines with oil injection, the fuel pressure at the engine must not exceed 6 psig. If necessary, install a pressure regulator between electrical fuel pump and engine and set at 6 psig maximum. Operation of the Oil Injection System The oil injection system delivers oil mixture on engine demand, from 100 to 1 at idle to 50 to 1 at wide open throttle. The remote oil tank can be removed from the boat for easy refilling. The remote tank holds enough oil for over 150 gallons of fuel at wide open throttle. The remote oil tank supplies the oil reservoir mounted on the engine. The oil reservoir feeds the oil pump and contains enough oil for at least 30 minutes of full throttle running after the remote tank is empty. The warning horn will sound if the oil level in oil reservoir is low. The oil injection pump feeds oil into the fuel just be- fore the fuel pump. The oil injection pump is driven by the crankshaft and is connected to the throttle linkage for metering the varied flow of oil per engine RPM. The motion sensor will sound the warning horn if the drive system for the injection pump becomes inoperative. FINAL CHECKS BEFORE OPERATION OF ENGINE • Make sure fill cap gaskets are in place and caps are tight on engine oil reservoir and remote oil tank. • Mix a gasoline and oil mixture of 50:1 in the re- mote fuel tank during the initial break-in of the engine. • Be certain the warning horn is installed and is operational. Refer to Instrument and Warning Horn Installation. • Each time the key switch is turned from the “off” to “on” position (engine not running); the warning horn will sound momentarily. This tells you the warning system for the oil injection system is functional and the warning horn is operational. If warning horn does not sound or horn stays on when key is turned to the “ON” position, refer to oil injection system troubleshooting chart following to correct the problem. CHECKING OPERATION OF THE OIL INJECTION SYSTEM (ENGINE RUNNING) 1. Operate engine following the break-in procedure outlined in the Operation and Maintenance Manual. If warning horn should sound an intermittent “beep,” “beep,” “beep” during operation, this indicates a problem occurred in the oil injection system. Refer to troubleshooting following, to correct the problem. 2. After engine has been run for a short time, check that no oil is leaking out of engine oil reservoir fill cap. 90-852396 MAY 1996 FUEL SYSTEM - 3C-1 OIL INJECTION COMPONENTS 3C-2 - FUEL SYSTEM 90-852396 MAY 1996 OIL INJECTION COMPONENTS REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 TANK-Oil 2 1 BRACKET KIT-Oil Tank Hold Down 3 1 CORD/HOOK KIT 4 3 BRACKET-Hold Down 6 SCREW (#12-11 x .750) 6 1 CAP ASSEMBLY-Oil Tank 7 1 O RING-Cap 8 1 HOUSING ASSEMBLY-Adaptor 9 1 CAP ASSEMBLY-Housing Adaptor 1 O RING 11 1 TUBE-Oil Pick Up 12 1 HOSE-Oil Line 13 5 CABLE TIE (8.00 in.) 14 1 SENSOR ASSEMBLY 1 BEARING ASSEMBLY-Drive Gear 16 1 SCREW (#10-16 x .600)-Sensor Attaching 17 1 CHECK VALVE (CRANKCASE) 18 1 PLUG 19 1 LINK-Throttle Lever To Oil Pump 1 SCREW (#10-32 x .625) 20 1 SCREW (#10-32 x 1.125) 21 1 PUMP ASSEMBLY-Oil 22 1 BUSHING-Worm 23 1 O RING 24 1 GEAR-Driven 1 CAP ASSEMBLY-Oil Reservoir 26 1 FLOAT ASSEMBLY 27 1 PUSHNUT 28 1 GASKET-Reservoir Cap 29 1 RESERVOIR-Oil 1 DECAL-Reservoir Warning 31 4 CABLE TIE (8.00 in.) 32 1 TUBING (15.500 in. Bulk) (Cut 4.750 in.) 33 3 SCREW (#10-32 x .875) 34 6 WASHER-Oil Reservoir Screw 3 GROMMET-Oil Reservoir Screw 36 3 BUSHING-Oil Reservoir Screw 37 1 PLUG 38 1 FITTING-Oil Tubing 39 1 TUBING (57.00 in. Bulk) (Cut 5.250 in.) 90-852396 MAY 1996 FUEL SYSTEM - 3C-3 Oil Injection Components 1 REMOTE OIL TANK Holds 3 gallons of oil. The tank is pressurized by air from crankcase pressure thus forcing oil up the outlet hose to the oil reservoir on engine. OIL PICK UP TUBE A filter screen is located in end of tube to prevent dirt or other particles from entering the system. OIL RESERVOIR The oil reservoir feeds the oil pump and contains enough oil for at least 30 minutes of full throttle running after the remote tank is empty. The warning horn will sound if the oil level in oil reservoir is low. OIL INJECTION PUMP Injection pump is driven off the crankshaft. The oil injection pump is a variable metering pump. At idle the pump will meter the oil at approximately 100 to 1 gasoline to oil ratio and at WOT, 50 to 1 ratio. 2 PSI CHECK VALVE If oil flow to reservoir is obstructed and injection pump continues to pump oil, the 2 PSI valve will open to allow air to enter reservoir to prevent a vacuum. 2 PSI CHECK VALVE This valve prevents gasoline from being forced into the oil lines. LOW OIL (FLOAT) SENSOR If oil level drops in oil reservoir, the sensor will signal the warning module to sound the warning horn. MOTION SENSOR Senses the rotation of the oil injection pump drive system. If the drive system for the injection pump becomes inoperative, the sensor will signal the warning module to sound the warning horn. TKS ECM • Sounds the warning horn briefly when key switch is turned on, to indicate that the system is operational. • While engine is running, the module continuously monitors the rotation of the drive system for the oil injection pump by picking up pulses from the motion sensor. If drive system becomes inoperative, the module will sound the warning horn. • If oil level drops in the engine oil reservoir, the low oil (float) sensor will signal the module to sound the warning horn. 3C-4 - FUEL SYSTEM 90-852396 MAY 1996 Oil Injection Flow System Magnetic Float 2 PSI Check Valve Oil Line “Blue Stripe” Air Pressure Oil Tank Oil Reservoir To Powerhead Motion Heat Sensor Sensor Oil Oil Inlet Fuel - Oil Mixture Fuel Inlet Crankcase Pressure With One Way Check Valve Filler Cap To 12 Volt Supply To Switch Box Oil Injection Pump Turn Key Start Electronic Control Module Fuel Pump Crankcase Outlet Fuel Pump 90-852396 MAY 1996 FUEL SYSTEM - 3C-5 Pump Drive Assembly a b c d e f g b a -Oil Pump b -Retaining Bolts (2) c -O-ring d -Magnet e -Coupler f -Driven Gear g -Oil Pump (Installed) Pump Drive System Retaining Nut Retaining Screw Magnet Motion Sensor Coupler Bushing Driven Gear Bushing Drive Gear 3C-6 - FUEL SYSTEM 90-852396 MAY 1996 NOTE: An oil hose extension kit (41729A3) is avail- Set Up Instructions for Oil Injection able for the remote oil tank. System CAUTION CAUTION Oil injected engines additionally, must be run on a 50:1 gasoline/oil mixture in the fuel tank for the first 30 gallons of fuel. Refer to engine break-in procedures in the Operation & Maintenance Manual. CAUTION If an electric fuel pump is to be used on engines with oil injection, the fuel pressure at the engine must not exceed 6 psig. If necessary, install a pressure regulator between electrical fuel pump and engine and set at 6 psig maximum. INSTALLING REMOTE OIL TANK 1. The remote oil tank should be installed in an area in the boat where there is access for refilling. The tank should be restrained to keep it from moving around, causing possible damage. An acceptable means of restraining the tank would be the use of eye bolts and an elastic retaining strap about the mid-section of the tank taking care that any metal hooks do not puncture the tank. Keep in mind, when installing in tight areas, that this tank will be under pressure when the engine is operating and will expand slightly. 2. Oil hoses when routed thru engine well, must be able to extend to the hose fittings on engine. 3. Oil hoses must be arranged so they cannot be- come pinched, kinked, sharply bent or stretched during operation of the engine. Quick Disconnect Type Hose Connection INSTALLING OIL HOSES TO ENGINE Route remote oil tank hoses to starboard side of engine. 4. Remove (and discard) the shipping cap from hose fitting (a). 5. Connect oil hose from remote oil tank (hose with blue stripe) to fitting (a). Secure with sta-strap. NOTE: Fitting barb (b) is a vent and does not get connected to a hose. 6. Remove (and discard) shipping cap from pulse fitting (c). 7. Connect the second oil hose from remote oil tank to pulse fitting. Secure with sta-strap. a b c a -Hose Fitting b -Vent c -Pulse Fitting Be careful not to get dirt or other contamination in tanks, hoses or other components of the oil injection system during installation. 90-852396 MAY 1996 FUEL SYSTEM - 3C-7 FILLING THE OIL INJECTION SYSTEM Quicksilver 2-Cycle Outboard Oil is recommended for this oil injection system. In emergency, when Quicksilver oil is not available, substitute a high quality 2cycle oil that is intended for outboard use and meets BIA rating TC-W3, shown on oil container. BIA rating TC-W3 is the Boating Industry Association’s designation for approved, 2-cycle water-cooled outboard oils. 1. Fill remote oil tank with Quicksilver TCW-3 2-Cycle Oil. Tighten fill cap (a). a 28243 a -Fill Cap 2. Remove fill cap (b) from the engine oil tank (c) and fill the tank with oil. Reinstall the fill cap. b 50047 c b -Fill Cap c -Engine Mounted Oil Reservoir 3.Loosen the fill cap (b) on the engine mounted oil tank. Run the engine until the all the air has been vented out of the tank and oil starts to flow out of the tank. Re-tighten fill cap. CAUTION Be certain that the fill caps on the engine oil tank and remote oil tank are installed tight. An air leak, at one of the caps on the remote oil tank, will prevent oil flow to the engine oil tank. A loose fill cap on the engine oil tank will cause oil leakage. Bleeding Air from Oil Injection Pump and Oil Injection Outlet Hose BLEEDING AIR FROM OIL INJECTION PUMP With engine not running, place a shop towel below the oil injection pump. Loosen bleed screw (a) three to four turns and allow oil to flow from bleed hole. Retighten bleed screw. This procedure allows the pump to fill with oil. BLEEDING AIR FROM OIL INJECTION PUMP OUTLET HOSE Any air bubbles in outlet hose in most cases will be purged out of the system during operation of the engine. NOTE: If air bubbles persist, they can be purged out of the hose by removing link rod and rotating the pump arm full clockwise while operating engine at 1000 to 1500 RPM: If necessary, gently pinch the fuel line between the fuel tank and the fuel pump “Tee” fitting. This will cause the fuel pump to provide a partial vacuum which will aid in removal of the air. Reinstall link rod. c a d b a -Bleed Screw b -Outlet Hose c -Link Rod d -Pump Arm 3C-8 - FUEL SYSTEM 90-852396 MAY 1996 Adjusting Oil Injection Pump When throttle linkage is at idle position, alignment mark on oil injection arm should be in-line with mark on casting as shown. If necessary, adjust link rod. a b c 50060 a -Link Rod b -Alignment Mark c -Casting Mark OPERATION OF THE OIL INJECTION SYSTEM 1. Make sure fill cap gaskets or O-rings are in place and caps are tight on engine reservoir tank and remote oil tank. 2. Make sure a remote gasoline and oil mixture of 50:1 is used during the initial break-in of the engine or after extended storage. 3. Be certain the warning horn is operational. Each time the key switch is turned from the “off” to “on” position (engine not running); the warning horn will sound momentarily. This tells you the warning system for the oil injection system is functional and the warning horn is operational. If warning horn does not sound or horn stays on when key is turned to the “ON” position, refer to oil in injection system troubleshooting chart following to correct the problem. The oil injection warning sound is an intermittent “beep”, “beep”, “beep”, etc. The overheat warning sound is a continuous “beep” (not intermittent). CHECK OPERATION OF THE OIL INJECTION SYSTEM (ENGINE RUNNING) 1. Operate engine following the break-in procedure outlined in the Operation and Maintenance Manual. If warning horn should sound an intermittent “beep”, “beep”, “beep” during operation, this indicates a problem occurred in the oil injection system. Refer to troubleshooting following, to correct the problem. 2. After engine has been run for a short time check that no oil is leaking out of engine mounted oil reservoir fill cap. Oil Injection Pump Oil Pump Removal 1. Disconnect and plug inlet hose to oil pump. 2. Disconnect outlet hose on oil pump. 3. Disconnect link arm from oil pump injection arm. 4. Remove two bolts securing oil pump to powerhead and remove pump. 51892 efa b c d e f e a -Inlet Hose b -Outlet Hose c -Link Arm d -Injection Arm e -Bolts f -Oil Pump 90-852396 MAY 1996 FUEL SYSTEM - 3C-9 Worm Bushing Worm Bushing Removal 1. Grasp bushing and remove from oil pump. NOTE: If seal is defective, seal and bushing are replaced as an assembly. a b 51782 a -Bushing b -Seal Worm Bushing Installation IMPORTANT: If worm shaft is removed from oil pump with worm bushing, verify thrust washer is positioned in center of worm shaft pocket before reinstalling worm shaft. b a 51782 a -Worm Shaft b -Thrust Washer c -Pocket 1. Inspect bushing O-rings for cuts and abrasions. Replace O-rings if necessary. a b a - O-rings 2. Reinstall bushing/seal assembly. Oil Injection Pump Installation 1. Align oil pump worm shaft with coupler in powerhead. b a a -Worm Shaft b -Coupler 2. Apply Loctite 271 to threads of attaching bolts and secure oil pump to powerhead. Torque bolts to 25 Ib. in. (2.8 N·m). 3. Connect inlet and outlet hoses to oil pump. Secure hoses with clamps. 4. Connect link arm to oil pump arm. 5. Prior to starting engine, refer to “BLEEDING AIR FROM OIL INJECTION PUMP” and “ADJUSTING OIL INJECTION PUMP,” SECTION 1D, for proper procedures. 3C-10 - FUEL SYSTEM 90-852396 MAY 1996 Installing Drive Gear (for Oil Injection Pump) Onto Crankshaft IMPORTANT: Oil pump drive gear retaining screws ARE STAKED after installation. DO NOT remove drive gear from crankshaft unless gear is damaged or shows signs of excessive wear. REMOVAL OF DRIVE GEAR 1. Rotate crankshaft to gain access to two drive gear retaining allen screws. 2. Remove two screws and remove drive gear from crankshaft. DO NOT reuse retaining screws as screw threads may be damaged by factory staking process. 51892 a b c a -Retaining Nut b -Allen Screw c -Center Main Bearing (Hidden) INSTALLATION OF NEW DRIVE GEAR 1. Align drive gear halves on crankshaft with retaining screw access holes towards center main bearing. 2. Clean retaining screw threads with Loctite Primer T (92-59327-1). Apply Loctite 680 (obtain locally) to screw threads. 3. Secure drive gear halves together with retaining nuts and allen screws. Torque screws to 8 Ib. in. (0.9 N·m) 4. Check gear halve split lines. Split should be drawn tight together (zero clearance) if gear halves are properly installed. CAUTION Gear tooth mismatch at split line must not exceed .020 in. (0.50 mm) or gear failure will result. Motion Sensor Testing Procedure--Refer to “Oil Injection System Trouble Shooting Chart,” following: Removal--Remove screw securing sensor to oil pump Disconnect WHITE and BLUE/WHITE leads from WARNING MODULE. Remove BLACK LEAD from engine ground. Remove MOTION SENSOR from powerhead. Installation--Insert MOTION SENSOR into pocket behind oil pump. Secure sensor with screw. Torque screw to 30 Ib. in. (3.4 N·m). Connect WHITE and BLUE/WHITE leads to respective leads of WARNING MODULE. Secure BLACK sensor lead to engine ground. 51893 a b a -Motion Sensor b -Screw [Torque to 30 Ib. in. (3.4 N·m)] 90-852396 MAY 1996 FUEL SYSTEM - 3C-11 Oil Injection System Trouble Shooting Chart TROUBLE SHOOTING THE OIL INJECTION SYSTEM If a problem occurs with the oil injection system and the warning horn sounds in a pulsating manner, stop engine and check if problem is caused by (1) low oil level, (2) the oil injection pump, or (3) a faulty warning sensor or module. 1. Check oil level in engine reservoir tank. If oil level is not to the top of tank the problem is low oil level. There is a safety reserve of oil left in the reservoir after the low oil warning is sounded that allows you enough oil for 30 to 40 minutes of full throttle operation. Refer to trouble shooting chart to correct the problem. 2. If engine reservoir is full of oil, then the problem may be in the oil injection pump. DO NOT run engine on straight gas when a problem may be in the oil injection pump. Engine can be run by connecting a remote tank of 50:1 fuel and oil mixture to engine or in an emergency add (approx. a 50:1 ratio) of oil from the 3 gallon remote oil tank to the straight gas. Refer to trouble shooting chart to correct the problem. Problem: Oil Level in Engine Oil Reservoir Tank is Low But Not Low in Remote Oil Tank. Possible Cause Corrective Action Fill cap is leaking air on the remote tank. Make sure O-rings or gaskets are in place and caps are tight Quick disconnect on remote oil tank is not fully connected Re-connect Remote oil hose (blue stripe) is blocked Check length of hose for a kink Remote pulse hose (second hose) is blocked or punctured. Check length of hose for a kink Remote pulse hose check valve is faulty (this valve is located at the engine end of the hose). Replace check valve. A restricted oil outlet filter in the remote tank. Remove filter and clean. Problem: Warning Horn Does Not Sound When Ignition Key is Turned to “ON” Position. Possible Cause Corrective Action Horn malfunction or open (tan) wire between horn and Engine. Use a jumper wire to ground tan lead (at engine terminal block) to engine ground. Warning horn should sound. If not, check tan wire between horn and engine for open circuit and check horn. Faulty TKS ECM Check if all TKS ECM leads are connected to harness leads. If so, module may be faulty. Using incorrect side mount remote control or ignition/ choke assembly. See info on remote control SECTION 1D. Problem: Warning Horn Stays on When Ignition Key is Turned to “ON” Position. Possible Cause Corrective Action Engine overheat sensor If horn sounds a continuous signal, the engine overheat sensor may be faulty. Disconnect overheat sensor and turn ignition key to “ON” position. If horn still sounds a continuous signal, the ECM is faulty. Replace module and re-test. If signal does not sound, then engine overheat sensor is faulty. Replace and re-test. Faulty TKS ECM Check connections - replace module. 3C-12 - FUEL SYSTEM 90-852396 MAY 1996 Problem: Warning Horn sounds when Engine is Running and Oil Level in Engine Reservoir is Full. Possible Cause Corrective Action Faulty engine ignition system (incorrect voltage pulse being sent to the ECM Look at the ignition coil lead connections on the ignition switch box and determine what coil lead has the green wire from the ECM connected to it. Check that coil for correct voltage using DVA. If the voltage to the coil is correct, then the voltage to the warning module is correct. Defective low oil sensor (located in fill cap of engine oil reservoir.) Do not remove cap from oil reservoir. Disconnect both low oil sensor leads from terminal connectors. Connect an ohmmeter between leads. There should be NO continuity thru sensor. If continuity exists, sensor is faulty. Replace cap assembly. Defective motion sensor at the oil injection pump All spark plugs must be removed and spark leads grounded to prevent engine from starting when checking motion sensor. 1. Disconnect white lead from module assembly. Check voltage from the white lead from module. Voltage should be 12V ± 1V. 2. Re-connect white lead from module. Sensor leads must be connected to module for remaining checks. Insert probe into wire connection for voltage checks. 3. Check output voltage to the sensor by connecting voltmeter to (blue/white) sensor lead. Remove spark plugs and ground spark plug leads. Turn ignition to “ON”. Use emergency start rope and rotate flywheel while observing voltmeter. Output voltage should peak at 5V ± 1V and then drop to less than 1.0 volt during every 2 revolutions of the engine. 4. If NO voltage is present, then one of two possibilities exists: a. Motion sensor defective -- replace and repeat test for voltage. b. Drive system defective -- test as in following section. Drive system of the oil injection pump. Check drive system as follows: 1. Use a 50:1 gas and oil mixture and start engine. Be sure engine has proper cooling water. 2. Disconnect link rod connected between oil injection pump and carburetor linkage. 3. Disconnect outlet hose of oil injection pump and observe if injection pump is pumping oil. If pump is not pumping oil, the drive system to the pump is faulty. If all of the checks are positive, the ECM is faulty. Replace Module and re-test. 90-852396 MAY 1996 FUEL SYSTEM - 3C-13 3C-14 - FUEL SYSTEM 90-852396 MAY 1996 Oil Pump Volume (Flow) Test NOTE: The following specifications are determined with the engine running off a remote fuel supply with pre-mix fuel. The oil pump output hose (clear) must be disconnected from the input fuel line TEE fitting and directed into a graduated container. The input fuel line TEE fitting from which the oil line was removed MUST BE CAPPED OFF to prevent fuel leakage while the engine is running. b a b c d e a - Oil Pump Output Hose (Clear) b - Tee Fitting c - Link Arm d - Input Fuel Line e - Oil Pump Flow specifications are as follows: @ 1500 RPM with oil pump link arm ATTACHED = 6.8cc ± 10% in 3 MINUTES @ 1500 RPM with oil pump link arm DISCONNECTED =17cc ± 10%in 3 minutes Engine Mounted Oil Reservoir REMOVAL NOTE: If oil reservoir contains oil, the clear oil hose going to the oil pump should be plugged upon removal to prevent oil spillage. 1. Disconnect input oil hose to oil reservoir. 2. Remove oil reservoir cap BLACK and LIGHT BLUE leads from their respective connections. 3. Disconnect clear input hose to oil pump and plug off hose. 4. Remove three bolts securing oil reservoir to power- head and remove reservoir. 51893 a a a c d a c b d a - Bolts b - Input Oil Hose c - Oil Pump Input Hose (Clear) d - Oil Cap INSTALLATION 1. Apply Loctite 222 (obtain locally) to threads of 3 attaching bolts and secure oil reservoir to powerhead. Torque bolts to 25 Ib. in. (2.8 N·m). 2. Install input oil hose to top of oil reservoir and secure with sta-strap. 3. Connect oil cap BLACK lead to engine ground and LIGHT BLUE LEAD to TKS ECM. 4. Connect clear output hose from oil reservoir to oil pump. Secure hose with STA-STRAPS. FUEL SYSTEM 3 D ELECTRONIC ENRICHMENT & TURN KEY START ELECTRONIC CONTROL MODULE Table of Contents Page Enrichment System . . . . . . . . . . . . . . . . . . . . . . . 3D-1 Manual Operation of Enrichment Valve . . . . . . . . . . . . . . . . . . . 3D-1 Enrichment Valve Test . . . . . . . . . . . . . . . . . . 3D-2 DVA Test of Fuel Enrichment Valve . . . . . . 3D-2 Enrichment Valve Replacement . . . . . . . 3D-3 Enrichment Valve “Clicks” But Fuel Does Not Drain from Port . . . . 3D-3 Enrichment Valve “Clicks” and Fuel Drains from Port . . . . . . . . . . . . 3D-3 Engine Temperature Sensor . . . . . . . . . . 3D-3 Turn Key Start Electronic Control Module (TKS ECM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-4 90-852396 MAY 1996 Fuel Enrichment operates as a function of time and Enrichment System block temperature. The Turn Key Start (TKS) Electronic Control Module a. Enrichment valve will continue to provide fuel(ECM) electrically controls the enrichment valve to while engine is cranking until block temperaprovide a rich fuel charge for starting a cold engine. ture reaches approximately 122° F (50° C), at TheTKS ECM monitors engine coolant temperature which point it will no longer provide fuel. (thru the temperature sensor) and ignition timing b. When block is hot (normal operating temper( thru the crank position sensor). ature – 140° to 155° F) enrichment valve will The TKS ECM electronically opens the enrichment provide fuel for approximately 1/2 second valve for varying lengths of time – the colder the en when key is turned to “ON” position. The gine, the longer the valve remains open. The TKS valve will not provide fuel during cranking at ECM also advances ignition timing – Below 3,000 temperatures above 122° F (50° C). RPM the TKS ECM advances idle timing 5 until the engine reaches 104F (40C). Above 3,000 RPM, MANUAL OPERATION OF ENRICHMENT VALVE the TKS ECM does not affect ignition timing regard- IMPORTANT: Manual use of enrichment valve if less of engine temperature. engine is warm could result in engine flooding. Fuel is gravity fed to the enrichment valve from the Should enrichment circuit of TKS ECM fail, press but top carburetor float bowl. When the valve is opened, ton on enrichment valve and hold approximately 5 fuel is drawn to outlet ports on each carburetor flange seconds. Release button. Start engine. by crankcase vacuum. During cold start, throttle shutters should be closed – maximizing crankcase vacuum – to draw ample fuel from the enrichment valve. c b a -Enrichment Valve b -Enrichment Valve Harness (to ECM) Inlet Fuel Ports c -Inlet Fuel d -Vent e -Manual Button 90-852396 MAY 1996 FUEL SYSTEM - 3D-1 g g cd ed a e f gf f -Outlet Ports g - 3D-2 - FUEL SYSTEM 90-852396 MAY 1996 Enrichment Valve Test 1. Remove top cowl. 2. Disconnect YELLOW/BLACK bullet connector (b) to enrichment valve. b a 55003 a - Purple b - Yellow/Black DVA Test of Fuel Enrichment Valve Tested Part DVA Leads Connected To Scale Reading Fuel Enrichment Solenoid Valve RED BLACK YELLOW/BLACK Engine Ground 200 DVA When engine is initially started, DVA meter will deflect to 25 – 50 VDC. This will last only a short period and will then indicate 10 – 15 VDC. If above results are not obtained, valve is defective. 3. Disconnect PURPLE bullet connector lead of enrichment valve and touch MALE end to GROUND. 4. Remove one outlet hose from enrichment valve and place container under valve. 5. Turn ignition key to “ON” position. 6. While holding key ON, enrichment valve should click and fuel drain from exposed port. 7. If valve does not click, replace valve. ENRICHMENT VALVE REPLACEMENT 1. Disconnect YELLOW/BLACK and PURPLE bullet connectors. 2. Place container under valve and remove 3 outlet hoses and 1 inlet hose. 3. Remove valve from clamp 4. Dispose of caught fuel in proper container. 5. Reconnect hoses to new valve. Secure hoses with sta-straps. 6. Place valve into clamp. 7. Reconnect YELLOW/BLACK and PURPLE bullet connectors. ENRICHMENT VALVE “CLICKS” BUT FUEL DOES NOT DRAIN FROM PORT Inspect drain hose and top carburetor float bowl for blockage. Refer to SECTION 3B for carburetor disassembly. ENRICHMENT VALVE “CLICKS” AND FUEL DRAINS FROM PORT 1. Inspect wiring between valve and TKS ECM, between TKS ECM and TEMPERATURE SENSOR for breaks or loose connections. Refer to SECTION 2A for engine wiring diagram. 2. If wiring is functional, refer to TEMPERATURE SENSOR OHM CHART, following, for proper functioning of sensor. ENGINE TEMPERATURE SENSOR 55009 a a -Engine Temperature Sensor 90-852396 MAY 1996 FUEL SYSTEM - 3D-3 Insert digital or analog ohmmeter test leads into both TAN/BLACK sensor leads. With engine at temperature (C or F) indicated, ohm readings should be as indicated ± 10%. Block Temperature C. F. Resistance (Ohms)(Ohms) –15 5 7465 –10 14 5636 –5 23 4288 0 32 3287 5 41 2551 10 50 1996 15 59 1574 20 68 1250 25 77 1000 30 86 805 35 95 652 40 104 532 45 113 436 50 122 360 55 131 298 60 140 248 65 149 208 70 158 175 75 167 148 80 176 126 85 185 107 90 194 92 95 203 79 100 212 68 105 221 59 110 230 51 115 239 44 120 248 38 125 257 34 Turn Key Start Electronic Control Module (TKS ECM) The Turn Key Start Electronic Control Module (TKS ECM) provides four major functions: • Electrically controls the enrichment valve to provide a rich fuel charge for starting a cold engine. • Provides spark advance of 5 to start a cold engine. IMPORTANT: Below 3,000 RPM the TKS ECM advances idle timing 5 until the engine reaches 104F (40C). Above 3,000 RPM, the TKS ECM does not affect ignition timing regardless of engine temperature. • Monitors and provides warning horn sounds for: a. System Start Up Test b. Low Oil in Engine Mounted Oil Tank c. Oil Pump Drive Failure d. Over heat condition (cylinder head temperature) • Provides engine over-rev protection by progressively cutting off spark to ignition coils. NOTE: There is no troubleshooting for the TKS ECM. The engine will run without the TKS ECM. If the TKS ECM is suspect, disconnect and run the engine to systematically troubleshoot. Engine Temperature Sensor and Ground Between Black and EACH Tan/Blk wire. No Continuity 3D-4 - FUEL SYSTEM 90-852396 MAY 1996 POWERHEAD 4 28237 Table of Contents Page Powerhead Specifications . . . . . . . . . . . . . . . . . . 4-1 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 Crankshaft, Pistons And Connecting Rods. . . . . . . . . . . . . . . . . . . . . . . . . . 4-4 Cylinder Block Assembly . . . . . . . . . . . . . . . . . . . 4-6 Reed Block And Cylinder Head . . . . . . . . . . . . . 4-8 Manifold Assembly And Adapter Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10 Throttle Lever And Shift Shaft . . . . . . . . . . . . . . 4-12 Bleed System. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14 Bleed System. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14 Bleed Line Routing . . . . . . . . . . . . . . . . . . . . . . . 4-15 Torque Sequence . . . . . . . . . . . . . . . . . . . . . . . . 4-16 General Information . . . . . . . . . . . . . . . . . . . . . . 4-17 Powerhead Removal from Pump Unit . . . . . . . 4-17 Removing Engine Components . . . . . . . 4-18 Powerhead Disassembly . . . . . . . . . . . . . . . . . . 4-18 Upper End Cap . . . . . . . . . . . . . . . . . . . . . 4-19 Lower End Cap . . . . . . . . . . . . . . . . . . . . . 4-19 Crankcase Cover Removed . . . . . . . . . . 4-20 Cleaning and Inspection. . . . . . . . . . . . . . . . . . . 4-24 Cylinder Block and Crankcase Cover . . . . . . . . 4-24 Special Service Information . . . . . . . . . . . . . . . . 4-25 Cylinder Bores. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25 Honing Procedure. . . . . . . . . . . . . . . . . . . 4-25 Page Pistons and Piston Rings . . . . . . . . . . . . . . . . . . 4-26 Cleaning Piston Ring Grooves . . . . . . . . 4-26 Measuring Piston Roundness . . . . . . . . . 4-27 Cylinder Heads and Exhaust Divider Plate . . . 4-27 Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27 Crankshaft (and End Cap) Bearings . . . . . . . . . 4-28 Reed Block Assembly . . . . . . . . . . . . . . . . . . . . . 4-28 Reed Block Housing. . . . . . . . . . . . . . . . . . . . . . . 4-28 Connecting Rods . . . . . . . . . . . . . . . . . . . . . . . . . 4-29 Powerhead Reassembly and Installation . . . . 4-31 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31 Crankshaft Installation . . . . . . . . . . . . . . . . . . . . . 4-34 Piston and Connecting Rod Reassembly . . . . . 4-35 Piston and Piston Ring Combinations . . . . . . . . 4-36 Piston Installation . . . . . . . . . . . . . . . . . . . . . . . . . 4-37 Crankcase Cover Installation . . . . . . . . . . . . . . . 4-39 Assembly of Reed Blocks to Intake Manifold. . . . . . . . . . . . . . . . . . . . . . . . 4-40 Assembly of Exhaust Manifold to Block . . . . . . 4-40 Cleaning and Inspection. . . . . . . . . . . . . . . . . . . 4-41 Cylinder Block and Crankcase Cover . . . . . . . . 4-41 Cylinder Head Installation . . . . . . . . . . . . 4-41 Adaptor Plate Installation . . . . . . . . . . . . . . . . . . 4-42 Reinstalling Engine Components . . . . . . . . . . . . 4-42 Powerhead Installation On Pump Unit . . . . . . . 4-42 Break-ln Procedure. . . . . . . . . . . . . . . . . . . . . . . 4-42 Break-in Fuel Mixture. . . . . . . . . . . . . . . . 4-42 90-852396 MAY 1996 Powerhead Specifications Block Type . . . . . . . . . . . . . . . . . . . . . 60° V, 2 Cycle Displacement . . . . . . . . . . . . . 153 cu. in. (2.5 Litre) Reed Valve Opening Reed Stand Open (Max.) . . . 0.020 in. (0.50 mm) Cylinder Bore Piston Dia. Standard . . . . . . . 3.494 in. ± .001 in. (88.748 mm ± .025 mm) Dia. .015 in. Oversize . 3.509 in. ± .001 in. (89.129 mm ± .025 mm) IMPORTANT: Using a micrometer, measure dimension “B” at location shown. Dimension “B” should be .008 in. or less than dimension “A”. Dimension “A” at Right Angle (90°) to Piston Pin 1/2 in. (12.7mm) Dimension “B” ( in line with Piston Pin) Special Tools Lifting Eye 91-90455 Flywheel Holder 91-52344 91–52344 54964 Protector Cap 91-24161 Flywheel Puller 91-73687A2 90-852396 MAY 1996 POWERHEAD - 4-1 Powerhead Stand 91-30591A1 Piston Ring Expander 91-24697 Lockring Removal Tool 91-52952A1 Piston Pin Tool 91-74607A3 Universal Puller Plate 91-37241 Snap Ring Pliers 91-24283 Lockring Installation Tool 91-91-77109A3 Piston Ring Compressor 91-818773 Compression Tester 91-29287 Powerhead Repair Stand A powerhead repair stand may be purchased from: Bob Kerr’s Marine Tool Co. P.O. Box 1135 Winter Garden, FL 32787 Telephone: (305) 656-2089 4-2 - POWERHEAD 90-852396 MAY 1996 Notes: 90-852396 MAY 1996 POWERHEAD - 4-3 CRANKSHAFT, PISTONS AND CONNECTING RODS 1 2 3 4 5 6 7 911 13 15 16 17 18 19 15 1417 13 8 8 8 18 14 95 7 2-4-C w/Teflon (92-825407A12) Loctite “271” (92-809820) 2 Cycle Outboard Oil (92-13249A24) 14 95 92 7 95 14 95 14 14 95 92 Loctite 7649 Primer (92-809824) 8 4-4 - POWERHEAD 90-852396 MAY 1996 CRANKSHAFT, PISTONS AND CONNECTING RODS REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 CRANKSHAFT ASSEMBLY 2 1 BEARING-Ball (LOWER) 3 1 RING-Retaining 4 2 GEAR KIT-Drive 5 2 SCREW (#6-32 x .620) 8 1 6 2 NUT-Special (#6-32) 7 7 RING-Sealing-Crankshaft 8 2 BEARING KIT-Crankshaft 9 3 PISTON ASSEMBLY (STARBOARD) (STANDARD) 10 OPT PISTON ASSEMBLY (STARBOARD) (.015 O.S.) 3 PISTON ASSEMBLY (PORT) (STANDARD) OPT PISTON ASSEMBLY (PORT) (.015 O.S.) 11 1 RING KIT (12 Rings) (STANDARD) 12 OPT RING KIT (8 Rings) (.015 O.S.) 13 12 RING-Lock 14 6 PIN-Piston 15 6 CONNECTING ROD KIT 16 12 SCREW-Connecting Rod 1st Torque - 15 lb. in. (1.5 N·m) 2nd Torque - 30 lb. ft. (40.5 N·m) Turn bolt additional 90° after 2nd torque 17 12 WASHER-Needle Locating 18 6 BEARING KIT-Roller 19 174 BEARING-Needle-Piston End 90-852396 MAY 1996 POWERHEAD - 4-5 CYLINDER BLOCK ASSEMBLY 23 42 7 Loctite “271” (92-809820) Loctite Master Gasket (92-12564-2)12 14 2 Cycle Outboard Oil (92-13249A24) 95 2-4-C w/Teflon (92-825407A12) 95 14 7 12 7 95 95 1 2 3 4 56 7 8 9 10 12 13 15 14 16 20 21 22 24 25 26 27 28 29 33 34 35 36 37 11 12 17 18 18 19 38 39 40 41 30 31 32 4-6 - POWERHEAD 90-852396 MAY 1996 CYLINDER BLOCK ASSEMBLY REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m – 1 POWERHEAD ASSEMBLY 1 1 CYLINDER BLOCK ASSEMBLY 2 2 PIN-Dowel-Locating 3 2 PIN-Dowel (Center Main) 4 2 GASKET-Crankcase Sealing 5 1 COVER-Starter Motor (UPPER) 6 2 SCREW (.312-18 x 1.500) 210 17.5 23.5 7 1 COVER-Starter Motor (LOWER) 8 2 SCREW (.312-18 x 2.00) 210 17.5 23.5 9 1 BUSHING 10 2 SCREW (.375-16 x 3.250) 38 51.5 11 3 NUT-Wing (#10-32) 12 3 WASHER 13 1 SPACER 14 1 J CLIP 15 1 FITTING (.500-14) 16 1 STUD (.190-32 x 1.870) 17 1 SCREW, Ground 18 2 CABLE TIE (8.00 in.) 19 1 HOSE (57.00 in. Bulk) (Cut 23.500 in.) 20 1 END CAP ASSEMBLY-Upper 21 1 O RING 22 1 BEARING KIT (Top Main) 23 1 SEAL-Oil 24 4 SCREW (.312-18 x 1.00) 150 12.5 17 25 2 STUD (#10-32 x 1.00) 26 1 BRACKET-Flywheel Cover 27 2 SCREW (.250-20 x .750) 80 9 28 6 SCREW (.375-18 x 1.250) 29 1 CAP-Nylon 30 1 NUT (.250-20) 31 1 SCREW-Special (.250-20 x 2.125) 32 6 SCREW (.375-16 x 3.250) 33 1 END CAP ASSEMBLY-Lower 34 1 O RING (3.250 I.D.) 35 2 SEAL-Oil 36 4 LOCKWASHER (.250) 37 4 SCREW (.250-20 x .750) 80 9 38 1 FITTING 39 1 COVER 40 1 GASKET-Cover 41 4 SCREW (.312-18 x .875) 42 1 SCREW (#6-32 x .250) 90-852396 MAY 1996 POWERHEAD - 4-7 REED BLOCK AND CYLINDER HEAD 12 3 4 5 6 7 8 9 1011 12 13 17 18 19 20 21 22 23 24 25 10 3 3 3 To Bottom Adapter Plate 15 16 4-8 - POWERHEAD 90-852396 MAY 1996 REED BLOCK AND CYLINDER HEAD REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 4 SCREW (.312-18 x 1.00) 2 1 ELBOW-90 Brass (.250-18) 3 4 CABLE TIE (8.00 in.) 4 1 HOSE (24.500 in. Bulk) (Cut 11.500 in.) 5 2 COVER KIT-Thermostat 6 2 GASKET-Thermostat 7 1 Sender, Temperature 8 24 SCREW (.375-16 x 2.30) Apply light oil to screw head and threads 40 54 9 2 HEAD-Cylinder 10 4 PIN-Dowel (.250 x .625) 11 2 GASKET-Cylinder Head 12 1 FITTING 13 1 HOSE (24.500 in. Bulk) (Cut 18.00 in.) 14 1 SENSOR ASSEMBLY-Temperature (PORT) 15 1 RETAINER-Sensor 16 2 SCREW (.312-18 x .500) 17 6 REED BLOCK ASSEMBLY 18 1 GASKET-Adaptor Plate 19 1 PLATE ASSEMBLY-Adaptor 20 6 STUD (.250 x 1.125) NS 2 FITTING-Barbed NS 1 CHECK VALVE 21 1 CLIP 22 8 SCREW (.250-20 x .875) 23 6 SCREW (.250-20 x 2.00) Plate to Crankcase 24 6 SCREW (.250-20 x .875) Carb Mounting 25 2 WASHER 90-852396 MAY 1996 POWERHEAD - 4-9 4-10 - POWERHEAD 90-852396 MAY 1996 MANIFOLD ASSEMBLY AND ADAPTER PLATE 1 2 3 4 5 8 10 9 11 12 15 18 17 19 20 14 23 24 25 31 16 28 30 29 32 27 33 34 26 35 36 37 38 39 40 21 13 22 1 6 7 20 29 31 35 35 MANIFOLD ASSEMBLY AND ADAPTER PLATE REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 ADAPTER ASSEMBLY-Flushing 2 1 PLUG-Top 3 1 WASHER 4 1 O RING 1 VALVE-Check 6 1 CONNECTOR 7 1 CLAMP 8 1 HOSE (49.00 in. Bulk) (Cut 23.500 in.) 9 1 CLAMP 1 FITTING (90) 11 2 SCREW With WASHER (.312-18 x 1.500) 180 20 12 1 J CLIP 13 1 SCREW (.250-20 x .500) 180 20 14 18 WASHER 18 SCREW (.312-18 x 5.250) 180 20 16 1 DECAL-Flushing Adapter 17 2 SCREW (#10-32 x .620) 18 1 CLIP-Flushing Assembly Holder 19 1 COVER-Exhaust Manifold 2 TUBE-Strainer 21 1 GASKET-Exhaust Manifold Cover 22 1 MANIFOLD-Exhaust 23 1 GASKET-Exhaust Manifold 24 1 SEAL-Exhaust Manifold (12.500 in.) 1 GASKET-Adapter To Block 26 1 HOSE ASSEMBLY-Water Inlet 27 1 FITTING-Water Inlet Hose 28 1 ADAPTER-Engine To Pump 29 12 WASHER 4 SCREW (.375-16 x 2.250) 35 47 31 2 PIN-Dowel 32 8 SCREW (.375-16 x 1.620) 35 47 33 1 FITTING (45) 34 1 ELBOW (90) 3 CABLE TIE (8.00 in.) 36 1 HOSE-Syphon (9.00 ft. Bulk) (Cut 42.00 in.) 37 1 SYPHON BREAK 38 1 HOSE-Syphon (9.00 ft. Bulk) (Cut 18.00 in.) 39 1 CLAMP 1 FILTER-Syphon Hose 90-852396 MAY 1996 POWERHEAD - 4-11 THROTTLE LEVER AND SHIFT SHAFT 34 35 36 15 1618 19 20 2122 24 25 26 27 28 29 30 31 32 33 37 38 39 14 7 4 1 3 8 2 5 6 12 9 4-12 - POWERHEAD 90-852396 MAY 1996 THROTTLE LEVER AND SHIFT SHAFT REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 LEVER ASSEMBLY-Spark Advance 2 1 SCREW (.250-20 x 2.125) 3 1 NUT (.250-20) 4 1 CAP 1 SCREW (.190-32 x 1.250) 6 1 NUT (#10-32) 7 1 CAP 8 1 WASHER 9 1 NUT (#10-32) 1 ROD-Link 11 1 NUT (#10-32)-Brass 12 1 BALL JOINT ASSEMBLY 13 1 PIVOT 14 1 SPRING 1 BUSHING 16 1 LEVER-Throttle Control 17 1 SCREW (.375-16 x 1.750) 18 1 BUSHING 19 1 SCREW (.250-20 x 2.125) 1 NUT (.250-20) 21 1 CAP 22 1 LATCH-Cable End 23 1 SCREW (.250-28 x .880) 24 1 SPRING 1 NUT (.250-28) 26 1 BARREL 27 1 ROD-Throttle Control 28 1 BUSHING-Swivel 29 1 CAM-Throttle 1 STUD (.250-28 x 1.750) 31 1 NUT (.250-28) 32 1 BRACKET ASSEMBLY-Cable Anchor 33 1 LATCH-Control Cable 34 1 NUT (#12-24) (Service Replacement Brkt) 1 WASHER (Service Replacement Bracket) 36 1 STUD (Service Replacement Bracket) 37 2 SCREW (Special)-(Original Bracket) 38 1 CUP-Barrel Retainer 39 3 SCREW (.312-18 x .880) 90-852396 MAY 1996 POWERHEAD - 4-13 Bleed System Bleed System REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 2 TUBING (9 in.) 2 2 TUBING (12-1/2 in.) 3 1 TUBING (14 in.) 4 2 TUBING (19 in.) 5 1 TUBING (24 in.) 6 1 TUBING (26 in.) 7 7 CHECK VALVE 8 6 ELBOW 9 4 FITTING–Barbed 10 1 CHECK VALVE 4-14 - POWERHEAD 90-852396 MAY 1996 STARBOARD SIDE VIEW Bleed Line Routing FRONT VIEW PORT SIDE VIEW 50801 50801 50802 90-852396 MAY 1996 POWERHEAD - 4-15 Torque Sequence CRANKCASE COVER BOLTS (AND TORQUE SEQUENCE) 4 1 87 Apply light oil to threads and bolt face: 8 Bolts (3/8 in. - 16 in. 38 lb. ft. (51.5 N·m) 2 3 Bolts (5/16 in. - 18) 180 lb. in. (20.3 N·m) 56 EXHAUST COVER/MANIFOLD BOLTS 180 lb. in. (20 N·m) Apply light oil to threads and bolt face 18 13 19 15 20 14 10 9 6 5 3 1 2 4 7 8 11 12 50806 16 17 CYLINDER HEAD BOLTS Retorque head bolts after outboard has been run for approximately 1/2 - 1 hour Apply light oil to threads and bolt face: 40 lb. ft. (54 N·m) 10 9 6 5 2 1 3 4 7 8 11 12 4-16 - POWERHEAD 90-852396 MAY 1996 90-852396 MAY 1996 POWERHEAD - 4-17 General Information Powerhead “Disassembly” and “Reassembly” instructions are printed in a sequence that should be followed to assure best results when removing or replacing powerhead components. If complete disassembly is not necessary, start reassembly at point disassembly was stopped. (Refer to “Table of Contents,” preceding.) Usually, complete disassembly of powerhead will be required. If major powerhead repairs are to be performed, remove powerhead from the pump unit. Powerhead Removal from Pump Unit 1. Disconnect battery cables from battery terminals. Remove positive battery cable from starter solenoid. Remove negative battery cable from lower front starter mounting bolt. a b 28238 a - Positive Battery Cable Attaching Location b - Boot Protector for Positive Battery Cable a 28237 a - Forward Starter Bolt (Engine Ground) 2. Disconnect remote oil tank hose connector. 3. Disconnect remote control harness from powerhead harness connector and wires. 4. Remove throttle cable. 5. Remove fuel inlet line. a b 55087 a - Fuel Inlet b - Throttle Cable 6. Remove eight (8) nuts (four on each side) securing powerhead to housing cover. 28237 a a a - M10 x 1.5 Nuts 7. Remove plastic cap from center of flywheel and install LIFTING EYE (91-90455) into flywheel at least five full turns. Using a hoist, lift powerhead assembly from pump unit. 51804 REMOVING ENGINE COMPONENTS Remove the following engine components: Section 2 Starter Motor *Ignition Switch Boxes *Ignition Coil *Starter Solenoid *Voltage regulator/rectifier Flywheel *Stator Assembly *Trigger Assembly *Turn Key Start Module Section 3 Air Silencer Carburetors and Linkage Fuel Pump Fuel Primer Fuel Enrichment Valve Engine Mounted Oil Tank Oil Pump * All ignition and electrical components should remain attached to electrical plate. Plate with components can be removed as an assembly. Powerhead Disassembly 1. Place powerhead in repair stand or on a bench. 2. Remove thermostat covers and washers. 51852 a b a -Thermostat Cover b -Washer 3.Remove cylinder heads from engine block. b c a a -Cylinder Head b -Gasket c -Engine Block 4-18 - POWERHEAD 90-852396 MAY 1996 4. 4. Remove exhaust manifold and seal. ac b 51852 a -Exhaust Manifold b -Seal c -Gasket 5. Remove reed block housing from cylinder block. a 51845 a -Reed Block Housing 6. Inspect reeds as outlined in “Cleaning and Inspection”. 7. Remove bolts from end caps. UPPER END CAP a a -Crankcase Attaching End Cap Bolts LOWER END CAP a a -Crankcase Attaching End Cap Bolts 8. Remove bolts which secure crankcase cover to cylinder block. 90-852396 MAY 1996 POWERHEAD - 4-19 9. Pry crankcase cover off cylinder block using pry bars in locations shown. 51845 a b a a -Pry Points b -Crankcase Cover CRANKCASE COVER REMOVED 51848 10. Use Powerhead Stand (91-30591A1) for rotating crankshaft to desired position for removal of connecting rods. 11. Using an awl or electric pencil, scribe the cylinder identification number on each connecting rod as shown. Reassemble connecting rods in same cylinder. 51849 Ä Ä 12. Use a 5/16 in. 12 point socket to remove connecting rod bolts, then remove rod cap, roller bearings and bearing cage from connecting rod. a a -Connecting Rod Bolts 13. Push piston out of cylinder block. 4-20 - POWERHEAD 90-852396 MAY 1996 14. After removal, reassemble each piston and connecting rod assembly. CAUTION Each connecting rod and end cap are a matched machined set and must never be mismatched. 51849 15. Inspect pistons as outlined in “Cleaning and Inspection” following. 16. Use Piston Ring Expander (91-24697) to remove piston rings. Always install new piston rings. 17. Using an awl, scribe identification number of connecting rod on inside of piston (1). Reassemble pis- ton on same connecting rod. 51851 18. Using tool (91-52952A1), remove piston pin lock- rings from both ends of piston pin. Never re-use piston pin lockrings. 51083 a a -Lockring IMPORTANT: Warming the piston dome using a torch lamp will ease removal and installation of piston pin. 51081 90-852396 MAY 1996 POWERHEAD - 4-21 19. Support piston and tap out piston pin using service tool (91-76159A1) as shown. a 51853 b a -Piston Pin b -Piston Pin Tool (91-76159A1) 20. Remove piston pin needle bearings (29 per piston) and locating washers (2 per piston) as shown. IMPORTANT: We recommend that you use new needle bearings at reassembly for lasting repair. However, if needle bearings must be re-used, keep each set of bearings identified for reassembly on same connecting rod. a 51088 a -Needle Bearing Locating Washers 21. Remove upper end cap and lower end cap from crankshaft. a b 51848 a -Upper End Cap b -Lower End Cap 22. Remove and discard O-ring seals from each end cap. 23. Remove oil seal(s) from end of each end cap by driving seal out with a punch and hammer. 24. Inspect roller bearing in upper end cap as outlined in “Cleaning and Inspection”. NOTE: If roller bearing is damaged, replace upper end cap and roller bearings as an assembly. 51853a b a -O-Ring b -Seal 4-22 - POWERHEAD 90-852396 MAY 1996 25. Remove crankshaft and place in powerhead stand as shown. IMPORTANT: DO NOT remove crankshaft sealing rings from crankshaft, unless replacement of a sealing ring(s) is necessary. Usually, crankshaft sealing rings do not require replacement, unless broken. CAUTION 27. Remove bearing race halves and roller bearings from crankshaft. IMPORTANT: Keep same bearing races and roller bearings together. Safety glasses should be worn when removing or installing crankshaft sealing rings. IMPORTANT: DO NOT remove oil pump drive gear on crankshaft unless gear is damaged; i.e. cracked, gear teeth chipped or fretting, or excessive looseness. Refer to “Section 8” for proper oil drive gear installation procedures. a b 51847 a -Sealing Rings b -Oil Pump Drive Gear 26. Remove retaining ring as shown. a 51850 a -Retaining Ring b a a 51850 a -Bearing Race Halves b - Roller Bearings Inspect crankshaft ball bearing as outlined in “Cleaning and Inspection,” following. IMPORTANT: DO NOT remove crankshaft ball bearing, unless replacement is required. 28. Remove lower ball bearing from crankshaft as follows: a. Remove retaining ring using a pair of snap ring pliers. a b c 51854 a -Crankshaft Ball Bearing b -Pliers c -Retaining Ring 90-852396 MAY 1996 POWERHEAD - 4-23 b. Press crankshaft out of lower ball bearing as shown. a b c a -Pressb -Powerhead Stand (91-30591A1) c -Crankshaft Ball Bearing d -Universal Puller Plate (91-37241) 29. If necessary, remove water pressure relief valve cover as shown. d 51081 Cleaning and Inspection Cylinder Block and Crankcase Cover IMPORTANT: Crankcase cover and cylinder block are a matched, line-bored assembly and never should be mismatched by using a different crankcase cover or cylinder block. 50803 a -Bolt b -Cover c -Gasket 4-24 - POWERHEAD CAUTION It crankcase cover or cylinder block is to be submerged in a very strong cleaning solution, it will be necessary to remove the crankcase cover/cylinder block bleed system from crankcase cover/ cylinder block to prevent damage to hoses and check valves. 1. Thoroughly clean cylinder block and crankcase cover. Be sure that all sealant and old gaskets are removed from matching surfaces. Be sure that carbon deposits are removed from exhaust ports. 2. Inspect cylinder block and crankcase cover for cracks or fractures. 3. Check gasket surfaces for nicks, deep grooves, cracks and distortion that could cause compression leakages. 4. Check all water and oil passages in cylinder block and crankcase cover to be sure that they are not obstructed and that plugs are in place and tight. 90-852396 MAY 1996 Special Service Information Grooves in Cylinder Block Caused By Crankshaft Sealing Rings Grooves in cylinder block caused by crankshaft sealing rings are not a problem, except if installing a new crank- shaft and the new sealing rings on crankshaft do not line up with existing grooves in cylinder block. If installing a new crankshaft, refer to crankshaft in- stallation, Powerhead Reassembly section to determine if powerhead can be used. Cylinder Bores 1. Inspect cylinder bores for scoring, scuffing or a transfer of aluminum from piston to cylinder wall. Scoring or scuffing, if NOT TOO SEVERE, can normally be removed by honing. If a transfer of aluminum has occurred, an acidic solution such as “TIDY BOWL CLEANER” should be applied to the areas of the cylinder bore where transfer of aluminum has occurred. After the acidic solution has removed the transferred aluminum, thoroughly flush the cylinder bore(s) to remove any remaining acid. Cylinder walls may now be honed to remove any glaze and to aid in the seating of new piston rings. HONING PROCEDURE a. When cylinders are to be honed, follow the hone manufacturer’s recommendations for use of the hone and cleaning and lubrication during honing. b. For best results, a continuous flow of honing oil should be pumped into the work area. If pumping oil is not practical, use an oil can. Apply oil generously and frequently on both stones and work area. CAUTION When honing cylinder block, remove hone frequently and check condition of cylinder walls. DO NOT hone any more than absolutely necessary, as hone can remove cylinder wall material rapidly. c. Start stroking at smallest diameter. Maintain firm stone pressure against cylinder wall to assure fast stock removal and accurate results. d. Localize stroking in the smallest diameter until drill speed is constant throughout length of bore. Expand stones, as necessary, to compensate for stock removal and stone wear. Stroke at a rate of 30 complete cycles per minute to produce best cross-hatch pattern. Use honing oil generously. e. Thoroughly clean cylinder bores with hot water and detergent. Scrub well with a stiff bristle brush and rinse thoroughly with hot water. A good cleaning is essential. If any of the abrasive material is allowed to remain in the cylinder bore, it will cause rapid wear of new piston rings and cylinder bore in addition to bearings. After cleaning, bores should be swabbed several times with engine oil and a clean cloth, then wiped with a clean, dry cloth. Cylinders should not be cleaned with kerosene or gasoline. Clean remainder of cylinder block to remove excess material spread during honing operation. 2. Hone all cylinder walls just enough to de-glaze walls. 3. Measure cylinder bore diameter (with a snap gauge micrometer) of each cylinder, as shown below. Check for tapered, out-of-round (egg-shaped) and oversize bore. 90-852396 MAY 1996 POWERHEAD - 4-25 175 Models Models Cylinder Block Finish Hone 175 with a Standard Piston 3.501 in. (88.93 mm) 175 with a .015 in. (0.381mm) Oversize Piston 3.516 in. (89.31 mm) 4. If a cylinder bore is tapered, out-of-round or worn more than .006 in. (0.152 mm) from standard “Cylinder Block Finish Hone” diameter (refer to chart, preceding), it will be necessary to re-bore that cylinder(s) to .015 in. (0.381 mm) or .030 in. (0.762 mm) oversize or re-sleeve and install oversize piston(s) and piston rings during reassembly. NOTE: The weight of an oversize piston is approximately the same as a standard size piston; therefore, it is not necessary to re-bore all cylinders in a block just because one cylinder requires re-boring. 5. After honing and thoroughly cleaning cylinder bores, apply light oil to cylinder walls to prevent rusting . Pistons and Piston Rings IMPORTANT: If engine was submerged while engine was running, piston pin and/or connecting rod may be bent. If piston pin is bent, piston must be replaced. (Piston pins are not sold separately because of matched fit into piston.) If piston pin is bent, connecting rod must be checked for straightness (refer to “Connecting Rods,” following, for checking straightness). 1. Inspect pistons for scoring and excessive piston skirt wear. 2. Check tightness of piston ring locating pins. Locating pins must be tight. 3. Thoroughly clean pistons. Carefully remove carbon deposits from pistons, with a soft wire brush or carbon remove solution. Do not burr or round off machined edges. Inspect piston ring grooves for wear and carbon accumulation. If necessary, scrape carbon from piston ring grooves being careful not to scratch sides of grooves. Refer to procedure following for cleaning piston ring grooves. CLEANING PISTON RING GROOVES NOTE: Cleaning instructions differ between the rectangular ring groove and keystone (tapered) ring groove. Pistons may have two keystone ring grooves or one keystone ring groove and one rectangular ring groove as shown. Rectangular ring grooves 1. A broken rectangular piston ring can be used as a tool for scraping carbon from ring grooves. Carefully scrape carbon from ring grooves without scratching the side surfaces of grooves. Keystone (tapered) ring grooves CAUTION Care must be taken not to scratch the side surfaces of the ring groove. Scratching the side surface of the ring groove will damage the ring groove. 1. Use a bristle brush and carbon remover solution to remove carbon from side surfaces. 2. A tool can be made for cleaning the inner diameter of the tapered ring grooves. The tool can be made from a broken tapered piston ring with the side taper removed to enable the inside edge of the ring to reach the inner diameter of the groove. Carefully scrape carbon from inner diameter of ring grooves. Care must be taken not to damage the grooves by scratching the side surfaces of the grooves. Piston with two half keystone (half tapered) rings (175 Models) Enlarged View of Piston Ring Grooves 4-26 - POWERHEAD 90-852396 MAY 1996 MEASURING PISTON ROUNDNESS Piston has a barrel profile shape and is not a true diameter. 175 - 153 cu. in. (2508 cc) 1. Using a micrometer, measure dimension “A” at location shown. Dimension “A” should be as indicated in chart following. Piston Dimension “A” Standard Piston 3.494 in. ± .001 in. .015 in. Oversize Piston 3.509 in. ± .001 in. 2. Using a micrometer, measure dimension “B” at location shown. Dimension “B” should be within .008 in. of dimension “A.” Dimension “A” at Right Angle (90 °) to Piston Pin 1/2 in. (12.7mm) Dimension “B” ( in line with Piston Pin) Cylinder Heads and Exhaust Divider Plate 1. Inspect internal surface of cylinder heads for possible damage (as a result of piston or foreign material striking cylinder heads). IMPORTANT: Cylinder head warpage should not exceed .004 in. (.1mm) over the ENTIRE length of the cylinder head. If measured warpage, as determined on a surface block, exceeds .004 in. (.1mm) or a discontinuity of up to .004 in. (.1 mm) exists in a narrow portion of the cylinder head’s surface length, then the cylinder head may be resurfaced up to .010 in. (.25mm). 2. Replace cylinder head(s) as necessary. 3. Thoroughly clean gasket surfaces of exhaust divider plate. 4. Inspect exhaust divider plate for deep grooves, cracks or distortion that could cause leakage. Replace parts as necessary. Crankshaft 1. Inspect crankshaft to drive shaft splines for wear. (Replace crankshaft, if necessary.) 2. Check crankshaft for straightness. (Replace as necessary.) 3. Inspect crankshaft oil seal surfaces. Sealing surfaces must not be grooved, pitted or scratched. (Replace as necessary.) 4. Check all crankshaft bearing surfaces for rust, water marks, chatter marks, uneven wear and/or overheat-ing. (Refer to “Connecting Rods”.) 5. If necessary, clean crankshaft surfaces with crocus cloth . a b c c a - Crankshaft Journals b - Crocus Cloth c - Work Cloth “Back-and-Forth” WARNING DO NOT spin-dry crankshaft ball bearing with compressed air. 6. Thoroughly clean (with solvent) and dry crankshaft and crankshaft ball bearing. Recheck surfaces of crankshaft. Replace crankshaft, if surfaces cannot be properly “cleaned up.” If crankshaft will be re-used, lubricate surfaces of crankshaft with light oil to prevent rust. DO NOT lubricate crankshaft ball bearing at this time. 90-852396 MAY 1996 POWERHEAD - 4-27 Crankshaft (and End Cap) Bearings 1. After cleaning crankshaft, grasp outer race of crankshaft ball bearing (installed on lower end of crankshaft) and attempt to work race back-andforth. There should not be excessive play. 2. Lubricate ball bearing with light oil. Rotate outer bearing race. Bearing should have smooth action and no rust stains. If ball bearing sounds or feels “rough” or has “catches,” remove and discard bearing. (Refer to “Powerhead Removal and Disassembly - Crankshaft Removal and Disassembly”.) Lower Ball Bearing 3. Thoroughly clean (with solvent) and dry crankshaft center main roller bearings. Lubricate bearings with 2-Cycle Outboard Oil. Reed Block Assembly IMPORTANT: Reed block assembly is not serviceable. If reeds are damaged replace reed block assembly. 1. Thoroughly clean gasket surfaces of reed blocks and reed block housing. Check for deep grooves, cracks and distortion that could cause leakage. Replace parts as necessary. 2. Check for wear (indentations) on face of each reed block. Replace reed block assembly if reeds have made indentations. 3. Check for chipped and broken reeds. 51851 CAUTION DO NOT intermix halves of upper and lower crank- shaft center main roller bearings. Replace bearings in pairs only. 4. Thoroughly inspect center main roller bearings. Replace bearings if they are rusted, fractured, worn, galled or badly discolored. Center main Roller Bearing 5. Clean (with solvent) and dry crankshaft roller bearing that is installed in upper end cap. Lubricate bearing with light oil. 6. Thoroughly inspect upper end cap roller bearing. If roller bearing is rusted, fractured, worn, galled, badly discolored or loose inside of end cap replace end cap and roller bearing as an assembly. Upper Roller Bearing Allowable reed opening is .020 in. (.51 mm) or less. Replace reed block assembly if any reed is standing open more than .020 in. (.51 mm). Reed Block Housing 1. Check rubber bleed hoses. Replace any hose that is cracked, cut or deteriorating. 2. Check operation of bleed system check valves in reed block housing. If valves are working proper- ly, air can be drawn thru check valves “one way” only. If air can pass thru a check valve both ways, valve is not working properly and must be replaced. 4-28 - POWERHEAD 90-852396 MAY 1996 3. 3. Check that bleed system check valves are pressed tight into reed housing. 4. Inspect passages in reed block housing to be sure that they are not obstructed. Connecting Rods 1. Check connecting rods for alignment by placing rods on a surface plate. If light can be seen under any portion of machined surfaces, if rod has a slight wobble on plate, or if a .002 in. (0.051mm) feeler gauge can be inserted between any machined surface and surface plate, rod is bent and must be discarded. 2. Overheating: Overheating is visible as a bluish bearing surface color that is caused by inadequate lubrication or excessive RPM. 3. Rust: Rust formation on bearing surfaces causes uneven pitting of surface(s). a 51853 a -Pitting 4. Water Marks: When bearing surfaces are subjected to water contamination, a bearing surface “etching” occurs. This etching resembles the size of the bearing. 5. Spalling: Spalling is the loss of bearing surface, and it resembles flaking or chipping. Spalling will be most evident on the thrust portion of the connecting rod in line with the “I” beam. General bearing surface deterioration could be caused by or accelerated by improper lubrication. a a -Spalling 90-852396 MAY 1996 POWERHEAD - 4-29 6. Chatter Marks: Chatter marks are the result of a combination of low speed - low load - cold water temperature operation, aggravated by inadequate lubrication and/or improper fuel. Under these conditions, the crankshaft journal is hammered by the connecting rod. As ignition occurs in the cylinder, the piston pushes the connecting rod with tremendous force, and this force is transferred to the connecting rod journal. Since there is little or no load on the crankshaft, it bounces away from the connecting rod. The crankshaft then remains immobile for a split second until the piston travel causes the connecting rod to catch up to the waiting crankshaft journal, then hammers it. The repetition of this action causes a rough bearing surface(s) which resembles a tiny washboard. In some instances, the connecting rod crank pin bore becomes highly polished. During operation, the engine will emit a “whirr” and/or “chirp” sound when it is accelerated rapidly from idle speed to approximately 1500 RPM, then quickly returned to idle. If the preceding conditions are found, replace both the crankshaft and connecting rod(s). 51853 a a - Chatter Marks Between Arrows 7.Uneven Wear: Uneven wear could be caused by a bent connecting rod. a a - Uneven Wear Between Arrows 51853 8. If necessary, clean connecting rod bearing surfaces, as follows: a. Be sure that “etched” marks on connecting rod (crankshaft end) are perfectly aligned with “etched” marks on connecting rod cap. Tighten connecting rod cap attaching bolts securely. CAUTION Crocus cloth MUST BE USED to clean bearing surface at crankshaft end of connecting rod. DO NOT use any other type of abrasive cloth. b. Clean CRANKSHAFT END of connecting rod by using CROCUS CLOTH placed in a slotted 3/8 in. (9.5 mm) diameter shaft, as shown. Chuck shaft in a drill press and operation press at high speed while keeping connecting rod at a 90 angle to slotted shaft. IMPORTANT: Clean connecting rod just enough to clean up bearing surfaces. DO NOT continue to clean after marks are removed from bearing surfaces. 51083 c. Clean PISTON PIN END of connecting rod, using same method as in Step “b”, preceding, but using 320 grit carborundum cloth instead of crocus cloth. d. Thoroughly wash connecting rods to remove abrasive grit. Recheck bearing surfaces of connecting rods. Replace any connecting rod(s) that cannot be properly “cleaned up.” Lubricate bearing surfaces of connecting rods (which will be re-used) with light oil to prevent rust. 4-30 - POWERHEAD 90-852396 MAY 1996 Powerhead Reassembly and Installation General Before proceeding with powerhead reassembly, be sure that all parts to be re-used have been carefully cleaned and thoroughly inspected, as outlined in “Cleaning and Inspection,” preceding. Parts, which have not been properly cleaned (or which are questionable), can severely damage an otherwise perfectly good powerhead within the first few minutes of operation. All new powerhead gaskets MUST BE in- stalled during reassembly. During reassembly, lubricate parts with Quicksilver 2-Cycle Outboard Lubricant whenever “light oil” is specified. Quicksilver part numbers of lubricants, sealers and locking compounds and tools are listed in “Powerhead General Information,” preceding. A torque wrench is essential for correct reassembly of powerhead. DO NOT attempt to reassemble powerhead without using a torque wrench. Attaching bolts for covers, housings and cylinder heads MUST BE torqued by tightening bolts in 3 progressive steps (following specified torque sequence) until specified torque is reached (see “Example,” following). EXAMPLE: If cylinder head attaching bolts require a torque of 40 Ib. ft. (54 N·m), a) tighten all bolts to 10 Ib. ft. (13.5 N·m), following specified torque sequence, b) tighten all bolts to 20 Ib. ft. (27 N·m), following torque sequence, then finally c) tighten all bolts to 40 Ib. ft. (54 N·m), following torque sequence. 1. If removed, press lower crankshaft ball bearing onto crankshaft as shown. Be sure bearing is pressed firmly against counterweight. a c d b a - Crankshaft b - Crankshaft Ball Bearing c - Suitable Mandrel d - Press 2. Reinstall retaining ring using a suitable pair of Snap Ring Pliers. a a -Retaining Ring 90-852396 MAY 1996 POWERHEAD - 4-31 3. If removed, spread new crankshaft sealing rings just enough to slide over crankshaft journal. a 51854 a - Crankshaft Sealing Rings 4. Use Piston Ring Expander (91-24697) and install crankshaft sealing rings into groove. 51849 5. Lubricate center main crankshaft roller bearings and races with light oil. 51854 Install so Larger of Make Sure Retain the 3 Holes is to-ing Ring Bridges the ward bottom End of Separating Lines of Crankshaft the Bearing Race 6. Place center main crankshaft roller bearings on upper and lower main bearing journals as shown. 7. Install center main bearing races as shown. FLYWHEEL END 51850 BOTTOM END 4-32 - POWERHEAD 90-852396 MAY 1996 8. Secure center main bearing races together with retaining rings. Make sure retaining ring bridges the separating lines of the bearing race. a a 51847 a - Center main Bearing Races 9. Install oil seals into lower end cap as follows: a. Apply a thin bead of Loctite Type “A” (92-809820) to outer diameter on 2 lower end cap oil seals (a). b. Using driver head (91-55919) press one oil seal (lip facing down) into lower end cap until firmly seated. Remove any excess Loctite. c. Press second oil seal (lip facing down) until firmly seated on first oil seal. Remove any excess Loctite. d. Lubricate oil seal lips with Quicksilver Needle Bearing Assembly Lubricant (92-825265A1). e. Apply a light coat of Perfect Seal (92-34227-1) to end cap flange. f. Lubricate O-ring seal with Quicksilver Needle Bearing Assembly Lubricant (92-825265A1) and install over lower end cap. a a - Oil Seal 90-852396 MAY 1996 a 51849 a - O-ring 10. Install oil seal into upper end cap as follows: a. Apply a thin bead of Loctite 271 (92-809820) to outer diameter of upper end cap oil seal. b. Use a suitable mandrel, press oil seal into up- per end cap (lip facing down) until bottomed out on lip of end cap. Remove any excess Loctite. c. Lubricate oil seal lip with Quicksilver Needle Bearing Assembly Lubricant (92-825265A1). d. Lubricate O-ring with Quicksilver Needle Bearing Assembly Lubricant (92-825265A1) and install on end cap. a b a- Oil Seal b - Lip of End Cap a a - O-ring POWERHEAD - 4-33 Crankshaft Installation SPECIAL INFORMATION Installing A New Crankshaft Assembly Into Cylinder Block Check the crankshaft sealing ring mating surfaces in the cylinder block and crankcase cover for wear grooves that were caused by the crankshaft sealing rings from the previous crankshaft. If wear grooves are present, the sealing rings on the new crankshaft will have to fit into the grooves without binding the crankshaft. Before installing crankshaft, remove any burrs that may exist on groove edges. Lubricate sealing rings with light oil and install new crankshaft as instructed. Install upper and lower end caps and then inspect fit between sealing rings and grooves. Temporarily install crankcase cover and rotate crankshaft several times to check if sealing rings are binding against crankshaft. (You will feel a drag on the crankshaft.) If sealing rings are binding, recheck grooves for burrs. If this does not correct the problem, it is recommended that the cylinder block be replaced. Install crankshaft as follows: 1. Lubricate crankshaft sealing rings with light oil. 2. Check cylinder block to be sure that dowel pins are in place. a 51848 a - Dowel Pins 3. Position all crankshaft seal ring gaps straight up. 4. Align hole in each center main bearing race with dowel pin. 5. Gently push crankshaft down into position making sure that the dowel pins are lined up with the holes in center main bearings and crankshaft seal rings are in place. a a -Dowel Pin 6. Lubricate crankshaft ends (oil seal areas) with light oil, then install upper and lower end caps (“a” and “b”). Secure end caps to cylinder block with attaching bolts. DO NOT tighten end cap bolts at this time. a 51848 b a -Upper End Cap b -Lower End Cap 4-34 - POWERHEAD 90-852396 MAY 1996 Piston and Connecting Rod Reassembly 1. Place needle bearings on a clean piece of paper and lubricate with Quicksilver Needle Bearing Assembly Lubricant (92-825265A1). NOTE: There are 29 needle bearings per piston. 2. Place sleeve which is part of piston pin tool (9174607A3) into connecting rod and install needle bearings around sleeve as shown. a 51851 a - Sleeve (Part of Tool Assy. 91-74607A3) 3. Place locating washers on connecting rod. IMPORTANT: Position connecting rod part number facing towards flywheel. Carefully position piston over end of rod. Make sure locating washers remain in place. a a - Locating Washers a 51851 4. Insert piston pin tool (91-74607A3) and push sleeve out of piston. Keep piston pin tool in piston. ab 51080 a -Piston Pin Tool (91-74607A3) b -Sleeve 5. Use a mallet and tap piston pin into piston and push piston pin tool out. a b 51086 a -Piston Pin b -Piston Pin Tool 6. Install new piston pin lockrings (one each end of piston pin) with Lockring Installation Tool (91-77109A3). 90-852396 MAY 1996 POWERHEAD - 4-35 7. Make sure lockrings are properly seated in piston grooves. 51086 a b a -Lockring Installation Tool (91-77109A3) b -Lockring 51086 a a -Lockring Installation Tool Piston and Piston Ring Combinations Half Keystone (ta- pered) Piston Ring .056 in. .056 in. Enlarged View of Piston Ring Grooves All 153 cu. in. (2508 cc) models have two half keystone (half tapered) rings. 7. Make sure lockrings are properly seated in piston grooves. 51086 a b a -Lockring Installation Tool (91-77109A3) b -Lockring 51086 a a -Lockring Installation Tool Piston and Piston Ring Combinations Half Keystone (ta- pered) Piston Ring .056 in. .056 in. Enlarged View of Piston Ring Grooves All 153 cu. in. (2508 cc) models have two half keystone (half tapered) rings. 4-36 - POWERHEAD 90-852396 MAY 1996 Piston Installation 1. Before installing new piston rings, check gap between ring ends by placing each ring in its respective cylinder, then pushing ring about 1/2 in. (12.7mm) into cylinder using piston to assure proper position. 2. Check end gap of each new piston ring with a feeler gauge. End gap must be within .018 in. to .025 in. (0.45mm to 0.64mm). If end gap is greater, check other piston rings in cylinder bore, until rings (within tolerance) are found. 51852 a c d b a -Piston Ring b -Dots (Faces Up) c -Feeler Gauge d -Ring End Gap IMPORTANT: Piston ring side with dot or letter must be facing up. Dot or Letter Piston Ring 3. Use Piston Ring Expander (91-24697) and install piston rings (dot side up) on each piston. Spread rings just enough to slip over piston. 4. Check piston rings to be sure that they fit freely in ring groove. 51081 a b 5. Lubricate piston, rings and cylinder wall with 2-Cycle Outboard Oil. a -Piston Ring Expander b -Dot Side “Up” on Piston Ring 6. Rotate each piston ring so end of ring is aligned with locating pin as shown. 7. Install Piston Ring Compressor. 8. Remove screws and connecting rod cap from piston rod assembly being installed. IMPORTANT: Piston must be correctly installed and positioned as shown. Pistons marked with the word “UP” and with the letter “P” or “S” on top of piston. Pistons with the letter “P” must be installed in the port side of engine and the word “UP” facing toward top of engine. Pistons with the letter “S” must be installed in the star- board side of engine and the word “UP” toward top of engine. CYL 2 CYL 4 CYL 6 CYL 1 CYL 3 CYL 5 UP P UP P UP P UP S UP S UP S 90-852396 MAY 1996 POWERHEAD - 4-37 50802 12. Tighten connecting rod bolts (using a 5/16 in. - 12 point socket) First torque to 15 lb. in. (1.7 N·m) then 30 lb. ft. (40.6 N·m). Turn each bolt an additional 90° after 2nd torque is attained. Recheck alignment between rod cap and rod as shown. 51850 a a a - Connecting Rod Screws 13. Rotate crankshaft several times (using powerhead stand) to assure free operation (no binds and catching). Connecting Rod Cap Alignment Check each connecting rod cap for correct alignment. If not aligned, a ridge can be seen or felt at the separating line as shown below. Correct any misalignment. Side View Side View Incorrect-Cap Correct on Backwards ÄÄÄÄÄEnd View Correct End View Incorrect-Cap on Backwards ÄÄÄÄEnd View Incorrect- Not Aligned 9. Coat cylinder bore with 2-cycle oil. Match piston assembly with cylinder it was removed from, and position piston as described below. Push piston into cylinder. 10. Apply Quicksilver Needle Bearing Assembly Lubricant to bearing surface of connecting rod and install bearing assembly, as shown. 11. Place connecting rod cap on connecting rod. Apply light oil to threads and face of connecting rod bolts. Thread connecting rod bolts finger-tight while checking for correct alignment of the rod cap as shown. IMPORTANT: Connecting rod and connecting rod caps are matched halves. Do not torque screws before completing the following procedure. • Run a pencil lightly over ground area. • If pencil stops at fracture point, loosen bolts, retighten, and check again. NOTE: If you still feel the fracture point, discard the rod. 4-38 - POWERHEAD 90-852396 MAY 1996 14. Verify that no piston rings were broken during in- stallation by pressing in on each piston ring thru exhaust port using a screwdriver. If no spring tension exists (ring fails to return to position), it’s like- ly ring is broken and must be replaced. a 51852 a -Screwdriver Crankcase Cover Installation 1. Thoroughly remove all oil from mating surfaces of crankcase cover and cylinder block with Loctite Primer ‘T’ (92-5327-1). 2. Install gasket strips into grooves in crankcase cover. Trim end of each gasket strip flush with edge of cover as shown. ba 51852 a -Gasket Strips b -Edge of Cover 3. Apply a thin, even coat of Loctite Master Gasket #203 on mating surfaces of crankcase cover and cylinder block. a a - Loctite Master Gasket (92-12564-2) 4. Place crankcase cover in position on cylinder block. Turn the 8 center main bolts in a LITTLE at a time, (following torque sequence) compressing crankshaft seal rings until crankshaft cover has been drawn down to cylinder block. Tighten eight bolts (a) evenly in three progressive steps (following torque sequence). 5. Install remaining crankcase cover flange bolts. 6. Tighten end cap bolts to specified torque. Upper End Cap Bolts 150 lb. in. (17 N·m) Add light oil to threads and bolt face: 8 Bolts (3/8 in. - 16 in. 38 lb. ft. (51.5 N·m) Bolts (5/16 in. - 18) 180 lb. in. (20.3 N·m) Lower End Cap Bolts 80 lb. in. (9 N·m) 90-852396 MAY 1996 POWERHEAD - 4-39 Assembly of Reed Blocks to Intake Manifold 5080680 lb. in. (9 N·m) 105 lb. in. (11.8 N·m) Assembly of Exhaust Manifold to Block 1. Place exhaust divider seal into slot in block. 2. Install exhaust manifold with gasket. 3. Install gasket and exhaust manifold cover. 4. Apply light oil to bolt threads and torque bolts to 180 Ib. in. (20 N·m). a b c d c a -Divider Seal b -Exhaust Manifold c -Gasket d -Exhaust Cover 4-40 - POWERHEAD 5. Torque exhaust manifold cover bolts in following sequence. EXHAUST MANIFOLD COVER BOLTS 180 lb. in. (20 N·m) Apply light oil to threads and bolt head 14 13 19 20 10 6 3 2 7 11 16 17 12 8 4 1 5 9 15 18 50806 6. If removed, install water pressure relief valve cover as shown. 50803 a -Bolt b -Cover c -Gasket 90-852396 MAY 1996 Cleaning and Inspection Cylinder Block and Crankcase Cover IMPORTANT: Crankcase cover and cylinder block is a matched, line-bored assembly and should never be mismatched by using a different crankcase cover or cylinder block. CAUTION It crankcase cover or cylinder block is to be submerged in a very strong cleaning solution, it will be necessary to remove the crankcase cover/cylinder block bleed system from crankcase cover/ cylinder block to prevent damage to hoses and check valves. 1. Thoroughly clean cylinder block and crankcase cover. Be sure that all sealant and old gaskets are removed from matching surfaces. Be sure that carbon deposits are removed from exhaust ports. 2. Inspect cylinder block and crankcase cover for cracks or fractures. 3. Check gasket surfaces for nicks, deep grooves, cracks and distortion that could cause compression leakages. 4. Check all water and oil passages in cylinder block and crankcase cover to be sure that they are not obstructed and that plugs are in place and tight. CYLINDER HEAD INSTALLATION 1. Install each cylinder head to engine block with thermostat pocket “UP”. Apply light oil to cylinder head bolt threads and torque bolts to 40 Ib. ft. (54 N·m). IMPORTANT: After first 1/2 to 1 hour of running time, each cylinder head bolt should be loosened one at a time, 1/4 turn, and re-torqued in sequence shown. 2. Install thermostat washer into each cylinder head. 3. Install overheat temperature sensor into STARBOARD cylinder head below #1 spark plug. e d f g h i j b c a a -Washer b -Thermostat Cover c -Hose d -Clamp e -Bolt (Torque to 200 Lb. in. - 22.6 N·m) f-90° Elbow g -Temperature Sensor h -Bolt (Torque to 200 Lb. in. - 22.6 N m) i -Retainer j -Bolt [Apply Light Oil to Threads - Torque to 40 lb. ft. (54.2 N·m)] 90-852396 MAY 1996 POWERHEAD - 4-41 Adaptor Plate Installation 1. Using new gasket, install adaptor plate to bottom of powerhead. 2. Torque screws to 35 lb. ft. (47 N·m). Reinstalling Engine Components Reinstall the following engine components: Section 2 Starter Motor Ignition Switch Boxes Ignition Coils Starter Solenoid Voltage regulator/rectifier Flywheel Stator Assembly Trigger Assembly Turn Key Start Module Section 3 Air Silencer Carburetors and Linkage Fuel Pump Fuel Primer Fuel Enrichment Valve Engine Mounted Oil Tank Oil Pump Powerhead Installation On Pump Unit 1. Install Lifting Eye (91-90455) into flywheel. WARNING BE SURE that Lifting Eye is threaded into flywheel a minimum of five (5) turns BEFORE lifting powerhead. 2. Using a hoist, lift powerhead high enough to allow removal of powerhead from repair stand. Remove powerhead from repair stand, being careful not to damage gasket surface of adaptor plate. 3. Apply a small amount of Special Lube 101 (92-13872A1) onto driveshaft splines. Refer to Section 1D, Sport Jet Installation to complete powerhead installation and cable adjustment. Following Timing, Synchronizing and Adjusting as outlined in Section 2C. Break-ln Procedure BREAK-IN FUEL MIXTURE During the break-in period, operate the engine with the first 30 gallons of fuel by mixing gasoline- oil in the fuel tank at a 50:1 ratio as described in chart below. NOTE: The 50:1 ratio gasoline - oil in the fuel tank combined with the metered oil supplied by the oil injection system will supply the necessary gasoline-oil mixture required for break-in lubrication. Type of Oil U.S. Measure Imperial Measure Metric Measure Quicksilver 2-Cycle Outboard Oil 16 U.S. oz. to each 6 gallons of gasoline 15 Imp. oz. to each 5 Imp. gallons of gasoline 400cc to each 20 liters of gasoline Other Acceptable BIA TC-W3 and TC-W II Oils Use at Manufacturer’s Recommendations. DO NOT EXCEED 50:1. Operate the engine at varied throttle settings - not to exceed 1/2 throttle (2500-3500 RPM) during the first hour or the first ten gallons of break-in fuel. Refer to “Fuel Mixture and Gasoline/Oil Recommendations” -“Break-ln Fuel Mixture.” During the second hour of operation, or the second 10 gallons of break-in fuel, operate the engine at varied throttle settings not to exceed 4500 RPM. DO NOT OPERATE THE ENGINE AT FULL THROTTLE UNTIL THE SECOND HOUR OF BREAK-IN IS COMPLETED. This includes full throttle acceleration, pulling water skiers, or wide open throttle running. After the first two hours of running, approximately 20 gallons of fuel, full throttle operation may be attained, but not sustained, for the remaining break-in fuel (approximately 10 gallons). After the 30 gallons of 50:1 break-in fuel has been consumed, it is no longer necessary to mix oil to the gasoline in the remote fuel tank. For the next five hours of operation, full throttle operation may, again, be attained, but it is strongly not recommended for sustained use. (Not more than 5 minutes of continuous wide open throttle.) 4-42 - POWERHEAD 90-852396 MAY 1996 5 28237 JET PUMP Table Of Contents Page General Information . . . . . . . . . . . . . . . . . . . . . . . 5-1 Principles Of Operation. . . . . . . . . . . . . . . . . . 5-1 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2 Drive Housing Components. . . . . . . . . . . . . . . . . 5-4 Pinion & Impeller Shaft. . . . . . . . . . . . . . . . . . . . . 5-6 Nozzle/Rudder Components . . . . . . . . . . . . . . . . 5-8 Servicing Stator, Impeller And Wear Ring . . . . 5-10 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10 Removing Reverse Gate, Rudder And Nozzle As An Assembly. . . . . . . . . . . . . . 5-10 Stator Removal . . . . . . . . . . . . . . . . . . . . . 5-10 Impeller Removal . . . . . . . . . . . . . . . . . . . 5-11 Inspecting Components . . . . . . . . . . . . . . . . 5-11 Installing Impeller. . . . . . . . . . . . . . . . . . . . . . 5-11 Removing Jet Drive From Boat. . . . . . . . . . . . . 5-12 Drive Housing Disassembly And Reassembly 5-13 Pinion Shaft Removal . . . . . . . . . . . . . . . . . . 5-13 Impeller Shaft Removal . . . . . . . . . . . . . . . . . 5-14 Shimming Procedures. . . . . . . . . . . . . . . . . . 5-17 90-852396 MAY 1996 90-852396 MAY 1996 PUMP UNIT - 5-1 General Information NOTE: Due to running changes, some illustrations may not be exactly the same as your drive unit. Service procedures remain the same unless otherwise noted. Principles of Operation The jet pump operates by drawing water into a housing forward of the impeller. The water is pressurized within the specially designed housing and then directed to the rear to provide thrust and motion. a b c 54898 a - Forward Motion b - Water Thrust c - Reverse Gate (Shown In the Forward Position) The jet pump is equipped with a steerable nozzle (rudder) at the aft end of the pump housing that directs the thrust of water. The jet of water can be directed right or left when the operator turns the steering wheel in the respective direction. When the operator turns the steering wheel to the right, for example, the nozzle turns to the right and the jet force from the nozzle pushes the stern of the boat to the left causing the bow of the boat to turn right. Forward and reverse drive and the neutral position are achieved by the position of a reverse gate located just aft of the nozzle. Forward drive has the reverse gate clearing the nozzle to allow all the thrust to be directed straight back. Reverse drive has the reverse gate covering the entire opening enough to divert the thrust forward. Neutral position has the reverse gate covering 75 percent of the nozzle to direct the water stream forward and downward, as well as backward. The shift position is controlled at the control box in the boat. a 54896 a - Reverse Gate (Shown In the Reverse Position) 5-2 - PUMP UNIT 90-852396 MAY 1996 Special Tools Jet Pump Tool Kit 91-809957A1 Description Part Number a Pre-Load Kit Impeller Shaft 91-824871A2 b Thread Extender Kit used w/ Backlash Kit 91-824869A1 c Seal Protector Impeller Shaft 91-850233 d Impeller Shaft Wrench 91-832093A1 e Impeller Nut Socket 91-850297 f Pinion Gear Location Tool 91-831897 g Bearing Installer press ball bearing and seals into pinion shaft housing 91-832016 h Bushing Installer stator bushings & seal 91-850831 i Seal Installer impeller shaft seals in drive housing 91-832019 j Bearing Installer impeller shaft ball bearing in drive housing 91-832017 k Bearing Cup Installer pinion shaft housing and drive housing front cover 91-832018 l Handle Driver 91-824892 Backlash Indicator Flag use MCII line 91-53459 Dial Indicator Kit 91-58222A1 Dial Indicator Adapter Kit 91-83155 Slide Hammer 91-34569A1 Bearing Puller Kit 91-83165M Retaining Ring Pliers 91-25081 Lubricants/Adhesives Part Number Loctite, #271 92-809820 Loctite, #242 Obtain Locally Perfect Seal 92-34227--1 2-4-C Lubricant w/ Teflon 92-825407A12 Special Lube 101 92-13872A1 Hi Performance Gear Lube 92-19007A24 a b d e f g h i j l k c NOTES: 90-852396 MAY 1996 PUMP UNIT - 5-3 5-4 - PUMP UNIT 90-852396 MAY 1996 DRIVE HOUSING COMPONENTS 1 2 8 5 6 7 3 12 13 15 16 19 17 23 20 21 30 22 24 26 27 28 18 31 29 4 9 10 4 11 5 5 6 7 8 18 14 25 66 Loctite “242” (Purchase Locally) 85 RTV Silicone Sealer (92-809825) 85 66 66 DRIVE HOUSING COMPONENTS REFREF. .. NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 HOUSING ASSY-Drive (Basic) (Painted) 2 1 PIN-Dowel 3 1 FITTING-Syphon Drain Hose 4 2 FOAM-Exhaust Deflector w/ 3-M #874 Adhesive 6 STUD (M10 x 76) w/ 271 Loctite 6 12 NUT (M10) 35 47 7 4 STUD (M10 x 55) w/ 271 Loctite 8 2 SEAL-Oil 9 1 BEARING-Ball 1 RING-Snap 11 1 GASKET-Drive Housing 12 1 COVER ASSY W/Gaskets-Drive Housing (Painted) 13 2 STUD (M10 x 66) 14 1 O RING 1 GASKET-Cover To Adapter Plate 16 AR GROMMET-Pump Mount (.250) AR GROMMET-Pump Mount (.375) AR GROMMET-Pump Mount (.500) 17 1 NUT (M8) 18 2 BAFFLE ASSEMBLY-Exhaust 19 1 SCREW (M8 x 240)) 2 SCREW KIT 21 2 WASHER-Sealing 22 1 SEAL-Ride Plate, Self Locking 23 1 SCREEN-Inlet (Painted) 24 2 SCREW (M8 x 16) w/ Loctite 242 200 23 2 SCREW With Nylon Patch (M6 x 20) w/ Loctite 242 75 8.5 26 1 PLATE-Trim 27 2 NUT (M8) 28 2 WASHER 29 2 SCREW (M8 x 35) 35 47 1 RIDE PLATE KIT (Painted) 31 16 SCREW With Nylon Patch (M6 x 13) w/ Loctite 242 75 8.5 90-852396 MAY 1996 PUMP UNIT - 5-5 5-6 - PUMP UNIT 90-852396 MAY 1996 PINION & IMPELLER SHAFT 1 2 4 3 5 7 6 8 9 10 11 13 12 14 15 16 17 18 4 108 Special Lubricant 101 (92-13872A1) 108 7 7 Loctite “271” (92-809820) 95 2-4-C w/Teflon (92-825407A12) 95 95 PINION & IMPELLER SHAFT REFREF. .. NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 RING-Rubber 2 4 SCREW (M8 x 25) 180 20.3 3 1 HOUSING ASSEMBLY-Pinion Shaft (Painted) 4 2 SEAL-Pinion Shaft Housing 5 1 BEARING-Ball 6 1 BEARING SET 7 1 O RING 88 AR SHIM (Red) (.002) AR SHIM (Beige) (.004) AR SHIM (Blue) (.005) AR SHIM (Frost/Clear) (.0075) AR SHIM (Brown) (.010) AR SHIM (Yellow) (.020) 9 1 GEAR/SHAFT ASSEMBLY-Pinion 10 1 SHAFT-Impeller 11 1 GEAR-Impeller Shaft 12 1 WASHER 13 1 NUT (M14) 90 122 1414 AR SHIM (Red) (.002) AR SHIM (Beige) (.004) AR SHIM (Blue) (.005) AR SHIM (Frost/Clear) (.0075) AR SHIM (Brown) (.010) AR SHIM (Yellow) (.020) 15 1 COVER ASSEMBLY-Impeller Shaft (Painted) 16 1 BEARING SET 17 1 O RING 18 4 SCREW (M8 x 25) 180 20.3 90-852396 MAY 1996 PUMP UNIT - 5-7 5-8 - PUMP UNIT 90-852396 MAY 1996 NOZZLE/RUDDER COMPONENTS 1 39 40 34 37 36 35 27 31 32 28 29 30 26 23 25 24 22 21 20 19 11 12 8 14 10 5 9 16 18 17 7 13 38 4 2 33 15 3 6 10 9 12 20 21 22 31 7 Loctite “271” (92-809820) 7 7 7 7 7 NOZZLE/RUDDER COMPONENTS REFREF. .. NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 PIN-Clevis 2 1 CONNECTOR-Cable End 3 1 WASHER 4 1 PIN-Cotter 1 GATE ASSEMBLY (Painted) 6 1 SCREW (M6 x 13) 7 1 ANODE 8 1 LOCKWASHER (.250 Internal) 9 2 BUSHING-Pivot 4 BOLT-Pivot w/ Loctite 271 50 68 11 1 RUDDER KIT (Painted) 12 2 BUSHING-Pivot 13 1 LOCKWASHER (.250 Internal) 14 1 ANODE 1 SCREW (M6 x 13) 16 2 SCREW (M10 x 45) 35 47 17 1 ANODE 18 2 LOCKWASHER (.437 External) 19 2 SCREW (M10 x 35) 35 47 2 SCREW (M8 x 30) 120 13.5 21 2 WASHER 22 2 STOP-Reverse Gate 23 1 NOZZLE ASSY-W/Pivot Bushings (Painted) 24 1 FITTING-Nozzle 1 HOSE-Syphon (12.00 In.) 26 4 SCREW (M10 x 150) 35 47 27 1 STATOR ASSEMBLY (Painted) 28 1 PLUG-Pipe 29 1 SCREW KIT 50 5.6 1 WASHER-Sealing 31 2 BUSHING-Stator Rear 32 1 SEAL 33 2 WASHER-Tab 34 1 RING KIT-Wear (Painted) 1 PLUG-Pipe (.750-14) 36 1 O RING 37 1 O RING 38 1 IMPELLER KIT-SS-5 Blade 39 1 TAB WASHER-Impeller Shaft 1 NUT-Impeller Shaft 150 203 90-852396 MAY 1996 PUMP UNIT - 5-9 Servicing Stator, Impeller and Wear Ring Disassembly 1. Disconnect spark plug leads from spark plugs. 2. Disconnect shift and steering cables at Reverse gate and Rudder. b a 54896 a -Shift Cable b -Steering Cable IMPORTANT: This procedure lists the dissassembly of external pump components. If servicing a specific component, follow the procedure in that section. REMOVING REVERSE GATE, RUDDER AND NOZZLE AS AN ASSEMBLY 3. Remove four screws securing nozzle to stator. Remove reverse gate/rudder/nozzle assembly. 5-10 - PUMP UNIT 54579 c c -Screws (4) STATOR REMOVAL 4. Remove two screws securing trim plate to ride plate and wear ring. b a28252 a -Screws (2) to Trim Plate & Wear Ring b -Trim Plate 5. Remove four screws securing stator assembly to drive housing. Remove stator assembly. c c -Stator 6. Drain stator by tilting stator forward and allowing the oil to drain over the impeller shaft seals. Complete oil draining by removing stator fill screw and pour the remaining oil out the fill screw hole. 90-852396 MAY 1996 90-852396 MAY 1996 PUMP UNIT - 5-11 IMPELLER REMOVAL 7. If removed, install wear ring to support impeller and shaft during impeller removal. 8. Remove inlet screen on bottom of drive housing to allow access to machined flats on impeller shaft. If using Special Tool 91-832093A1 to hold impeller shaft, inlet screen does not need to be removed. 9. Straighten tabs on impeller tab washer. 10. While holding impeller shaft, remove impeller nut using Special Tool 91-850297. Impeller nut is a standard right hand thread. Remove impeller. a 28252 b a - Special Tool 91-850297 b - Special Tool 91-832093A1 11. Remove wear ring. Inspecting Components 1. Inspect wear ring for excessive scoring and/or grooves. Replace wear ring if deep grooves are present or if severe scoring has taken place. 2. Ensure O-ring is in counterbore before installing wear ring to drive housing. 28255 c d c - O-rings d - Inspect Surface for Grooves/Scoring 3. Inspect seal in stator for wear/damage. 4. Inspect bellows on cables for wear. 5. Inspect anodes, replace as necessary. 6. Inspect pivot pins and bushings, replace as necessary. Torque on reverse gate and rudder pivot pins is 50 lb. ft. (68 N·m). Use Loctite 271 on threads. 7. Inspect impeller for cracks and damaged blades. 8. Inspect stator vanes for cracks and/or damage. 9. If replacement is required, remove stator seal using Puller 91-83165M. 28256 10. Install new seal using Special Tool 91-850831. Smaller diameter seal lip faces out. Installing Impeller 1. Lubricate splines of impeller shaft with Special Lube 101 (92-13872A1). 2. Install impeller, tab washer and nut on impeller shaft. Locate bent tab in impeller slot. Torque impeller nut to 150 lb. ft. (203 N·m). Bend one tab against flat on nut. 3. Install inlet screen. Apply Loctite 242 to threads of screws and bolts. Torque the two 6 mm screws to 75 lb. in. (8.5 N·m). Torque the two 8 mm bolts to 200 lb. in. (22.5 N·m). 4. Install wear ring and stator. Apply Perfect Seal to threads of four bolts. Torque to 35 lb. ft. (47 N·m). 5-12 - PUMP UNIT 90-852396 MAY 1996 5. Remove stator fill screw with washer and fill stator with High Performance Gear Lube (92-13783A24) until oil flows out fill hole (capacity is 19 fl. oz. / 550 cc). Install fill screw and washer. 54894 a a - Fill Screw 6. Apply Loctite 242 to screws (2) securing trim plate to the ride plate. Torque screws to 75 lb. in. (8.5 N·m). a 28252 b a - Screws (2) to Trim Plate & Wear Ring b - Trim Plate 7. Install nozzle assembly and anode. Apply Loctite 271 to threads of screws. Torque all four (4) screws to 35 lb. ft. (47 N·m). 8. Attach shift and steering cables. REFER TO SECTION 1D: SPORT JET INSTALLATION FOR SHIFT AND STEERING INSTALLATION AND ADJUSTMENT. Removing Jet Drive From Boat REMOVE POWERHEAD AS OUTLINED IN SECTION 4. 1. Disconnect shift and steering cables from reverse gate and rudder. Remove cable adaptors and bellows assemblies. Loosen shift and steering cables at wear ring. 54896 a b a - Shift Cable b - Steering Cable 2. Loosen shift and steering cable thru hull fittings. 3. Support pump. 28257 WARNING The pump unit must be supported to prevent it from dropping through the opening when the remaining fasteners are removed. 4. Remove remaining four nuts from drive housing cover. Remove drive housing cover and gasket. 54980 a a - Nuts (4) 90-852396 MAY 1996 PUMP UNIT - 5-13 5. Lower drive housing while sliding cables out. Place on bench or suitable work stand for disassembly/ repair. Drive Housing Disassembly and Reassembly Pinion Shaft Removal 1. Remove four screws securing pinion shaft housing to drive housing. Remove pinion shaft assembly. 28257 NOTE: Take care not to damage or misplace colored shims. 2. Remove rubber ring, O-ring and shims. 53797 a b c a - Rubber Ring b - Shims c - O-ring 3. Press pinion shaft out of pinion shaft housing. 53796 4. Remove pinion shaft ball bearing and two seals using Puller 91-83165M. 28264 5. Remove pinion shaft outer race from pinion shaft housing using slide hammer 91-34569A1. 28265 6. Press new outer race into pinion shaft housing using mandrel 91-832018. 28264 7. Remove tapered roller bearing from pinion shaft using universal puller plate 91-37241. 8. Press new tapered roller bearing onto pinion shaft using Special Tool 91-827983. 28265 9. Press new ball bearing into pinion shaft housing using Special Tool 91-832016. 28266 10. Press pinion shaft into pinion housing. 28267 11. Press new seals into pinion shaft housing, one at a time, using Special Tool 91-820552. Inner seal faces in, outer seal faces out. a 28268 a -Special Tool 91-820552 Impeller Shaft Removal 1. Remove Stator, Wear Ring and Impeller as described in “Servicing Impeller”. 2. Remove stator fill screw, drain oil into a suitable container. 3. Remove ride plate. 5-14 - PUMP UNIT 90-852396 MAY 1996 90-852396 MAY 1996 PUMP UNIT - 5-15 4. Remove four screws securing impeller shaft cover to drive housing. Remove cover. 28257 NOTE: Take care not to damage or misplace colored shims. 28258 a b a - O-ring b - Shims 5. Remove nut and washer from end of impeller shaft. Remove impeller shaft gear. 28259 6. Pull impeller shaft from drive housing. 28259 7. Remove bearing retaining ring from drive housing. 28262 8. Remove bearing using Puller 91-83165M. 28263 9. Remove impeller shaft seals using Slide Hammer 91-34569A1. 10. Install new seals using Special Tool 91-832019. 28260 11. Install new bearing using Special Tool 91-832017. 28261 12. Install retaining ring in drive housing after bearing is installed. 13. If replacing impeller shaft gear bearing, remove using universal plate. 28269 a b a -Suitable Mandrel b -Universal Plate 14. Press new bearing on gear using an appropriate size mandrel. 15. If replacing bearing, remove outer race from front cover using slide hammer. Press new outer race in cover using suitable mandrel. 54985 5-16 - PUMP UNIT 90-852396 MAY 1996 Shimming Procedures NOTE: Pinion gear shimming and backlash procedures must be preformed when any of the following components have been replaced: a. Jet Drive Housing b. Pinion Gear c. Pinion Gear Bearing Assembly d. Pinion Shaft Housing e. Impeller Gear f. Impeller Gear Bearing Assembly g. Impeller Shaft Front Cover NOTE: Shims are color coded to represent different thicknesses. These color codes apply to both pinion housing shims and impeller cover shims. Red .002 in. (.05 mm) Beige .004 in. (.10 mm) Blue .005 in. (.127 mm) Frost (Clear) .0075 in. (.19 mm) Brown .010 in. (.25 mm) Yellow .020 in. (.51 mm) 1. Install original shims on pinion shaft housing. Install O-ring on pinion shaft housing. NOTE: If original shims are not available, start with .030 in. (.76 mm) shims (three brown colored shims). 2. Install pinion shaft assembly into drive housing bore. Torque screws to 180 lb. in. (20.3 N·m). 28271 3.Rotate pinion shaft ten revolutions to properly seat roller bearings. 4.Insert Pinion Location Tool (Special Tool 91-824890) in drive housing. NOTE: Carefully inspect location tool to make sure it is seated in drive housing bearing. 5. Insert feeler gauge through hole in pinion location tool between gauging surface of tool and flats on bottom of pinion gear teeth. IMPORTANT: The correct clearance is .025 inch (0.64 mm). 6. Use .025 inch (.064 mm) feeler gauge as a starting thickness. Adjust thickness of feeler gauge until a slight drag is felt as gauge is drawn out between gauging surface of tool and pinion gear. NOTE: Once the thickness is determined, the difference between feeler gauge thickness and .025 inch (0.64mm) required clearance must be either added or subtracted from the total thickness of shims between pinion shaft housing and drive housing. • Remove the screws securing the pinion shaft housing assembly to the drive housing. Lift as- sembly out of the drive housing. • Adjust shim thickness as required. 7. Install seal protector, Special Tool 91-850233, on impeller shaft. Install impeller shaft in drive housing, then remove seal protector. 54986a a -Seal Protector, Special Tool 91-850233 90-852396 MAY 1996 PUMP UNIT - 5-17 5-18 - PUMP UNIT 90-852396 MAY 1996 8. Install gear/bearing assembly and washer on impeller shaft. Apply Loctite 271 to threads of impeller shaft. Hold impeller shaft with Special Tool 91-832093A1. Install nut and torque to 90 lb. ft. (122 N·m). 28257 9. Install original shims on impeller shaft cover. Install O-ring on impeller shaft cover. NOTE: If original shims are not available, start with .030 in. (.76 mm) shims (three brown colored shims). • Lubricate O-ring and bore with Quicksilver lubricant 2-4-C. • Lubricate cone bearing with gearcase lubricant. 10. Install impeller shaft cover. Torque screws to 180 lb. in. (20.3 N·m). 28257 11. Install impeller shaft pre-load tool (91-824871A2). 54983 a b c a - Spring Seat, Rear b - Spring c - Spring Seat, Forward 12. Install wear ring and stator on impeller shaft. Secure assembly with two bolts (opposite corners). Torque bolts to 35 lb. ft. (47 N·m). • Rotate impeller shaft ten revolutions to properly seat roller bearings. 13. Install Backlash Indicator Rod (Special Tool No. 91-53459) on pinion shaft. 54987 14. Install Dial Indicator Kit, Adapter Kit and Thread Extender Kit. • Position rod from dial indicator on the center mark “II” of the backlash indicator rod. 15. Rotate pinion shaft back and forth lightly to contact gear teeth in each direction. NOTE: Average total amount of reading of indicator backlash specification is .007 inch (.18 mm) to .009 inch (.23 mm). • If reading is less than minimum, add shims between impeller cover and drive housing. • If reading is more than maximum remove shims between impeller cover and drive housing. • Ratio of backlash reading to shims is 1:1. 16. Install impeller, wear ring and stator as outlined in “Installing Impeller” in this section. 17. Apply RTV Sealant (92-809825) on rideplate. Install rideplate. DO NOT reuse screws. Apply Loctite 242 to threads of new screws. Torque to 75 lb. in. (8.5 N·m). 18. Install nozzle/reverse gate assembly and anode. Apply Loctite #271 to threads of screws. Torque all four (4) screws to 35 lb. ft. (47 N·m). 19. Remove fill and vent screws from bottom of drive housing. Fill drive housing with High Performance Gear Lube. Capacity is 27 oz. (825 cc). b 28272 c a a -Fill/Drain Screw b -Vent Screw c -RTV Sealant 92-809825 NOTE: To obtain correct oil level pump housing must be level and upright. REFER TO SECTION 1D: SPORT JET INSTALLATION TO COMPLETE INSTALLATION OF DRIVE HOUSING, SHIFT AND STEERING CABLE INSTALLATION AND ADJUSTMENT. 90-852396 MAY 1996 PUMP UNIT - 5-19