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200 OptiMax Jet Drive Starting Model Year 2001 Starting Serial Number 0E384500 for Powerhead Starting Serial Number 0E379931 for Pump Unit Starting Model Year 2001 200 OptiMax Jet Drive Starting Powerhead S/N 0E384500 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. 90-881986 JANUARY 2001 Page i 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. Cleanliness and Care of Mercury Jet Unit 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. Personnel should not work on or under a powerhead which is suspended. Powerheads 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: 90-826148 R1 JANUARY 1993 Page 5A-7 Revision No. 1 Month of Printing Year of Printing Section Number Part of Section Letter Page Number Page ii 90-881986 JANUARY 2001 Service Manual Outline Section 1 - Important Information A - Specifications B - Maintenance C - General Information D - Jet Installation Section 2 - Electrical A - Ignition B - Charging & Starting System C - Timing, Synchronizing & Adjusting D - Wiring Diagrams Section 3 - Fuel System A - Fuel Pump B - Direct Fuel Injection C - Oil Injection D - Emissions Section 4 - Powerhead A - Powerhead B - Cooling Section 5 - Pump Unit Section 6 - Color Diagrams Important Information Electrical Fuel System Powerhead Pump Unit Color Diagrams 90-881986 JANUARY 2001 Page iii SPECIFICATIONS IMPORTANT INFORMATION Section 1A - Specifications Table of Contents 1 A Master Specifications . . . . . . . . . . . . . . . . . . . . 1A-2 Standard Hardware. . . . . . . . . . . . . . . . . . . 1A-7 Torque Chart . . . . . . . . . . . . . . . . . . . . . . . . . 1A-6 Metric Hardware . . . . . . . . . . . . . . . . . . . . . 1A-7 90-881986 JANUARY 2001 Page 1A-1 SPECIFICATIONS Master Specifications Model 200 Optimax Jet Drive HORSEPOWER (KW) Model 200 Full Throttle RPM Idle RPM (In Gear) RPM Limiter All Models 200 (149.1) 5150 - 5650 900 - 1000 Refer to System Information in the Digital Diagnostic Terminal (DDT) for latest information JET DRIVE WEIGHT Powerhead Pump Unit 257 (116.6 kg) 110 (49 kg) CYLINDER BLOCK Type Displacement V-6 Cylinder, Two Cycle, Direct Injected 153 cu. in. (2508 cc) 60° Vee STROKE Length (All Models) 2.65 in. (67.3 mm) CYLINDER BORE Diameter (Std) Diameter 0.015 in. Oversize Taper/Out of Round/Wear Maximum Bore Type 3.501 in. (88.925 mm) 3.516 in. (89.306 mm) 0.003 in. (0.076 mm) Cast Iron CRANKSHAFT Maximum Runout 0.006 in. (0.152 mm) PISTON Piston Type Diameter Standard Diameter 0.015 in. Oversize Aluminum 3.4925 in. ± .0005 in. (88.7095 mm ± 0.0127 mm) 3.5075 in. ± 0.0005 in. (89.0905 mm ± 0.0127 mm) PISTON DIAMETER Dimension “A” at Right Angle (90°) to Piston Pin .700 17.78mm 3.4925 in. ± .0005 in. (88.7095 mm ± .0127 mm) Using a micrometer, measure dimension “A” at location shown. Dimension “A” should be 3.4925 in. ± .0005 for a STANDARD size piston (new) Dimension “A” will be 0.001 – 0.0015 less if coating is worn off piston (used) REEDS Reed Stand 0pen (Max.) 0.020 in. (0.50 mm) Page 1A-2 90-881986 JANUARY 2001 SPECIFICATIONS Model 200 Optimax Jet Drive DIRECT INJECTION Injectors – Quantity – Injectors are Crank Angle Driven by ECM – #2 Cylinder – #4 Cylinder – #6 Cylinder – #1 Cylinder – #3 Cylinder – #5 Cylinder Fuel Line Pressure @ Injectors Air Pressure High Pressure Electric Fuel Pump Amperage Draw Low Pressure Electric Fuel Pump Amperage Draw Low Pressure Electric Fuel Pump Output Fuel Lift Electric Fuel Pump Output Fuel Lift Electric Fuel Pump Amperage Draw Fuel Injector Ohm Resistance Direct Injector Ohm Resistance Fuel/Air Differential 6 RED/WHT + RED/BLU Leads YEL/WHT + RED/BLU Leads PPL/WHT + RED/BLU Leads BRN/WHT + RED/BLU Leads ORG/WHT + RED/BLU Leads BLU/WHT + RED/BLU Leads 89 ± 2 psi (613.5 ± 13.8 kPa) 79 ± 2 psi (544.0 ± 13.8 kPa) 5 – 9 Amperes 1 – 2 Amperes 6 – 9 psi (41.37 – 62.04 kPa) 1 – 10 psi (6.89 – 68.94 kPa) 1 – 2 Amperes 1.8 ± 0.1 W 1.3 ± 0.3 W 10 psi (68.5 kPa) FUEL SYSTEM Fuel Recommended Gasoline Recommended Oil Gasoline/Oil Ratio – @ Idle – @ WOT Gasoline w/Oil Injection Unleaded 87 Octane Minimum Quicksilver TC-W3 Premium Plus 2 Cycle Outboard Oil 300 – 400:1 40:1 90-881986 JANUARY 2001 Page 1A-3 SPECIFICATIONS Model 200 Optimax Jet Drive STARTING Electric Start – All Models SYSTEM Starter Draw (Under Load) 170 Amperes Starter Draw (No Load) 60 Amperes Minimum Brush Length 0.25 in. (65.4 mm) Battery Rating 1000 (Minimum) Marine Cranking Amps 750 (Minimum) Cold Cranking Amps 105 (Minimum) Ampere Hours IGNITION SYSTEM Type Spark Plug Type Spark Plug Gap Maximum Timing Idle Timing Throttle Position Sensor @ Idle @ WOT Crank Position Sensor Air Gap Firing Order Digital Inductive NGK PZFR5F-11 0.040 in. (1.0 mm) Not Adjustable; Controlled by ECM Not Adjustable; Controlled by ECM 0.19 – 1.0 VDC 3.45 – 4.63 VDC 0.025 in. – 0.040 in. (0.635 mm – 1.01 mm) 1-2-3-4-5-6 CHARGING SYSTEM Alternator Output (Regulated) Brush Length Voltage Output Regulator Current Draw 32 - 38 Amperes @ 2000 RPM @ Battery* 52 - 60 Amperes @ 2000 RPM @ Alternator Std Exposed Length: 0.413 in. (10.5 mm) Min. Exposed Length: 0.059 in. (1.5 mm) 13.5 to 15.1 Volts 0.15 mA (Ign. Switch Off) 30.0 mA (Ign. Switch On) *Amperage listed is when battery is in a discharged state. If battery is fully charged, amperage readings will be less. Page 1A-4 90-881986 JANUARY 2001 SPECIFICATIONS Model 200 Optimax Jet Drive AIR COMPRESSOR Type Compressor Output Cylinder Block Displacement Cylinder Bore Diameter (Standard) Taper/Out-of-Round/ Wear Maximum Bore Type Stroke Length Piston Type Piston Diameter Reciprocating Piston (1 to 1 ratio with engine RPM) @ Idle – 80 psi @ W.O.T. – 110 psi 7.07 cu. in. (116 cc) 2.5591 in. (65.0 mm) 0.001 in. (0.025 mm) Cast Iron 1.374 in. (34.9 mm) Aluminum 2.5578 ± .0004 in. (64.97 ± 0.010 mm) Dimension “A” at Right Angle (90°) to Piston Pin 0.500 in. Piston Ring End Gap Top Ring Middle Ring Bottom Ring Reeds Stand Open 0.0059 – 0.0098 in. (0.15 – 0.25 mm) 0.0059 – 0.0098 in. (0.15 – 0.25 mm) 0.0039 – 0.014 in. (0.10 – 0.35 mm) 0.010 in. (0.25 mm) 90-881986 JANUARY 2001 Page 1A-5 SPECIFICATIONS Torque Chart PUMP UNIT POWERHEAD Special Items Torque Inlet Screen Screw (6 mm) 75 lb. in. (8.5 N·m) Ride Plate Screw 75 lb. in. (8.5 N·m) Reverse Gate Stop Screw 120 lb. in. (13.6 N·m) Impeller Shaft Cover Screw 15 lb. ft. (20.3 N m) Steering Lever Screw 15 lb. ft. (20.3 N m) Pinion Shaft Housing Screw 15 lb. ft. (20.3 N m) Inlet Screen Screw (8 mm) 16.5 lb. ft. (22.4 N m) Drive Housing Cover Nuts 35 lb. ft. (47.5 N·m) Nozzle to Stator Bolts 35 lb. ft. (47.5 N·m) Stator Bolts 35 lb. ft. (47.5 N·m) Rudder Pivot Bolt 50 lb. ft. (68 N·m) Reverse Gate Pivot Bolt 80 lb. ft. (108.5 N·m) Impeller Gear Nut 90 lb. ft. (122 N·m) Impeller Nut 150 lb. ft. (203.4 N·m) Special Items Torque Reed Block Screws 90 lb. in. (10.2 N m) Vapor Separator 140 lb. in. (15.8 N m) Air Handler Assembly 14.5 lb. ft. (19.7 N m) Crank Case Cover Bolts .312-18x1-1/4 (6 ea) 15 lb. ft. (20.3 N m) Crank Case Cover Bolts 3/8-16x3-1/4 (8 ea) 37 lb. ft. (50.2 N m) Expansion Chamber Nuts 20 lb. ft. (27.1 N·m) Connecting Rod Screws *20 lb. ft. (27.1 N·m) Then Turn Additional 90° Spark Plug 20 lb. ft. (27.1 N m) Cylinder Head *30 lb.ft. (40.6 N·m) Then Turn Additional 90° Port Fuel Rail Nut 35 lb. ft. (47.5 N m) Starboard Fuel Rail Nut 20 lb. ft. (27.1 N m) Starboard Fuel Rail Spacer 35 lb. ft. (47.5 N m) Strainer Fitting 40 lb. ft. (54 N m) Adaptor Plate to Powerhead 35 lb. ft. (47.5 N·m) Powerhead to Drive Housing Nuts 35 lb. ft. (47.5 N·m) Flywheel Nut 125 lb. ft. (169.5 N·m) *NOTE:Screws should not be reused after removal Page 1A-6 90-881986 JANUARY 2001 SPECIFICATIONS Standard Hardware 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) Metric Hardware A B 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 A B 90-881986 JANUARY 2001 Page 1A-7 MAINTENANCE IMPORTANT INFORMATION Section 1B - Maintenance Table of Contents 1 B Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-1 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-2 Quicksilver Lubricant/Sealant . . . . . . . . . . . . . 1B-2 Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-3 Before Each Use . . . . . . . . . . . . . . . . . . . . . 1B-3 After Each Use. . . . . . . . . . . . . . . . . . . . . . . 1B-3 Every 10 Hours of Use or Once a Month 1B-3 Every 50 Hours of Use or Once a Month 1B-3 Every 100 Hours of Use or Once a Season 1B-3 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-4 Fuel Line Inspection . . . . . . . . . . . . . . . . . . 1B-4 Water Separating Fuel Filter . . . . . . . . . . . 1B-4 Specifications Spark Plug Inspection. . . . . . . . . . . . . . . . . . . . 1B-5 Battery Inspection . . . . . . . . . . . . . . . . . . . . . . . 1B-5 Fuse Replacement . . . . . . . . . . . . . . . . . . . . . . 1B-6 Compressor Air intake Filter . . . . . . . . . . . . . . 1B-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B-6 Flushing Cooling System . . . . . . . . . . . . . . . . . 1B-7 Corrosion Protection . . . . . . . . . . . . . . . . . . 1B-7 Out-of-Season Storage . . . . . . . . . . . . . . . . . . 1B-8 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . 1B-8 Protecting Jet Pump Components . . . . . . 1B-9 Battery Storage . . . . . . . . . . . . . . . . . . . . . . 1B-9 FUEL SYSTEM Fuel Recommended Gasoline Recommended Oil Gasoline w/Oil Injection Unleaded 87 Octane Minimum Quicksilver Optimax/DFI 2-Cycle Outboard Oil or Quicksilver TC-W3 Premium Plus 2 Cycle Outboard Oil IGNITION SYSTEM Spark Plug Type Spark Plug Gap NGK PZFR5F-11 0.040 in. (1.0 mm) STARTING SYSTEM Battery Rating 1000 (Minimum) Marine Cranking Amps 750 (Minimum) Cold Cranking Amps 105 (Minimum) Ampere Hours DRIVE HOUSING Lubricant Capacity 24 fl. oz. (710 ml) STATOR ASSEMBLY Lubricant Capacity 19 fl. oz. (562 ml) 90-881986 JANUARY 2001 Page 1B-1 MAINTENANCE Special Tools 1. Grease Gun 91-37299A1 Quicksilver Lubricant/Sealant 1. Gear Lubricant - Premium Blend 92-850737A1 2. 2-4-C Marine Lubricant with Teflon 92-825736A1 Page 1B-2 90-881986 JANUARY 2001 MAINTENANCE Maintenance Before Each Use 1. Check that lanyard stop switch stops the engine. 2. Visually inspect the fuel system for deterioration or leaks. 3. Check the engine compartment and use your nose to detect any fuel fumes. 4. Check throttle, shift and steering system for binding or loose components. After Each Use 1. Wash off all salt deposits with fresh water if operating in salt water. 2. Flush out the engine cooling system if operating in salt or polluted waters or sandy locations. Every 10 Hours of Use or Once a Month 1. Check bilge siphon system. 2. Inspect cable bellows: worn, rubbing, or leaking. 3. Inspect battery and connections. 4. Check tightness of bolts, nuts and other fasteners. Every 50 Hours of Use or Once a Month 1. Check level and condition of drive housing and stator lubricant. 2. Check corrosion control anodes. 3. Check tightness of bolts, nuts and other fasteners. Every 100 Hours of Use or Once a Season 1. Lubricate all lubrication points. Lubricate more frequently when used in salt water. 2. Replace spark plugs at first 100 hours or first year. After that, inspect spark plugs every 100 hours or once yearly. Replace spark plugs as needed. 3. Drain and replace drive housing lubricant. 4. Drain and replace stator housing lubricant. 5. Remove impeller and lubricate impeller shaft with Quicksilver or Mercury Precision 2-4-C w/Teflon to prevent impeller from seizing to the shaft. 6. Remove engine deposits with Quicksilver or Mercury Precision Power Tune Engine Cleaner. 7. Replace engine fuel line filter. 90-881986 JANUARY 2001 Page 1B-3 MAINTENANCE Page 1B-4 90-881986 JANUARY 2001 Fuel System WARNING Avoid serious injury or death from gasoline fire or explosion. Carefully follow all fuel system service instructions. Always stop the engine and DO NOT smoke or allow open flames or sparks in the area while servicing any part of the fuel system. Before servicing any part of the fuel system, stop engine and disconnect the battery. Drain the fuel system completely. Use an approved container to collect and store fuel. Wipe up any spillage immediately. Material used to contain spillage must be disposed of in an approved receptacle. Any fuel system service must be performed in a well ventilated area. Inspect any completed service work for sign of fuel leakage. Fuel Line Inspection Visually inspect the fuel line for cracks, swelling, leaks, hardness, or other signs of deterioration or damage. If any of these conditions is found, the fuel line must be replaced. Water Separating Fuel Filter NOTE: The warning system will turn on when water in the fuel filter reaches the full level. 1. This filter (a) removes moisture and also debris from the fuel. If the filter becomes filled with water, the water can be removed. If the filter becomes plugged with debris, the filter must be replaced with a new filter. 58740 a b a - Fuel/Water Separating Filter b - Vapor Separator Tank Drain Plug Remove and replace filter as follows: a. Turn ignition key switch to OFF position. b. Disconnect wire at bottom of filter. c. Remove filter by turning the filter in the direction of the arrow (clockwise). Tip the filter to drain fluid in a suitable container. d. Lubricate the sealing ring on the filter with oil. Thread on the filter and tighten securely by hand. Reconnect the wire to the filter. IMPORTANT: With the key switch in the RUN position, the fuel lift pump will fill the filter with fuel. Visually inspect for fuel leakage from the filter. If leakage is observed, turn key switch to the OFF position. Remove filter and inspect sealing ring/surface for damage or debris. MAINTENANCE Spark Plug Inspection Inspect spark plugs at the recommended intervals. NOTE:On some applications it may be necessary to remove powerhead from boat to access expansion chamber and spark plugs. 1. Remove expansion chamber. 2. Remove the spark plug leads by twisting the rubber boots slightly and pull off. Inspect spark plug boots and replace if cracked. 3. Remove the spark plugs to inspect and clean. Replace spark plug if electrode is worn or the insulator is rough, cracked, broken, blistered or fouled. 4. Set the spark plug gap. See Specification Chart in General Information Section. 5. Before reinstalling spark plugs, clean away dirt on the spark plug seats. Install plugs finger tight, and tighten 1/4 turn or torque to 20 lb. ft. (27 Nm). 6. Reinstall expansion chamber. Torque nuts to 20 lb. ft. (27 Nm). Battery Inspection The battery should be inspected at periodic intervals to ensure proper engine starting capability. IMPORTANT: Read the safety and maintenance instructions which accompany your battery. 1. Turn off the engine before servicing the battery. 2. Add water as necessary to keep the battery full. 3. Make sure the battery is secure against movement. 4. Battery cable terminals should be clean, tight, and correctly installed. Positive to positive and negative to negative. 5. Make sure the battery is equipped with a nonconductive shield to prevent accidental shorting of battery terminals. 90-881986 JANUARY 2001 Page 1B-5 MAINTENANCE Page 1B-6 90-881986 JANUARY 2001 Fuse Replacement IMPORTANT: Always carry spare SFE 15 and 20 AMP fuses. The electrical wiring circuits on the outboard are protected from overload by fuses in the wiring. If a fuse is blown, try to locate and correct the cause of the overload. If the cause is not found, the fuse may blow again. 1. Open the fuse holder and look at the silver colored band inside the fuse. If band is broken, replace the fuse. Replace fuse with a new fuse with the same rating. 2. The fuses and circuits are identified as follows: a. Smart Craft Data Bus Circuit – SFE 15 AMP Fuse. b. Accessories – SFE 20 AMP Fuse. c. Ignition Coil Circuit – SFE 20 AMP Fuse. d. Electric Fuel Pump/ECM Driver Power/Oil Pump Circuit – SFE 20 AMP Fuse. 57777 a b c d 15 Compressor Air intake Filter The filter should be changed every 100 hours of operation, or once a season. Never run the engine without the air filter. Removal 1. Remove flywheel cover from the engine. Snap out the retainer (a) and remove filter (b). a b 58087 MAINTENANCE 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. Locate the flush adapter in the boat. Some boats may have the adaptor mounted in the hull (a) or mounted in the engine compartment (b). Remove flush adaptor plug and attach water hose. a b a-Flush Adapter Plug Mounted on Hull b-Flush Adapter Plug Mounted in Engine Compartment 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. Corrosion Protection The jet drive has three corrosion control anodes (a). One of the anodes is installed on the bottom of the nozzle, one installed on the reverse gate and one is installed under the rudder. a 90-881986 JANUARY 2001 Page 1B-7 MAINTENANCE 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. If the length of storage time between each use varies from 1 week to 2 months, it is recommended to add Mercury Precision Fuel Stabilizer to the fuel tank regularly each time gasoline is added following the recommended amount as described on the Fuel Stabilizer container. The following storage procedures should be followed to prepare the Jet Drive for out-of-season storage or prolonged storage (two months or longer). CAUTION Never start or run the Jet Drive 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. The most effective method for storage preparation is to add the recommended amount of Mercury Precision Fuel Stabilizer and Mercury Precision Quickleen products as described on their containers to the fuel tank before the last operation of the boat. Adding Fuel Stabilizer will help prevent the formation of varnish and gum in the gasoline. The Mercury Precision Quickleen product will help clean and lubricate the fuel injectors. To properly prepare the engine for prolong storage: a. Drain the fuel from the Vapor Separator Tank (VST) into a suitable container by removing the drain plug. After the fuel has been drained, reinstall the drain plug. b. Remove the water separator fuel filter and empty the fuel into a suitable container. Discard both the fuel and the filter properly. c. Premix the following in a container: (1.) 0.68 oz (20 cc) or 2 tablespoons of Mercury Precision Premium Plus Outboard oil or Quicksilver Optimax/DFI 2-Cycle Outboard Oil. (2.)0.27 oz (8 cc) or 2 teaspoons of Mercury Precision Quickleen lubricant. (3.)0.27 oz (8 cc) or 2 teaspoons of Mercury Precision Fuel Stabilizer. d. Pour this mixture in the new water separator fuel filter. e. Reinstall the filter. f. Prime the fuel system as outlined in the STARTING PROCEDURES. g. Using a flushing attachment, start the engine and allow the engine to run at idle speeds for 10 minutes. Page 1B-8 90-881986 JANUARY 2001 MAINTENANCE h. Turn the engine off. Turn the water off if using a flushing attachment. Allow the water to drain out of the unit completely. i. Complete the other recommended items for storage. Protecting Jet Pump Components IMPORTANT: Check and refill housing with Quicksilver Premium Gear Lube before storage to protect against possible water leakage into housing 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. 1. Drain and refill drive housing unit and stator assembly with Quicksilver Premium Gear Lube as explained in “Jet Pump” section (see Table of Contents). 2. Lubricate all lubrication points. 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. 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. 90-881986 JANUARY 2001 Page 1B-9 1 C GENERAL INFORMATION 90-881986 JANUARY 2001 Page 1C-1 IMPORTANT INFORMATION Section 1C - General Information Table of Contents Serial Number Location . . . . . . . . . . . . . . . . . . 1C-1 Conditions Affecting Performance . . . . . . . . . 1C-2 Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-2 Boat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-2 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C-3 Engine Compression . . . . . . . . . . . . . . . . . . 1C-4 Water Pressure Check . . . . . . . . . . . . . . . . 1C-5 Following Complete Submersion . . . . . . . . . . 1C-5 Salt Water Submersion . . . . . . . . . . . . . . . . 1C-5 Submerged While Running . . . . . . . . . . . . 1C-5 Fresh Water Submersion . . . . . . . . . . . . . . 1C-5 Model 200 HP Front View . . . . . . . . . . . . . . . . 1C-7 Model 200 HP Starboard View . . . . . . . . . . . . 1C-8 Model 200 HP Port View . . . . . . . . . . . . . . . . . 1C-9 Model 200 HP Aft View . . . . . . . . . . . . . . . . . . 1C-10 Model 200 HP Top View . . . . . . . . . . . . . . . . . . 1C-11 Mercury Jet Pump Starboard View . . . . . . . . . 1C-12 Mercury Jet Pump Port View . . . . . . . . . . . . . . 1C-12 Serial Number Location A serial number decal is located on the side of the flywheel cover and on top of the cylinder block. 20XX XX OEXXXXXXX OEXXXXXXX a b c a d d a - Engine Serial Number b - Model Year c - Year Manufactured d - Pump Serial Number IMPORTANT: The Pump Unit Serial Number sticker must be taken out of the envelope affixed to the pump unit and applied to decal on electrical plate. GENERAL INFORMATION Page 1C-2 90-881986 JANUARY 2001 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. 200 a 58561 a - Pump Unit Serial Number Conditions Affecting Performance Weather 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 miles-per-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. Boat WEIGHT DISTRIBUTION 1. Proper positioning of the weight inside the boat (persons and gear) has a significant effect on the boat’s performance, for example: a. Shifting weight to the rear (stern) GENERAL INFORMATION (1.) Generally increases top speed. (2.) If in excess, can cause the boat to porpoise. (3.) Can make the bow bounce excessively in choppy water. (4.) Will increase the danger of the following wave splashing into the boat when coming off plane. b. Shifting weight to the front (bow) (1.) Improves ease of planing off. (2.) Generally improves rough water ride. (3.) If excessive, can make the boat veer back-and-forth (bow steer). BOTTOM 1. Boat Bottom: For maximum speed, a boat bottom should be nearly a flat plane where it contacts the water and particularly straight and smooth in fore-and-aft direction. a. Hook: Exists when bottom is concave in fore-and-aft direction when viewed from the side. When boat is planing, “hook” causes more lift on bottom near transom and allows bow to drop, thus greatly increasing wetted surface and reducing boat speed. “Hook” frequently is caused by supporting boat too far ahead of transom while hauling on a trailer or during storage. b. Rocker: The reverse of hook and much less common. “Rocker” exists if bottom is convex in fore-and-aft direction when viewed from the side, and boat has strong tendency to porpoise. c. Surface Roughness: Moss, barnacles, etc., on boat or corrosion of motor’s gear housing increases skin friction and cause speed loss. Clean surfaces when necessary. d. Jet Unit: If unit is left in the water, marine vegetation may accumulate over a period of time. This growth MUST be removed from unit before operation, as it may clog the water inlet holes in the gear housing and cause the engine to overheat. WATER ABSORPTION It is imperative that all through hull fasteners be coated with a quality marine sealer at time of installation. Water intrusion into the transom core and/or inner hull will result in additional boat weight (reduced boat performance), hull decay and eventual structural failure. CAVITATION Cavitation is caused by water vapor bubbles forming either from sharp turns or from an irregularity in the impeller blade itself. These vapor bubbles flow back and collapse when striking the surface of the impeller blade resulting in the erosion of the impeller blade surface. If allowed to continue, eventual blade failure (breakage) will occur. VENTILATION Ventilation occurs when air is drawn from the water’s surface (excessive trim out angle) or from the engine exhaust flow (in reverse) into the impeller blades. These air bubbles strike the impeller blade surface and cause erosion of the blade surface. If allowed to continue, eventual blade failure (breakage) will occur. Engine DETONATION Detonation in a 2-cycle engine resembles the “pinging” heard in an automobile engine. It can be described as a “rattling” or “plinking” sound. 90-881986 JANUARY 2001 Page 1C-3 GENERAL INFORMATION 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. 51115 Damaged Piston Resulting from Detonation Engine Compression 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. Page 1C-4 90-881986 JANUARY 2001 GENERAL INFORMATION Water Pressure Check Water pressure may be checked by using a Digital Diagnostic Terminal (91-823686A2), or if the boat is so equipped, with a Mercury Monitor or Smartcraft Gauges. RPM Water Pressure PSI (kPa) 1,000 - 1,100 (in Neutral) 0.2 - 0.6 (1.4 - 4.0) 5500 (Boat on Plane) 10 - 15 (69 - 103) 5750 (Boat on Plane) 13 - 17 (90 - 117) 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 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 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 IMPORTANT: Engine should be run within 2 hours after recovery, or serious internal damage may occur. If unable to start engine in this period, disassemble engine and clean all parts. Apply oil as soon as possible. NOTE:If sand has entered the air intake on the engine, do not attempt to the start the engine. Sand will cause internal engine damage. Disassembly is required to clean all internal engine components of sand. 1. Recover engine from water as quickly as possible. 2. Remove cowling. 3. Clean the exterior of powerhead with fresh water. 4. Dry all wiring and electrical components using compressed air. 5. Drain water from fuel system as follows: a. Disconnect remote fuel hose from engine. b. Remove drain plug from vapor separator and drain fuel/water. Reinstall plug after draining. c. Remove the fuel hose from bottom of port side fuel rail and drain fuel/water. Reinstall hose. d. Remove the water separating fuel filter and empty contents. 6. Drain water from air compressor system as follows: a. Dry or replace the air filter for the compressor. 90-881986 JANUARY 2001 Page 1C-5 GENERAL INFORMATION Page 1C-6 90-881986 JANUARY 2001 b. Remove air outlet hose for the air compressor and drain water from compressor and hose. Reinstall hose. c. Remove the air hose from bottom of port side fuel rail and drain water. Reinstall hose. 7. Drain water from engine as follows: a. Remove throttle plate assembly (4 bolts) and sponge water/debris out of air plenum. b. Remove spark plugs from engine. c. Rotate flywheel manually to blow out any water from the cylinders. d. Add approximately one ounce (30ml) of engine oil into each spark plug hole. Rotate the flywheel manually several times to distribute the oil in the cylinders. Reinstall spark plugs. 8. Drain water from the oil injection system as follows: a. Remove remote oil hose (black without blue stripe) from pulse fitting on starboard side of engine. b. Drain any water from hose and reconnect. c. If water was present in hose, check for water in the remote oil tank. Drain tank if water is present. 9. Disassemble the engine starter motor and dry components. 10. Prime the oil injection pump as follows: a. Fill the engine fuel system with fuel. Connect fuel hose to fuel lift pump (a). b. Turn the ignition key switch to the “ON” position. a c. Within the first 10 seconds after the key switch has been turned on, move the remote control handle from neutral into forward gear 3 to 5 times. This will automatically start the priming process. N F NOTE: Audible click from the oil pump will tell you the pump is priming. It may take a few minutes for the pump to complete the priming process. 11. 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. 12. If engine fails to start, determine cause (fuel, electrical or mechanical). GENERAL INFORMATION 90-881986 JANUARY 2001 Page 1C-7 Model 200 HP Front View 58709 1 2 3 4 5 6 7 8 9 10 12 13 14 11 1 -60 Ampere Alternator 2 -Fuel Inlet to Fuel/Water Separator 3 -Fuel Lift Pump 4 -Fuel Filter 5 -Low Pressure Fuel Pump Outlet Hose 6 -Vapor Separator Drain Plug 7 -Excess Fuel Return to Vapor Separator 8 -High Pressure Electric Fuel Pump (Inside Vapor Separator) 9 -Fuel Out (90 psi) to Fuel Rails 10 - Air Temperature Sensor Connector 11 - MAP Sensor Connector 12 - Oil Pump 13 - Engine Harness Connector 14 - Starter Solenoid GENERAL INFORMATION Page 1C-8 90-881986 JANUARY 2001 Model 200 HP Starboard View 1 2 3 4 6 5 8 7 9 10 11 12 13 14 15 16 17 1 -Fuses (4) 2 -Electronic Control Module 3 -Starter Motor 4 -Starter Solenoid 5 -Oil Pump 6 -Remote Oil Tank Pressure Hose 7 -Main Power Relay 8 -Slave Solenoid 9 -Cyl. #5 and #6 Coil Driver 10 - Cyl. #3 and #4 Coil Driver 11 - Cyl. #1 and #2 Coil Driver 12 - Engine Harness Connector 13 - OIL/Fuel/Paddle Wheel Sensor Connector 14 - SmartCraft Gauge Data Buss 15 - DDT Connector 16 - Positive (+) Battery Connector 17 - Negative (–) Battery Connector GENERAL INFORMATION 90-881986 JANUARY 2001 Page 1C-9 Model 200 HP Port View 58706 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 18 19 20 22 23 24 25 26 27 28 29 30 17 31 32 33 34 21 35 1 -Fuel Out (90 psi) 2 - Throttle Plate Assembly 3 -Air Temperature Sensor 4 -60 Ampere Alternator 5 -Water Bypass Fitting 6 -Air Compressor Coolant Hose 7 -Air Inlet to Air Compressor 8 -Air Compressor 9 -Exhaust Pipe Coolant Hose 10 - Air Compressor Temperature Sensor 11 - Fuel Pressure Test Port 12 - Air Pressure Test Port 13 - Expansion Chamber Coolant Hose 14 - Bilge Siphon Hose 15 - Excess Air to Adaptor Plate 16 - #6 Fuel Injector 17 - #4 Fuel Injector 18 - Port Fuel Rail 19 - #2 Fuel Injector 20 - Excess Fuel Return to Vapor Separator 21 - Low Oil Switch 22 - Oil Reservoir 23 - 2 psi Check Valve 24 -Water Inlet to Fuel Rail 25 - Inlet Oil Hose Filter 26 - Low Pressure Electric Fuel Pump 27 - Idle Stop Screw 28 - Fuel/Water Separator 29 - Fuel/Water Sensor 30 - Low Pressure Fuel Pump Inlet Hose 31 - Low Pressure Fuel Pump Outlet Hose 32 - Vapor Separator 33 - Fuel Lift Electric Fuel Pump 34 - Fuel Filter 35 - High Pressure Electric Fuel Pump (Inside Vapor Separator) GENERAL INFORMATION Page 1C-10 90-881986 JANUARY 2001 Model 200 HP Aft View 58761 1 2 3 4 5 6 7 8 9 10 11 12 1 -Air Inlet to Air Compressor 2 -Water Bypass Hose 3 -Siphon Break 4 -Air Compressor 5 -Air Hose (80 psi) to Fuel Rail 6 -Water Pressure Sensor 7 -SmartCraft Gauge Data Buss 8 -OIL/Fuel/Paddle Wheel Sensor Connector 9 -Engine Harness Connector 10 - Expansion Chamber 11 - Air Pressure Test Port 12 - Exhaust Pipe Coolant Hose GENERAL INFORMATION 90-881986 JANUARY 2001 Page 1C-11 Model 200 HP Top View 58705 1 2 3 4 5 6 7 8 9 11 10 12 14 13 15 16 17 18 19 20 21 22 23 24 26 27 28 29 25 1 -Air Compressor 2 -Air Inlet to Air Compressor 3 -Water Bypass Hose 4 -Air Compressor Coolant Hose 5 -Belt Tensioner 6 -Tensioner Grease Fitting 7 -60 Ampere Alternator 8 -Fuel Inlet to Fuel/Water Separator 9 -Fuel Lift Pump 10 - Fuel Filter 11 - VST Vent Hose Fitting 12 - Throttle Position Sensor 13 - Air Temperature Sensor 14 - MAP Sensor 15 - Fuel (90 psi) to Fuel Rails 16 - Throttle Plate Assembly 17 - Air Temp Sensor Connector 18 - Starter Solenoid 19 - Starter Motor 20 - Crank Position Sensor 21 - Electronic Control Module 22 - Fuses 23 - Oil Return Hose from Air Compressor 24 - Oil Hose to Air Compressor from Oil Pump 25 - Engine Serial Number 26 - Air Hose (80 psi) to Fuel Rail 27 -Water Pressure Sensor 28 - Crank Position Sensor Connector 29 - SmartCraft Sensor Connector GENERAL INFORMATION Page 1C-12 90-881986 JANUARY 2001 Mercury Jet Pump Starboard View a b c d c e f g a - Reverse Gate b - Hull c - Shift Cable Assembly d - Water Intake e - Trim Plate Assembly f - Stator g - Wear Ring Mercury Jet Pump Port View a b c d a e f g a - Steering Cable Assembly b - Hull c - Reverse Gate d - Water Intake e - Trim Plate Assembly f - Forward Stop g - Rudder INSTALLATION IMPORTANT INFORMATION Section 1D - Mercury Jet Installation Table of Contents 1 D General Information . . . . . . . . . . . . . . . . . . . . . 1D-2 Shift Cable Adjustment . . . . . . . . . . . . . . . . 1D-19 Notice to Installer . . . . . . . . . . . . . . . . . . . . . 1D-2 Bilge Siphon Feature . . . . . . . . . . . . . . . . . . . . 1D-22 Installation Products . . . . . . . . . . . . . . . . . . 1D-3 Installing Bilge Siphon . . . . . . . . . . . . . . . . 1D-22 Torque Specifications . . . . . . . . . . . . . . . . . 1D-3 Water By-Pass System . . . . . . . . . . . . . . . . . . . 1D-23 Installation Requirements . . . . . . . . . . . . . . . . 1D-3 Installation of Flushing Kit . . . . . . . . . . . . . 1D-25 Battery/Battery Cables . . . . . . . . . . . . . . . . 1D-3 Operation Instructions . . . . . . . . . . . . . . . . . 1D-26 Boat Construction . . . . . . . . . . . . . . . . . . . . 1D-4 Suggested Flushing Intervals . . . . . . . . . . 1D-27 Engine Compartment Ventilation . . . . . . . 1D-4 Installing Powerhead . . . . . . . . . . . . . . . . . . . . 1D-28 Exhaust System . . . . . . . . . . . . . . . . . . . . . . 1D-5 Battery Connection . . . . . . . . . . . . . . . . . . . 1D-30 Fuel Delivery System . . . . . . . . . . . . . . . . . 1D-5 Throttle Cable . . . . . . . . . . . . . . . . . . . . . . . . . . 1D-31 Instrumentation . . . . . . . . . . . . . . . . . . . . . . 1D-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D-31 Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . 1D-7 Oil Injection Set-Up . . . . . . . . . . . . . . . . . . . . . . 1D-33 Remote Control and Cables . . . . . . . . . . . 1D-8 Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D-33 Steering Helm and Cable . . . . . . . . . . . . . . 1D-9 Priming the Oil Injection Pump . . . . . . . . . 1D-34 Mercury Jet Drive Hull Dimensions . . . . . . . . 1D-10 Purging Air From the Engine Oil Tank . . . 1D-34 Installing Jet Pump . . . . . . . . . . . . . . . . . . . . . . 1D-12 Trim Plate Adjustment . . . . . . . . . . . . . . . . . . . 1D-35 Hull Cutout . . . . . . . . . . . . . . . . . . . . . . . . . . 1D-12 Muffler Installation . . . . . . . . . . . . . . . . . . . . . . . 1D-36 Steering Cable Adjustment . . . . . . . . . . . . 1D-16 Pre-delivery Inspection . . . . . . . . . . . . . . . . . . . 1D-37 90-881986 JANUARY 2001 Page 1D-1 INSTALLATION 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 installation 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 installation 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. Page 1D-2 90-881986 JANUARY 2001 INSTALLATION Installation Products Loctite 242 92-809821 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) Pump Cover to Pump Housing Nuts 35 lb. ft. (47 N·m) Installation Requirements IMPORTANT: The M2 Jet Drive 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. 1. Select a battery that meets all of the following specifications: a. 12-volt marine type. b. 1000 Marine Cranking Amps (MCA) or 750 Cold Cranking Amps (CCA) minimum. c. Reserve capacity rating of at least 105 minutes. 2. 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. 90-881986 JANUARY 2001 Page 1D-3 INSTALLATION Cable Length Cable Gauge Up to 3-1/2 ft. 4 (25mm2) (1.1 m) 3-1/2 - 6 ft. 2 (35mm2) (1.1-1.8 m) 6 - 7-1/2 ft. 1 (50mm2) (1.8-2.3 m) 7-1/2 - 9-1/2 ft. 0 (50mm2) (2.3-2.9 m) 9-1/2 - 12 ft. 00 (70mm2) (2.9-3.7 m) 12 - 15 ft. (3.7000 (95mm2) 4.6 m) 15 - 19 ft. (4.6 0000 (120mm2) - 5.8 m) 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 its air intake. 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. (51mm) 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* 200 Optimax 508 ft.3/min. (0.240 m3/sec.) 1.41 ft.3 (40.4 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. Page 1D-4 90-881986 JANUARY 2001 INSTALLATION 90-881986 JANUARY 2001 Page 1D-5 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 expansion chamber 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 chamber. b c a d 58560 a - From Waterline to Top of Transom b - From Highest Point on Expansion Chamber to Top of Transom c - (a) minus (b) = (c) d - Waterline at Rest (at Maximum Load) Model c = (a) minus (b) Jet Drive (c) must be 8 in. (203 mm) or more. Fuel Delivery System WARNING 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 approved hose clamp. Inspect for fuel leaks. 1. Fuel pickup should be at least 1 in. (25 mm) from the bottom of the fuel tank to prevent picking up impurities. 2. Fuel lines used must be U.S. Coast Guard approved (USCG type A1), fittings and lines must not be smaller than 5/16 in. (8 mm) I.D. INSTALLATION 3. On installations requiring long lines or numerous fittings, larger size lines should be used. 4. Fuel line should be installed free of stress and firmly secured to prevent vibration and/or chafing. 5. Sharp bends in fuel line should be avoided. 6. A flexible fuel line must be used to connect fuel line to engine fuel pump to absorb deflection when engine is running. 7. 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 installations. 8. Vapor separator must be vented to fuel tank. Vent hose must comply with U.S. Coast Guard/ABYC regulations. Instrumentation CAUTION 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 this engine is capable of producing 60 amperes maximum at the alternator and 38 amperes maximum charge @ 2000 RPM at the battery. 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. Page 1D-6 90-881986 JANUARY 2001 INSTALLATION Wiring Diagrams QUICKSILVER INSTRUMENTATION, TYPICAL INSTALLATION SHOWN NOTE:Refer to gauge manufacturer’s instructions for specific connections. 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) 90-881986 JANUARY 2001 Page 1D-7 INSTALLATION Remote Control and Cables The remote control must provide 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 accommodate loads transmitted to the remote control • Shift cable travel of 3 inches 1/8 inch (76 mm 3 mm) • Ability to use 40 series shift cable 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). • Cable end at pump must allow for a 1/4 inch clevis pin and cotter pin (all provided) 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. 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. Page 1D-8 90-881986 JANUARY 2001 INSTALLATION 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. • A means of attaching and locking the cable to the steering cable bracket (provided). • 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 locking tab is provided by Mercury to be used with the steering 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. Page 1D-9 90-881986 JANUARY 2001 INSTALLATION Mercury Jet Drive Hull Dimensions HULL OPENING The pump to powerhead opening in the hull is the most important factor to consider in a Jet Drive installation. There are three areas of concern: 1. Location (a) of the pump to powerhead hull opening relative to the boat bottom for proper ride plate seal fit. 2. Dimensional control of the opening - 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 opening for proper grommet sealing (see drawing on next page). 4. The hull opening must have a 0.125 inch radius on both the top and bottom corners all around the opening. Tunnel Dimensions (in inches) 1 1/16 +/– 1/16 e 14 11/16 +/– 1/16 b 3/4 +/– 1/16 c 7.04 +/– .03 12 1/8 +/– 1/16 d 14 5/16 +/– 1/16 c 16.48 +/– .06 d a 2 9/16 +/– 1/16 3.94  .06 a 3 13/16 +/– 1/16 3 5/8 +/– 1/16 a a b and e – Corner Radii c and d - Size and Straightness a - Location 28249 Page 1D-10 90-881986 JANUARY 2001 INSTALLATION METHOD FOR CONTROLLING LOCATION AND SIZE Mercury Marine recommends that the tunnel opening be done as a part of the manufacture of the tunnel. This will ensure consistency of location as well as size. 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. Preferred Method: Mold in shape, then route to 0.125” radius. Mounting Flange Thickness Specifications 1 Inch Minimum Flange Width Recommended Flange Flatness: .030 Inch Maximum Between Reference Points AA Section A-A 1/2 1/2 1/2 1/2 1 1/2 Inch Dia. GO NO GO Max. Size Min. Size Use Grommet P/N: a b a a a 0.125 Radius All Around c .375” +0.000 28250 25-877789 –0.060 a - Location Pins in Hull Mold b - Flange Flatness Specification c - Go – No Go Gauge for Thickness 90-881986 JANUARY 2001 Page 1D-11 INSTALLATION 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 in cut-out of boat by gluing front portion of grommet to tunnel with Loctite 454 or equivalent. Avoid gluing flexible sealing lips to tunnel. a a b b c ÀÀÀÀÀÀÀÀÀÀÀÀÀÀÀÀÀÀÀÀÀÀÀÀCUTOUT THICKNESS Use Grommet P/N: +0.050 25-877789 .375” –0.030 a-Glue Front Portion of Grommet b-Avoid Gluing Flexible Sealing Lips to Tunnel c-Loctite 454 2. Install steering and shift through hull bellows assemblies. Tighten securely. a b c d a-Bellows b-Clamp c-Nut d-Through Hull Fitting Page 1D-12 90-881986 JANUARY 2001 INSTALLATION 3. Route steering cable through the through hull fitting and bellows. Route cable through the port side hole in flange of pump housing. Install nut on cable before routing cable through wear ring. a b 58142 a-Shift Cable b-Wear Ring 4. 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. 558143 d c a b a-Tab Hole b-Nut c-Tab Washer d-0.25 in. (6.4mm) 90-881986 JANUARY 2001 Page 1D-13 INSTALLATION Page 1D-14 90-881986 JANUARY 2001 5. Route shift cable through the through hull fitting and bellows. Route cable through the starboard side hole in flange of pump housing. 58144 a a - Shift Cable 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. 6. Spray soapy water on inside surface of tunnel grommet and ride plate seal. a b a - Tunnel Grommet b - Ride Plate Seal NOTE: When installing pump in tunnel, be sure cables are below tunnel grommet flange on pump to prevent pinching of cables between pump and boat. INSTALLATION 90-881986 JANUARY 2001 Page 1D-15 7. Install jet pump (a) by pushing unit through opening in tunnel grommet (b). Ride plate seal should fit snug in boat tunnel without any gaps along perimeter. b a 58180 a - Jet Pump b - Tunnel Grommet NOTE: Before torquing fasteners, check ride plate seal for proper fit in tunnel. 8. Install gasket, o-ring, and cover on jet pump. Align holes in cover with studs in housing and secure with four (4) M10 x 1.5 nuts. Check ride plate seal for proper fit in tunnel and torque housing cover nuts to 35 lb. ft. (47 N·m). 9. Check steering and shift cables for freedom of movement. Correct installation if cables are pinched. 10. Attach flush hose to fitting and secure with hose clamp. Failure to secure hose will allow water to fill boat. a a b 58202 a c a - M10x1.5 Nuts (4) b - Cover and Gasket c - Attach Flush Hose to Fitting with Hose Clamp INSTALLATION Steering Cable Adjustment 1. Slide bellows assembly over cable and thread on cable completely. Do not tighten. 2. Route cable through hull fitting after routing through bellows 54456 3. Thread cable end adaptor (a) 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 a a-Cable End Adaptor 4. Center rudder assembly on nozzle. 5. Center steering wheel by turning wheel lock to lock and positioning wheel midway between locks. Page 1D-16 90-881986 JANUARY 2001 INSTALLATION 6. Adjust cable end adaptor until thru-hole in adaptor lines up with threaded hole in steering arm (b). This is the steering cable fine adjustment. Cable end adaptor MUST be installed on steering cable a minimum of nine (9) turns. 7. Attach steering cable to steering arm with bolt, washer and locknut. Torque nut to 70 lb. in. (7.9 N·m). 54902 b a c e d f a-Bellows Nut b-Steering Arm c-Bolt d-Lock Nut e-Flat Washer f-Cable Nuts 8. Tighten cable nuts (f). 9. Check steering adjustment to ensure that the helm limits cable travel for maximum left and right turns. Correct if required. 10. Secure cable nut with tab washer by bending a tab over flat of hex nut. 90-881986 JANUARY 2001 Page 1D-17 INSTALLATION Page 1D-18 90-881986 JANUARY 2001 11. Apply perfect seal (92-34227-1) to end threads and cable conduit end. 19 19 Perfect Seal (92-34227-1) 12. Turn bellows nut out and tighten against cable end adaptor. 54908 a b a - Bellows Clamp b - Bellows Nut Tight Against Jam Nut 13. Turn rudder to port to compress bellows as much as possible. Pull bellows over cable conduit and secure with bellows clamp. 14. Secure bellows to fitting with clamp. Slide slit adaptor (e) over cable and push into bellows. Secure with clamp (c). a b c d c e a - Steering Cable, Thru-Hull Fitting, and Bellows Assembly b - Thru-Hull Fitting and Nut c - Clamp d - Bellows e - Slit Adaptor INSTALLATION 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. Thread the cable barrel onto the shift cable. a a-Cable Barrel 2. Use a de-greaser and clean off all oil film from the area on the shift cable shown. NOTE:Removing the oil film from the shift cable is necessary to prevent the bellows from sliding on the cable. a a-Remove Oil Film From This Area 3. Slide the bellows over the shift cable end. Position and install the bellows onto the cable conduit as shown. Fasten ends with clamp and sta-strap. 1 in. (25.4 mm) a bc a-Bellows b-Clamp c-Sta-Strap 4. Loosen the lock nuts and unfasten the top end of the shift cable retainer. NOTE:Locknuts do not have to be removed to open retainer. 90-881986 JANUARY 2001 Page 1D-19 INSTALLATION Page 1D-20 90-881986 JANUARY 2001 a b a - Shift Cable Retainer b - Plastic Barrel Holder 5. Install shift cable end in slot of the reverse gate and secure with clevis pin, flat washer, and cotter pin. Bend over ends of cotter pin. a b c a - Clevis Pin b - Flat Washer c - Cotter Pin 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. INSTALLATION 90-881986 JANUARY 2001 Page 1D-21 6. Adjust shift cable as follows: a. Position the control box into forward position. b. Position the reverse gate against the forward stop. With the reverse gate at this position, adjust the cable barrel to fit into the barrel holder with slight tension of the reverse gate against the stop. c. After adjusting the shift cable, secure the cable barrel in place with the shift cable retainer. Fasten the retainer by tightening both locknuts. IMPORTANT: The shift cable retainer must be fastened with self locking nylon insert locknuts. These locknuts must never be replaced with common nuts (non locking) as they could vibrate off, freeing the shift cable to disengage. WARNING Disengagement of the shift cable can result in the boat suddenly shifting into reverse. This unexpected action could cause occupants to be thrown forward in the boat or to be ejected overboard. Serious injury or death could result. c d e a b a - Reverse Gate b - Forward Stop c - Cable Barrel d - Locknuts e - Shift Cable Retainer 7. Adjust the reverse stop (located on starboard side of the nozzle) so that 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) 8. Check shift cable/reverse gate adjustment as follows: a. Shift the control box a few times from the forward position to reverse position. b. Return the control handle back to forward. Pull back on the reverse gate gently to take slack out of the cable. Check for the 3/8 to 1/2 in. clearance space between the reverse gate and rudder. If necessary, readjust the cable barrel. INSTALLATION Page 1D-22 90-881986 JANUARY 2001 9. Seal the thru-hull fitting to prevent any water leaks. a a - Steering Cable Thru-Hull Fitting 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 exhaust manifold. Place siphon hose in bilge. 58562 b a c 58560 a - Siphon Break b - Sta-Strap – Do Not Remove c - Pick Up Screen The siphon break must be located above the water line at the highest point (sta-strap). The siphon break has a 0.020 in. hole which must be kept open. WARNING Failure to locate siphon break above the water line and keep hole open could result in water entering the bilge through the siphon system causing property damage, personal injury or death. INSTALLATION 90-881986 JANUARY 2001 Page 1D-23 Water By-Pass System The water by-pass system is designed to improve powerhead cooling at idle speed. 1. Locate the water by-pass components (provided). a b c a - Thru-Hull Fitting b - Brass Nut c - Hose Clamp IMPORTANT: The thru-hull fitting must be correctly positioned in the boat transom as instructed in Step 3. 2. Cut the sta-strap and uncoil the water by-pass hose. 58740 a a - Water By-Pass Hose 3. Select the mounting location for the thru-hull fitting as follows: A 2 in. (50 mm) Minimum Top View of Transom A Back View of Transom Water Line • The thru-hull fitting must be mounted in either side of the transom within the zones marked A. • The thru-hull fitting must be located a Minimum of 2 in. (50 mm) above the water line when boat is at its maximum load. • The water by-pass hose must slope down towards the thru-hull fitting at a minimum rate of 1 in. (25 mm) drop per 12 inches (300 mm) of hose. • The thru-hull fitting should be positioned so the water spray will be pointed downward. 4. After the location has been selected for the thru-hull fitting, drill a 9/16 in. (14.3 mm) dia. hole. INSTALLATION 5. Apply Marine Sealer to entire length of threads and under the head of the thru-hull fitting. Fasten the fitting into the transom with the brass nut (provided). c a b a-Thru-Hull Fitting b-Brass Nut c-Marine Sealer 6. Connect the water by-pass hose to the thru-hull fitting with the hose clamp (provided). Make sure the hose slopes at a minimum rate of 1 in. (25 mm) drop per 12 inches (300 mm) of hose. a b a-Hose Clamp b-Water By-Pass Hose Page 1D-24 90-881986 JANUARY 2001 INSTALLATION Installation of Flushing Kit 1. Attach flush hose to fitting and secure with hose clamp. Failure to secure hose will allow water to fill boat. a b aa c a-M10x1.5 Nuts (4) b-Cover and Gasket c-Attach Flush Hose to Fitting with Hose Clamp 2. Attach one end of hose to flush adapter. Secure with clamp as shown. CAUTION BEFORE mounting flush adapter bracket, route adapter and hose to selected mounting location. Hose routing MUST NOT INTERFERE with throttle and/or control linkage. NOTE:Mount flush adapter bracket in area of motor compartment that has mounting surface thicker than depth of mounting bracket screws. 3. Locate area (easily accessible) within motor compartment to mount flush adapter bracket. Secure bracket to mounting surface with three screws supplied. a b c a-Mounting Surface b-Bracket c-Screw (3) 90-881986 JANUARY 2001 Page 1D-25 INSTALLATION 4. Snap flush adapter into bracket as shown. a b a-Bracket b-Flush Adapter Operation Instructions 1. WARNING DO NOT run engine on flushing kit above idle speeds. Damage to engine from over- heating, due to lack of water supply may occur. With “engine off”, remove flush adapter plug and attach water hose. 52121 ab a-Flush Adapter b-Water Hose 2. Turn water hose “on” and flush engine block for a minimum of ten minutes. 3. Remove water hose from flush adapter and install adapter plug. Tighten plug securely. Place flush adapter into adapter bracket. Page 1D-26 90-881986 JANUARY 2001 INSTALLATION 4. Flush outer surfaces of water outlet nozzle. Suggested Flushing Intervals • After running jet in salt water environment • Where boat was run aground • Overheat warning horn sounds (May be caused from accumulation of particles/debris in jet powerhead) CAUTION If any of the above conditions are not corrected with normal flushing of engine, it is recommended that the jet be taken to your authorized dealer for service. 90-881986 JANUARY 2001 Page 1D-27 INSTALLATION Page 1D-28 90-881986 JANUARY 2001 Installing Powerhead 1. Install gasket on drive housing cover. Ensure sealing bead is facing down towards drive housing cover. 2. Install two (2) O-rings. 3. Check that slinger is on drive shaft. 4. Lubricate drive shaft splines with Special Lube 101 (92-13872A-1). a b c d a - Gasket, with Sealing Bead Facing Down b - Drive Housing Cover O-Ring c - Drive Shaft O-Ring d - Lubricate drive shaft splines with Special Lube 101 (92-13872A-1) 5. Lower powerhead on drive housing cover. Align drive shaft splines with crankshaft splines, and powerhead mounting studs with adapter plate holes. INSTALLATION 90-881986 JANUARY 2001 Page 1D-29 6. Secure powerhead to drive housing cover with eleven (11) M10 x1.5 (a). Torque fasteners to 20 lb. ft. (27 N·m) following the torque sequence given. Repeat torque sequence, torquing fasteners to 35 lb. ft. (47 N·m). TOP VIEW FORWARD a a 2 1 4 3 6 5 8 7 9 10 11 a - M10 x 1.5 Nuts, Torque to 35 lb. ft. (47 N·m) 7. Connect fuel line to fuel inlet fitting, secure with U.S. Coast Guard approved hose clamp (183.532). 8. Vapor separator tank (VST) must be vented to fuel tank. Vent hose must comply with U.S. Coast Guard/ABYC regulations. b a 58740 a - VST Vent Hose Fitting b - Fuel Inlet Fitting INSTALLATION Page 1D-30 90-881986 JANUARY 2001 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). 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. 4. Attach remote control harness plug to engine harness plug. Reinstall harness plug in clip. 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. 58710 a b c e d a - Positive Battery Cable Attaching Location b - Boot Protector for Positive Battery Cable c - Negative Battery Cable Attaching Location (Engine Ground) d - Engine Harness Plug e - Clip INSTALLATION Throttle Cable Installation 1. Position remote control into neutral. N 2. Attach throttle cable to the throttle lever. Secure with washer and locknut. a 57837 a-Washer and Locknut – Tighten locknut and back off 1/4 turn 3. Adjust the cable barrel so that the installed throttle cable will hold the idle stop screw against the stop. a b 57838 a-Cable Barrel – Adjust To Hold Idle Stop Screw Against Stop b-Idle Stop Screw 4. Check throttle cable adjustment as follows: a. Shift outboard into gear a few times to activate the throttle linkage. Make sure to rotate the propeller shaft while shifting into reverse. N FR b. Return remote control to neutral. Place a thin piece of paper between idle adjustment screw and idle stop. Adjustment is correct when the paper can be removed without tearing, but has some drag on it. Readjust cable barrel if necessary. 90-881986 JANUARY 2001 Page 1D-31 INSTALLATION IMPORTANT: The idle stop screw must be touching the stop. a b 57839 a-Idle Stop Screw b-Idle Stop 5. Lock the barrel holder in place with the cable latch. Page 1D-32 90-881986 JANUARY 2001 INSTALLATION Oil Injection Set-Up Filling 1. Fill remote oil tank with the recommended oil listed in the Operation and Maintenance Manual. Tighten fill cap. a-Fill Cap 2. a Remove cap and fill engine oil tank with oil. Reinstall the fill cap. a b a-Engine Oil Tank b-Fill Cap 90-881986 JANUARY 2001 Page 1D-33 INSTALLATION Page 1D-34 90-881986 JANUARY 2001 Priming the Oil Injection Pump (DDT) DIGITAL DIAGNOSTIC TERMINAL – OIL PUMP PRIME This method fills the oil pump, oil supply hose feeding pump, and oil hoses going to the crankcase and air compressor. Refer to procedure in the Technician Reference Manual provided with the Digital Diagnostic Software Cartridge Part. No. 91-880118 for Model Year 2001. NOTE: If a new powerhead is being installed or oil hoses/oil pump has been removed, it is recommended all air be purged from oil pump/oil lines using gearcase leakage tester (FT-8950). Connect the leakage tester to the inlet t-fitting on the onboard oil reservoir. While clamping off the inlet hose, manually pressurize the reservoir to 10 psi. Using the Digital Diagnostic Terminal 91-823686A2, activate the oil pump prime sequence. Maintain the 10 psi pressure throughout the auto prime sequence. When the auto prime is completed, remove the leakage tester and refill the onboard oil reservoir. 57734 Priming the oil pump (filling pump and hoses using pressure) is required on new or rebuilt power heads and any time maintenance is performed on the oiling system that allows air into the oil system. Purging Air From the Engine Oil Tank 1. Loosen the fill cap on the engine oil tank. 2. Start the engine. 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. a a - Fill Cap INSTALLATION Trim Plate Adjustment The Jet Drive unit 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). a b c d e f a-Jam Nut w/Washer (Two: One On Each Side) b-Jam Nut c-Small Diameter Washer d-Large Diameter Washer e-Plate f-Screw 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. 90-881986 JANUARY 2001 Page 1D-35 INSTALLATION Muffler Installation IMPORTANT: When installing muffler assemblies, a 2.0 inch minimum distance between bottom of muffler and water line must be kept. This minimum distance must be calculated with boat under its maximum load. 1. Install muffler assemblies with a 2.0 inch minimum distance between bottom of muffler and water line. This distance must be calculated with boat under its maximum load. Tilt muffler assemblies back towards outlet to ensure self draining. a b c a-2.0 inch Minimum b-Water Line c-5 Degree Tilt for Self Draining Page 1D-36 90-881986 JANUARY 2001 INSTALLATION Pre-delivery Inspection Not Check/ Applicable Adjust CHECK BEFORE RUNNING oo Water hose connection/torqued 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 oo Shift cable adjusted to keep reverse gate above rudder in forward w/ slack pulled out of cable and against the stop. oo Carb throttle shutters open & close completely oo Pump housing oil level full (See Owner’s Manual) oo Oil injection reservoir full and bled oo Warning system(s) operational ON THE WATER CHECK 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 o o Idle:____________RPM o o Idle mixture adjusted o o Forward-Neutral-Reverse operational o o Steering operational throughout entire range o o Acceleration test o o WOT:___________RPM o o Boat handling POST WATER CHECK o o Re-torque adapter plate fasteners o o No fuel, oil, water or exhaust leaks o o Re-check shift cable adjustment. Readjust as necessary 90-881986 JANUARY 2001 Page 1D-37 IGNITION ELECTRICAL Section 2A – Ignition Table of Contents 2 A Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-1 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-2 Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . 2A-4 Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-7 Ignition Component Description . . . . . . . . . . . . . . . . 2A-8 Fuses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-8 Electronic Control Module (ECM) . . . . . . . . . . . . 2A-9 Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-9 Ignition Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-10 Coil Driver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-11 Crank Position Sensor . . . . . . . . . . . . . . . . . . . . 2A-12 Throttle Position Sensor (TPS) . . . . . . . . . . . . . 2A-12 Throttle Position Sensor Troubleshooting . . . . 2A-13 Charging System Alternator. . . . . . . . . . . . . . . . 2A-14 Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . 2A-15 Manifold Absolute Pressure (MAP) Sensor . . 2A-18 Air Temperature Sensor . . . . . . . . . . . . . . . . . . . 2A-18 Direct Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-19 Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-19 Specifications Disconnecting Harness Connectors from Ignition Coils and/or Injectors . . . . . . . . . . . . . . 2A-20 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-20 Troubleshooting Without Digital Diagnostic Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-20 Troubleshooting With the Digital Diagnostic Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-21 Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-22 DDT Functions 1.0 (P/N 880118) . . . . . . . . . . . . . . 2A-23 DFI Troubleshooting Guide . . . . . . . . . . . . . . . . . . . 2A-25 Ignition Components Removal and Installation . . 2A-28 Flywheel Cover Removal and Installation . . . . 2A-28 Electronic Control Module (ECM) . . . . . . . . . . . 2A-29 Ignition Module (Coil) . . . . . . . . . . . . . . . . . . . . . 2A-30 Crank Position Sensor . . . . . . . . . . . . . . . . . . . . 2A-31 Throttle Position Sensor (TPS) . . . . . . . . . . . . . 2A-32 IGNITION SYSTEM Type Spark Plug Type Digital Inductive NGK PZFR5F-11 Spark Plug Gap 0.040 in. (1.0 mm) Maximum Timing Not Adjustable; Controlled by ECM Idle Timing Not Adjustable; Controlled by ECM Throttle Position Sensor @ Idle 0.19 – 1.0 VDC @ WOT 3.45 – 4.63 VDC 90-881986 JANUARY 2001 Page 2A-1 IGNITION Special Tools 1. Digital Diagnostic Terminal (DDT) 91-823686A2 2. Software Cartridge 91-88018-1 3. DDT Reference Manual 90-881204-1 4. Adaptor Harness 84-822560A5 Page 2A-2 90-881986 JANUARY 2001 IGNITION 5. DMT 2000 Digital Tachometer Multimeter 91-854009A1 6. Inductive Timing Light 91-99379 7. Spark Gap Tester 91-850439T 55117 90-881986 JANUARY 2001 Page 2A-3 IGNITION Electrical Components Dielectric Grease (92-823506--1)6 25 Liquid Neoprene (92-25711--2) NOTE: COAT ALL EYELET WIRING TERMINALS WITH #25 GACO N700 NOTE: COAT ALL MULTI-PIN ELECTRICAL CONNECTIONS WITH #6 DC-4 Page 2A-4 90-881986 JANUARY 2001 IGNITION Electrical Components REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm 1 6 SCREW (0.250-20 x 3.25) 2 6 COIL KIT-Ignition 3 6 SPACER 4 1 CLIP-Water Pressure Sensor 5 1 SENSOR-Water Pressure 6 3 CLIP-Plug Mounting 7 7 SCREW (M6 x 10) 60 7 8 2 GROMMET 9 2 BUSHING 10 4 WASHER 11 2 NUT (M8) 20 27 12 1 STUD (M6 x 50) 13 1 BUSHING 14 2 BUSHING 15 2 GROMMET 16 1 PLATE-Electrical Mounting 17 2 WASHER 18 1 NUT (M6) 100 11 19 1 CLIP-Connector 20 3 DRIVER-Dual Coil 21 6 NUT (0.250-20) 100 11 22 1 SCREW (M6 x 25) 100 11 23 1 CLAMP 24 1 SCREW (M4 x 14) 1.7 0.2 25 1 ECM 26 3 BUSHING 27 3 GROMMET 28 3 WASHER 29 3 SCREW (M6 x 25) 35 4 30 2 CLIP 31 1 SOLENOID ASSEMBLY 32 2 GROMMET 33 1 WASHER 34 3 SCREW (M6 x 25) 60 7 35 2 LOCKWASHER (0.312) 36 2 NUT (0.312-18) 60 7 37 2 NUT (#10-32) 40 5 38 1 CAP NUT (#10-32) 39 1 INSULATOR BOOT (RED) 40 1 RELAY ASSEMBLY 41 1 BUSHING 42 1 GROMMET 43 1 BRACKET 44 1 CABLE ASSEMBLY (RED) 45 1 CABLE ASSEMBLY 46 1 CLIP-Conduit 47 1 CLIP-Conduit 48 1 CABLE SET-High Tension (6 Cables) 49 AR CONDUIT (0.359 x 3.00 feet) (Cut as Required) 50 12 BOOT KIT (High Tension Cables) 51 6 SPARK PLUG (NGK - PZFR5F-11) 52 AR CABLE TIE (8.00 Inch) 53 1 HARNESS ASSEMBLY 90-881986 JANUARY 2001 Page 2A-5 IGNITION Electrical Components Dielectric Grease (92-823506--1)6 25 Liquid Neoprene (92-25711--2) NOTE: COAT ALL EYELET WIRING TERMINALS WITH #25 GACO N700 NOTE: COAT ALL MULTI-PIN ELECTRICAL CONNECTIONS WITH #6 DC-4 Page 2A-6 90-881986 JANUARY 2001 IGNITION Electrical Components REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm 5454 55 5555 56 AR CONDUIT (0.350 x 3.00 Feet) (Cut as Required) AR CONDUIT (0.500 x 3.00 Feet) (Cut as Required) AR CONDUIT (0.630 x 3.00 Feet) (Cut as Required) AR CONDUIT (0.100 x 3.00 Feet) (Cut as Required) 55 1 FUSE-Mini (Blue - 15 AMP) 56 4 FUSE-Mini (Yellow - 20 AMP) 57 1 COVER-Fuses Theory of Operation When the ignition key is turned to the RUN position, battery voltage is applied to the main relay through the PURPLE wire. When the Electronic Control Module (ECM) receives a signal from the Crank Position Sensor, the main relay ground circuit is completed through the ECM. The main relay is then closed and D.C. current from the battery or charging system is transferred through the main relay 20 ampere fuse to the positive terminal of all 6 ignition coil primary windings. The negative terminal of the coil primary is connected to engine ground through the Dual Coil Driver which is triggered by the ECM. At this time, when this circuit is closed, a magnetic field is allowed to be built up in the ignition coil. The Crank Position Sensor senses the location of the 54 teeth on the flywheel and supplies a trigger signal to the ECM. ECM provides a signal to the dual coil driver prior to cylinder firing. The Crank Position Signal the ECM receives also determines when the trigger signal is removed from the Coil Driver thus turning off the driver and opening the ground circuit of the coil primary. The magnetic field in the ignition coil primary will then collapse cutting across the coil secondary winding creating a high voltage charge (50,000 volts) that is sent to the spark plug. 90-881986 JANUARY 2001 Page 2A-7 IGNITION Page 2A-8 90-881986 JANUARY 2001 Ignition Component Description Fuses The electrical wiring circuits on the engine are protected from overload by fuses in the wiring. If a fuse is blown, try to locate and correct the cause of the overload. If the cause is not found, the fuse may blow again. 1. Open the fuse holder and look at the silver colored band inside the fuse. If band is broken, replace the fuse. Replace fuse with a new fuse with the same rating. 2. The fuses and circuits are identified as follows: a. Smart Craft Data Bus Circuit – SFE 15 AMP Fuse. b. Accessories – SFE 20 AMP Fuse. c. Ignition Coil Circuit – SFE 20 AMP Fuse. d. Electric Fuel Pump/Injectors/Oil Pump Circuit – SFE 20 AMP Fuse. a 58459 d c b 58558 IGNITION 90-881986 JANUARY 2001 Page 2A-9 Electronic Control Module (ECM) The ECM requires 8 VDC minimum to operate. If the ECM should fail, the engine will stop running. The inputs to the ECM can be monitored and tested by the Digital Diagnostic Terminal 91-823686A2 using adaptor harness 84-822560A5. The ECM performs the following functions: • Calculates the precise fuel and ignition timing requirements based on engine speed, throttle position, manifold pressure and coolant temperature. • Controls fuel injectors for each cylinder, direct injectors for each cylinder and ignition for each cylinder. • Controls all alarm horn functions. • Supplies tachometer signal to gauge. • Controls RPM limit function. • Records engine running information. 58561 a a - Electronic Control Module (ECM) Flywheel 54 teeth under the flywheel ring gear provide engine rpm and crankshaft position information to the ECM through the crank position sensor. 58557 a b a - Flywheel b - Crank Position Sensor IGNITION Page 2A-10 90-881986 JANUARY 2001 Ignition Coils Inductive type ignition coils are used on the DFI engines. 12 volt DC is supplied to the coils at all times from the boat battery. For a predetermined length of time (dwell), the primary circuit of the coil is completed by closing the electrical circuit within the coil driver. When the coil driver circuit opens, the primary field of the coil collapses inducing high voltage in the secondary windings which produces up to 50000 volts at the spark plugs. 58561 a a - Ignition Coils – 3 coils are mounted behind 3 visible coils Ignition Coil Ohm Test Connect meter leads between primary terminal (GRN/Striped) and (RED/YELLOW) terminal pin. 0.38 - 0.78  Connect meter leads between spark plug wire/high voltage tower and ground terminal pin. 8.1 - 8.9 k  IGNITION 90-881986 JANUARY 2001 Page 2A-11 Coil Driver The ECM sends a 5 VDC pulse to the coil driver mounted on each ignition coil. Which coil driver receives this pulse is determined by the ECM receiving a signal from the crank position sensor. When the coil driver receives its ECM pulse (signal), it closes its circuit which allows the primary side of the ignition coil to build up energy which it initially receives from the boat battery. When the ECM pulse (signal) to the coil driver drops below 1.3 volts, the coil driver opens its circuit which causes the primary field of the ignition coil to collapse. This field collapse induces a voltage buildup in the secondary winding of the ignition coil resulting in a potential voltage of up to 50000 volts at the spark plug. 58558 a b c a - Coil Driver b - 4 Pin Connector c - 2 Pin Connector Coil Driver Ohm Test 58418 GREEN/STRIPE GREEN/STRIPE GREEN/STRIPE GREEN/STRIPE RED/YELLOW BLACK 4 Pin Connector – Connect meter leads between RED/YEL and BLACK male pins. 85 k  ± 10% 4 Pin Connector – Connect meter leads between BLACK male pin and each GREEN STRIPED male pin. 10 k  ± 10% Connect meter leads between BLACK male pin on 4 pin connector and each GREEN STRIPED male pin on the 2 pin connector. OPEN – No Continuity IGNITION Page 2A-12 90-881986 JANUARY 2001 Crank Position Sensor Senses 54 teeth located on flywheel under ring gear. Supplies the ECM with crank position information and engine speed. If sensor should fail, the engine will stop running. 58323 a a - Crank Position Sensor Throttle Position Sensor (TPS) The TPS transmits throttle angle information to the ECM which varies the injector pulse width accordingly. Should the sensor fail, the warning horn will sound. RPM will be reduced by the ECM. TPS settings are not adjustable. TPS settings can be monitored with the Digital Diagnostic Terminal through the ECM. Voltage change should be smooth from idle to wide open throttle. If voltage change is erratic, TPS is defective. 58740 a a - Throttle Position Sensor (TPS) Throttle Position Sensor Specifications Idle 0.19 – 1.0 VDC Wide Open Throttle 3.45 – 4.63 VDC IGNITION Throttle Position Sensor (TPS) Troubleshooting If the throttle position sensor is out of the intended operating range when the engine is started, the Electronic Control Module (ECM) will sense that the Throttle Position Sensor (TPS) has failed. The warning horn will sound, check engine light will illuminate, DDT will indicate failed TPS and the engine will go into RPM reduction. When the engine is started, the throttle arm on the engine must be against the throttle stop screw. Do not move throttle or fast idle control lever forward. • Check throttle cable adjustment. The throttle stop screw on the throttle arm must be against the throttle stop on the cylinder block when the engine is started. Pre-load the throttle cable barrel 1 or 2 turns if necessary. • Verify driver is not pushing on throttle (if foot throttle is used) or advancing the throttle only on the control box. • Check throttle cam to roller adjustment. If the roller is not down in the pocket/valley area on the cam, there is a tendency for the roller to ride up or down on the cam which causes the TPS link arm to push/pull on the TPS lever resulting changing values. 90-881986 JANUARY 2001 Page 2A-13 IGNITION Page 2A-14 90-881986 JANUARY 2001 Charging System Alternator Battery charging system is contained within the belt driven alternator, including the regulator. At cranking speeds, electrical power for the engine is provided by the boat battery – minimum recommended size is 750 CCA, 1,000 MCA, cold cranking amperes or 105 (Minimum) Ampere Hours. Above 550 RPM, all electrical power is provided by the alternator. Should engine rpm drop below 550 RPM, the alternator is not capable of providing sufficient output and the battery becomes the primary source of electrical power. Alternator output (when hot) to the battery @ 2000 RPM is approximately 33 - 38 amperes. 58706 a a - Alternator IGNITION 90-881986 JANUARY 2001 Page 2A-15 Temperature Sensor Three (3) temperature sensors are used to provide temperature information to the ECM. One sensor is mounted in each cylinder head and one sensor is mounted in the air compressor cylinder head. The ECM uses this information to increase injector pulse width for cold starts and to retard timing in the event of an over-heat condition. STARBOARD PORT 58734 b a c 58715 58765 d a - Cylinder Temperature Sensor (PORT) b - Air Compressor Temperature Sensor c - Cylinder Temperature Sensor (STARBOARD) d - Air Temperature Sensor IGNITION AIR COMPRESSOR TEMPERATURE SENSOR TEST Between BLACK/ORANGE and each GREEN or TAN/GREEN wire. No Continuity Between each lead and ground No Continuity Temperature Sensor Specifications Fahrenheit Centigrade OHMS (± 10%) –22 –30 18230 –13 –25 13420 –4 –20 9966 5 –15 7465 14 –10 5636 23 –5 4288 32 0 3287 41 5 2551 50 10 1996 59 15 1574 68 20 1250 77 25 1000 86 30 805 95 35 653 104 40 532 113 45 437 122 50 360 131 55 299 140 60 249 149 65 209 158 70 176 167 75 148 176 80 126 185 85 107 Page 2A-16 90-881986 JANUARY 2001 IGNITION PORT AND STARBOARD CYLINDER TEMPERATURE SENSORS AIR TEMPERATURE SENSOR An ohms test of the temperature sensors would be as follows: Disconnect temperature sensor harness and check continuity with digital or analog ohmmeter test leads between both connector pins. With engine at temperature (F°) indicated, ohm readings should be as indicated ±10%. There should be no continuity between each connector pin and ground. Temperature Sensor Specifications Fahrenheit Centigrade OHMS 257 125 340 248 120 390 239 115 450 230 110 517 221 105 592 212 100 680 203 95 787 194 90 915 185 85 1070 176 80 1255 167 75 1480 158 70 1752 149 65 2083 140 60 2488 131 55 2986 122 50 3603 113 45 4370 104 40 5327 95 35 6530 86 30 8056 77 25 10000 68 20 12493 59 15 15714 50 10 19903 41 5 25396 32 0 32654 14 –10 55319 5 –15 72940 90-881986 JANUARY 2001 Page 2A-17 IGNITION Page 2A-18 90-881986 JANUARY 2001 Manifold Absolute Pressure (MAP) Sensor The MAP sensor is mounted on top of the air plenum. The ECM regulates fuel flow, in part, based on manifold absolute pressure. 58705 a a - MAP Sensor Air Temperature Sensor The air temperature sensor is mounted on top of the air plenum. The ECM regulates fuel flow, in part, based on manifold air temperature. As air temperature increases, the ECM decreases fuel flow. 58705 a a - Air Temperature Sensor IGNITION 90-881986 JANUARY 2001 Page 2A-19 Direct Injectors 6 direct injectors (1 per cylinder) are used to inject a fuel/air mix into cylinders. Injectors are mounted between fuel rails and cylinder heads. 58714 Direct Injector Ohm Test (Injector Lead Disconnected) Connect meter leads between each injector terminal pin. 1 - 1.6  Connect meter leads between injector housing and each terminal pin. No Continuity Fuel Injectors 6 fuel injectors (1 per cylinder) are used to provide fuel from the fuel rail to the direct injectors. The fuel injectors are mounted in the fuel rail. 58717 Fuel Injector Ohm Test (Injector Lead Disconnected) Connect meter leads between each injector terminal pin. 1.7 - 1.9  NOTE: Injector ohms test verifies electrical integrity; not mechanical integrity of injectors. IGNITION Disconnecting Harness Connectors from Ignition Coils and/or Injectors 54871 a a-Wire Clip (push center down to remove) Troubleshooting The ECM is designed such that if a sensor fails, the ECM will compensate so that the engine does not go into an over-rich condition. Disconnecting a sensor for troubleshooting purposes may have no noticeable effect. Troubleshooting Without Digital Diagnostic Terminal Troubleshooting without the DDT is limited to checking resistance on some of the sensors. Typical failures usually do not involve the ECM. Connectors, set-up, and mechanical wear are most likely at fault. • Verify spark plug wires are securely installed (pushed in) into the coil tower. • The engine may not run or may not run above idle with the wrong spark plugs installed. • Swap ignition coils to see if the problem follows the coil or stays with the particular cylinder. NOTE:ECMs are capable of performing a cylinder misfire test to isolate problem cylinders. Once a suspect cylinder is located, an output load test on the ignition coil, fuel injector and direct injector may be initiated through use of the DDT. • Any sensor or connection can be disconnected and reconnected while the engine is operating without damaging the ECM. Disconnecting the crank position sensor will stop the engine. IMPORTANT: Any sensor that is disconnected while the engine is running will be recorded as a Fault in the ECM Fault History. Use the DDT to view and clear the fault history when troubleshooting/repair is completed. • If all cylinders exhibit similar symptoms, the problem is with a sensor or harness input to the ECM. • If problem is speed related or intermittent, it is probably connector or contact related. Inspect connectors for corrosion, loose wires or loose pins. Secure connector seating; use dielectric compound 92-823506-1. • Inspect the harness for obvious damage: pinched wires, chaffing. • Secure grounds and all connections involving ring terminals (coat with Liquid Neoprene 92-25711--3). • Check fuel pump connections and fuel pump pressure. • Check air compressor pressure. Page 2A-20 90-881986 JANUARY 2001 IGNITION Troubleshooting with the Digital Diagnostic Terminal a b dc a-Digital Diagnostic Terminal (91-823686A2) b-Software Cartridge (91-880118–1) c-DDT Reference Manual (90-881204–1) d-Adapter Harness (84-822560A5) The Quicksilver Digital Diagnostic Terminal (DDT) has been developed specifically to help technicians diagnose and repair Mercury Marine 2 and 4 cycle engines. Attach the diagnostic cable to the ECM diagnostic connector and plug in the software cartridge. You will be able to monitor sensors and ECM data values including status switches. The ECM program can help diagnose intermittent engine problems. It will record the state of the engine sensors and switches for a period of time and then can be played back to review the recorded information. Refer to the Digital Diagnostic Terminal Reference Manual for complete diagnostic procedures. 90-881986 JANUARY 2001 Page 2A-21 IGNITION Notes: Page 2A-22 90-881986 JANUARY 2001 IGNITION DDT Functions – Optimax Models Software Version 1.0 (P/N 880118) IGNITION INJECTOR PUMP SENSORS SWITCHES MISCELLANEOUS RPM LIMIT BREAK–IN SmartCraft Monitor 1 – Mercury Marine 2 – Tool Setup Select Auto Test: 1 – STATIC TEST Select Fault Hist: 1 – FREEZE FRAME 2 – FAULT SECONDS 1 2 3 4 5 6 7 8 FAULT LIGHTS FAULT LIGHTS Any fault will turn on fault light. Refer to Fault Status to identify fault ACT INPUT HI or LO AT INPUT HI or LO BATT VOLT HI or LOW BLOCK PRESS LOW BPSI INPUT HI or LO BREAK-IN COMP OVERHEAT CTP INPUT HI or LO CTS INPUT HI or LO DINJ 1 thru 6 SHORT or OPEN EST 1 thru 6 SHORT or OPEN FINJ 1 thru 6 SHORT or OPEN FUEL LVL IN HI or LO GUARDIAN H2O IN FUEL MAP INPUT HI or LO MPRLY OUTPUT OIL LVL IN HI or LO OIL PUMP OIL RESERVE STR OVERSPEED PITOT INPUT HI or LO PORT OVERHEAT SEA TMP IN HI or LO STAR OVERHEAT TPI1 RANGE HI or LO TRIM INPUT HI or LO WARNING HORN Air compessor temperature sensor input is high or low Air temperatrure (engine) sensor input is high or low Battery voltage is high or low Block pressure is low Block Pressure Sensor input is high or low Compressor overheat Coolant temp port sensor input is high or low Coolant temp starboard sensor input is high or low Direct injector (1 thru 6) is short or open circuit Electronic spark trigger signal (1 thru 6) is short or open circuit Fuel injector (1 thru 6) is short or open circuit Fuel level sensor input is high or low Guardian system activated Water in fuel MAP sensor input high or low Oil level sensor input is high or low Oil pump electrical failure Oil reserve strategy is active Overspeed is activated Pilot Pressure Sensor input is high or low Port cylinder head overheat Sea or lake temperature sensor input is high or low Starboard cylinder head overheat TPI #1 is above or below the allowable range Trim sensor input is high or low Warning horn fault MPRLY BACKFEED TPI1 INPUT HI or LO TPI #1 sensor input is high or low TPI1 NO ADAPT ECM is unable to adapt to the current position of the TPI 01MY DI 2.5L J200 ECM # CODE IGN PRI .38-.78 ohm SEC 8.1-8.9 Kohm DINJ 1.0-1.6 ohm FINJ 1.7-1.9 ohm TYPICAL TPI RANGE TGAP 0.025-.04in 2 FUSE-BUS +12V AIR COMPRESSOR 1Kohm @ 77F/25C AIRTEMP/COOLANT 10 Kohm @ 77F/25C RPM LIMIT 6200 PROP RPM 5150-5650 1 FUSE-FUEL PUMP 3 FUSE-ACCESSORY 4 FUSE-IGNITION OIL PUMP COIL 1.8-2.0 ohms OVERTEMP/BLOCK PRESSURE LIMITS ARE CONTROLLED BY ENGINE GUARDIAN SEE SERVICE MANUAL FOR GUARDIAN INFO ENGINE RPM TPI 1 VOLTS BATTERY VOLTS PWR 1 VOLTS COOL TMP STB °F COOL TMP PRT °F MAP PSI AIR TMP °F BLOCK PSI OIL INJ CNT TPI % AIR COM TMP °F OIl LEVEL FUEL LEVEL AVAILABLE PWR % SHIFT TRIM PITOT PADDLE WHEEL LAKE/SEA TMP °F RUN TIME HR. RPM 0 – 749 RPM 750 – 1499 RPM 1500 – 2999 RPM 3000 – 3999 RPM 4000 – 4499 RPM 4500 – 4999 RPM 5000– 5499 RPM 5500 – 6249 RPM 6250 + BREAK-IN LEFT RPM LIMIT Sec GRD LIMIT Sec ACT TEMP Sec BLOCK PSI Sec CTS TMP Sec CTP TEMP Sec LOW OIL Sec OIL PMP Sec Engine Break-In In Progess Main Power Relay is Receiving a Current Back feed Main Power Relay Output Fault Status List Select Load Test: 1 -IGNITION 2 -FUEL INJECTOR 3 -DIRECT INJECTOR 4 -OIL PUMP 5 -FUEL PUMP 6 -HORN 7 -Reserve 8 -TACHOMETER 9 -MAIN POWER RELAY Select Function: 1 -OIL PUMP PRIME 2 -CYLINDER MISFIRE 3 -OUTPUT LOAD TEST 4 -RESET BREAK-IN OIL 5 -CHANGE FUEL OFFSET 6 -ENGINE LOCATION THIS ENGINE IS A xx MY xxx x.xL xxx PRESS 1 to CONTINUE Select Function: 1 -DATA MONITOR 2 - FAULT STATUS 3 -SYSTEM INFO 4 -HISTORY 5 -SPECIAL FUNCTIONS Select Function: 1 -FAULT HISTORY 2 -RUN HISTORY 3 -CLEAR FAULT HIST 4 -CLEAR RUN HIST FREEZE FRAME BUFFERS 0-BREAK-IN BARO PSI BATT VOLTS BLOCK PSI BOAT SPEED AIR TMP °F COOL TMP °F DEMAND % ENGINE RPM ENGINE STATE FPC TOTAL FREQ COUNTER FUEL LEVEL % SHIFT LAKE/SEA TMP °F LOAD% MPRLY REQ MAP PSI OIL LEVEL % PORT TAB POS AVAILABLE PWR % RUN TIME STAR TAB POS TPI % TRIM POSITION COOL TMP STB °F COOL TMP PRT °F FAULT SECONDS BATT VOLT HIGH BATT VOLT LOW BLOCK PRESS LOW COMP OVERHEAT ETC MOTOR OPEN ETC MOTOR SHORT FUEL P INPUT HI FUEL P INPUT LO GUARDIAN KNOCK SENS1 KNOCK SENS2 OIL PSI STR OIL REMOTE STR OIL RESERVE STR MAP INPUT HI MAP INPUT LO MAP IDLE CHECK OIL PUMP OVERSPEED PORT OVERHEAT STAR OVERHEAT WARNING HORN H2O IN FUEL Select Function: 1 - AUTO SELF TEST 2 - MANUAL TEST BATV 12.6-15.0 MAP 7-15 psi FUEL AIR +10 psi AIR 77-82 psi PWR RLY 81-99 ohm TPI 1 0.19-1.0v IDLE 3.45-4.63v WOT 90-881986 JANUARY 2001 Page 2A-23 IGNITION DFI Troubleshooting Guide Symptom Cause Action 1. Engine cranks but won’t start 1.0 Lanyard stop switch in wrong position. 1.1 Weak battery or bad starter motor, battery voltage drops below 8 volts while cranking (ECM cuts out below 8 volts) (Fuel pump requires 9 volts). 1.2 Low air pressure in rail (less than 70 psi at cranking) 1.3 No fuel 1.4 Low fuel pressure 1.5 Flywheel misaligned during installation 1.6 Blown fuse 1.7 Main Power Relay not functioning 1.8 Spark Plugs Reset lanyard stop switch. Replace/charge battery. Inspect condition of starter motor. Check condition of battery terminals and cables. Inspect air system for leaks. Inspect air filter for plugging (air pressure measured on port rail). Inspect air compressor reed valves if necessary. Check that primer bulb is firm. Key-on engine to verify that fuel pump runs for 2 seconds and then turn off. Measure fuel pressure (valve on starboard rail). Fuel pressure should be 10 ± 1 psi greater than the air pressure. Check fuel pressure from low pressure electric fuel pump (6–10 psi). Check for fuel leaks. If fuel pressure leaks down faster than air pressure, seals on fuel pump may be leaking. Check air system pressure, see 1.2. Remove flywheel and inspect. Replace fuse. Inspect engine harness and electrical components. Listen for relay to “click” when the key switch is turned on. Remove fuel pump fuse. Unplug all direct injector connectors. Remove spark plugs from each cylinder. Connect spark plug leads to Spark Gap Tester 91-850439T. Crank engine or use DDT output load test for each ignition coil and observe spark. If no spark is present, replace appropriate ignition coil. If spark is present, replace spark plugs. 90-881986 JANUARY 2001 Page 2A-25 IGNITION DFI Troubleshooting Guide (continued) Symptom Cause Action 1. Engine cranks but will not start (continued) 1.9 ECM not functioning 1.9A Crank Position Sensor not functioning Injection System: Listen for injector “ticking” when cranking or connect spare injector to each respective harness. Ticking should start after 2 cranking revolutions. Ignition System: – Check for proper operation by using Inductive Timing Light 91-99379. – Check battery voltage (RED/YEL Lead) @ ignition coils. – Check for blown fuse (C15). – Check battery voltage to fuse from main power relay (PURPLE Lead). – Check for shorted stop wire (BLK/YEL). – Check crank position sensor setting [0.025 in. – 0.040 in. (0.64 mm – 1.02 mm)] from flywheel or for defective crank position sensor. – Defective ECM. Power Supply: Clean and inspect remote control male and female harness connectors. – Sensor faulty. – Bad connection – Air gap incorrect 2. Engine cranks, starts and stalls 2.0 Low air pressure in rail 2.1 Low fuel pressure in rail 2.2 Abnormally high friction in engine 2.3 Air in fuel system/lines 2.4 TPS malfunction 2.5 Remote control to engine harness connection is poor See 1.2 See 1.2 and 1.3 Check for scuffed piston or other sources of high friction. See 1.3 Crank and start engine several times to purge. Check motion of throttle arm. Stop nuts should contact block at idle and WOT. Check TPS set-up. Must connect DDT with adapter harness (84-822560A5) to ECM. Clean and inspect male and female connectors. Page 2A-26 90-881986 JANUARY 2001 IGNITION DFI Troubleshooting Guide (continued) Symptom Cause Action 3. Engine idle is rough 3.1 Low air pressure in rail (less than 79 ± 2 psi while running) 3.2 Fouled spark plug 3.3 Failed direct injector 3.4 Failed fuel injector 3.5 Bad coil/weak spark 3.6 Bad dual coil driver 3.7 Flywheel misaligned during installation See 1.2 Replace spark plug: –If carbon bridges electrode gap or if it is completely black. –If it is not firing and is wet with fuel. Note: If spark plug is grey or completely black with aluminum specs, this indicates a scuffed piston. Refer to ohm test. Refer to ohm test. Refer to ohm test. Replace dual coil driver. Remove flywheel and inspect. 4. Engine idles fast (rpm 4.1 Broken fuel pressure regulator Measure fuel pressure. Remove >1100) or surges or tracker diaphragm 4.2 Fuel leak 4.3 Tracker Valve spring missing 4.4 Improper set-up 4.5 TPS malfunction and inspect diaphragms (a special tool is required for assembly). Check for fuel entering induction manifold or air compressor inlet. Vapor Separator flooding over. Inspect tracker valve for proper assembly. Check throttle cable & cam roller adjustment. See 2.4 5. Engine runs rough below 5.1 Fouled spark plug See 3.2 3000 rpm 5.2 Low air pressure in rail See 1.2 5.3 Throttle misadjusted Check throttle cam setup on induction manifold. Inspect linkage and roller. If throttle plate stop screws have been tampered with, contact Mercury Marine Service Department for correct adjustment procedures. 5.4 Bad coil/weak spark See 3.5 5.5 Bad dual coil driver Replace dual coil driver 5.6 TPS malfunction See 2.4 6. Engine runs rough above 6.1 Fouled spark plug See 3.2 3000 rpm 6.2 Speed Reduction See 7 6.3 Low air pressure in rails See 1.2 6.4 TPS malfunction See 2.4 90-881986 JANUARY 2001 Page 2A-27 IGNITION DFI Troubleshooting Guide (continued) Symptom Cause Action 7. Speed Reduction (RPM reduced) 7.1 Low battery voltage ECM requires 8 volts minimum Fuel Pump requires 9 volts 7.2 Overheat condition (engine and/or air compressor) 7.3 Oil pump electrical failure 7.4 TPS failure If TPS and MAP Sensor fails, rpm is reduced to idle Check battery and/or alternator. Check electrical connections. Check water pump impeller/cooling system. Check electrical connection. Check electrical connections. 8. Engine RPM reduced to idle only 8.1 TPS and MAP Sensor failed 8.2 Battery voltage below 9.5 volts See 2.4 Use DDT to monitor system 9. Loss of spark on 1 cylinder 9.1 Loose wire or pin in connectors between ECM and coil primary. 9.2 Faulty ignition coil. 9.3 Faulty dual coil driver 9.4 Faulty spark plug. 9.5 Faulty spark plug wire Check connectors. Replace coil. Replace dual coil driver Replace spark plug. Replace spark plug wire. Ignition Components Removal and Installation Flywheel Cover Removal and Installation REMOVAL Remove flywheel cover by lifting off. 57836 Page 2A-28 90-881986 JANUARY 2001 IGNITION 90-881986 JANUARY 2001 Page 2A-29 INSTALLATION Install flywheel cover as follows: a. Place cover onto the front flange (a). b. Push rear of the cover down onto the rear pin and air intake tube (b) for the air compressor. a b 57836 Electronic Control Module (ECM) REMOVAL 1. Disconnect ECM harness connectors. 2. Remove 3 bolts securing ECM. a b f c d e e 58718 a - Electronic Control Module b - Screw [Torque to 100 lb in. (11.5 Nm)] c - Bracket d - Screw [Torque to 70 lb in. (8.0 Nm)] e - Bushing f - Grommet INSTALLATION 1. Secure ECM to powerhead with 3 bolts. 2. Reconnect harness connectors. IGNITION Page 2A-30 90-881986 JANUARY 2001 Ignition Module (Coil) REMOVAL 1. Disconnect spark plug leads from coil towers. 2. Disconnect water pressure sensor harness. 3. Disconnect crank position sensor harness. 4. Remove 3 nuts and 1 screw securing electrical component. 58718 b c h i j k e d f a p o g q m n l a - Bolts (6) –Torque to 100 lb-in (11.3 Nm). b - Spacer – Place on Bolts between Coils c - Ignition Coils (6) d - Nut (2) – Torque to 20 lb. ft. (27 Nm) e - Washers (4) f - Grommet (2) g - Bushing (2) h - Bracket i - Screw – Torque to 100 lb. in. (11 Nm) j - Washer k - Dual Coil Driver (3) l - Nut – Torque to 100 lb. in. (11 Nm) m - Washer n - Grommet o - Bushing p - Spacer q - Stud IGNITION 90-881986 JANUARY 2001 Page 2A-31 INSTALLATION 1. Fasten coils to electrical mounting plate as shown. 2. Reinstall electrical mounting plate. 3. Reconnect spark plug lead and coil harness. Crank Position Sensor REMOVAL 1. Disconnect harness. 2. Remove screws securing sensor to engine. 58323 58613 a b a - Crank Position Sensor b - Screws – Torque to 45 lb. in (5.0 Nm) INSTALLATION 1. Fasten sensor to engine with screws. Torque screws to 45 lb. in. (5.0 Nm) 2. Reconnect sensor harness. IGNITION Page 2A-32 90-881986 JANUARY 2001 Throttle Position Sensor (TPS) REMOVAL 1. Disconnect TPS link arm. 2. Remove ground lead bolt from vapor separator. 3. Disconnect sensing circuit connector from bottom of alternator. 58765 a b c a - TPS Link Arm b - Ground Lead Bolt c - Sensing Circuit Connector 4. Remove 3 screws securing vapor separator and move separator to gain access to TPS retaining screws. 58731 a b a - Screws b - Vapor Separator IGNITION 90-881986 JANUARY 2001 Page 2A-33 5. Disconnect TPS connector. 6. Remove 3 screws securing TPS and remove TPS. 58758 a b c a - TPS Connector b - Screws c - TPS Link Arm – Disconnect INSTALLATION 1. Fasten sensor and bracket to engine as shown. 2. Reconnect wiring harness. a b c d e f g h i h 58758 a - Bracket b - Sensor c - Screw (3) – Torque to 20 lb. in (2.5 Nm). d - TPS Cover e - Throttle Link f - TPS Lever g - Screw [Torque to 70 lb. in. (8.0 Nm)] h - Bushing (2) i - Grommet CHARGING & STARTING SYSTEM ELECTRICAL Section 2B – Charging & Starting System Table of Contents Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-1 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-2 Battery Cable Size . . . . . . . . . . . . . . . . . . . . . . 2B-3 Replacement Parts . . . . . . . . . . . . . . . . . . . . . . 2B-3 Recommended Battery. . . . . . . . . . . . . . . . . . . 2B-3 Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-4 Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . 2B-4 Charging a Discharged Battery . . . . . . . . . . . . 2B-4 Winter Storage of Batteries . . . . . . . . . . . . . . . 2B-5 Flywheel Removal and Installation . . . . . . . . . 2B-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-6 Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-7 Flywheel/Alternator . . . . . . . . . . . . . . . . . . . . . . 2B-8 System Components . . . . . . . . . . . . . . . . . . . . 2B-10 Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . 2B-10 Alternator Description. . . . . . . . . . . . . . . . . . . . 2B-11 Diagnosis of Alternator System on Engine . . 2B-11 Alternator System Circuitry Test . . . . . . . . . . . 2B-12 Output Circuit . . . . . . . . . . . . . . . . . . . . . . . . 2B-12 Sensing Circuit . . . . . . . . . . . . . . . . . . . . . . . 2B-13 Voltage Output . . . . . . . . . . . . . . . . . . . . . . 2B-14 Current Output . . . . . . . . . . . . . . . . . . . . . . . 2B-15 Current Output Troubleshooting . . . . . . . . 2B-16 Specifications Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-16 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-16 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-17 Alternator Belt Tension Adjustment . . . . . . . . 2B-18 Starter System. . . . . . . . . . . . . . . . . . . . . . . . . . 2B-18 Starter Motor Amperes Draw. . . . . . . . . . . 2B-18 Starter System Components . . . . . . . . . . . 2B-18 Description . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-18 Starter Motor (Solenoid Driven Bendix) . . . . . 2B-20 Troubleshooting the Solenoid Driven Bendix Starter Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . 2B-22 Starter Circuit Troubleshooting Flow Chart . . 2B-23 Starter Removal and Installation . . . . . . . . . . . 2B-25 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-25 Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-26 Disassembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-27 Cleaning and Inspection . . . . . . . . . . . . . . . . . . 2B-30 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-31 Starter Cleaning, Inspection and Testing . . . 2B-34 Cleaning and Inspection . . . . . . . . . . . . . . . 2B-34 Testing Solenoid Driven Bendix Starters . 2B-35 Slave Solenoid Test . . . . . . . . . . . . . . . . . . . 2B-37 Commander 2000 Key Switch Test . . . . . . . . 2B-38 2 B CHARGING SYSTEM Alternator Output (Regulated) Brush Length Voltage Output Regulator Current Draw 32 - 38 Amperes @ 2000 RPM @ Battery 52 - 60 Amperes @ 2000 RPM @ Alternator Std Exposed Length: 0.413 in. (10.5 mm) Min. Exposed Length: 0.059 in. (1.5 mm) 13.5 to 15.1 Volts 0.15 mA (Ign. Switch Off) 30.0 mA (Ign. Switch On) STARTING SYSTEM Starter Draw (Under Load) Starter Draw (No Load) Minimum Brush Length 170 Amperes 60 Amperes 0.25 in. (65.4 mm) Battery Rating 1000 (Minimum) Marine Cranking Amps (MCA) 750 (Minimum) Cold Cranking Amps (CCA) 105 (Minimum) Amp Hour 90-881986 JANUARY 2001 Page 2B-1 CHARGING & STARTING SYSTEM Special Tools 1. Volt/Ohm Meter 91-99750A1 or DMT 2000 Digital Tachometer Multimeter 91-854009A1 a b a-Volt/Ohm Meter 91-99750A1 b-DMT 2000 Digital Tachometer Multimeter 91-854009A1 2. Ammeter (60 Ampere minimum) (Obtain locally) 3. Flywheel Holder 91-52344 54964 4. Protector Cap 91-24161 5. Flywheel Puller 91-73687A1 Page 2B-2 90-881986 JANUARY 2001 CHARGING & STARTING SYSTEM Battery Cable Size If standard (original) battery cables are replaced with longer cables, the wire gauge size must increase. See chart below for correct wire gauge size. Battery Cable Length ÎÎÎÎWire Gage Size Battery Cable Wire Gage Size Mercury/Mariner OutboardsModels Battery Cable Length 8 ft. 2.4m 9 ft. 2.7m 10ft. 3.0m 11ft. 3.4m 12ft. 3.7m 13ft. 4.0m 14ft. 4.3m 15ft. 4.6m 16ft. 4.9m 17ft. 5.2m 18ft. 5.5m 19ft. 5.8m 20ft. 6.1m 21ft. 6.4m 22ft. 6.7m 23ft. 7.0m 24ft. 7.3m Wire Gage Size No. SAE 6-25 Hp #8* #8 #6 #6 #6 #6 #4 #4 #4 #4 #4 #4 #4 #4 #2 #2 #2 30-115 Hp #6* #4 #4 #4 #4 #4 #2 #2 #2 #2 #2 #2 #2 #2 #0 #0 #0 125-250 Hp (except DFI) #6* #6 #4 #4 #4 #4 #4 #4 #2 #2 #2 #2 #2 #2 #2 DFI Models #4* #2 #2 #2 #2 #2 #2 #2 #2 #2 #0 #0 #0 * = Standard (original) Cable Length and wire gage size. Replacement Parts WARNING Electrical, ignition and fuel system components on your Mercury Sport Jet are designed and manufactured to comply with U. S. Coast Guard Rules and Regulations to minimize risks of fire and explosions. Use of replacement electrical, ignition or fuel system components, which do not comply with these rules and regulations, could result in a fire or explosion hazard and should be avoided. Recommended Battery A 12 volt marine battery with a minimum Cold Cranking amperage rating of 750 amperes or 1000 (minimum) Marine Cranking amperes should be used. 90-881986 JANUARY 2001 Page 2B-3 CHARGING & STARTING SYSTEM Battery Precautions CAUTION 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 explosive 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 explosion 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. Charging a Discharged 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. Sulphuric acid in battery can cause serious burns, if spilled on skin or in eyes. Flush or wash away immediately with clear water. The following basic rule applies 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. (4.8 mm) 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. Page 2B-4 90-881986 JANUARY 2001 CHARGING & STARTING SYSTEM 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. 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, above baffles). 3. Grease terminal bolts well with 2-4-C Marine Lubricant and store battery in a COOLDRY 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. 90-881986 JANUARY 2001 Page 2B-5 CHARGING & STARTING SYSTEM Page 2B-6 90-881986 JANUARY 2001 Flywheel Removal and Installation Removal 1. Remove flywheel cover from engine. WARNING Engine could possibly start when turning flywheel during removal and installation; therefore, disconnect (and isolate) spark plug leads from spark plugs to prevent engine from starting. 2. Disconnect spark plug leads from spark plugs. 3. While holding flywheel with flywheel holder (91-52344), remove flywheel nut and washer. 58748 a a - Flywheel Holder (91-25344) 4. Install a crankshaft Protector Cap (91-24161) on end of crankshaft, then install Flywheel Puller (91-73687A2) into flywheel. 5. Hold flywheel tool with wrench while tightening bolt down on protector cap. Tighten bolt until flywheel comes free. 58747 a a - Flywheel Puller (91-73687A2) CHARGING & STARTING SYSTEM 90-881986 JANUARY 2001 Page 2B-7 NOTE: Neither heat or hammer should be used on flywheel to aid in removal as damage to flywheel or electrical components under flywheel may result. 6. Remove flywheel. Inspect flywheel for cracks or damage. Installation IMPORTANT: Clean flywheel/crankshaft taper with solvent and assemble dry. 1. Install flywheel. 2. Install flywheel washer and nut. 3. Hold flywheel with Flywheel Holder (91-52344). Torque nut to 125 lb-ft (169.5 Nm). 58746 a a - Flywheel Holder (91-52344) CHARGING & STARTING SYSTEM Page 2B-8 90-881986 JANUARY 2001 Flywheel/Alternator 1 2 12 14 23 27 16 4 15 20 17 21 26 3 22 19 24 18 14 5 7 8 9 10 11 13 6 5 7 7 9 4 4 20 95 95 95 2-4-C With Teflon (92-825407A12) 25 28 29 5 CHARGING & STARTING SYSTEM Flywheel/Alternator REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. Nm 1 1 ALTERNATOR 2 1 SCREW (M10 x 100) 40 54 3 1 SCREW (M10 x120) 40 54 4 3 WASHER 5 3 MOUNT 6 1 BRACKET 7 3 WASHER 8 1 BRACKET 9 2 NUT 25 34 10 1 SCREW (M10 x 55) 25 34 11 1 CABLE 12 1 PIN 13 1 BRACKET 14 3 SCREW (5/16-18 x 1 IN.) 15.5 21 15 1 SPRING 16 1 BELT TENSIONER ARM ASSY 17 1 STUD (M10 x 85) 18 1 NUT 15 20 19 1 BUSHING 20 2 WASHER 21 1 PULLEY 22 1 SCREW (M10 x 35) 25 34 23 1 BELT 24 1 FLYWHEEL 25 1 NUT (M16X1.5) 125 170 26 1 WASHER 27 1 PLUG 28 1 NUT 110 12 29 1 WASHER 90-881986 JANUARY 2001 Page 2B-9 CHARGING & STARTING SYSTEM System Components The battery charging system consists of the alternator, battery, ignition switch, starter solenoid and the wiring which connects these components. 51708 To a b c d a-Alternator b-Battery c-20 Ampere Fuse d-Starter Solenoid Precautions The following precautions must be observed when working on the alternator system. Failure to observe these precautions may result in serious damage to the alternator system. 1. Do not attempt to polarize the alternator. 2. Do not short across or ground any of the terminals on the alternator, except as specifically instructed. 3. Never disconnect the alternator output lead, regulator harness or battery cables when the alternator is being driven by the engine. 4. Always remove NEGATIVE (–) battery cable from battery before working on alternator system. 5. When installing battery, be sure to connect the NEGATIVE (–) (GROUNDED) battery cable to NEGATIVE (–) battery terminal and the POSITIVE (+) battery cable to POSITIVE (+) battery terminal. 6. When using a charger or booster battery, connect it in parallel with existing battery (POSITIVE to POSITIVE; NEGATIVE to NEGATIVE). Page 2B-10 90-881986 JANUARY 2001 CHARGING & STARTING SYSTEM Alternator Description The alternator employs a rotor, which is supported in 2 end frames by ball bearings, and is driven at 2.5 times engine speed. The rotor contains a field winding enclosed between 2 multiple-finger pole pieces. The ends of the field winding are connected to 2 brushes which make continuous sliding contact with the slip rings. The current (flowing through the field winding) creates a magnetic field that causes the adjacent fingers of the pole pieces to become alternate north and south magnetic poles. A 3-phase stator is mounted directly over the rotor pole pieces and between the 2 end frames. It consists of 3 windings wound 120° electrically out-of-phase on the inside of a laminated core. The windings are connected together on one end, while the other ends are connected to a full-wave rectifier bridge. The rectifier bridge contains 8 diodes which allows current to flow from ground, through the stator and to the output terminal, but not in the opposite direction. When current is supplied to the rotor field winding, and the rotor is turned, the movement of the magnetic fields created induces an alternating current into the stator windings. The rectifier bridge changes this alternating current to direct current which appears at the output terminal. A diode trio is connected to the stator windings to supply current to the regulator and the rotor field during operation. Voltage output of the alternator is controlled by a transistorized voltage regulator that senses the voltage at the battery and regulates the field current to maintain alternator voltage for properly charging the battery. Current output of the alternator does not require regulation, as maximum current output is self-limited by the design of the alternator. As long as the voltage is regulated within the prescribed limits, the alternator cannot produce excessive current. A cutout relay in the voltage regulator also is not required, as the rectifier diodes prevent the battery from discharging back through the stator. A small amount of current is supplied by the excitation circuit in the regulator to the rotor field to initially start the alternator charging. Once the alternator begins to produce output, field current is supplied solely by the diode trio. The alternator is equipped with 2 fans which induce air flow through the alternator to remove heat created by the rectifier and stator. Diagnosis of Alternator System on Engine 1. If problem is an undercharged battery, verify condition has not been caused by excessive accessory current draw or by accessories which have accidentally been left on. 2. Check physical condition and state of charge of battery. Battery must be at least 75% (1.230 specific gravity) of fully charged to obtain valid results in the following tests. If not, charge battery before testing system. 3. Inspect entire alternator system wiring for defects. Check all connections for tightness and cleanliness, particularly battery cable clamps and battery terminals. IMPORTANT: RED output lead from alternator must be tight. A darkened RED sleeve indicates lead was loose and becoming hot. 4. Check alternator drive belt for cracks and fraying. Replace if necessary. Check belt tension. Adjust if necessary, as outlined under “Drive Belt Replacement and Adjustment.” 90-881986 JANUARY 2001 Page 2B-11 CHARGING & STARTING SYSTEM Page 2B-12 90-881986 JANUARY 2001 Alternator System Circuitry Test Using a 0-20 volt DC voltmeter, perform the following tests: Output Circuit 1. Connect POSITIVE (+) voltmeter lead to alternator terminal B (output terminal). Connect NEGATIVE (–) lead to case ground on alternator. 2. Shake alternator wiring harness. Meter should indicate battery voltage and should not vary. If proper reading is not obtained, check for loose or dirty connections or damaged wiring. 58727 a a - Terminal B CHARGING & STARTING SYSTEM 90-881986 JANUARY 2001 Page 2B-13 Sensing Circuit 1. Unplug RED and PURPLE lead connector from alternator. 2. Connect POSITIVE (+) voltmeter lead to RED lead and NEGATIVE (–) voltmeter lead to ground. 3. Voltmeter should indicate battery voltage. If correct voltage is not present, check sensing circuit (RED lead) for loose or dirty connections or damaged wiring. 58726 a a - Sense Lead (RED) CHARGING & STARTING SYSTEM Page 2B-14 90-881986 JANUARY 2001 Voltage Output 1. Using a 0-20 volt DC voltmeter, connect POSITIVE (+) lead of voltmeter to TERMINAL B of alternator and NEGATIVE (–) lead of voltmeter to engine ground. 2. Start engine and allow to warm up. Increase engine RPM from idle to 2000. At ambient temperature normal voltage output should be 14.2 – 15. volts. NOTE: If alternator is under-charging check connections. If alternator is over-charging replace alternator. 58727 a 14.5 a - Terminal B CHARGING & STARTING SYSTEM 90-881986 JANUARY 2001 Page 2B-15 Current Output NOTE: Before conducting current output test, assure that all boat electrical accessories are turned OFF. 1. With engine shut off, install ammeter with clamp-on current probe (capable of reading 60+ amperes) onto alternator charging conductor (10 AWG Red Wire). 2. Start engine and allow to warm up. 3. Battery voltage should be between 14.2 and 15.0 VDC for all engine RPM’s. Alternator output current should correspond with graph below. Example: If engine is revolving at 2000 RPM current meter should be approximately 14.5 ± 3 Amps. 58729 a b c 18.5 a - Ammeter (DMT 2000 Digital Tachometer Multimeter 91-854009A1) b - Clamp-On Current Probe (91-802650) c - Alternator Charging Conductor (10 AWG Red Wire) 11 14.5 16.5 18.5 19.5 0 r r r r r 1000 2000 3000 4000 5000 6000 7000 Current Consumed (amps) Engine RPM 0 CHARGING & STARTING SYSTEM Page 2B-16 90-881986 JANUARY 2001 Current Output Troubleshooting Current Output is Low Battery Cables are loose or corroded Defective Battery (Open Circuit) Defective Alternator Current Output is High Accessories turned on Defective Battery (Internal Short) Defective Alternator Repair Removal 1. Remove top cowling. 2. Disconnect battery cables from battery. 3. Disconnect wiring harness from alternator. 4. Remove pivot bolt and tension bolt. b a a 57539 a - Attaching Bolt b - Harnesses CHARGING & STARTING SYSTEM 90-881986 JANUARY 2001 Page 2B-17 Installation 1. Secure alternator to engine block with attaching bolts. Torque top bolt to 40 lb-ft (54 Nm). Torque bottom bolt to 25 lb-ft (34 Nm). 2. Install alternator belt in V-groove of flywheel and alternator pulley. 3. Reconnect electrical harness to alternator. a b c 57539 a - Top Bolt [Torque to 40 lb-ft (54 Nm)] b - Bottom Nut [Torque to 25 lb-ft. (34 Nm) c - Harnesses CHARGING & STARTING SYSTEM Page 2B-18 90-881986 JANUARY 2001 Alternator Belt Tension Adjustment Correct alternator belt tension is maintained by a belt tensioner assembly. 58749 a a - Belt Tensioner Assembly Starter System Starter Motor Amperes Draw STARTER MOTOR NO LOAD NORMAL PART NO. AMP. DRAW AMP. DRAW 50-833153-1 30 AMPS 165 AMPS 50-853329-1 60 AMPS 170 AMPS Starter System Components Battery Neutral Start Switch Starter Motor Ignition Switch Slave Solenoid Description The battery supplies electricity to activate the starter motor. When the ignition is turned to the “START” position, the slave solenoid is energized which in turn activates the starter solenoid, thus completing 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. 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. CHARGING & STARTING SYSTEM Notes: 90-881986 JANUARY 2001 Page 2B-19 CHARGING & STARTING SYSTEM Page 2B-20 90-881986 JANUARY 2001 Starter Motor (Solenoid Driven Bendix) 58430 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 21 22 22 23 24 24 25 CHARGING & STARTING SYSTEM Starter Motor (Solenoid Driven Bendix) REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm. 1 2 THRU BOLT 110 12.5 2 2 SCREWS 30 3.4 3 1 END CAP 4 1 BUSHING 5 1 BRUSH PLATE ASSEMBLY 6 1 ARMATURE 7 1 FIELD FRAME 8 1 SOLENOID 9 1 SHIELD 10 1 CUSHION 11 3 PLANETARY GEARS 12 1 PLUG 13 1 DISC 14 1 SHIFT FORK 15 1 GEAR/CLUTCH ASSEMBLY 16 1 BEARING 17 1 HOUSING 18 3 SCREW 40 4.5 19 1 DRIVE GEAR 20 1 SNAP RING 21 2 MOUNTING COLLAR 22 2 STOP 23 2 NUT 55 6.0 24 2 WASHER 25 1 NUT 20 2.3 90-881986 JANUARY 2001 Page 2B-21 CHARGING & STARTING SYSTEM Troubleshooting the Solenoid Driven Bendix 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. BATTERY 20 AMP FUSE TO ALTERNATOR STARTER IGNITION SWITCH NEUTRAL START SWITCH STARTER SOLENOID SLAVE SOLENOID 2 42 1 9 8 3 7 6252 102 (LOCATED IN CONTROL HOUSING) 58431 Solenoid Driven Bendix Starter Circuit Page 2B-22 90-881986 JANUARY 2001 CHARGING & STARTING SYSTEM Starter Circuit Troubleshooting Flow Chart (Solenoid Driven Bendix) Starter Motor Does Not Turn TEST 1 With ignition key in START position, check for battery voltage at TEST POINT 1. Voltage indicated and solenoid clicks No voltage indicated Voltage indicated and solenoid does not click Voltage indicated at Test Point 9 Go to TEST 2 Check for starter motor ground at Test Point 10 is 9.5 volts or greater. Voltage indicated at Test Point 9 Good ground Bad ground – clean cable ends or replace ground cable is less than 9.5 volts. Defective starter solenoid Defective starter motor Defective starter solenoid SAFETY WARNING: Disconnect BLACK with RED sleeve (starter motor) cable from slave solenoid test point 7 BEFORE making tests 1–thru–7 to prevent unexpected engine cranking. TEST 2 Use an ohmmeter (Rx1 scale) and connect meter leads between NEGATIVE (–) battery post and common power- head ground. No Continuity Indicated – There is an open circuit in the Continuity Indicated BLACK NEGATIVE (–) battery cable between the NEGATIVE (–) Proceed to TEST 3 battery post and the powerhead. • Check cable for loose or corroded connections. • Check cable for open. Test 3 a. Disconnect BLACK ground wire(s) from Test Point 3. No voltage reading: b. Connect voltmeter between common engine ground and Test Point 3. proceed to TEST 4. c. Turn ignition key to “Start” position. 12 Volt Reading* TEST 4 Check BLACK ground wire for poor connection a. Reconnect BLACK ground wire. or open circuit. b. Connect voltmeter between common engine ground and Test Point 4. Reconnect ground wire to starter solenoid. c. Turn ignition key to “Start” position. Proceed to TEST 8. 90-881986 JANUARY 2001 Page 2B-23 CHARGING & STARTING SYSTEM TEST 8 a. Connect voltmeter between common engine ground and Test Point 2. b. Turn ignition key to “Start” position. No voltage reading: Defective slave solenoid 12 Volt Reading* Should hear solenoid click: proceed to TEST 9 TEST 9 a. Reconnect BLACK cable (with RED sleeve) to slave solenoid Test Point 7. 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 RED sleeve) for poor connection or open circuit. 12 Volt Reading Defective starter solenoid TEST 5 a. Connect voltmeter between common engine ground and Test Point 5. b. Turn ignition key to “Start” position. 12 Volt Reading* Neutral start switch is open or YELLOW/RED wire is open between Test Points 5 and 4. TEST 6 Connect voltmeter between common engine ground and Test Point 6 12 Volt Reading* Defective ignition switch. TEST 7 Check for voltage between common engine ground and Test Point 7. No voltage reading: Check BLACK cable with RED sleeve between battery(+) POSITIVE terminal and Test Point 8 and Test Point 7. 12 Volt Reading* Check fuse in RED wire between Test Points 6 and 7. Check for open RED wire between Test Points 6 and 7. No voltage reading: proceed to TEST 5 No voltage reading: proceed to TEST 6 No voltage reading: proceed to TEST 7 *Battery Voltage Page 2B-24 90-881986 JANUARY 2001 CHARGING & STARTING SYSTEM 90-881986 JANUARY 2001 Page 2B-25 Starter Removal and Installation Removal CAUTION Disconnect battery leads from battery before removing starter. 1. Disconnect battery cables from battery. 2. Disconnect wires from starter solenoid terminals. 3. Remove starter trunion mounting bolts and remove starter from engine. 58428 a b b a - Starter Solenoid b - Mounting Bolts CHARGING & STARTING SYSTEM Page 2B-26 90-881986 JANUARY 2001 Installation 1. Secure starter to engine with 4 bolts. Use right top bolt to attach BLACK NEGATIVE. Torque top attaching bolts to 18 lb-ft (24 Nm). Torque bottom attaching bolts to 18 lb-ft. (24 Nm). 2. Secure BLACK cables (with RED sleeves) to POSITIVE (+) terminal on starter solenoid. Torque nut to 55 lb-in (6 Nm). 58428 b c d e a a - Top Bolts [Torque to 18 lb-ft (24 Nm)] b - Bottom Bolts [Torque to 18 lb-ft (24 Nm)] c - BLACK Cables (with RED sleeves) d - Nut (under RED boot) [Torque to 55 lb-in (6 Nm)] e - Starter Solenoid CHARGING & STARTING SYSTEM 90-881986 JANUARY 2001 Page 2B-27 Disassembly (Solenoid Driven Bendix Starter) 1. Remove brush lead from solenoid and through bolts from end frame. 58434 a b e d c a - Brush Lead b - Through Bolts c - Starter Solenoid d - Brush Plate Screws e - End Frame 2. Remove armature and field frame from drive housing. NOTE: Permanent magnets inside field frame will be holding armature in place. 58430 b c d e a a - End Frame and Bearing b - Screws (2) [Internal Torx – Snap On E6 Socket] c - Brush Holder d - Armature e - Field Frame CHARGING & STARTING SYSTEM Page 2B-28 90-881986 JANUARY 2001 3. Remove shield and cushion from drive housing. 58432 a b c a - Shield b - Cushion c - Drive Housing 4. Remove 3 screws retaining starter solenoid. Remove solenoid from drive housing. 5. Remove snap ring and gear from starter shaft. 58436 c a b d e a - Drive Housing b - Starter Solenoid c - Screws (3) [ Internal Torx– Snap On E6 Socket] d - Snap Ring e - Pinion Gear CHARGING & STARTING SYSTEM 90-881986 JANUARY 2001 Page 2B-29 6. Remove planetary gear and clutch assembly from drive housing. 7. Remove solenoid arm, metal disc and plug from drive housing. 58437 a b c d e a - Planetary Gear and Clutch Assembly b - Drive Housing c - Plug d - Metal Disc e - Solenoid Arm 8. Inspect drive housing needle bearing for roughness. If bearing is worn or damaged, bearing can be removed by using an appropriate mandrel to drive/press bearing from drive housing. NOTE: If bearing has spun in drive housing bore, drive housing must be replaced. 58439 a b a - Needle Bearing b - Drive Housing CHARGING & STARTING SYSTEM Cleaning and Inspection IMPORTANT: Do not use grease dissolving solvents to clean electrical components, planetary gears or drive clutch. Solvent will damage insulation and wash the lubricant out of the clutch drive and gears. Use clean rags and compressed air to clean components. 1. Test over-running clutch action of drive. Pinion should turn freely in over-running direction and must not slip in cranking direction. 2. Inspect pinion teeth for wear. 3. Inspect spring for tension and drive collar for wear. 4. Check that bearings roll freely. If any roughness is felt, replace bearing. 5. Inspect planetary gear assembly. Gears must mesh easily and roll freely with no binding. Page 2B-30 90-881986 JANUARY 2001 CHARGING & STARTING SYSTEM 90-881986 JANUARY 2001 Page 2B-31 Reassembly (Solenoid Driven Bendix Starter) 1. Install solenoid arm with planetary gear and clutch assembly into drive housing. 58438 a b c a - Solenoid Arm b - Planetary Gear and Clutch Assembly c - Drive Housing 2. Install metal disc and plug into drive housing. 58433 a b a - Metal Disc b - Plug CHARGING & STARTING SYSTEM Page 2B-32 90-881986 JANUARY 2001 3. Attach solenoid arm to starter solenoid. Install starter solenoid in drive housing and secure with 3 screws. Torque screws to 40 lb-in (4.5 N.m). 4. Install drive gear and secure with snap ring. 5. Reinstall rubber bumpers on housing. 58436 c a b e f d a - Drive Housing b - Starter Solenoid c - Screw (3) [Torque to 40 lb-in (4.5 N.m) d - Drive Gear e - Snap Ring f - Bumpers 6. Install cushion and shield in drive housing. 58432 a b c a - Shield b - Cushion c - Drive Housing CHARGING & STARTING SYSTEM 7. Install field frame over armature. 8. While holding brushes back, slide brush plate onto armature while aligning brush lead grommet with slot in field frame. 9. Secure end plate to brush assembly with 2 screws. Torque screws to 30 lb-in (3.4 Nm). NOTE:Prior to installing field frame assembly into drive housing, align slot in field frame with plug in drive housing. a b c d f e g a-Armature b-Field Frame Grommet Slot c-Brush Plate d-Brush Lead Grommet e-End Plate f-Screws [Torque to 30 lb-in (3.4 Nm)] g-Field Frame Plug Slot 90-881986 JANUARY 2001 Page 2B-33 CHARGING & STARTING SYSTEM 10. Install field frame and end frame in drive housing. 11. Install through bolts and brush lead. Torque through bolts to 110 lb-in (12.5 Nm). Torque brush nut to 55 lb-in (6 Nm). e d b c f a a-End Frame b-Field Frame c-Drive Housing d-Through Bolts [Torque to 110 lb-in (12.5 Nm)] e-Brush Lead f-Brush Nut [Torque to 55 lb-in (6 Nm)] 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. (6.4 mm) 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. Page 2B-34 90-881986 JANUARY 2001 CHARGING & STARTING SYSTEM 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 Solenoid Driven Bendix Starters 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. 11669 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. 51711 90-881986 JANUARY 2001 Page 2B-35 CHARGING & STARTING SYSTEM 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. 51711 a a-POSITIVE (+) Brushes 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. 51711 a b a-NEGATIVE (–) Brushes b-End Cap Page 2B-36 90-881986 JANUARY 2001 CHARGING & STARTING SYSTEM Slave Solenoid Test 1. Disconnect all wires from solenoid. 2. Connect ohmmeter (R x1 scale) between terminals 1 and 2. 3. Connect a 12-volt power supply between 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. DCV ACV DVA 1 a b 1 2 3 4 a-12-VOLT Supply b-VOA Leads 90-881986 JANUARY 2001 Page 2B-37 CHARGING & STARTING SYSTEM Commander 2000 Key Switch Test 1. Disconnect remote control wiring harness and instrument panel connector. 2. Set ohmmeter on R x 1 scale for the following tests. 3. If meter readings are other than specified in the following tests, verify that switch and not wiring is faulty. If wiring checks ok, replace switch. IMPORTANT: Key switch must be positioned to “RUN” or “START” and key pushed in to actuate choke for this test. KEY POSITION OFF RUN START CHOKE* CONTINUITY SHOULD BE INDICATED AT THE FOLLOWING POINTS: BLK BLK/YEL RED YEL/RED PUR YEL/BLK Page 2B-38 90-881986 JANUARY 2001 TIMING, SYNCHRONIZING & ADJUSTING ELECTRICAL Section 2C – Timing, Synchronizing & Adjusting Table of Contents 2 C Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-1 Throttle Plate Screw . . . . . . . . . . . . . . . . . . . . . . . 2C-7 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-2 Throttle Position Sensor (TPS) Adjustment . . . . . . 2C-7 Crank Position Sensor . . . . . . . . . . . . . . . . . . . . . . . . 2C-4 Idle Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-7 Throttle Cam Adjustment . . . . . . . . . . . . . . . . . . . . . . 2C-5 Maximum Throttle . . . . . . . . . . . . . . . . . . . . . . . . . 2C-6 Specifications IGNITION SYSTEM Type Spark Plug Type Digital Inductive NGK PZFR5F-11 Spark Plug Gap 0.040 in. (1.0 mm) Maximum Timing Idle Timing Not Adjustable; Controlled by ECM Not Adjustable; Controlled by ECM Throttle Position Sensor @ Idle 0.19 – 1.0 VDC @ WOT 3.45 – 4.63 VDC Crank Position Sensor Not Adjustable Firing Order 1-2-3-4-5-6 90-881896 JANUARY 2001 Page 2C-1 TIMING, SYNCHRONIZING & ADJUSTING Special Tools 1. DMT 2000 Digital Tachometer Multi-meter P/N 91-854009A1 2. Digital Diagnostic Tool (DDT) 91-823686A2 3. Software Cartridge 91-880118 Page 2C-2 90-859494R1 JANUARY 2001 TIMING, SYNCHRONIZING & ADJUSTING 4. DDT Reference Manual 90-825159-4 (2000 Model Year) DDT Reference Manual 90-881204 (2001 Model Year) 5. ECM Harness 84-822560A5 6. Extension Cable [10 ft. (3.05m)] 84-825003A1 90-881896 JANUARY 2001 Page 2C-3 TIMING, SYNCHRONIZING & ADJUSTING Crank Position Sensor 1. Remove flywheel cover. IMPORTANT: Crank Position Sensor air gap (between flywheel tooth and sensor) is not adjustable. Visually inspect sensor for damage from foreign debris. Replace sensor as required. 2. Reinstall flywheel cover. a b 58323 a-Crank Position Sensor b-Bracket Screw – Torque to 45 lb. in. (5.0 Nm) Page 2C-4 90-859494R1 JANUARY 2001 TIMING, SYNCHRONIZING & ADJUSTING 90-881896 JANUARY 2001 Page 2C-5 Throttle Cam Adjustment 1. Adjust idle stop screw on throttle arm to align cam roller in the pocket of the throttle cam. 2. Tighten idle stop screw to provide clearance of 0.005 in. ± 0.005 in. (0.127 mm ± 0.127 mm) between roller and cam. 58723 a b c a - Roller b - Throttle Cam c - Idle Stop Screw TIMING, SYNCHRONIZING & ADJUSTING Page 2C-6 90-859494R1 JANUARY 2001 Maximum Throttle 1. Hold throttle arm against full throttle stop. 2. Adjust full throttle stop screw (located behind electric fuel pump) to allow full throttle valve opening while maintaining a 0.020 in. (0.508 mm) clearance between arm of throttle shaft and stop on attenuator box. 3. Tighten jam nut on full throttle stop screw. 4. Check for free play (roller lifts from cam) between roller and cam at full throttle to prevent linkage from binding. Readjust full throttle stop screw, if necessary. d e 58725 b c a 58738 a - Throttle Arm b - Full Throttle Stop Screw (behind electric fuel pump) c - Throttle Shaft Arm d - 0.020 in. (0.508 mm) Clearance e - Stop on Attenuator Box TIMING, SYNCHRONIZING & ADJUSTING Throttle Plate Screw IMPORTANT: DO NOT adjust throttle plate stop screw from factory setting. However, should the throttle plate require adjustment, use the throttle plate stop screw to set the throttle plate clearance @ 0.031 in. (0.7937 mm) using a #68 drill. b a 57687 a-Throttle Plate Stop Screw b-Throttle Plate Clearance Throttle Position Sensor (TPS) Adjustment The Throttle Position Sensor is not adjustable. TPS settings can be monitored with the Digital Diagnostic Terminal through the ECM. If TPS settings are not within specifications, refer to Section 2A. Idle Speed Engine idle speed is not adjustable. The parameters affecting idle speed can be checked and monitored by the DDT. Refer to the DDT Reference Manual for complete details. 90-881896 JANUARY 2001 Page 2C-7 WIRING DIAGRAMS ELECTRICAL Section 2D - Wiring Diagrams Table of Contents 200 HP OptiMax Jet Drive Wiring Diagram 2001 Model Year . . . . . . . . . . . . . . . . . . . . . . . . . 2D-3 2 D 90-881986 JANUARY 2001 Page 2D-1 WIRING DIAGRAMS Notes: Page 2D-2 90-881986 JANUARY 2001 16BLK 16RED_BLU 18RED_YEL 18RED_YEL 18GRN_YEL 18RED_YEL 18GRN_PPL 18RED_YEL 18YEL_PNK 18ORG_PNK 18DKBLU_PNK 18PPL_PNK 18BRN_WHT 18PNK_BLK 18DKBLU 18PPL_YEL 18DKBLU 18TAN_ORG 14RED_YEL 18GRN_PPL 18GRN_YEL 18GRN_BLU 18GRN_ORG 18PPL_YEL 18BLK 18BLK 18BLK 18BLK 18BLK 18BLK 18BLK 18BLK 18RED_YEL 18RED_YEL 18RED_YEL 18GRN_BRN 18GRN_RED 18GRN_ORG 18GRN_YEL 18GRN_BLU 18GRN_PPL 18GRY 18BLK_ORG 18BLK_ORG 18BLK_ORG 18BLK_ORG 16PPL_GXL 14BLK 3085868787a 14RED_WHT_GXL 16BLK 14BLK 16RED_BLU 14RED_GXL 16RED_PPL 18RED 18PPL 14RED_GXL 14RED 10RED_FLEX 18RED_PPL 18YEL_RED 18YEL_RED 16PPL_GXL 14RED_WHT 14RED_BLU 14RED_WHT 14RED 16RED_PPL 16RED 18RED 10RED_FLEX 16BLK 16RED_BLU 18RED_BLU 18RED_BLU 18RED_BLU 18GRN_RED 18GRN_BRN 18BLK 18BLK 18BLK 14BLK 18BRN_WHT 18RED_WHT 18ORG_WHT 18YEL_WHT 18DKBLU_WHT 18PPL_WHT 18BRN_PNK 18RED_PNK 18GRN_BRN 18GRN_RED 18GRN_ORG 18GRN_YEL 18GRN_BLU 18GRN_PPL 18YEL 18WHT_GRN 18LTBLU_WHT 18TAN 18TAN_GRN 18GRN 18BRN 18LTBLU_BLK 18TAN_PPL 18BRN_PNK 18RED_PNK 18ORG_PNK 18YEL_PNK 18DKBLU_PNK 18PPL_PNK 18TAN_ORG 18GRY_BLU 18PNK_BLK 18WHT 18BLK 18BLK_RED 18LTBLU 18WHT 18RED 18LTBLU_BLK 18YEL_PPL 12YEL_RED 18BLK_ORG 18RED_BLU 18RED_BLU 18RED_BLU 18RED_BLU 18PPL_YEL 18PPL 18GRY_BLU 18LTBLU_WHT 18LTBLU_BLK 18DKBLU 18GRY 18WHT 18YEL_PPL 18PPL_YEL 18YEL 18WHT_GRN 18TAN 18TAN_GRN 18BRN 18TAN_PPL 18WHT_ORG 18BRN_WHT 18WHT_ORG 18WHT 18RED 18GRY 18PPL_WHT 18DKBLU_WHT 18YEL_WHT 18ORG_WHT 18RED_WHT 18BRN_WHT 18GRN_BLU 18GRN_RED 18GRN_ORG 18GRN_BRN 12YEL_RED 18BLK_YEL 18GRN 18TAN_LTBLU 18TAN_LTBLU 18LTBLU_BLK 18BLK_ORG 18PPL_YEL 18RED_BLU 18RED_BLU 18BLK_ORG 16BLK 16BLK 18BLK 18BLK 18BLK 18RED_BLU 18RED_BLU 18RED_BLU 18RED_BLU 18RED_BLU 18RED_BLU 18RED_YEL 18RED_YEL 18BLK_ORG 18BLK_ORG 18BLK_ORG 14BLK 18LTBLU 18WHT 18DKBLU 18BLK 18RED_BLK 18PPL 18WHT 16RED_BLK 16RED 18BLK_YEL 20A 20A 20A 15A 16BLK 8RED_FLEX 8RED_FLEX 4BLK C 123456789 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 B 2423222120191817161514131211109 8 7 6 5 4 3 2 1 A 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 1 2 1 2 1 2 A B A B A B A B A B A B C B A C B A C B A C B A C B A C B A 1 2 1 2 1 2 AB ABC ABC ABC A B C D E F G H AB AB 1 2 3 4 5 6 7 8 A B A B A B A B C D E F G H A B A B C D A B A B C D A B A B C D 12 AB AB A B C D E F G H J K 3085868787a B T27 T29 C B A 1 - #1 Fuel Injector 2 - #2 Fuel Injector 3 - #3 Fuel Injector 4 - #4 Fuel Injector 5 - #5 Fuel Injector 6 - #6 Fuel Injector 7 - #1 Direct Injector 8 - #2 Direct Injector 9 - #3 Direct Injector 10 - #4 Direct Injector 11 - #5 Direct Injector 12 - #6 Direct Injector 13 - #1 Fuel Pump 14 - #2 Fuel Pump 15 - Lift Pump 16 - To Ground 17 - Main Power Relay 18 - Fuses (4) 19 - Slave Solenoid 20 - To Ground 21 - 60 Amp Alternator 22 - Starter Solenoid 23 - Starter 24 - To 12 Volt Battery (+ Cable) 25 - Trim UP Relay 26 - Trim DOWN Relay 27 - To Ground 28 - Trim Pump 29 - Cowl Trim Switch 30 - Remote Trim Switch 31 - Crank Sensor 32 - Oil Pump 33 - Low Oil Switch 34 - MAP Sensor 35 - Block Pressure Sensor 36 - Throttle Position Indicator 37 - Air Temperature Sensor 38 - Starboard Head Temp Sensor 39 - Port Head Temp Sensor 40 - Compressor Temp Sensor 41 - Water-in-Fuel Sensor 42 - Diagnostic Connector 43 - Accessory Power 44 - Data Bus (Control Area Network) 45 - Boat Harness (Digital Sensor) 46 - Remote Control 47 - Electronic Control Unit 48 - To Ground 49 - Ignition Coil #5 50 - Ignition Coil #6 51 - Ignition Coil #4 52 - Ignition Coil #3 53 - Ignition Coil #2 54 - Ignition Coil #1 55 - Coil Driver #1 and #4 56 - Coil Driver #3 and #6 57 - Coil Driver #2 and #5 200 OptiMax Jet Drive Wiring Diagram 2001 Model Year 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 31 32 33 34 35 36 37 38 39 40 41 42 46 45 48 49 50 51 52 53 54 55 56 57 43 47 44 A B 18BLK_RED 90-881986 JANUARY 2001 Page 2D-3 FUEL PUMP FUEL SYSTEM Section 3A – Electric Fuel Pump Table of Contents Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-1 Fuel Pump Assembly . . . . . . . . . . . . . . . . . . . . 3A-2 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-3 Fuel Lift Pump Description/Operation . . . . . . 3A-3 Checking for Restricted Fuel Flow Caused by Anti-siphon Valves . . . . . . . . . . . . . . . . . . . . . . . 3A-4 Specifications Checking Fuel Pump Lift (Vacuum) . . . . . . . . 3A-5 Vacuum Test Troubleshooting . . . . . . . . . . 3A-5 Testing Fuel Pump . . . . . . . . . . . . . . . . . . . . 3A-6 Fuel Lift Pump Removal/Disassembly . . . . . . 3A-7 Cleaning/Inspection . . . . . . . . . . . . . . . . . . . 3A-8 Reassembly/lnstallation . . . . . . . . . . . . . . . 3A-9 3 A FUEL SYSTEM Fuel Recommended Gasoline Recommended Oil Gasoline/Oil Ratio – @ Idle – @ WOT Gasoline w/Oil Injection Unleaded 87 Octane Minimum Quicksilver TC-W3 Premium Plus 2 Cycle Outboard Oil 300 – 400:1 40:1 FUEL LIFT PUMP Fuel Pressure Amperage Draw Normal – 1-2 psi (6.8 – 13.7 kPa) Maximum – 10 psi (68.5 kPa) 1 – 2 Amperes 90-881986 JANUARY 2001 Page 3A-1 FUEL PUMP Fuel Pump Assembly 1 23 4 5 6 7 89 REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 FUEL FILTER 2 1 FUEL LIFT PUMP 3 2 BOLT 145 16 4 2 BRACKET 5 1 BOLT 145 16 6 1 BRACKET 7 1 FUEL/WATER SEPARATOR 8 2 WATER SENSOR 9 1 VAPOR SEPARATOR Page 3A-2 90-881986 JANUARY 2001 FUEL PUMP 90-881986 JANUARY 2001 Page 3A-3 Special Tools 1. Fuel Pressure Gauge (0–15 psi) (Obtain Locally) 57721 Fuel Lift Pump Description/Operation The fuel lift pump is an electric fuel pump used to supply fuel to the engine vapor separator. 58740 a b a - Fuel Lift Pump b - Fuel Filter Electrical power is supplied to the fuel lift pump from the starter solenoid positive terminal (starter side). FUEL PUMP 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. Summarizing, the pressure drop across these valves can, and often does, create operational problems and/or pow- er-head damage by restricting fuel to the fuel pump and VST. 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 - Preignition/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, after using a separate fuel supply, it is found that the anti-siphon valve is the cause of the problem, there are 2 solutions to the problem; either 1) replace the anti-siphon valve with one that has lighter spring tension or 2) replace it with a solenoid-operated fuel shut off valve. Page 3A-4 90-881986 JANUARY 2001 FUEL PUMP Checking Fuel Pump Lift (Vacuum) The fuel lift pump is designed to lift fuel (vertically) about 60 in. (1524 mm) if there are no other restrictions in the system using a fuel hose that is 5/16 in. (7.9 mm) minimum diameter. As restrictions are added, such as filters, fittings, valves etc., the amount of fuel pump lift decreases. Fuel pump vacuum and air bubbles in the fuel supply can be checked with a vacuum gauge, a t-fitting and a clear piece of fuel hose. Connect the clear hose between the inlet fitting on the pulse driven fuel pump and the vacuum gauge t-fitting; keeping the t-fitting as close as possible to the pump. Connect the fuel line from the fuel tank to the remaining connection on the t-fitting. Before proceeding with the system vacuum test, confirm that the pulse fuel pump is capable of supplying the required vacuum. To do this, start the engine, pinch off/restrict the fuel supply hose between the vacuum gauge and fuel tank. The vacuum gauge should rise to or exceed the maximum normal reading of 2.5 inches vacuum (mercury). If it fails to reach this minimum number, the pump needs servicing or there is a lack of crankcase pressure to operate the pump. 57721 a c b a-Clear Hose b-T-fitting c-Vacuum Gauge Vacuum Test Troubleshooting This test is normally performed at an idle speed. As engine rpm increases, there will be a slight increase in vacuum. The increase should not exceed specification. Normal Reading Below 2.5 in. of vacuum (mercury) Reading above 2.5 in. of vacuum (mercury) Restriction within the fuel system – • Restricted anti-siphon valve • Restriction within the primer bulb • Kinked or collapsed fuel hose • Plugged water separating fuel filter (in the boat) • Restriction in fuel line thru-hull fitting • Restriction in fuel tank switching valves • Plugged fuel tank pick-up screen 90-881986 JANUARY 2001 Page 3A-5 FUEL PUMP Testing Fuel Pump Install clear fuel hose(s) between fuel pump and VST. Run engine, and inspect fuel passing thru hose(s) for air bubbles. 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 filter cover anchor screw loose. Tighten screws securely. Fuel pump filter gasket worn out. Replace gasket. Fuel pump gasket(s) worn out. Rebuild fuel pump. Fuel vaporizing Fuel with high reed vapor pressure (winter grade fuel) may vaporize (form bubbles) when used in hot/warm weather. Use fuel with a lower reed vapor pressure (summer grade fuel) 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). Fuel hose internal diameter too small. Use 5/16 I.D. fuel hose. Excessive fuel lift required. Fuel lift exceeds 2.5 in. of vacuum (mercury) Page 3A-6 90-881986 JANUARY 2001 FUEL PUMP 90-881986 JANUARY 2001 Page 3A-7 Fuel Lift Pump Removal/Disassembly 1. Disconnect fuel pump harness connector. 2. Disconnect fuel hose from fuel filter. 3. Use sharp side cutter or end cutter to peel back end of clamp securing vapor separator hose. Remove hose from fuel pump. 4. Loosen bolt securing pump retaining clamp and remove pump. 58740 58732 a b c d e a - Harness Connector b - Fuel Hose c - Clamp d - Bolt e - Fuel Pump FUEL PUMP Page 3A-8 90-881986 JANUARY 2001 Cleaning/Inspection There are no serviceable parts within the electric fuel pump. However, there is a replaceable fuel filter on the pump which should be replaced every 100 hours or once a season. Use a strap wrench to remove filter. a a - Fuel Filter FUEL PUMP 90-881986 JANUARY 2001 Page 3A-9 Reassembly/lnstallation ASSEMBLY 1. Install fuel pump inside retaining clamp. Secure clamp with screw. Torque screw to 145 lb. in. (16.0 Nm) 2. Reconnect harness connector. 3. Reconnect fuel tank hose to filter. Use stainless hose clamp to secure fuel hose. 4. Reconnect vapor separator fuel hose to fuel pump. Secure hose with clamp #183. Use Clamp Tool 91-803146T to secure clamp. 5. Run engine and check for leaks. 58740 58732 a b c d e f g a - Fuel Pump b - Stainless Hose Clamp c - Hose Clamp #183 d - Screw Torque to 145 lb. in. (16.0 Nm) e - Harness Connector f - Fuel Hose g - Filter DIRECT FUEL INJECTION FUEL SYSTEM Section 3B – Direct Fuel Injection Table of Contents Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-2 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-3 Air Handler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-6 Air Handler Components . . . . . . . . . . . . . . . . . 3B-8 Vapor Separator Components . . . . . . . . . . . . . 3B-10 Air Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-12 Water Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-14 Fuel Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-16 Fuel Rails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-18 Air Compressor Components . . . . . . . . . . . . . 3B-20 DFI Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-22 Air Induction Through Crankcase . . . . . . . 3B-22 Air Compressor System . . . . . . . . . . . . . . . 3B-22 Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-22 Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-23 Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-23 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-23 Testing Electric Fuel Pump Pressure Output 3B-24 Low Pressure Electric Fuel Pump . . . . . . . 3B-24 High Pressure Electric Fuel Pump . . . . . . 3B-25 Fuel Management Assembly Removal . . . . . 3B-26 Reed Block Disassembly/Assembly . . . . . 3B-29 Air Temperature Sensor Removal . . . . . . 3B-29 Air Temperature Sensor Installation . . . . . 3B-30 Throttle Plate Assembly Removal . . . . . . . 3B-30 Throttle Plate Assembly Installation . . . . . 3B-30 Vapor Separator Disassembly . . . . . . . . . . 3B-30 Vapor Separator Reassembly . . . . . . . . . . 3B-32 Air Plenum Installation . . . . . . . . . . . . . . . . 3B-33 Low Pressure Electric Fuel Pump Installation . . . . . . . . . . . . . . . . . . . . . . . . . 3B-33 Vapor Separator Installation . . . . . . . . . . . 3B-36 Fuel Rail Removal. . . . . . . . . . . . . . . . . . . . 3B-38 Fuel Pressure Regulator . . . . . . . . . . . . . . 3B-43 Air Pressure Regulator . . . . . . . . . . . . . . . . 3B-46 Tracker Valve . . . . . . . . . . . . . . . . . . . . . . . . 3B-48 Fuel Rail Cleaning. . . . . . . . . . . . . . . . . . . . 3B-50 Direct Injector Removal . . . . . . . . . . . . . . . 3B-51 Direct Injector Leak Test . . . . . . . . . . . . . . . 3B-53 Fuel Rail and Direct Injector Installation . 3B-54 Air Compressor . . . . . . . . . . . . . . . . . . . . . . . . . 3B-55 Compressor Removal. . . . . . . . . . . . . . . . . 3B-56 Air Compressor Disassembly/Reassembly . . . . . . . . . . . . 3B-58 Air Compressor Flow Diagram . . . . . . . . . 3B-59 Air Compressor Pressure Test . . . . . . . . . 3B-60 3 B 90-881986 JANUARY 2001 Page 3B-1 DIRECT FUEL INJECTION Specifications DIRECT INJECTION Injectors – Quantity – Injectors are Crank Angle Driven by ECM – #2 Cylinder – #4 Cylinder – #6 Cylinder – #1 Cylinder – #3 Cylinder – #5 Cylinder Fuel Line Pressure @ Injectors Air Pressure High Pressure Electric Fuel Pump Amperage Draw Low Pressure Electric Fuel Pump Amperage Draw Low Pressure Electric Fuel Pump Output Fuel Injector Ohm Resistance Direct Injector Ohm Resistance Fuel/Air Differential 6 RED/WHT + RED/BLU Leads YEL/WHT + RED/BLU Leads PPL/WHT + RED/BLU Leads BRN/WHT + RED/BLU Leads ORG/WHT + RED/BLU Leads BLU/WHT + RED/BLU Leads 89 ± 2 psi (613.5 ± 13.8 kPa) 79 ± 2 psi (544.0 ± 13.8 kPa) 5 – 9 Amperes 1 – 2 Amperes 6 – 9 psi (41.37 – 62.04 kPa) 1.8 ± 0.1 W 1.3 ± 0.3 W 10 psi (68.5 kPa) AIR COMPRESSOR Type Compressor Output Cylinder Block Displacement Cylinder Bore Diameter (Standard) Taper/Out-of-Round/ Wear Maximum Bore Type Stroke Length Piston Type Piston Diameter Reciprocating Piston (1 to 1 ratio with engine RPM) @ Idle – 80 psi @ W.O.T. – 110 psi 7.07 cu. in. (116 cc) 2.5591 in. (65.0 mm) 0.001 in. (0.025 mm) Cast Iron 1.374 in. (34.9 mm) Aluminum 2.5578 ± .0004 in. (64.97 ± 0.010 mm) Dimension “A” at Right Angle (90°) to Piston Pin 0.500 in. Page 3B-2 90-881986 JANUARY 2001 DIRECT FUEL INJECTION 90-881986 JANUARY 2001 Page 3B-3 AIR COMPRESSOR Piston Ring End Gap Top Ring Middle Ring Bottom Ring 0.0059 – 0.0098 in. (0.15 – 0.25 mm) 0.0059 – 0.0098 in. (0.15 – 0.25 mm) 0.0039 – 0.014 in. (0.10 – 0.35 mm) Reeds Stand Open 0.010 in. (0.25 mm) Special Tools 1. Duel Fuel/Air Pressure Gauge 160 psi – 91-852087A1/A2/A3 57416 a a - Schrader Valve (22-849606) 2. Adaptors to convert pressure gauge 91-852087A1/A2 to an A3 NOTE: 2 Adaptors 91-803804A2 are required to convert a pressure gauge set. a b c d a - 1/2 to 1/4” Adapter (if required) b - Female Quick Disconnect c - Male Quick Disconnect d - Screw on Schrader 3. Screw (5mm x 25mm) (2 each) – 10-40073-25 4. Flat Washer (2 each) – 12-30164. DIRECT FUEL INJECTION Page 3B-4 90-881986 JANUARY 2001 5. Seal/Teflon Ring Installation Tool – 91-851980 56015 6. Seal/Teflon Ring Sizing Tool – 91-851980–1 56014 7. DMT 2000 Digital Tachometer Multi-meter P/N 91-854009T1 8. Clamp Tool Kit 91-803146A2 57316 a a - Clamp Tool 91-803146T DIRECT FUEL INJECTION 9. Gearcase Leakage Tester (FT-8950) 57714 90-881986 JANUARY 2001 Page 3B-5 DIRECT FUEL INJECTION Air Handler Page 3B-6 90-881986 JANUARY 2001 DIRECT FUEL INJECTION Air Handler REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm. 1 1 COVER ASSEMBLY 2 2 GROMMET (0.310 x 0.620) 3 GROMMET (0.270 x 0.570) 4 1 AIR FILTER 5 1 COVER 6 1 DECAL (Mercury Optimax 200 M2 Jet Drive) 7 2 SCREW (M5 x 16) 145 16.5 8 1 SENSOR-Crank Position 9 1 PIN (Special) 10 1 GROMMET-Throttle Body 11 12 SCREW (0.250-20 x 1.500) 16 21 12 1 CLAMP 13 2 J CLIP 14 1 SLEEVE 15 1 PUMP ASSEMBLY-Fuel 16 1 ELBOW 17 1 CABLE TIE (14.00 Inch) 18 1 DECAL -EPA Label Info 19 1 PUMP ASSEMBLY-Fuel 20 1 SCREW (M6 x 35) 145 16.5 21 1 BRACKET 22 3 SCREW (M6 x 16) 145 16.5 23 1 BRACKET KIT 24 1 GROMMET 175 15 20 25 1 SCREW (M6 x 10) 35 4 26 1 CABLE ASSEMBLY 27 1 O RING 28 1 FITTING 29 4 CLAMP 30 1 HOSE-Molded (Fuel Pump to Vapor Separator) 31 1 VAPOR SEPARATOR ASSEMBLY 90-881986 JANUARY 2001 Page 3B-7 DIRECT FUEL INJECTION Page 3B-8 90-881986 JANUARY 2001 Air Handler Components 1 12 2 3 5 6 7 8 10 11 15 16 17 9 8 7 14 10 18 4 13 19 20 21 DIRECT FUEL INJECTION Air Handler Components REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm. – 1 AIR HANDLER 1 1 ADAPTOR PLATE KIT 2 1 GASKET 3 1 GASKET 4 6 REED BLOCK 5 12 SCREW (1/4-20 x .88) 90 10 6 1 OIL PUMP 7 6 BUSHING 8 6 GROMMET 9 3 SCREW (M8 x 35) 140 16 10 6 WASHER 11 1 AIR PLENUM KIT 12 1 TEMPERATURE SENSOR 13 3 O RING 14 2 SCREW (M4 x 16) Drive Tight 15 1 THROTTLE BODY KIT 16 1 O RING 17 4 SCREW 100 11.5 18 3 SCREW 140 16 19 1 MAP SENSOR 20 1 BRACKET 21 1 SCREW (M6 x 16) 60 7 90-881986 JANUARY 2001 Page 3B-9 DIRECT FUEL INJECTION Vapor Separator Components Page 3B-10 90-881986 JANUARY 2001 DIRECT FUEL INJECTION Vapor Separator Components REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm. – 1 VAPOR SEPARATOR ASSY 1 1 COVER KIT 2 1 FITTING - Straight 130 14.5 3 1 ELBOW 120 13.5 4 1 SEAL 5 1 FITTING KIT-Pump Outlet 150 17 6 1 O RING 7 7 SCREW 30 3.5 8 1 GASKET 9 1 FLOAT KIT 10 1 FLOAT PIN 11 1 NEEDLE VALVE 12 1 SCREW 10 1.0 13 1 FUEL PUMP KIT 14 1 SLEEVE 15 1 BOWL KIT 16 1 FITTING KIT 17 1 O RING 18 1 SEAL 19 1 PLUG KIT 20 2 ELBOW 21 1 FUEL FILTER ASSEMBLY See Note 22 1 PROBE-Water Sensing 120 13.5 NOTE:Tighten filter until finger tight, then tighten additional 1/2 to 3/4 turn. 90-881986 JANUARY 2001 Page 3B-11 DIRECT FUEL INJECTION Air Hoses 1 3 6 7 1 4 2 5 9 8 Page 3B-12 90-881986 JANUARY 2001 DIRECT FUEL INJECTION Air Hoses REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm 1 2 CLAMP 2 1 HOSE (AIR SUPPLY) 3 1 SLEEVE 4 1 HOSE (AIR BALANCE) 5 1 HOSE (AIR BYPASS) 6 2 STA-STRAP 7 1 CLAMP 17 1.9 8 1 CONNECTOR 9 1 FITTING (90° -3/4 Inch) 90-881986 JANUARY 2001 Page 3B-13 DIRECT FUEL INJECTION Water Hoses Page 3B-14 90-881986 JANUARY 2001 DIRECT FUEL INJECTION Water Hoses REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm 1 1 ELBOW 2 2 CLAMP 23 2.5 3 1 HOSE ASSEMBLY (32.00 Inches) 4 1 FITTING-Strainer 40 54 5 1 O RING 6 2 STA-STRAP (8.00 Inch) 7 1 HOSE-Air Bypass (4.500 Inches) 8 1 FITTING-Straight 9 1 SCREW (0.312-18 x 0.500) 13 17.5 10 1 J-CLIP 11 1 FITTING 12 1 TUBING (26.00 Inches) 13 1 FITTING 14 1 WATER PRESSURE SENSOR 15 1 CLIP 16 2 CLAMP 23 2.5 17 1 FITTING 18 1 FITTING 19 1 HOSE (21.00 Inches) 20 1 CONNECTOR (0.750-14) 21 2 CLAMP 23 2.5 22 1 HOSE (19.00 Inches) 23 3 CLAMP 13 1.5 24 1 FITTING 25 3 TUBING (5.250 Inches) 26 3 STA-STRAP (8.00 Inch) 27 2 FITTING 28 1 HOSE (To Thru Hull Fitting) 29 1 NUT (0.562-18) 30 1 FITTING-Cool Water Vent 90-881986 JANUARY 2001 Page 3B-15 DIRECT FUEL INJECTION Fuel Hoses Page 3B-16 90-881986 JANUARY 2001 DIRECT FUEL INJECTION Fuel Hoses REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in. lb-ft. Nm 1 5 CLAMP 2 HOSE (8.50 Inches) 3 1 HOSE ASSEMBLY-Fuel Return 4 1 HOSE ASSEMBLY 5 1 HOSE (8.50 Inches) 6 1 HOSE (7.50 Inches) 7 1 SLEEVE (27.00 Inches) 8 1 CLAMP 90-881986 JANUARY 2001 Page 3B-17 DIRECT FUEL INJECTION Fuel Rails 4 Stroke Outboard Oil (92-828000A12)110 110 Page 3B-18 90-881986 JANUARY 2001 DIRECT FUEL INJECTION Fuel Rails REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm 1 1 RAIL AND HOSE ASSEMBLY (Port) 2 1 RAIL AND HOSE ASSEMBLY (Starboard) 3 1 PLUG (AIR) 4 1 O-RING KIT 5 2 CAP-Air Injector 6 2 VALVE ASSEMBLY-Fuel 7 27 SCREW (M5 x 8) 70 8 8 4 CLAMP 9 2 CLAMP 10 1 O-RING KIT 11 2 CLAMP 12 1 VALVE ASSEMBLY-Air 13 1 CLAMP 70 8 14 1 AIR REGULATOR (Port) 15 1 O-RING 16 1 O-RING 17 1 O-RING 18 4 CLAMP 19 8 SCREW (M5 x 16) 70 8 20 1 COVER 21 15 SPRING 22 1 O-RING 23 1 DIAPHRAGM ASSEMBLY 24 1 FITTING 25 4 CLIP 26 6 FUEL INJECTOR 27 2 SPACER 34 46 28 4 STUD (M10 x 91) 29 1 SCREW (0.312-18 x 0.500) 13 17.5 30 1 J CLIP 31 2 NUT (M10) 34 46 32 1 SEAL KIT 33 6 AIR INJECTOR KIT 34 6 WASHER ASSEMBLY 90-881986 JANUARY 2001 Page 3B-19 DIRECT FUEL INJECTION Air Compressor Components 9 14 14 14 9 9 6 Dielectric Grease (92-823506--1) 6 Loctite PST Pipe Sealant (92-809822)9 14 2 Cycle Outboard Oil (92-826666A24) 14 9 25 25 Liquid Neoprene (92-25711--2) Page 3B-20 90-881986 JANUARY 2001 DIRECT FUEL INJECTION Air Compressor Components REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm 1 1 AIR COMPRESSOR 2 1 PULLEY 3 5 SCREW (M6 x 12) 100 11.5 4 1 DECAL 5 1 DECAL 6 1 END CAP ASSEMBLY 7 1 RING-Retaining 8 1 O-RING (2.862 x 0.103) 9 1 O-RING (2.739 x 0.070) 10 4 SCREW (6 x 20) 100 11.5 11 1 BODY-Compressor 12 1 FITTING 13 2 VALVE-Check 14 1 ELBOW (90° ) 15 1 CONNECTING ROD ASSEMBLY 16 1 BEARING 17 2 BEARING 18 1 PISTON ASSEMBLY 19 2 RING-Lock 20 1 PIN-Wrist 21 1 RING-Oil 22 1 RING-Oil Scraper 23 1 RING-Top 24 1 REED PLATE ASSEMBLY 25 2 O-RING (3.489 x 0.070) 26 1 O-RING (2.739 x 0.070) 27 1 SEAL 28 1 FITTING 29 1 GROMMET 30 1 FITTING-Straight 25 2.7 31 1 HEAD ASSEMBLY-Compressor 32 1 PLUG-Pipe (0.125-27) 33 1 O-RING 34 1 FITTING 25 2.7 35 1 RETAINER 36 1 SCREW (M8 x 12) 20 27 37 1 SENSOR-Temperature 38 4 SCREW (M8 x 35) 20 27 39 1 PLUG 40 2 SCREW (M10 x 25) 41 55.5 41 1 STUD (0.312-24 x 4.190) 42 2 WASHER 43 1 NUT (0.312-24) 25 34 44 1 O-RING KIT 90-881986 JANUARY 2001 Page 3B-21 DIRECT FUEL INJECTION DFI Operation Air Induction Through Crankcase Combustion air enters the bilge through air intakes of the boat. The air intakes on the boat deck have hoses that route the air to bottom of bilge. This limits the exposure of salt air to the components inside the bilge. Once inside the bilge, the air enters the plenum through the throttle shutter which is located in the plenum assembly. The air then continues through the reed valves and into the crankcase. The throttle shutter is actuated by the throttle shaft. Mounted on a separate shaft is a throttle position sensor (TPS). This sensor tells the engine control unit (ECM) the position of the throttle. If the TPS should fail, the warning horn will sound. Engine speed will be reduced by and the ECM will reference the MAP sensor for fuel calibration. Air Compressor System Air from inside the bilge is drawn into the compressor through the flywheel cover. This cover acts like a muffler to quiet compressor noise and contains a filter to prevent the ingestion of debris into the compressor. The compressor is driven by a belt from a pulley mounted on the flywheel and is automatically self adjusted using a single idler pulley. This air compressor is a single cylinder unit containing a connecting rod, piston, rings, bearings, reed valves, and a crankshaft. The compressor is water cooled to lower the temperature of the air charge and is lubricated by oil from the engine oil pump assembly. As the compressor piston moves downward inside the cylinder, air is pulled through the filter, reed valves and into the cylinder. After the compressor piston changes direction, the intake reeds close and the exhaust reeds open allowing compressed air into the hose leading to the air/fuel rails. The air/fuel rails contain two passages; one for fuel, the second is the air passage. The air passage is common between all the cylinders included in the rail. A hose connects the starboard rail air passage to the air compressor. Another hose connects the starboard air rail passage to the port air rail passage. An air pressure regulator will limit the amount of pressure developed inside the air passages to approximately 10 psi below the pressure of the fuel inside the fuel passages (i.e. 80 psi air vs 90 psi fuel). Air exiting the pressure regulator is returned to the adaptor plate and exits thru the pump. Fuel Fuel for the engine is stored in a typical fuel tank. A fuel lift pump draws fuel through the fuel line to a fuel pump assembly that pushes the fuel thru a water separating fuel filter. This filter removes any contaminates and water before the fuel reaches the vapor separator. Fuel vapors are vented through a hose to the fuel tank. The electric fuel pump is different than the fuel pump that is utilized on the standard EFI engine (non DFI), and is capable of developing fuel pressures in excess of 90 psi. Fuel inside the rail must remain pressurized at exactly 10 psi over the air rail pressure or the ECM (map) calibrations will be incorrect. Fuel from the vapor separator is supplied to the bottom of the starboard fuel rail. A fuel line connects the bottom of the first rail to the opposite fuel rail. Fuel is stored inside the rail until an injector opens. A fuel pressure regulator controls pressure in the fuel rails, and allows excess fuel to return into the vapor separator. The fuel regulator not only regulates fuel pressure but also regulates it at approximately 10 p.s.i. higher than whatever the air rail pressure is. The fuel regulator diaphragm is held closed with a spring that re- Page 3B-22 90-881986 JANUARY 2001 DIRECT FUEL INJECTION quires 10 p.s.i. to force the diaphragm off the diaphragm seat. The back side of the diaphragm is exposed to air rail pressure. As the air rail pressure increases, the fuel pressure needed to open the regulator will equally increase. Example: If there is 50 p.s.i. of air pressure on the air rail side of the diaphragm, 60 p.s.i. of fuel pressure will be required to open the regulator. The port fuel rail is water cooled. To equalize the pulses developed by the pumps (both air and fuel) a tracker diaphragm is installed in the starboard rail. The tracker diaphragm is positioned between the fuel and air passages. The tracker diaphragm is a rubber diaphragm which expands and retracts depending upon which side of the diaphragm senses the pressure increase (pulse). Oil Oil in this engine is not mixed with the fuel before entering the combustion chamber. Oil is stored inside a standard remote oil reservoir. Crankcase pressure will force oil from the remote oil tank into the oil reservoir on the side of the powerhead. Oil will flow from the oil reservoir into the oil pump. The oil pump is a solenoid design. It is activated by the ECM and includes 7 pistons with corresponding discharge ports. The oil pump is mounted directly onto the powerhead. Each cylinder is lubricated by one of the discharge ports. The oil is discharged into the crankcase. The seventh passage connects to the hose that leads to the air compressor for lubrication. Excess oil from the compressor is returned to the main bearings. The ECM will change the discharge rate of the oil pump, depending upon engine demand. The ECM will also pulse the pump on initial start up to fill the oil passages eliminating the need to bleed the oil system. The ECM provides additional oil for break in, as determined by its internal clock. The oil ratio varies with engine rpm and load. Electrical The electrical system consists of the ECM, crank position sensor (flywheel speed & crankshaft position), throttle position sensor (TPS), MAP sensor, engine temperature sensor( s), ignition coils and injectors (fuel & direct). The engine requires a battery to start (i.e. the ignition and injection will not occur if the battery is dead). The system will run off of the alternator. Operation The operation of the system happens in milliseconds (ms); exact timing is critical for engine performance. As the crankshaft rotates, air is drawn into the crankcase through the throttle shutter, into the plenum and through the reed valves. As the piston nears bottom– dead–center, air from the crankcase is forced through the transfer system into the cylinder. As the crankshaft continues to rotate the exhaust and intake ports close. With these ports closed, fuel can be injected into the cylinder. The ECM will receive a signal from the throttle position sensor (TPS), engine temperature sensor (TS) and the crank position sensor (flywheel speed and position sensor). With this information the ECM refers to the fuel calibration (maps) to determine when to activate (open and close) the injectors and fire the ignition coils. With the piston in the correct position, the ECM opens the fuel injector, 90 psi fuel is discharged into a machined cavity inside the air chamber of the air/fuel rail. This mixes the fuel with the air charge. Next the direct injector will open, discharging the air/fuel mixture into the combustion chamber. The direct injector directs the mixture at the bowl located in top of the piston. The piston’s bowl directs the air/fuel mixture into the center of the combustion chamber. This air fuel mixture is then ignited by the spark plug. Compressor Notes: To aid in starting when the air rail pressure is low and before the compressor has time to build pressure, some direct injectors are held open by the ECM. This allows the compression from inside the cylinders to pressurize the air rail faster (1 or 2 strokes, or 60° of crankshaft rotation). 90-881986 JANUARY 2001 Page 3B-23 DIRECT FUEL INJECTION Page 3B-24 90-881986 JANUARY 2001 Idle Notes: Idle quality is controlled by fuel volume and fuel timing. The throttle shutter will be open at idle speed. The TPS signals the ECM to change the fuel and spark without movement of the throttle shutters. The throttle cam is manufactured to allow the TPS sensor shaft to move before opening the throttle shutter. Testing Electric Fuel Pump Pressure Output Low Pressure Electric Fuel Pump IMPORTANT: After completing fuel pressure tests, reconnect and secure fuel outlet hose to fuel pump with full circle stainless clamps in Clamp Tool Kit 91-803146A1. 1. Remove outlet fuel hose from low pressure pump. Install a short piece of hose (obtain locally) onto pump outlet fitting. Install Schrader Valve t-fitting (22-849606) between outlet fuel hose (removed from pump) and new fuel hose (installed on pump). Secure hose connections with sta-straps. Due to the low pressure output of this pump, it is recommended that the air gauge of the Dual Fuel/Air Pressure Gauge (91-852087A1/A2/A3) be connected to the Schrader Valve. Gauge should indicate 6–9 psi (41.37 – 62.04 kPa). 57416 a b c d a - Outlet Fuel Hose b - Low Pressure Electric Fuel Pump c - Fuel Hose (obtain locally) d - Schrader Valve (22-849606) DIRECT FUEL INJECTION 90-881986 JANUARY 2001 Page 3B-25 High Pressure Electric Fuel Pump 1. Install Pressure Gauge Assembly 91-852087A1/A2/A3 to port fuel rail pressure test valve. NOTE: If low air or low fuel pressure is indicated, swap hoses between air and fuel test ports. If low reading moves, gauge accuracy should be checked. NOTE: After 15 seconds of cranking engine with starter motor, fuel pressure gauge should indicate 89 ± 2 psi (613.5 ± 13.8 kPa). 58767 a b a - Fuel Pressure Gauge (Should Indicate 89 ± 2 psi (613.5 ± 13.8 kPa) b - Fuel Pressure Test Valve DIRECT FUEL INJECTION Page 3B-26 90-881986 JANUARY 2001 Fuel Management Assembly Removal CAUTION Fuel system must be bled off prior to removal of fuel system components. NOTE: Use Fuel/Air Pressure Gauge 91-16850--1 or 91-852087A1/A2/A3 to de-pressurize air hose first and then fuel hose. 1. De-pressurize fuel system. 58721 b c a a - Port Fuel Rail b - Fuel Pressure Port c - Air Pressure Port 2. Place suitable container underneath vapor separator drain plug and remove plug. 3. Disconnect water separator sensor lead. 4. Disconnect electric fuel pump harness connectors. a 58709 b c c 58706 a - Drain Plug b - Sensor Lead c - Harness Connectors DIRECT FUEL INJECTION 90-881986 JANUARY 2001 Page 3B-27 NOTE: Upper fuel hose is excess fuel return from fuel rails; lower fuel hose is fuel inlet from electric circulating pump beside fuel/water separator. 5. Remove the fuel inlet hose from the fuel lift pump. 6. Remove vapor separator vent hose. 7. Remove the fuel outlet hose and fuel return hose from fuel rails. 8. Remove vapor separator ground lead. 9. Remove 3 mounting bolts and remove separator. a b d e f f c 58740 58709 g a - Fuel Inlet Hose to Fuel Lift Pump b - Vapor Separator Vent Hose c - Fuel Outlet Hose d - Fuel Return Hose e - Fuel Inlet Hose f - Mounting Bolts (3) g - Ground Lead DIRECT FUEL INJECTION Page 3B-28 90-881986 JANUARY 2001 10. Disconnect throttle cam link rod and the Throttle Position Sensor link rod. 11. Disconnect MAP Sensor from air management assembly. 57538 c 57489 a b d a - Throttle Link Rod b - Throttle Position Sensor Link Rod c - MAP Sensor d - Temperature Sensor 12. Disconnect oil hoses from oil pump. 13. Remove and plug oil inlet hose to oil pump. 14. Remove 12 bolts securing air management assembly to crankcase and remove assembly. 56144 b ac d b 57686 a a - Oil Outlet Hoses b - Oil Inlet Hose c - Air Management d - Bolts (12 each) DIRECT FUEL INJECTION 90-881986 JANUARY 2001 Page 3B-29 Reed Block Disassembly/Assembly 1. Remove 2 screws securing air plenum to reed plate assembly. Drive screws tight on reassembly. 2. Remove 12 screws securing reed blocks to reed plate assembly. Torque screws to 90 lb. in. (10 Nm) on reassembly. a b a - Screws (2 each) (M4x16) b - Screws (12 each) (1/4x20x0.88) Air Temperature Sensor Removal Disconnect sensor harness and unscrew sensor. a 58705 a - Air Temperature Sensor DIRECT FUEL INJECTION Page 3B-30 90-881986 JANUARY 2001 Air Temperature Sensor Installation Screw sensor into air plenum. Reconnect sensor harness. Throttle Plate Assembly Removal NOTE: The throttle plate assembly is calibrated and preset for proper running characteristics and emissions at the factory. Other than complete assembly removal from the air plenum, no further disassembly should be made. Remove 4 bolts securing throttle plate assembly to air plenum and remove assembly. a a b 57687 a - Bolts b - Throttle Plate Assembly Throttle Plate Assembly Installation Secure throttle plate assembly to air plenum with 4 bolts. Torque bolts to 100 lb. in. (11.5 Nm). Vapor Separator Disassembly 1. Remove 7 screws securing separator cover and remove cover. 2. Inspect seal in fuel pump chamber of separator tank for cuts and abraisions. Replace seal if necessary. If seal is serviceable, apply 2-4-C w/Teflon Marine Lubricant (92-825407A12) to seal lips. b 57342 a a a a a a a 57343 a - Screws (7 each) b - Seal DIRECT FUEL INJECTION 90-881986 JANUARY 2001 Page 3B-31 3. Fuel pump may be removed from cover by wiggling slightly while pulling outward. IMPORTANT: DO NOT twist pump during removal as wire harness may be damaged. 4. Disconnect harness from pump to separate pump from cover. Inspect filter screen for debris. Screen may be pried out of pump and cleaned as required. 5. Inspect seal above fuel pump for cuts or abraisions. Replace seal if necessary. Apply 2-4-C w/Teflon to seal lips. 56058 56057 c b a d a - Filter Screen b - Harness Connector c - Pump d - Seal (Seal shoulder faces OUT) 6. Loosen screw securing float assembly and remove float. Inspect float for deterioration or fuel retention. Replace float as required. 7. Remove phenolic sealing plate and inspect imbedded neoprene seal on both sides of plate for cuts or abraisions. Replace plate/seal assembly as required. 56059 ac d 56058 b aa b a - Screw b - Float c - Plate d - Seal DIRECT FUEL INJECTION Page 3B-32 90-881986 JANUARY 2001 Vapor Separator Reassembly 1. Reinstall phenolic sealing plate onto vapor separator cover. 2. Secure float, needle and pivot pin assembly to separator cover with screw. Torque screw to 10 lb. in. (1.0 Nm) 3. Apply 2-4-C w/Teflon to lips of seal in separator cover. 4. Connect electrical harness to fuel pump. Inspect fuel pump filter screen for debris. Remove screen and clean as required. 5. Seat fuel pump and harness into separator cover being careful not to pinch harness. 56057 c ag i h 56058 d a c f a b c d e a - Sealing Plate b - Float c - Needle d - Pivot Pin e - Screw [Torque to 10 lb. in. (1.0 N·m) f - Seal (Seal shoulder faces OUT) g - Harness h - Filter i - Fuel Pump 6. Apply 2-4-C w/Teflon to lips of seal in separator tank. 7. Install separator cover with pump onto separator tank. 8. Secure cover to tank with 7 screws. Torque screws to 30 lb. in. (3.5 Nm). 57343 57342 b a b b b b b b a - Seal b - Screws [Torque to 30 lb. in. (3.5 Nm)] DIRECT FUEL INJECTION Air Plenum Installation Secure plenum to crankcase with 12 bolts. Torque bolts to 175 lb. in. (20 Nm). in sequence shown 12 3 4 56 7 8 9 10 a b 11 12 a-Air Plenum b-Bolts [Torque to 175 lb. in. (20 Nm)] Low Pressure Electric Fuel Pump Installation NOTE:If pump does not have a sleeve or grommet, refer to Service Bulletin 98–8. 1. Seat electric fuel pump w/sleeve against grommet in pump bracket. Secure pump to bracket with sta-strap. d a b c a-Low Pressure Electric Fuel Pump b-Sleeve c-Grommet d-Bracket 90-881986 JANUARY 2001 Page 3B-33 DIRECT FUEL INJECTION Page 3B-34 90-881986 JANUARY 2001 2. Secure bracket assembly to vapor separator with 3 screws. Torque screws to 145 lb. in. (16 Nm). Screw (d) is used to secure electric fuel lift pump with clamp to bracket. a b c d d a - Screws – Torque to 145 lb. in. (16 Nm) b - Sta-strap securing pump to bracket c - Ground lead – attach to air plenum d - Screw – Secures fuel lift pump – Torque to 145 lb. in. (16 Nm) IMPORTANT: Only use tool 91-803146T (or Snap-On equivalent YA3080) to crimp full circle clamps. Using a different tool could result in a crimp that is too loose, or too tight. Do not use screw type metal hose clamp as it may damage hose. 3. Connect fuel hose from bottom of low pressure fuel pump to 90° elbow in bottom of vapor separator. Secure hose with 18.3 mm full circle clamp (54-880141) using crimping tool 91-803146T. a 27291 a - Secure Fuel Hose with 18.3 mm Full Circle Clamp (54-880141) DIRECT FUEL INJECTION 4. Connect fuel hose from top of low pressure fuel pump to 90° elbow on back side of vapor separator. Secure hose with 18.3 mm full circle clamp (54-880141) using crimping tool 91-803146T. (Back view of vapor separator shown below) a 57723 a a-Secure Fuel Hose with 18.3 mm Full Circle Clamp (54-880141) 90-881986 JANUARY 2001 Page 3B-35 DIRECT FUEL INJECTION Page 3B-36 90-881986 JANUARY 2001 Vapor Separator Installation 1. Secure vapor separator to air plenum with 3 bolts. Torque bolts to 140 lb. in. (16.0 Nm). 2. Connect fuel inlet hose to fuel lift pump. 3. Connect vent hose to vapor separator. 4. Connect fuel outlet hose and fuel return hose to vapor separator. 5. Connect water separator sensor lead to water separator. 6. Connect electric fuel pump harnesses. a b d e c 58740 58709 a f g g h a - Mounting Bolts [Torque to 140 lb. in. (16.0 Nm) b - Fuel Inlet Hose c - Vent Hose d - Fuel Outlet Hose e - Fuel Return Hose f - Water Separator Sensor Lead g - Electrical Harnesses h - Fuel Outlet from Low Pressure Pump DIRECT FUEL INJECTION 90-881986 JANUARY 2001 Page 3B-37 7. If fuel hoses were removed, secure hoses with proper full circle clamp using tool 91-803146T (or Snap-On equivalent YA3080) to crimp clamps. Use stainless screw clamp on vapor separator vent hose and inlet fuel hose to fuel lift pump. 58709 58740 a a a a b a - Full Circle Clamp b - Stainless Screw Clamp DIRECT FUEL INJECTION Page 3B-38 90-881986 JANUARY 2001 Fuel Rail Removal NOTE: To provide improved access to the fuel rails, it is recommended that the expansion chamber be removed as follows: 1. Remove coolant hose between air compressor and expansion chamber. 2. Remove 6 nuts securing expansion chamber and lay chamber off to one side. 58754 a b b a - Coolant Hose b - Nuts (6) CAUTION Fuel system must be bled off prior to removal of fuel system components. NOTE: Use Fuel/Air Pressure Gauge 91-16850--1 or 91-852087A1/A2 to de-pressurize air hose first and then fuel hose. 1. De-pressurize fuel system. 2. Remove fuel injector harness from each injector by compressing spring clip with flat tip screw driver while pulling on connector. a 57536 c d 54871 f e a 58311 b a - Port Fuel Rail b - Air Pressure Port c - Fuel Pressure Port d - Fuel Injector e - Harness Connector (hidden) f - Spring Clip NOTE: Always remove fuel/air hose and fitting together by removing fitting retainer rather than cutting clamps. DIRECT FUEL INJECTION 90-881986 JANUARY 2001 Page 3B-39 3. Remove fuel, water and air hoses from fuel rail. a c b 58722 58716 f e d Port Top Fuel Rail Connections Starboard Top Fuel Rail Connections a - Water Inlet Hose to Compressor b - Retainer c - Allen Screws (remove) d - Air Hose e - Retainer f - Allen Screws (remove) 57732 57733 a b c d f g e Port Bottom Fuel Rail Connections Starboard Bottom Fuel Rail Connections a - Water Inlet Hose to Fuel Rail b - Air Hose c - Allen Screws (remove) d - Fuel Hose e - Air Hose f - Allen Screws g - Fuel Hose NOTE: It is recommended that direct injectors remain in the cylinder head (if they are not to be replaced) while removing the fuel rail. The direct injectors have a teflon seal which may expand if the injector is removed from the head. This expansion may cause reinstallation difficulty or require the replacement of the seal. 4. Remove 2 nuts securing fuel rail. DIRECT FUEL INJECTION Page 3B-40 90-881986 JANUARY 2001 5. As fuel rail is removed, use a flat tip screw driver to hold direct injectors in cylinder head. 56121 a b b a b b a - Fuel Rail b - Direct Injectors The starboard fuel rail contains 3 fuel injectors and a tracker valve. The port fuel rail contains 3 fuel injectors, 1 fuel regulator, and 1 air regulator. NOTE: Each fuel/air inlet or outlet hose adaptor has 2 o-ring seals. These o-rings should be inspected for cuts or abraisions and replaced as required when fuel rail is disassembled for cleaning. a d a a b c e f a a a g h i j 58305 a - Fuel Injector b - Fuel Regulator c - Air Regulator d - Tracker Valve e - Fuel Inlet f - Excess Fuel Return to VST g - Water Inlet for Cooling Fuel Rail h - Excess Air to Adaptor Plate i - 90 psi (616 kPa) Fuel j - 80 psi (547.8 kPa) Air DIRECT FUEL INJECTION FUEL INJECTOR REMOVAL NOTE:A leaking fuel injector will create fuel in the air side of the air/fuel rail. Using the dual pressure gauges, discharge the air side and watch for fuel vapors. If vapors exist, pull the rail back for visibility and re-pressurize the system without rotating the engine (key “on”). Inspect each injector for signs of fuel droplets. Multiple static tests will induce fuel into the air side as a natural occurrence. The engine will run up (flair) on initial restart. 1. Remove 2 screws securing injector. NOTE:Use a cotter pin extractor tool in pry holes to remove injectors. 2. Gently pry up on injector to loosen o-ring adhesion and remove injector. b 57418 a 57712 a-Screws b-Pry Holes 3. Inspect fuel injector orifices for foreign debris; o-rings for cuts or abraisions and plastic components for heat damage. Replace components as required. 90-881986 JANUARY 2001 Page 3B-41 DIRECT FUEL INJECTION 4. An ohm test of the fuel injector may be made by connecting test leads to injector terminals. Ohm reading should be 1.8 ± 0.1 ohm. b a b c VOLTS DC AMPS OHMS 0 2 46 8 10 DCV ACV DVA 00 510 20 10 30 15 4020 0 5101520304060100200 X1 56002 56124 a-Fuel Injector b-Fuel Nozzle c-O-Rings FUEL INJECTOR INSTALLATION NOTE: Apply anti-seize grease (obtain locally) or 2-4-C w/Teflon to fuel injector attaching screw threads. 1. Insert fuel injector into fuel rail with connector pins facing (inwards) towards center of engine. NOTE:Turn injector back-and-forth slightly to seat injector o-rings in fuel rail while securing injector with retainer and 2 screws. Torque screws to 70 lb. in. (8.0 Nm). a c b 57712 a-Injector b-Retainer c-Screws [Torque to 70 lb. in. (8.0 Nm)] Page 3B-42 90-881986 JANUARY 2001 DIRECT FUEL INJECTION Fuel Pressure Regulator The fuel regulator is located on the port fuel rail. 58712 The fuel pump is capable of delivering more fuel than the engine can consume. Excess fuel flows through the fuel pressure regulator, interconnecting passages/hoses and back to the vapor separator tank. This constant flow of fuel means that the fuel system is always supplied with cool fuel, thereby preventing the formation of fuel vapor bubbles and minimizing the chances of vapor lock. The fuel pressure regulator is calibrated to raise the fuel pressure to 10 psi above the air pressure. The fuel regulator is mounted on the port fuel rail, near the top. This regulator relies on both air and spring pressure to control the fuel pressure. Inside the regulator assembly is a 10 lb. spring, this spring holds the diaphragm against the diaphragm seat. The contact between the diaphragm and diaphragm seat closes the passage between the incoming fuel (from the electric fuel pump) and the fuel return passage. When the engine is not running (no air pressure on the spring side of the diaphragm) the fuel pressure required to move the diaphragm is 10 psi. When the engine is running, air pressure from the air compressor (80 psi) is routed through the air passages, to the spring side of the fuel pressure regulator diaphragm. The air pressure (80 psi) and spring pressure (10 psi) combine to regulate system fuel pressure to 90 psi - or 10 psi higher than the air pressure in the DFI system fuel/air rails. 90-881986 JANUARY 2001 Page 3B-43 DIRECT FUEL INJECTION Regulator Closed Regulator Open 13 10 11 1 2 3 4 5 6 7 8 9 10 11 12 13 1 2 3 4 5 6 7 8 9 10 11 12 13 1-Top Cover 2-Expansion Plug 3-O-ring 4-Spring Retainer 5-Spring 6-O-ring 8-Air Rail 9-Air Passage (from Air Compressor) 10 -Fuel Return Passage (to Vapor Separator) 11 -Fuel Inlet Passage (from Electric Fuel Pump) 12 -Diaphragm Assembly 13 -Calibration Screw (Do Not Turn) 7-Diaphragm Seat Page 3B-44 90-881986 JANUARY 2001 DIRECT FUEL INJECTION 90-881986 JANUARY 2001 Page 3B-45 FUEL REGULATOR REMOVAL 1. Remove 4 screws securing regulator and remove regulator. 2. Inspect regulator diaphragm for cuts or tears. 3. Inspect regulator housing o-ring for cuts and abraisions. If parts are damaged, port rail assembly must be replaced. b 58300 a a d f c e 58307 a - Screws b - Fuel Regulator c - Diaphragm d - Spring e - Cup f - O-Ring FUEL REGULATOR INSTALLATION NOTE: Apply a light coat of 2-4-C w/Teflon to diaphragm surface and o-ring to aid in the retention of diaphragm and o-ring on fuel rail during reassembly. 1. Position diaphragm on fuel rail. 2. Position o-ring on fuel rail. 3. Position spring and cup onto diaphragm. NOTE: Apply anti-seize grease (obtain locally) or 2-4-C w/Teflon to regulator attaching screw threads. 4. Place cover over spring/cup/diaphragm assembly and secure with 4 screws. Torque screws to 70 lb. in. (8.0 Nm). e 58300 a e b c d 58308 a - Diaphragm b - O-Ring c - Spring d - Cup e - Screws [Torque to 70 lb. in. (8.0 Nm)] DIRECT FUEL INJECTION Air Pressure Regulator The air pressure regulator is located on the port fuel rail. 58712 The air pressure regulator is designed to limit the air pressure inside the rails to approximately 80 psi. The air regulator uses a spring (pressure) to control the air pressure. This spring (80 psi) holds the diaphragm against the diaphragm seat. The contact area blocks (closes) the air inlet passage from the excess air, return passage. As the air pressure rises (below the diaphragm), it must reach a pressure equal to or greater than the spring pressure holding the diaphragm closed. Once this pressure is achieved, the spring compresses, allowing the diaphragm to move. The diaphragm moves away from the diaphragm seat, allowing air to exit through the diaphragm seat, into the excess air passage leading to the exhaust adaptor plate. Page 3B-46 90-881986 JANUARY 2001 DIRECT FUEL INJECTION 90-881986 JANUARY 2001 Page 3B-47 AIR REGULATOR REMOVAL 1. Remove 2 screws securing regulator and remove regulator. 2. Inspect regulator o-rings for cuts and abrasions. Replace as required. NOTE: Air regulator is not serviceable. If regulator doesn’t maintain approximately 80 psi replace it. a 58300 a b 58301 b c a a d a - Screws b - Air Regulator c - O-Rings d - Retainer AIR REGULATOR INSTALLATION 1. Position air regulator, retainer and screws onto fuel rail as shown below. NOTE: Apply anti-seize grease (obtain locally) or 2-4-C w/Teflon to regulator attaching screw threads. Torque screws to 70 lb. in. (8.0 Nm). NOTE: Apply a light coat of outboard oil to regulator o-rings to ease installation. 58301 a b c a - Screws b - Retainer c - Air Regulator DIRECT FUEL INJECTION Page 3B-48 90-881986 JANUARY 2001 Tracker Valve The tracker valve is located on the starboard fuel/air rail assembly. 58713 The DFI system must maintain a constant 10 psi pressure difference between the fuel pressure and air pressure in the rails, at all times. The tracker is designed to maintain the 10 psi differential when the air or fuel pressure suddenly raises (i.e. pulses generated by the compressor’s piston or by the fuel injectors opening and closing). The tracker contains a spring on the air side of the diaphragm. This spring positions the diaphragm against the diaphragm’s seat (when the engine is not running). After the engine starts, and the fuel and air pressure reach normal operating range, the fuel pressure will compress the spring and the diaphragm will move slightly away from the seat (to a neutral position). At this point the pressure on both sides of the tracker diaphragm is equal (10 psi spring pressure + 80 psi air pressure = 90 psi fuel pressure). Any air or fuel pressure “spikes” on one side of the diaphragm will transfer this pressure rise to the other system (air or fuel) on the other side of the diaphragm. Both systems will have a momentary increase in pressure so that the 10 psi difference between air and fuel system pressures can be maintained. NOTE: To prevent excessive wear in the seat, the tracker is calibrated to allow the diaphragm to be slightly away from the seat during normal operation. DIRECT FUEL INJECTION Engine Off (No Pressure) Engine at Operating Pressures 1 23 4 5 6 7 8 9 1 23 4 5 6 7 8 9 1-Top Cover 2-Spring Retainer (not shown) 3-Spring 4-O-ring 5-Diaphragm (at rest) Seat 6-Air Rail 7-Air Passage (from Air Compressor) 8-Fuel Inlet Passage (from Electric Fuel Pump) 9-Diaphragm Assembly 90-881986 JANUARY 2001 Page 3B-49 DIRECT FUEL INJECTION Page 3B-50 90-881986 JANUARY 2001 TRACKER VALVE REMOVAL 1. Remove 4 screws securing tracker valve and remove tracker assembly. 2. Inspect tracker diaphragm for cuts and tears. 3. Inspect tracker cover o-ring for cuts and abraisions. Replace components as required. a a 57710 57716 b c d a - Screws b - Diaphragm c - Spring d - O-Ring TRACKER VALVE INSTALLATION NOTE: Apply a light coat of 2-4-C w/Teflon to tracker diaphragm and cover o-ring to aid in their retention on fuel rail while reinstalling tracker valve to fuel rail. NOTE: Apply anti-seize grease (obtain locally) or 2-4-C w/Teflon to tracker valve attaching screw threads. 1. Position diaphragm, spring and o-ring onto fuel rail. 2. Place cover over diaphragm/spring/o-ring assembly and secure with 4 screws. Torque screws to 70 lb. in. (8.0 Nm). be e d 57710 a a c 57711 b a - Diaphragm b - Spring c - O-Ring d - Cover e - Screws [Torque to 70 lb. in. (8.0 Nm)] Fuel Rail Cleaning After all fuel injectors, air regulator, tracker valve, fuel regulator, inlet hoses and outlet hoses have been removed, the fuel rails may be flushed out with a suitable parts cleaning solvent. Use compressed air to remove any remaining solvent. DIRECT FUEL INJECTION Direct Injector Removal NOTE:If direct injector should fail due to a broken pintle, inspect the end of the fuel injector adjacent to the broken direct injector. If the fuel injector tip has black build up on it, replace it. Inspect for and clean out any dirt or debris in the air passage of the fuel rail adjacent to the broken direct injector. 1. Remove harness connectors from direct injectors. 2. Remove direct injector from cylinder head 56138 ab a-Direct Injector (3 each b-Harness Connector cylinder head) 3. Inspect injector teflon sealing ring (white) for signs of combustion blowby (teflon ring will be streaked brownish black). If blowby is present, replace teflon sealing ring. If blowby is not present, sealing ring may be reused. 4. Inspect o-rings for cuts or abraisions. Replace components as required. 5. If teflon seal requires replacement, use teflon ring installation tool 91-851980 to slide new seal onto injector. Following installation of teflon ring, the teflon ring sizing tool (91-851980–1) can be used to compress the teflon seal to aid in the installation of the injector into the cylinder head. ab f 57726 a-Teflon Sealing Ring b-O-Ring c-Teflon Seal dc e e 91-851980-1 d-Seal Installation Tool (91-851980) e-O-Ring f-Teflon Ring Sizing Tool (91-851980-1) 90-881986 JANUARY 2001 Page 3B-51 DIRECT FUEL INJECTION 6. An ohm test of the direct injector may be made by connecting test leads to injector terminals. Ohm reading should be 1.3 ± 0.3 ohm. 7. An ohm test to determine if direct injector windings are shorted to ground can be made by connecting one ohm lead to either injector pin while touching the other ohm lead to the injector metal case. There should be no continuity. If there is continuity, the internal windings are shorted and the injector must be replaced. 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 101520304060100 200 X1 56003 a 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 101520304060100 200 X1 b a-Direct Injector Ohm Test (1.3 ± 0.3 ohm) b-Direct Injector Short to Ground Ohm Test (no continuity) 8. Carbon buildup on tip of direct injector may be removed by use of a brass wire hand brush. a b 56017 a-Direct Injector b-Tip Page 3B-52 90-881986 JANUARY 2001 DIRECT FUEL INJECTION Direct Injector Leak Test 1. Attach Gearcase Leakage Tool (FT-8950) to discharge side of injector. 57714 a b a-Gearcase Leakage Tool (FT-8950) b-Direct Injector 2. Pump up leakage tool to indicate 25 – 30 psi (172.4 – 206.8 kPa) 3. Direct injector should not leak down more than 1/2 psi (3.5 kPa) in 1 minute. 4. If injector does not meet the above specifications, replace injector. NOTE: If cylinder head is going to be replaced, remove cup washers from each direct injector port by prying out with a flat tip screwdriver. Reinstall washers with retainers into new cylinder head. Washers provide tension between direct injectors, cylinder head and fuel rails. 57731 b a a-Cup Washer b-Retainer 90-881986 JANUARY 2001 Page 3B-53 DIRECT FUEL INJECTION Page 3B-54 90-881986 JANUARY 2001 Fuel Rail and Direct Injector Installation NOTE: Refer to Powerhead Section 4A for complete installation instructions. 1. Use Teflon Ring Sizing Tool (91-851980-1) to compress new teflon sealing rings prior to installation of injector into cylinder head. 2. Carefully slide fuel rail over mounting studs and onto direct injectors. IMPORTANT: If fuel or air hoses have been replaced, they MUST be secured with proper full circle clamps using tool 91-803146T (or Snap-On equivalent YA3080) to crimp clamps. 3. Secure each fuel rail. Torque nuts to 35 lb. ft. (47 Nm). 4. Reinstall fuel injector harness connectors. 58717 b a a a - Nuts [Torque to 35 lb.ft. (47 Nm)] b - Fuel Injector Harness Connectors (6) (3 each fuel rail) DIRECT FUEL INJECTION Air Compressor The air compressor is a single cylinder water cooled compressor, and is lubricated by the outboard oil pump. Air Compressor Specifications Air Compressor Type Compressor Output Reciprocating Piston (1 to 1 ratio with engine RPM) @ Idle – 80 psi @ W.O.T. – 110 psi Cylinder Block Displacement 7.07 cu. in. (116 cc) Cylinder Bore Diameter (Standard) Taper/Out-of-Round/Wear Maximum Bore Type 2.5591 in. (65.0 mm) 0.001 in. (0.025 mm) Cast Iron Stroke Length 1.374 in. (34.9 mm) Piston Piston Type Aluminum Piston Diameter Dimension “A” at Right Angle (90°) to Piston Pin 0.500 in. 2.5578 ± .0004 in. (64.97 ± 0.010 mm) Piston Ring End Gap Top Ring Middle Ring Bottom Ring 0.0059 – 0.0098 in. (0.15 – 0.25 mm) 0.0059 – 0.0098 in. (0.15 – 0.25 mm) 0.0039 – 0.014 in. (0.10 – 0.35 mm) Reeds Reed Stand Open 0.010 in. (0.25 mm) 90-881986 JANUARY 2001 Page 3B-55 DIRECT FUEL INJECTION Page 3B-56 90-881986 JANUARY 2001 Compressor Removal 1. Disconnect battery cables from battery terminals. 2. Remove flywheel cover. 3. Use 3/8 inch (9.5 mm) drive on belt tensioner arm to relieve belt tension. Remove belt. b a 58749 a - Belt Tensioner b - 3/8 in. (9.5 mm) drive DIRECT FUEL INJECTION 90-881986 JANUARY 2001 Page 3B-57 CAUTION If engine has been recently run, air pressure outlet hose fittings may be extremely hot. Allow components to cool off before beginning disassembly. NOTE: Remove 2 screws securing retainer plate to remove air pressure outlet hose. Inspect o-rings on air pressure hose fitting for cuts or abraisions. Replace o-rings as required. 4. Remove air pressure outlet hose. 5. Disconnect compressor water inlet hose and remove 2 screws. 58716 a b d 58750 c a - Air Pressure Outlet Hose b - Retainer Screws c - Compressor Water Inlet Hose d - Compressor Screws 6. Disconnect air compressor oil inlet hose. 7. Disconnect air compressor water outlet hose to expansion chamber outlets. 8. Disconnect excess oil return hoses (2). 58739 b c a a - Air Compressor Oil Inlet Hose b - Air Compressor Water Outlet Hose to Expansion Chamber Outlets c - Excess Oil Return Hoses (2) 9. Remove 2 bolts and 1 nut securing air compressor to engine and remove compressor. DIRECT FUEL INJECTION Page 3B-58 90-881986 JANUARY 2001 Air Compressor Disassembly/Reassembly NOTE: If cylinder bore is scored, air compressor must be replaced as an assembly. Items to inspect or replace after a compressor failure are: Air/fuel rail inlet fitting (for debris restricting air flow) Oil return (from compressor) check valve (for debris) To inspect for debris inside plenum, remove throttle plate from top of plenum, wipe inside of plenum with white paper towel. NOTE: The piston and rings are not sold separately. They must be replaced as an assembly. The connecting rod and bearings are not sold separately. They must be replaced as an assembly. ÇÇÇ ÇÇÇ ÇÇÇ a b c d e f g i j k 9 14 9 14 14 14 9 9 6 6 Dielectric Grease (92-823506--1) h 9 Loctite PST Pipe Sealant (92-809822) 14 2 Cycle Outboard Oil (92-826666A24) NOTE: End cap bearing and seal are not sold separately. End cap must be replaced as an assembly. NOTE: Piston Installation – use a metal hose clamp for piston ring compressor. Stagger piston ring openings. a - Bolt [Torque to 100 lb. in. (11.5 Nm)] b - Bolt (4 each) [Torque to 100 lb. in. (11.5 Nm)] c - End Cap Assembly (Inspect bearing for roughness) d - O-Rings (Inspect for cuts or abraisions) e - O-Rings (Inspect for cuts or abraisions) f - Reed Plate (Inspect for broken or chipped reeds/stops) Maximum Reed Stand-Open – 0.010 in. (0.254 mm) g - O-Rings (Inspect for cuts or abraisions) h - Cylinder Head i - Bolt [Torque to 20 lb. ft. (27 Nm)] j - Temperature Sensor k - Bolt [Torque to 20 lb. ft. (27 Nm)] DIRECT FUEL INJECTION 90-881986 JANUARY 2001 Page 3B-59 Air Compressor Flow Diagram ÎÎ ÎÎ ÎÎ ÎÎ a b c d e f g h i j k l m n o p q r s t u r v w x y ab 58304 p z aa a - Air Inlet b - Air Filter c - Compressor Oil Inlet d - Oil to Upper Main Bearing e - Compressor Air Inlet f - Compressor Water Inlet g - Fuel System Pressure Test Valve h - #2 Fuel Injector i - Port Fuel Rail j - Excess Fuel Return to VST k - #4 Fuel Injector l - Air Pressure Test Valve m - Excess Air Return to Exhaust Adaptor Plate n - #6 Fuel Injector o - Water Inlet to Fuel Rail p - High Pressure Fuel [89 ± 2 psi (613.5 ± 13.8 kPa)] q - Air [79 ± 2 psi (544.0 ± 13.8 kPa)] r - Air Regulator [79 ± 2 psi (544.0 ± 13.8 kPa)] s - Fuel Regulator [89 ± 2 psi (613.5 ± 13.8 kPa)] t - Water Outlet to Expansion Chamber Outlets u - #1 Fuel Injector v - Starboard Fuel Rail w - #3 Fuel Injector x - #5 Fuel Injector y - Tracker Valve z - Low Pressure (Air) aa - High Pressure (Air) ab - Oil to Lower Crankshaft Bearing DIRECT FUEL INJECTION Page 3B-60 90-881986 JANUARY 2001 Air Compressor Pressure Test Install Pressure Gauge Assembly 91-852087A1/A2 to fuel rail pressure test valves. The fuel pressure and air pressure test valves are located on the starboard rail. NOTE: After 15 seconds of cranking engine with starter motor, air pressure gauge should indicate 79 ± 2 psi (544.0 ± 13.8 kPa) and fuel pressure gauge should indicate 89 ± 2 psi (613.5 ± 13.8 kPa). a b 58768 c d a - Air Pressure Gauge (Should Indicate 79 ± 2 psi (544.0 ± 13.8 kPa) b - Fuel Pressure Gauge (Should Indicate 89 ± 2 psi (613.5 ± 13.8 kPa) c - Fuel Pressure Test Valve d - Air Pressure Test Valve DIRECT FUEL INJECTION FUEL PRESSURE AND AIR PRESSURE TROUBLESHOOTING CHART PROBLEM CORRECTIVE ACTION Fuel Pressure and Air Pressure are Both Low 1. Inspect air compressor air intake (air filter in flywheel cover) for blockage. 2. Remove air compressor cylinder head and inspect for scuffing of cylinder wall. Inspect for broken reeds and/or reed stops. 3. Tracker Valve – Remove and inspect diaphragm for cuts or tears and seat damage on diaphragm and rail. 4. Air Regulator – Remove and inspect diaphragm for cuts or tears on diaphragm and rail. Fuel Pressure Low or Fuel Pressure Drops while Running (Air Pressure Remains Normal) 1. Each time key is turned to the RUN position, both electric pumps should operate for 2 seconds. If it they do not run, check 20 ampere fuse and wire connections. 2. If pumps run but have no fuel output, check vapor separator (remove drain plug) for fuel. 3. If no fuel present in vapor separator, check fuel/ water separator for debris. Check crankcase mounted fuel pump for output. 4. Check high pressure pump amperage draw. Normal draw is 6 – 9 amperes; if draw is below 2 amperes, check fuel pump filter (base of pump) for debris. If filter is clean, replace pump. If amperage is above 9 amperes, pump is defective – replace pump. Check low pressure output – 8–12 psi. Check low pressure electric fuel pump amperage draw. Normal draw is 1 – 2 amperes; if draw is below 1 ampere, check for blockage between pump inlet fitting and vapor separator tank. If ampere draw is above 2 amperes, replace pump. 5. Fuel Regulator – Remove and inspect diaphragm for cuts or tears. Fuel Pressure High and Air Pressure is Normal 1. Stuck check valve in fuel return hose. 2. Debris blocking fuel regulator hole. 3. Faulty pressure gauge Fuel and Air Pressure Higher than Normal 1. Debris blocking air regulator passage. 2. Air dump hose (rail to driveshaft housing) blocked/plugged. 90-881986 JANUARY 2001 Page 3B-61 OIL INJECTION FUEL SYSTEM Section 3C – Oil Injection Table of Contents Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-2 Oil System Operation . . . . . . . . . . . . . . . . . . . . . . . . . 3C-2 Oil Pump Output . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-2 Oil System – Oil Hose Installation . . . . . . . . . . . 3C-3 Oil Pump Removal and Installation . . . . . . . . . . 3C-4 Engine Oil Reservoir Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3C-5 Priming the Oil Pump . . . . . . . . . . . . . . . . . . . . . . 3C-6 Priming Procedure – Method 1 . . . . . . . . . . . . . . 3C-7 Remote Oil Hose Connections . . . . . . . . . . . . . . 3C-8 Filling the Oil Tanks . . . . . . . . . . . . . . . . . . . . . . . . 3C-9 Purging Air From the Engine Oil Reservoir and Remote Oil Hose . . . . . . . . . . . . . . . . . . . . . 3C-9 Oil Warning Systems . . . . . . . . . . . . . . . . . . . . . 3C-10 Oil System Troubleshooting . . . . . . . . . . . . . . . . . 3C-12 Low Oil Warning System is Activated . . . . . . 3C-12 3 C 90-881986 JANUARY 2001 Page 3C-1 OIL INJECTION Special Tools 1. Gearcase Leakage Tester (FT-8950) 57714 Oil System Operation Oil in this engine is not mixed with the fuel before entering the combustion chamber. Oil is stored inside the remote oil tank in the boat. Crankcase pressure forces oil from the remote oil tank into the engine oil reservoir. The engine oil reservoir feeds oil to the oil pump. The oil pump is ECM driven and controls oil distribution to the crankcase and air compressor. The oil pump has seven oil discharge ports. Six of the oil discharge ports inject oil into the crankcase through hoses, one hose for each cylinder. The last oil discharge port discharges oil into the air compressor for lubrication. Unused oil from the air compressor returns to the top main bearing. The ECM is programmed to automatically increase the oil supply to the engine during the initial engine break-in period. The oil ratio is doubled during the first 120 minutes of operation whenever engine speed exceeds 2500 RPM and is under load; below 2500 RPM the oil pump provides oil at the normal ratio. After the engine break-in period, the oil ratio will return to normal – 300 - 400:1 at idle to 40:1 at WOT. Oil Pump Output Using the DDT to activate auto prime, the oil pump should discharge 110 ml (cc) ± 8 ml (cc) during the auto prime time period. To check the oil pump output: • Verify the onboard oil reservoir is full. • Release any pressure (loosen cap) from the remote oil tank in the boat. • With engine not running, use the DDT to activate the auto prime. • Using a ml or cc graduated container, record the amount of oil needed to refill the onboard oil reservoir. • Retighten cap on the remote oil tank in the boat. Page 3C-2 90-881986 JANUARY 2001 OIL INJECTION Oil System – Oil Hose Installation i e h j g f d c a b k a-Remote Oil Tank b-Engine Oil Reservoir c-Filter d-Oil Supply Hose to the Oil Pump e-Oil Supply Hose to Lower Crankshaft Bearing f-Oil Pump g-Oil Supply Hoses to the Cylinders (6) h-Fitting and Check Valve (8) i-Oil Supply Hose to Upper Crankshaft Bearing j-Oil Supply Hose to the Air Compressor k-Air Compressor 90-881986 JANUARY 2001 Page 3C-3 OIL INJECTION Page 3C-4 90-881986 JANUARY 2001 Oil Pump Removal and Installation REMOVAL 1. Disconnect the wiring harness from the pump. 2. Disconnect the oil hoses. 3. Remove three bolts and remove pump. 57686 f 57722 a b c e d a - Oil Pump b - Bushing (3) c - Rubber Grommet (3) – Insert into Hole d - Washer (3) e - Bolt (3) – Torque to 12 lb. ft. (16 Nm) f - Sta-Straps – Fasten All Hose Ends INSTALLATION 1. Install pump as shown. 2. Reconnect the oil hoses. Refer to Oil Injection Hose Installation for correct location. Fasten hoses to pump fittings with sta-straps. 3. Connect the wiring harness. 4. Refill the oil system. Refer to Priming the Oil Pump. OIL INJECTION 90-881986 JANUARY 2001 Page 3C-5 Engine Oil Reservoir Removal and Installation REMOVAL 1. Disconnect the oil hoses. Plug the hoses to prevent spillage. 2. Disconnect the BLUE with BLACK STRIPE wire leads. 3. Remove three bolts securing oil tank to powerhead and remove tank. a b b c c d e f g h i j k 58724 a - Oil Reservoir b - Bushing (3) c - Rubber Grommet (3) – Insert into Holes d - J-Clip e - Decal f - Bolt (3) – Torque to 170 lb. in. (19 Nm) g - Washer (3) h - Washer i - Screw (Drive Tight) j - Low Oil Switch (Normally Closed Circuit) k - BLUE/BLACK Leads INSTALLATION 1. Install oil reservoir as shown. 2. Fasten the oil hoses with sta-straps. 3. Connect the BLUE with BLACK STRIPE wire leads. 4. Refill the oil system. Refer to Priming the Oil Pump. OIL INJECTION Page 3C-6 90-881986 JANUARY 2001 Priming the Oil Pump NOTE: If a new powerhead is being installed or oil hoses/oil pump has been removed, it is recommended all air be purged from oil pump/oil lines using gearcase leakage tester (FT-8950). Connect the leakage tester to the inlet t-fitting on the onboard oil reservoir. While clamping off the inlet hose, manually pressurize the reservoir to 10 psi. Using the Digital Diagnostic Terminal 91-823686A2, activate the oil pump prime sequence. Maintain the 10 psi pressure throughout the auto prime sequence. When the auto prime is completed, remove the leakage tester and refill the onboard oil reservoir. 57734 Priming the oil pump (filling pump and hoses using pressure) is required on new or rebuilt power heads and any time maintenance is performed on the oiling system that allows air into the oil system. There are three methods for priming the oil pump: METHOD 1 – SHIFT SWITCH ACTIVATION PRIME This method does three things: a. Fills the oil pump, oil supply hose feeding pump and oil hoses going to the crankcase and air compressor. b. Activates break-in oil ratio. c. Initiates a new 120 minute engine break-in cycle. Refer to priming procedure following. METHOD 2 – (DDT) DIGITAL DIAGNOSTIC TERMINAL – RESET BREAK-IN This method is the same as Method 1, except the run history and fault history are erased from the ECM. Refer to procedure in the Technician Reference Manual provided with the Digital Diagnostic Software Cartridge Part. No. 91-822608-6 for Model Year 2000. Use cartridge 91-880118 for Model Year 2001. METHOD 3 – (DDT) DIGITAL DIAGNOSTIC TERMINAL – OIL PUMP PRIME This method fills the oil pump, oil supply hose feeding pump, and oil hoses going to the crankcase and air compressor. Refer to procedure in the Technician Reference Manual provided with the Digital Diagnostic Software Cartridge Part. No. 91-822608-6 for Model Year 2000 and cartridge 91-880118 for Model Year 2001. Conditions Requiring Priming the Oil Pump Condition Priming Procedure New engine Use Method 1 or 2 Rebuilt Powerhead Use Method 1 or 2 OIL INJECTION 90-881986 JANUARY 2001 Page 3C-7 Conditions Requiring Priming the Oil Pump (Continued) New Powerhead Use Method 1 or 2 Oil system ran out of oil Use Method 3 Oil drained from oil supply hose feeding pump Use Method 3 Oil pump removed Use Method 3 Oil injection hoses drained Use Method 3 Priming Procedure – Method 1 METHOD 1 – SHIFT SWITCH ACTIVATION PRIME PROCEDURE Before starting engine for the first time, prime the oil pump. Priming will remove any air that may be in the pump, oil supply hose, or internal passages. 57686 a b a - Oil Injection Pump b - Oil Supply Hose CAUTION To prevent damage to the fuel pumps, fill the engine fuel system with fuel. Otherwise the fuel pumps will run without fuel during the priming process. Prime the oil injection pump as follows: d. Fill the engine fuel system with fuel. Connect fuel hose to fuel lift pump (a). e. Turn the ignition key switch to the “ON” position. a f. Within the first 10 seconds after the key switch has been turned on, move the remote control handle from neutral into forward gear 3 to 5 times. This will automatically start the priming process. OIL INJECTION Page 3C-8 90-881986 JANUARY 2001 N F NOTE: Audible click from the oil pump will tell you the pump is priming. It may take a few minutes for the pump to complete the priming process. Remote Oil Hose Connections Remove shipping cap from fitting and connect oil hose (b). Fasten hose with sta-strap. NOTE: Oil hose with BLUE stripe contains a directional filter which is designed to trap any debris in the oil before the oil reaches the engine oil reservoir. The filter is marked with an arrow denoting direction of flow of oil and should be installed accordingly. Should engine oil reservoir oil level drop while remote oil tank oil level is normal, oil flow through inline filter has been reduced by debris and filter must be replaced. a b a - Oil Filter b - Oil Hose with Blue Stripe OIL INJECTION 90-881986 JANUARY 2001 Page 3C-9 CONNECTING OIL HOSE WITHOUT BLUE STRIPE 1. Remove shipping cap from fitting and connect hose (a). Fasten hose with sta-strap. 57686 a a - Oil Hose Without Blue Stripe Filling the Oil Tanks 1. Fill remote oil tank with the recommended oil listed in the Operation and Maintenance Manual. Tighten fill cap. 2. Remove cap and fill engine oil tank with oil. Reinstall the fill cap. 3. Remove air from remote oil hose. Refer to Purging Air from the Engine Oil Reservoir and Remote Oil Hose. b a c a b a - Fill Cap b - Engine Oil Reservoir c - Fill Cap Purging Air From the Engine Oil Reservoir and Remote Oil Hose NOTE: Before starting engine, make sure the oil pump has been primed. 1. Start the engine. Run the engine until all the air has been vented out of the reservoir and oil starts to flow out of the reservoir. Re-tighten fill cap. a a - Fill Cap OIL INJECTION Oil Warning Systems The 200 Jet Drive incorporates an Engine Guardian System within the ECM to monitor critical engine functions through sensors on the engine. The operator can be notified of impending abnormal engine conditions audibly through a warning horn (4 intermittent beeps) and/or visually by a System Monitor or Smartcraft gauges. LOW OIL LEVEL System Monitor Alarm – Low Oil Reserve: The bell and oil icons are displayed and the warning horn begins sounding a series of four beeps every two minutes to inform the driver that the oil level is critically low in the engine mounted oil reservoir tank. When the oil level gets close to empty, the horn begins sounding continuously and the Engine Guardian System will start limiting engine power. The engine mounted oil reservoir tank along with the remote oil tank will have to be refilled. Smartcraft Gauge 6 Alarm – Low Oil Reserve: This message is displayed and the warning horn begins sounding a series of four beeps every two minutes to inform the driver that the oil level is critically low in the engine mounted oil reservoir tank. When the oil level gets close to empty, the horn begins sounding continuously and the Engine Guardian System will start limiting engine power. The display shows percent of reserve oil that’s remaining. The engine mounted oil reservoir tank along with the remote oil tank will have to be refilled. 7 8 9 6 Page 3C-10 90-881986 JANUARY 2001 OIL INJECTION OIL PUMP NOT FUNCTIONING ELECTRICALLY System Monitor Alarm – Oil Pump Fault: The Bell, Engine and oil icons are displayed and the warning horn begins sounding continuously to inform the driver that the oil pump has stopped functioning electrically. No lubricating oil is being supplied to the engine. Stop the engine as soon as possible. The Engine Guardian system will start limiting the engine power. Smartcraft Gauge 7 Alarm – Oil Pump Fault: This message is displayed and the warning horn begins sounding continuously to inform the driver that the oil pump has stopped functioning electrically. No lubricating oil is being supplied to the engine. Stop the engine as soon as possible. The Engine Guardian system will start limiting the engine power. 7 8 9 6 90-881986 JANUARY 2001 Page 3C-11 OIL INJECTION Oil System Troubleshooting Low Oil Warning System is Activated Low oil level in en- gine oil reservoir and also remote oil tank Low oil level in engine oil reservoir but not low in remote oil tank Note: Oil level in engine oil reservoir should be up to the fill cap Oil level is not low in either tank Refill both oil tanks. Purge air from en- gine oil tank. Refer to procedure Air was never purged from engine oil tank Fill cap is leaking air on re- mote tank Remote oil hoses blocked or punctured Restricted oil outlet filter in re- mote oil tank Air leak in upper portion on the oil pickup tube Faulty pressure check valve. Located in engine at end of (black without blue stripe) re- mote oil hose Caps on remote tank must be sealed and installed tight Check hoses for a kink or leakage Remove filter and clean Replace tube Replace check valve Purge air from engine oil tank. Refer to procedure Disconnect BLUE/ BLACK wires going to the low oil float switch in the engine oil reservoir. Check switch for continuity Remove engine oil reservoir cap and use wire to pull float to top of travel No Continuity Oil Float switch is faulty. Re- place switch No Continuity Float in oil tank is faulty. Re- place oil tank Continuity Problem Problem Problem Problem Oil leaks out of exhaust or #6 cylinder Pulse hose and oil supply hose are reversed Boat oil tank is mounted higher than pulse hose fitting on engine and oil tank is over-filled Continuity Check for open wire between oil float switch and ECU Restricted oil inlet filter in oil hose before engine oil reser- voir Replace oil filter Page 3C-12 90-881986 JANUARY 2001 EMISSIONS FUEL SYSTEM Section 3D – Emissions Table of Contents Exhaust Emissions Standards . . . . . . . . . . . . . . . . . 3D-1 What Are Emissions? . . . . . . . . . . . . . . . . . . . . . . 3D-1 Hydrocarbons – HC. . . . . . . . . . . . . . . . . . . . . . . . 3D-1 Carbon Monoxide – CO . . . . . . . . . . . . . . . . . . . . 3D-1 Oxides of Nitrogen - NOx . . . . . . . . . . . . . . . . . . . 3D-2 Controlling Emissions . . . . . . . . . . . . . . . . . . . . . . 3D-2 Stoichiometric (14.7:1) Air/Fuel Ratio . . . . . . . . 3D-2 Outboard Hydrocarbon Emissions Reductions . . . 3D-2 Stratified vs Homogenized Charge . . . . . . . . . . . . . 3D-3 Homogenized Charge . . . . . . . . . . . . . . . . . . . . . . 3D-3 Stratified Charge . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-4 Emissions Information . . . . . . . . . . . . . . . . . . . . . . . . 3D-4 Manufacturer’s Responsibility: . . . . . . . . . . . . . . 3D-4 Dealer Responsibility: . . . . . . . . . . . . . . . . . . . . . . 3D-5 Owner Responsibility: . . . . . . . . . . . . . . . . . . . . . . 3D-5 EPA Emission Regulations: . . . . . . . . . . . . . . . . . 3D-5 Manufacturer’s Certification Label . . . . . . . . . . . . . . 3D-6 Service Replacement Certification Label . . . . . . . . 3D-7 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-7 Date Code Identification . . . . . . . . . . . . . . . . . . . . 3D-7 Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-7 Decal Location: . . . . . . . . . . . . . . . . . . . . . . . . . . . 3D-7 3 D Exhaust Emissions Standards Through the Environmental Protection Agency (EPA), the federal government has established exhaust emissions standards for all new marine engines sold in the United States. What Are Emissions? Emissions are what comes out of the exhaust system in the exhaust gas when the engine is running. They are formed as a result of the process of combustion or incomplete combustion. To understand exhaust gas emissions, remember that both air and fuel are made of several elements. Air contains oxygen and nitrogen among other elements; gasoline contains mainly hydrogen and carbon. These four elements combine chemically during combustion. If combustion were complete, the mixture of air and gasoline would result in these emissions: water, carbon dioxide and nitrogen, which are not harmful to the environment. However, combustion is not usually complete. Also, potentially harmful gases can be formed during and after combustion. All marine engines must reduce the emission of certain pollutants, or potentially harmful gases, in the exhaust to conform with levels legislated by the EPA. Emissions standards become more stringent each year. Standards are set primarily with regard to three emissions: hydrocarbons (HC), carbon monoxide (CO) and oxides of nitrogen (NOx). Hydrocarbons – HC Gasoline is a hydrocarbon fuel. The two elements of hydrogen and carbon are burned during combustion in combination with oxygen. But they are not totally consumed. Some pass through the combustion chamber and exit the exhaust system as unburned gases known as hydrocarbons. Carbon Monoxide – CO Carbon is one of the elements that make up the fuel burned in the engine along with oxygen during the combustion process. If the carbon in the gasoline could combine with enough oxygen (one carbon atom with two oxygen atoms), it would come out of the engine in the form of carbon dioxide (CO2). CO2 is a harmless gas. However, carbon often combines with insufficient oxygen (one carbon atom with one oxygen atom). This forms carbon monoxide, CO. Carbon monoxide is the product of incomplete combustion and is a dangerous, potentially lethal gas. 90-881986 JANUARY 2001 Page 3D-1 EMISSIONS Oxides of Nitrogen - NOx NOx is a slightly different byproduct of combustion. Nitrogen is one of the elements that makes up the air going into the engine. Under extremely high temperatures it combines with oxygen to form oxides of nitrogen (NOx). This happens in the engine’s combustion chambers when temperatures are too high. NOx itself is not harmful, but when exposed to sunlight it combines with unburned hydrocarbons to create the visible air pollutant known as smog. Smog is a serious problem in California as well as many other heavily populated areas of the United States. Controlling Emissions There are two principle methods of reducing emissions from a two-stroke-cycle marine engine. The first method is to control the air/fuel ratio that goes into the combustion chamber. The second is to control the time when this air/fuel mixture enters the combustion chamber. Timing is important, to prevent any unburned mixture from escaping out of the exhaust port. Stoichiometric (14.7:1) Air/Fuel Ratio In the search to control pollutants and reduce exhaust emissions, engineers have discovered that they can be reduced effectively if a gasoline engine operates at an air/fuel ratio of 14.7:1. The technical term for this ideal ratio is stoichiometric. An air/fuel ratio of 14.7:1 provides the best control of all three elements in the exhaust under almost all conditions. The HC and CO content of the exhaust gas is influenced significantly by the air/fuel ratio. At an air/fuel ratio leaner than 14.7:1, HC and CO levels are low, but with a ratio richer than 14.7:1 they rise rapidly. It would seem that controlling HC and CO by themselves might not be such a difficult task; the air/fuel ratio only needs to be kept leaner than 14.7:1. However, there is also NOx to consider. As the air/fuel ratio becomes leaner, combustion temperatures increase. Higher combustion temperatures raise the NOx content of the exhaust. However, enrichening the air/fuel ratio to decrease combustion temperatures or reduce NOx also increases HC and CO, as well as lowering fuel economy. So the solution to controlling NOx - as well as HC and CO - is to keep the air/fuel ratio as close to 14.7:1 as possible. Outboard Hydrocarbon Emissions Reductions 8 1/3%  per Year Over 9 Model Years 120 100 80 60 40 20 0 96 97 98 99200001 02 03 04 05 06 07 08 Page 3D-2 90-881986 JANUARY 2001 EMISSIONS Stratified vs Homogenized Charge At certain operating conditions, DFI engines use a stratified charge inside the combustion chamber to aid in reducing emissions. All other models exclusively use a homogenized charge. The difference between the two is: Homogenized Charge A homogenized charge has the fuel/air particles mixed evenly throughout the cylinder. This mixing occurs inside the carburetor venturi, reed blocks, crankcase and/or combustion chamber. Additional mixing occurs as the fuel is forced through the transfer system into the cylinder. The homogenized charge has an air/fuel ratio of approximately 14.7:1 and is uniform throughout the cylinder. 90-881986 JANUARY 2001 Page 3D-3 EMISSIONS Stratified Charge A stratified charge engine only pulls air through the transfer system. The fuel required for combustion is forced into the cylinder through an injector placed in the top of the cylinder (head). The injector sprays a fuel/air mixture in the form of a fuel cloud into the cylinder. Surrounding this cloud is air supplied by the transfer system. As the cloud is ignited and burns, the surrounding air provides almost complete combustion before the exhaust port opens. A stratified charge engine concentrates a rich mixture in the vicinity of the spark plug (air/ fuel ratio is less than 14.7:1). Elsewhere, the mixture is very lean or is comprised of air only. Emissions Information Manufacturer’s Responsibility: Beginning with 1998 model year engines, manufacturers of all marine propulsion engines must determine the exhaust emission levels for each engine horsepower family and certify these engines with the United States Environmental Protection Agency (EPA). A certification decal/emissions control information label, showing emission levels and engine specifications directly related to emissions, must be placed on each engine at the time of manufacture. Page 3D-4 90-881986 JANUARY 2001 EMISSIONS Dealer Responsibility: When performing service on all 1998 and later jet drives that carry a certification, attention must be given to any adjustments that are made that affect emission levels. Adjustments must be kept within published factory specifications. Replacement or repair of any emission related component must be executed in a manner that maintains emission levels within the prescribed certification standards. Dealers are not to modify the engine in any manner that would alter the horsepower or allow emission levels to exceed their predetermined factory specifications. Exceptions include manufacturers prescribed changes, such as that for altitude adjustments. Also included would be factory authorized: • Installation of performance style gear housings by Mercury Marine. • Service replacement parts modified, changed or superceded by Mercury Marine. Owner Responsibility: The owner/operator is required to have engine maintenance performed to maintain emission levels within prescribed certification standards. The owner/operator is not to modify the engine in any manner that would alter the horsepower or allow emissions levels to exceed their predetermined factory specifications. Single engine exceptions may be allowed with permission from the EPA for racing and testing. EPA Emission Regulations: All new 1998 and later jet drives manufactured by Mercury Marine are certified to the United States Environmental Protection Agency as conforming to the requirements of the regulations for the control of air pollution from new outboard motors. This certification is contingent on certain adjustments being set to factory standards. For this reason, the factory procedure for servicing the product must be strictly followed and, whenever practicable, returned to the original intent of the design. The responsibilities listed above are general and in no way a complete listing of the rules and regulations pertaining to the EPA laws on exhaust emissions for marine products. For more detailed information on this subject, you may contact the following locations: VIA U.S. POSTAL SERVICE: Office of Mobile Sources Engine Programs and Compliance Division Engine Compliance Programs Group (6403J) 401 M St. NW Washington, DC 20460 VIA EXPRESS or COURIER MAIL: Office of Mobile Sources Engine Programs and Compliance Division Engine Compliance Programs Group (6403J) 501 3rd St. NW Washington, DC 20001 EPA INTERNET WEB SITE: http:/www.epa.gov/omswww 90-881986 JANUARY 2001 Page 3D-5 EMISSIONS CERTIFICATION LABEL: The certification label must be placed on each engine at the time of manufacture and must be replaced in the same location if damaged or removed. Shown below is a typical certification label and is not representative of any one model. Label shown below is not to scale; (shown at twice the normal size). EMISSION CONTROL INFORMATION THIS ENGINE CONFORMS TO 2001 CALIFORNIA AND U.S. EPA EMISSION REGULATIONS FOR SPARK IGNITION MARINE ENGINES IDLE SPEED (IN GEAR): 900 RPM TIMING (IN DEGREES): NOT ADJUSTABLE Spark Plug: NGK PZFR5F-11 Gap: 1.0 mm (0.040,) Intake: N/A REFER TO OWNERS MANUAL FOR REQUIRED MAINTENANCE. FAMILY: 1M9XM02.53CJ FEL: 30.5 g/kW-hr 200 HP 2508 cc JAN 2000 Cold Valve Clearance (mm) Exhaust: N/A c b d e f g h i a a-Family Example b-FEL: Represents (Mercury Marine) statement of the maximum emissions out put for the engine family c-Timing specifications when adjustable d-Recommended spark plug for best engine performance e-Valve Clearance (Four Stroke engines only) f-Date of Manufacture g-Cubic Centimeter h-Engine Horsepower rating i-Idle Speed (In Gear) 1 M9X M. 02.5 3 C J 0=Unspecified Model Year Regulation 3=Ultra Clean California Technology type 1=2001 M=Marine Rated Eng. 1=Existing 2=New Application Manufacturer 3=Jet Drive C=2 Stroke Mercury Marine Displacement E=EFI Sport Jet Liter G=4 Stroke Cubic Inch H=Hi-Perf. J=Jet Drive Decal Location: Model Service Part No. Location on Engine 2001 JET DRIVE 2.5 L V6 DFI (200 H.P.) 37-883190AO1 Vapor Separator Page 3D-6 90-881986 JANUARY 2001 EMISSIONS Service Replacement Certification Label IMPORTANT: By federal law, it is required that all 1998 and newer Mercury Marine jet drives have a visible and legible emission certification label. If this label is missing or damaged, contact Mercury Marine Service for replacement if appropriate. Removal Remove all remaining pieces of the damaged or illegible label. Do not install new label over the old label. Use a suitable solvent to remove any traces of the old label adhesive from the display location. Date Code Identification Cut and remove a “V” notch through the month of engine manufacture before installing the new label. The month of manufacture can be found on the old label. If the label is missing or the date code illegible, contact Mercury Marine Technical Service for assistance. EMISSION CONTROL INFORMATION THIS ENGINE CONFORMS TO 2001 CALIFORNIA AND U.S. EPA EMISSION REGULATIONS FOR SPARK IGNITION MARINE ENGINES IDLE SPEED (IN GEAR): 900 RPM TIMING (IN DEGREES): NOT ADJUSTABLE Spark Plug: NGK PZFR5F-11 Gap: 1.0 mm (0.040,) Intake: NA REFER TO OWNERS MANUAL FOR REQUIRED MAINTENANCE. FAMILY: 1M9XM02.53CJ FEL: 30.5 g/kW-hr 200 HP 2508 cc Cold Valve Clearance (mm) Exhaust: NA JAN FEB MAR APR MAY JUNE JULY AUG SEP OCT NOV DEC a b a-“V” Notch b-Month of Manufacture Installation Install the label on a clean surface in the original factory location. Decal Location: Model Service Part No. Location on Engine 2001 JET DRIVE 2.5 L V6 DFI (200 H.P.) 37-883190AO1 Vapor Separator 90-881986 JANUARY 2001 Page 3D-7 POWERHEAD POWERHEAD Section 4A Table of Contents Powerhead Specifications . . . . . . . . . . . . . . . . 4A-2 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-3 Powerhead Repair Stand . . . . . . . . . . . . . . 4A-4 Cylinder Block Assembly . . . . . . . . . . . . . . . . . 4A-6 Cylinder Block and End Caps . . . . . . . . . . . . . 4A-8 Cylinder Head Assembly . . . . . . . . . . . . . . . . . 4A-10 Crankshaft, Pistons and Connecting Rods . . 4A-12 Expansion Chamber and Adaptor Plates . . . 4A-14 Torque Sequence . . . . . . . . . . . . . . . . . . . . . . . 4A-16 General Information . . . . . . . . . . . . . . . . . . . . . 4A-18 Powerhead Removal from Pump Unit . . . . . . 4A-18 Removing Engine Components . . . . . . . . . . . 4A-21 Removing Engine Components Individually . . . . . . . . . . . . . . . . . . . . . . . . . 4A-21 Removing Engine Components as an Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-22 Starboard Side Oil Hose Routing . . . . . . . . . . 4A-33 Port Side Oil Hose Routing . . . . . . . . . . . . . . . 4A-34 Water By-Pass Hose Routing . . . . . . . . . . . . . 4A-35 Powerhead Disassembly . . . . . . . . . . . . . . . . . 4A-36 Cleaning and Inspection . . . . . . . . . . . . . . . . . . 4A-44 Cylinder Block and Crankcase Cover . . . 4A-44 Special Service Information . . . . . . . . . . . . 4A-44 Cylinder Bores . . . . . . . . . . . . . . . . . . . . . . . 4A-45 Pistons and Piston Rings . . . . . . . . . . . . . . 4A-46 Cylinder Heads and Exhaust Divider Plate 4A-48 Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-48 Crankshaft (and End Cap) Bearings . . . . 4A-49 End Bearing Bleed System . . . . . . . . . . . . 4A-50 Connecting Rods . . . . . . . . . . . . . . . . . . . . . 4A-50 Powerhead Reassembly and Installation . . . 4A-52 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-52 Crankshaft Installation . . . . . . . . . . . . . . . . 4A-55 Piston and Connecting Rod Reassembly 4A-57 Piston and Piston Ring Combinations . . . 4A-58 Piston Installation . . . . . . . . . . . . . . . . . . . . 4A-59 Crankcase Cover Installation . . . . . . . . . . . 4A-61 Reed Block Assembly. . . . . . . . . . . . . . . . . 4A-62 Assembly of Reed Blocks to Reed Block Adaptor Plate . . . . . . . . . . . . . . . . . . . . . . . 4A-63 Assembly of Exhaust Divider Plate to Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-63 Cylinder Head Installation . . . . . . . . . . . . . 4A-64 Reinstalling Engine Components . . . . . . . . . . 4A-65 Throttle Lever/Throttle Cam Assembly . . . . . 4A-66 Throttle Lever and Shift Shaft . . . . . . . . . . . . . 4A-67 Powerhead Installation on Pump Unit . . . . . . 4A-68 Break-ln Procedure. . . . . . . . . . . . . . . . . . . . . . 4A-71 4 A 90-881986 JANUARY 2001 Page 4A-1 POWERHEAD Powerhead Specifications CYLINDER BLOCK Type Displacement Thermostat V–6 Cylinder, Two Cycle, Direct Injected 153 cu. in. (2508 cc) 60° Vee 142° F (61° C) STROKE Length (All Models) 2.65 in. (67.3 mm) CYLINDER BORE Diameter (Std) Diameter 0.015 in. Oversize Taper/Out of Round/Wear Maximum Bore Type 3.501 in. (88.925 mm) 3.516 in. (89.306 mm) 0.003 in. (0.076 mm) Cast Iron CRANKSHAFT Maximum Runout 0.006 in. (0.152 mm) PISTON Piston Type Diameter Standard Diameter 0.015 in. Oversize Aluminum 3.4925 in. ± .0005 in. (88.7095 mm ± 0.0127 mm) 3.5075 in. ± 0.0005 in. (89.0905 mm ± 0.0127 mm) PISTON DIAMETER Dimension “A” at Right Angle (90°) to Piston Pin 0.700 17.78mm 3.4925 in. ± .0005 in. (88.7095 mm ± .0127 mm) Using a micrometer, measure dimension “A” at location shown. Dimension “A” should be 3.4925 in. ± .0005 for a STANDARD size piston (new) Dimension “A” will be 0.001 – 0.0015 less if coating is worn off piston (used) REEDS Reed Stand 0pen (Max.) 0.020 in. (0.50 mm) Page 4A-2 90-881986 JANUARY 2001 POWERHEAD Special Tools 1. Lifting Eye 91-90455T 2. Powerhead Stand 91-30591T1 3. Piston Ring Expander 91-24697 4. Lockring Removal Tool 91-52952T1 5. Piston Pin Tool 91-74607A1 6. Driver Head 91-55919 90-881986 JANUARY 2001 Page 4A-3 POWERHEAD 7. Universal Puller Plate 91-37241 8. Snap Ring Pliers 91-24283 9. Lockring Installation Tool 91-77109A3 10. Piston Ring Compressor for 2.5 Litre (153 cu. in.) 91-818773T 11. 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 Page 4A-4 90-881986 JANUARY 2001 POWERHEAD Notes: 90-881986 JANUARY 2001 Page 4A-5 POWERHEAD Cylinder Block Assembly 95 95 95 95 14 12 12 Loctite Master Gasket (92-12564-2) 14 2 Cycle Outboard Oil (92-826666A24) 95 2-4-C With Teflon (92-825407A12) Page 4A-6 90-881986 JANUARY 2001 POWERHEAD Cylinder Block and End Caps REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm 1 1 CYLINDER BLOCK ASSEMBLY 2 2 DOWEL PIN (0.375 x 0.620) locating 3 2 DOWEL PIN (Center Main) 4 1 COVER-Top Starter Mounting 5 2 SCREW (0.312-18 x 1.50) 6 1 COVER (Bottom Starter Mounting)) 7 2 SCREW (0.312-18 x 2.00) 17.5 24 8 8 SCREW (0.312-16 x 3.250) 37 50 9 6 SCREW (0.312-18 x 1.250) 15 20 10 1 CAP (Nylon) 11 1 ADJUSTING SCREW (0.250-20 x 1.750) 12 1 JAM NUT (0.250-20) 13 1 END CAP ASSEMBLY-Upper 14 1 O-RING 15 1 BEARING KIT (Top Main) 16 1 SEAL-Oil 17 4 SCREW with LOCKWASHER (0.312-18 x1.00) 17 23 18 1 END CAP ASSEMBLY-Lower 19 1 O-RING (3-1/4 IN. I.D.) 20 2 OIL SEAL 21 4 SCREW (0.250-20 x 0.750) 80 9 22 4 LOCKWASHER (0.250) 23 1 BRACKET 24 1 TPS LEVER 25 3 SCREW-(M6 x 25) Bracket to Crankcase 70 8 26 3 BUSHING 27 3 WASHER 28 3 GROMMET 29 1 THROTTLE POSITION SENSOR 30 1 TPS COVER 31 3 SCREW -TPS to bracket (#10-32 x 2.00) 15 1.7 32 1 THROTTLE LINK 33 1 SCREW (M8 x 14) 13 18 34 1 SCREW (#12-14 x 0.375) 85 9.5 35 1 PLUG (0.125-27) 36 1 GASKET 37 1 PLATE KIT-Exhaust Divider 38 1 SEAL-Exhaust Divider 39 17 SCREW with WASHER (0.312-18 x 1.50) 13 18 40 2 SCREW (0.312-18 x 1.00) 13 18 41 1 GASKET 42 1 COVER-Relief Valve 43 4 SCREW (0.312-18 x 0.880) 13 18 44 1 SCREW (#6-32 x 0.250) 9 1 90-881986 JANUARY 2001 Page 4A-7 POWERHEAD Cylinder Block Assembly 95 95 95 95 14 12 12 Loctite Master Gasket (92-12564-2) 14 2 Cycle Outboard Oil (92-826666A24) 95 2-4-C With Teflon (92-825407A12) Page 4A-8 90-881986 JANUARY 2001 POWERHEAD Cylinder Block and End Caps REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm 45 1 PLUG-Pipe (0.250 x 18) 46 1 PLUG-Pipe (0.500 x 14) 47 1 PLUG-Pipe (0.750 x 14) 48 1 GASKET/SEAL SET 90-881986 JANUARY 2001 Page 4A-9 POWERHEAD Cylinder Head Assembly 14 14 2 Cycle Outboard Oil (92-826666A24) Page 4A-10 90-881986 JANUARY 2001 POWERHEAD Cylinder Head Assembly REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm 11 1 CYLINDER HEAD (PORT) 1 CYLINDER HEAD (STARBOARD) 2 24 BOLT (0.375-16 x 2.750) 30 lb-ft (41 Nm), then tighten additional 90 degrees 3 4 DOWEL PIN (0.250 x 0.625) 4 2 O-RING 5 2 COVER-Thermostat 6 4 SCREW (M6 x 25) 120 13.5 7 2 SENSOR-Temperature (Port and Starboard) 14 1.6 8 2 O-RING 9 2 SEAL–Cylinder Head 10 6 SEAL–Cylinder Bore 90-881986 JANUARY 2001 Page 4A-11 POWERHEAD Crankshaft, Pistons and Connecting Rods 14 95 95 95 14 95 95 95 14 14 95 2 Cycle Outboard Oil (92-826666A24) 2-4-C With Teflon (92-825407A12) Page 4A-12 90-881986 JANUARY 2001 POWERHEAD Crankshaft, Pistons and Connecting Rods REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm 1 1 CRANKSHAFT ASSEMBLY 2 1 BALL BEARING (LOWER) 3 1 RETAINING RING 4 1 CARRIER ASSEMBLY 5 1 PACKING-Carrier 6 7 RING–Sealing 7 2 BEARING KIT-Crankshaft (Center Main) 8 2 CONNECTING ROD KIT 9 12 SCREW (0.312-24 x 0.875) 1st Torque: 15 lb-in 2nd Torque: 20 lb-ft Turn screw additional 90 degrees after 2nd torque. T 10 12 WASHER-Thrust 11 204 NEEDLE BEARING–piston end 12 6 BEARING KIT-Needle Bearings 1313 3 PISTON (STARBOARD) 3 PISTON (PORT) 14 12 LOCK RING 15 12 RING SET-Piston (Upper and Lower - 12 Rings) 90-881986 JANUARY 2001 Page 4A-13 POWERHEAD Expansion Chamber and Adaptor Plates Page 4A-14 90-881986 JANUARY 2001 POWERHEAD Expansion Chamber and Adaptor Plates REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 CHAMBER-Expansion 2 1 GASKET-Expansion Chamber 3 2 GASKET (Block to Exhaust Expansion Chamber) 4 6 NUT (M8) 20 27 5 6 STUD (M8 x 48) 6 1 ELBOW (0.125-27) 7 1 ELBOW (90°) 8 2 PIN-Dowel-(0.375 x 0.620) 9 1 ADAPTOR-Engine 10 8 WASHER 11 8 SCREW (.375-16 x 2.250) 35 47 12 1 FITTING-Strainer 13 1 O-RING 14 2 WASHER 15 2 SCREW (.375-16 x 3.750) 35 47 16 11 NUT (M10) 35 47 17 1 COVER ASSEMBLY-Top Of Drive Housing 18 5 STUD (M10 x 53) 30 40 19 1 GASKET-Engine Adaptor 20 6 STUD (M10 x 101) 30 40 21 1 CONNECTOR 22 1 O-RING 23 1 O-RING 24 3 CABLE TIE (8.00 Inch) 25 1 HOSE-Siphon (9.00 Feet Bulk) (Cut 42.00 Inches) 26 1 SIPHON BREAK 27 1 HOSE-Siphon (9.00 Feet Bulk) (Cut 18.00 Inches) 28 1 CLAMP 29 1 FILTER-Siphon Hose 90-881986 JANUARY 2001 Page 4A-15 POWERHEAD Torque Sequence CRANKCASE COVER BOLTS (AND TORQUE SEQUENCE) 1 23 4 5 6 78 a b a-Add light oil to threads and bolt face: 8 Bolts (3/8 in. - 16 in.) 38 lb. ft. (51.5 N·m) b-Bolts (5/16 in. - 18) 180 lb. in. (20 N·m) EXHAUST DIVIDER PLATE BOLTS 16.5 lb. ft. (22.5 N·m) Apply Loctite 271 to threads 1 2 3 4 56 7 8 9 11 12 13 14 15 1819 10 16 17 56167 Page 4A-16 90-881986 JANUARY 2001 POWERHEAD CYLINDER HEAD BOLTS Add light oil to threads and bolt face: 30 lb. ft. (41 N·m) then turn an additional 90°. 9 1 5 4 8 AIR PLENUM/REED BLOCK ASSEMBLY PLATE BOLTS 14.5 lb. ft. (19.5 N·m) 12 56168 2 3 6 7 10 11 56160 12 3 4 56 7 8 910 11 12 90-881986 JANUARY 2001 Page 4A-17 POWERHEAD Page 4A-18 90-881986 JANUARY 2001 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. 2. Disconnect remote oil tank hose. 3. Disconnect remote control harness from powerhead harness connector. 58733 a b c d a a - Positive Battery Cable b - Negative Battery Cable c - Remote Oil Tank Hose d - Remote Control Harness POWERHEAD 90-881986 JANUARY 2001 Page 4A-19 4. Remove throttle cable. 5. Remove fuel inlet line. 6. Disconnect water by-pass hose. 7. Disconnect vapor separator vent hose between vapor separator and boat hull. a b c d 58740 a - Throttle Cable b - Fuel Inlet c - Vent Hose d - Water By-Pass 8. Remove 11 nuts (5 nuts on opposite side) securing powerhead to housing cover. a a b 58742 a - M10 x 1.5 Nuts b - Flush Hose Attachment 9. 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. 58757 POWERHEAD Page 4A-20 90-881986 JANUARY 2001 10. Remove exhaust outlet coolant hose from air compressor. 11. Remove 6 nuts securing expansion chamber and remove expansion chamber. 58754 a b b a - Coolant Hose b - Nuts (6) POWERHEAD Removing Engine Components NOTE: Engine components can be removed individually or in some cases as an assembly. Removing Engine Components Individually Section 2 Starter Motor Starter Motor *Electronic Control Module *Ignition Coil *Starter Solenoid Alternator Flywheel Section 3 Direct Fuel Injection Fuel Pump On-Board Oil Tank Oil Pump *All ignition and electrical components should remain attached to electrical plate. Plate with components can be removed as an assembly. 90-881986 JANUARY 2001 Page 4A-21 POWERHEAD Page 4A-22 90-881986 JANUARY 2001 Removing Engine Components as an Assembly VAPOR SEPARATOR TANK (VST) REMOVAL CAUTION Fuel system must be bled off prior to removal of fuel system components. NOTE: Use Fuel/Air Pressure Gauge 91-16850--1 or 91-852087A1/A2/A3 to de-pressurize air hose first and then fuel hose. 1. De-pressurize fuel system. b c a 58730 a - Port Fuel Rail b - Fuel Pressure Port c - Air Pressure Port 2. Place suitable container underneath vapor separator drain plug and remove plug. 3. Disconnect water separator sensor lead. 4. Disconnect electric fuel pump harness connectors. a 58709 b c c 58706 a - Drain Plug b - Sensor Lead c - Harness Connectors POWERHEAD 90-881986 JANUARY 2001 Page 4A-23 NOTE: Upper fuel hose is excess fuel return from fuel rails; lower fuel hose is fuel inlet from electric circulating pump beside fuel/water separator. 5. Remove the fuel inlet hose from the fuel lift pump. 6. Remove vapor separator vent hose. 7. Remove the fuel outlet hose and fuel return hose from fuel rails. 8. Remove vapor separator ground lead. 9. Remove 3 mounting bolts and remove separator. a b d e f f c 58740 58709 g a - Fuel Inlet Hose to Fuel Lift Pump b - Vapor Separator Vent Hose c - Fuel Outlet Hose d - Fuel Return Hose e - Fuel Inlet Hose f - Mounting Bolts (3) g - Ground Lead POWERHEAD Page 4A-24 90-881986 JANUARY 2001 ELECTRICAL PLATE AND HARNESS REMOVAL 58755 58715 58734 b a b c c c d d c c e e e e a - Remove Spark Plug Boots (6) from Spark Plugs b - Disconnect Temperature Sensor Connectors c - Disconnect Fuel Injector Connectors d - Disconnect Direct Injector Connectors – Injectors are hidden from view on Starboard Fuel Rail e - Disconnect Wiring Harness Retainers POWERHEAD 90-881986 JANUARY 2001 Page 4A-25 58711 a b c a - Remove 2 Nuts Securing Aft Portion of Electrical Plate b - Disconnect Water Pressure Sensor Harness and Sensor Retainer c - Disconnect Crank Position Sensor Connector POWERHEAD Page 4A-26 90-881986 JANUARY 2001 58718 f f b c d a 58705 58709 e a - Disconnect Oil Pump Connector b - Disconnect Harness Ground Lead below Starter Motor c - Disconnect RED and RED/YELLOW leads from Starter Solenoid d - Disconnect MAP Sensor Connector e - Disconnect Air Temperature Sensor Connector f - Remove Nut and Screw Securing Electrical Plate POWERHEAD 90-881986 JANUARY 2001 Page 4A-27 58758 58724 a b c d a - Remove Output lead from Alternator b - Remove Sense lead from Alternator c - Disconnect TPS Harness Connection d - Disconnect Low Oil Sensor Bullet Connectors 10. Remove electrical harness assembly from engine. POWERHEAD Page 4A-28 90-881986 JANUARY 2001 FUEL RAIL REMOVAL 1. Remove coolant hose between PORT fuel rail and air compressor. 2. Remove incoming coolant hose from PORT fuel rail. 58743 b a a - Coolant Hose (Air Compressor) b - Incoming Coolant Hose 3. Remove 2 screws securing compressor air hose and remove hose from STARBOARD fuel rail. 58716 b a a - Air Hose b - Screws POWERHEAD 90-881986 JANUARY 2001 Page 4A-29 4. Remove 2 nuts securing each fuel rail and remove both fuel rails as an assembly. 58744 a a - Nuts STARTER MOTOR REMOVAL 58754 a a a - Remove 4 Bolts Securing Starter Motor POWERHEAD Page 4A-30 90-881986 JANUARY 2001 ALTERNATOR REMOVAL b a c 58749 a b 58759 a - Remove Bolt and Nut b - Remove Bolt c - Rotate Belt Tensioner POWERHEAD 90-881986 JANUARY 2001 Page 4A-31 AIR COMPRESSOR REMOVAL 58750 a 58752 b c d a - Remove 2 Bolts (top) b - Remove Nut c - Remove Oil Input Hose d - Remove Oil Return Hoses POWERHEAD Page 4A-32 90-881986 JANUARY 2001 OIL RESERVOIR REMOVAL b c d a 58756 a - Plug Off Oil Hose to Oil Pump b - Plug Off Incoming Oil Hose c - Remove 3 Bolts Securing Reservoir d - Disconnect Low Oil Sensor Bullet Connectors POWERHEAD 90-881986 JANUARY 2001 Page 4A-33 Starboard Side Oil Hose Routing 58763 POWERHEAD Page 4A-34 90-881986 JANUARY 2001 Port Side Oil Hose Routing 58618 58766 POWERHEAD 90-881986 JANUARY 2001 Page 4A-35 Water By-Pass Hose Routing 58762 c b a a - Starboard Housing b - Port Housing c - Water by-Pass Hose to Thru Hull Fitting POWERHEAD Page 4A-36 90-881986 JANUARY 2001 Powerhead Disassembly 1. Place powerhead in repair stand or on a bench. 2. Remove cylinder heads from engine block. a 58522 b c a - Cylinder Head b - O-Rings c - Engine Block POWERHEAD 90-881986 JANUARY 2001 Page 4A-37 3. Remove exhaust manifold cover and seal. 4. Referring to Section 3B, remove air plenum/reed block/adaptor plate assembly from cylinder block. a d 58623 c c b a - Exhaust Manifold Cover b - Seal c - Gasket d - Air Plenum/Reed Block/Adaptor Plate Assembly 5. Inspect reeds as outlined in “Cleaning and Inspection”. 56169 6. Remove bolts from end caps. POWERHEAD UPPER END CAP a 58350 a-Crankcase Attaching End Cap Bolts LOWER END CAP a a-Crankcase Attaching End Cap Bolts 7. Remove bolts which secure crankcase cover to cylinder block. 8. Pry crankcase cover off cylinder block using pry bars in locations shown. ab a 51845 a-Pry Points b-Crankcase Cover Page 4A-38 90-881986 JANUARY 2001 POWERHEAD CRANKCASE COVER REMOVED 51848 1. Use Powerhead Stand (91-30591A1) for rotating crankshaft to desired position for removal of connecting rods. 2. Using an awl or electric pencil, scribe the cylinder identification number on each connecting rod as shown. Reassemble connecting rods in same cylinder. ÄÄÄÄ 51849 3. 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 51850 4. Push piston out of cylinder block. 5. After removal, reassemble each piston and connecting rod assembly. 90-881986 JANUARY 2001 Page 4A-39 POWERHEAD CAUTION Each connecting rod and end cap are a matched machined set and must never be mismatched. 6. Inspect pistons as outlined in “Cleaning and Inspection,” following. 7. Use Piston Ring Expander (91-24697) to remove piston rings. Always install new piston rings. 56155 56153 8. Using an awl, scribe identification number of connecting rod on inside of piston. Reassemble piston on same connecting rod. 9. Using tool (91-52952A1), remove piston pin lockrings from both ends of piston pin. Never re-use piston pin lockrings. 51083 56154 b a a-Scribe Identification Number b-Lockring IMPORTANT: Warming the piston dome using a torch lamp will ease removal and installation of piston pin. Page 4A-40 90-881986 JANUARY 2001 POWERHEAD 10. Support piston and tap out piston pin using service tool (91-92973A1) as shown. 11. Remove piston pin needle bearings (35 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. 51853 b a ac 51088 a-Piston Pin b-Piston Pin Tool c-Needle Bearing Locating Washers 12. Remove upper end cap and lower end cap from crankshaft. 13. Remove and discard O-ring seals from each end cap. 14. Remove oil seal(s) from end of each end cap by driving seal out with a punch and hammer. 15. 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. 51848 ab a-Upper End Cap b-Lower End Cap d c c-O-Ring d-Seal 90-881986 JANUARY 2001 Page 4A-41 a a POWERHEAD 16. 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 Safety glasses should be worn when removing or installing crankshaft sealing rings. 17. Remove retaining ring as shown. b 58617 58619 a-Sealing Rings b-Retaining Ring 18. Remove bearing race halves and roller bearings from crankshaft. IMPORTANT: Keep same bearing races and roller bearings together. 58614 a a b a-Bearing Race Halves b-Roller Bearings Page 4A-42 90-881986 JANUARY 2001 bb c a bb c a POWERHEAD Inspect crankshaft ball bearing as outlined in “Cleaning and Inspection,” following. IMPORTANT: DO NOT remove crankshaft ball bearing, unless replacement is required. 19. 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 b. Press crankshaft out of lower ball bearing as shown. d 51081 a-Press b-Powerhead Stand (91-30591A1) c-Crankshaft Ball Bearing d-Universal Puller Plate (91-37241) 90-881986 JANUARY 2001 Page 4A-43 POWERHEAD 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. CAUTION If crankcase cover or cylinder block is to be submerged in a very strong cleaning solution, it will be necessary to remove the oil system 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. 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 crankshaft 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 installation, Powerhead Reassembly section to determine if powerhead can be used. Page 4A-44 90-881986 JANUARY 2001 POWERHEAD 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. 90-881986 JANUARY 2001 Page 4A-45 POWERHEAD 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. 51846 Models Cylinder Block Finish Hone Standard Piston Bore 3.501 in. (88.93mm) .015 in. (0.381mm) Oversize Piston Bore 3.516 in. (89.31mm) 4. If a cylinder bore is tapered, out-of-round or worn more than 0.003 in. (0.076mm) from standard “Cylinder Block Finish Hone” diameter (refer to chart, preceding), it will be necessary to re-bore that cylinder(s) to 0.015 in. (0.381mm) 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 car bon from piston ring grooves being careful not to scratch sides of grooves. Refer to procedure following for cleaning piston ring grooves. Page 4A-46 90-881986 JANUARY 2001 POWERHEAD CLEANING PISTON RING 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 Enlarged View of Piston Ring Grooves MEASURING PISTON ROUNDNESS Piston has a barrel profile shape and is not a true diameter. 1. Using a micrometer, measure dimension “A” at location shown. Dimension “A” should be as indicated in chart following. Piston Dimension “A” Standard Piston 3.4925 in. ± 0.0005 in. 0.015 in. Oversize Piston 3.5075 in. ± 0.0005 in. 2. Using a micrometer, measure dimension “B” at location shown. Dimension “B” should be within 0.008 in. of dimension “A.” a b 0.700 in. (17.78mm) a-Dimension “A” at RIGHT Angle (90°) to Piston Pin b-Dimension “B” (in line with Piston Pin) 90-881986 JANUARY 2001 Page 4A-47 POWERHEAD 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 0.004 in. (0.1 mm) over the ENTIRE length of the cylinder head. If measured warpage, as determined on a surface block, exceeds 0.004 in. (0.1 mm) or a discontinuity of up to 0.004 in. (0.1 mm) exists in a narrow portion of the cylinder head’s surface length, then the cylinder head should be replaced. It is recommended that the cylinder head not be resurfaced as the o-ring groove depth in the head will be reduced resulting in possible cylinder leakage. 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. Maximum runout is 0.006 in. (0.152 mm). (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 overheating. (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” 51847 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. Page 4A-48 90-881986 JANUARY 2001 POWERHEAD 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-and-forth. 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. CAUTION DO NOT intermix halves of upper and lower crankshaft 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 90-881986 JANUARY 2001 Page 4A-49 POWERHEAD End Bearing Bleed System 1. Check rubber bleed hoses. Replace any hose that is cracked, cut or deteriorating. 2. Check operation of lower end cap check valve. If valve is working properly, air can be drawn thru check valve “one way” only. If air can pass thru a check valve both ways, valve is not working properly and must be replaced. 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 0.002 in. (0.051 mm) 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). 51853a 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. 51853 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. 51853a a-Spalling Page 4A-50 90-881986 JANUARY 2001 POWERHEAD 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). 51853a a-Chatter Marks Between Arrows 7. Uneven Wear: Uneven wear could be caused by a bent connecting rod. 51853a a-Uneven Wear Between Arrows 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. 90-881986 JANUARY 2001 Page 4A-51 POWERHEAD 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. 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 installed 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 30 Ib. ft. (41 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 30 Ib. ft. (41 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. 2. Reinstall retaining ring using a suitable pair of Snap Ring Pliers. a b c d a-Crankshaft b-Ball Bearing c-Suitable Mandrel e 5185251854 d-Press e-Retaining Ring Page 4A-52 90-881986 JANUARY 2001 POWERHEAD 3. If removed, spread new crankshaft sealing rings just enough to slide over crankshaft journal. 4. Use Piston Ring Expander (91-24697) and install crankshaft sealing rings into groove. 51854 a 51849 a-Crankshaft Sealing Rings 5. Lubricate center main crankshaft roller bearings and races with light oil. b 51854a 14 b 14 2 Cycle Outboard Oil (92-826666A24) a-Install so LARGER of the 3 holes is toward DRIVE SHAFT end of crankshaft b-Verify retaining ring bridges the separating lines of the bearing race 90-881986 JANUARY 2001 Page 4A-53 POWERHEAD 6. Place center main crankshaft roller bearings on upper and lower main bearing journals as shown. 7. Install center main bearing races as shown. 8. Secure center main bearing races together with retaining rings. Make sure retaining ring bridges the separating lines of the bearing race. FLYWHEEL END a a a-Center Main Bearing Races 9. Install oil seals into lower end cap as follows: a. Apply a thin bead of Loctite 271 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 2-4-C w/Teflon (92-825407A12). e. Lubricate O-ring seal surface on end cap with 2 cycle oil. Install o-ring over lower end cap. DRIVE SHAFT END 58614 51849 b a 7 Loctite 271 (92-809820) 7 14 2 Cycle Outboard Oil (92-826666A24) 14 95 2-4-C With Teflon (92-825407A12) 95 a-Oil Seal b-O-ring Page 4A-54 90-881986 JANUARY 2001 POWERHEAD 10. Install oil seal into upper end cap as follows: a. Apply a thin bead of Loctite 271 to outer diameter of upper end cap oil seal. b. Use a suitable mandrel, press oil seal into upper end cap (lip facing down) until bottomed out on lip of end cap. Remove any excess Loctite. c. Lubricate oil seal lip with Quicksilver 2-4-C w/Teflon (92-825407A12). d. Lubricate O-ring seal surface on end cap with Quicksilver 2-4-C w/Teflon (92-825407A12). Install O-ring on end cap. b 7 Loctite 271 (92-809820) 95 2-4-C With Teflon (92-825407A12) 95 95 7 a 58324c c-O-ring a-Oil Seal b-Lip of End Cap 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. 90-881986 JANUARY 2001 Page 4A-55 POWERHEAD 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. 51848 a 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. 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. 51848 51848 a 14 14 2 Cycle Outboard Oil (92-826666A24) c b 14 a-Dowel Pin c-Lower End Cap b-Upper End Cap Page 4A-56 90-881986 JANUARY 2001 POWERHEAD Piston and Connecting Rod Reassembly 1. Place needle bearings on a clean piece of paper and lubricate with Quicksilver 2-4-C w/Teflon Marine Lubricant. NOTE:There are 35 needle bearings per piston 2. Place sleeve which is part of piston pin tool (91-92973A1) into connecting rod and install needle bearings around sleeve as shown. 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. 51851 b 51851 b a a-Sleeve b-Locating Washers 4. Insert piston pin tool (91-92973A1) and push sleeve out of piston. Keep piston pin tool in piston. 5. Use a mallet and tap piston pin into piston and push piston pin tool out. 51086 51080 c d a b a-Piston Pin Tool c-Piston Pin b-Sleeve d-Piston Pin Tool 6. Install new piston pin lockrings (one each end of piston pin) with Lockring Installation Tool (91-93004A2). 90-881986 JANUARY 2001 Page 4A-57 POWERHEAD 7. Make sure lockrings are properly seated in piston grooves. 5108651086 a a b a-Lockring Installation Tool b-Lockring Piston and Piston Ring Combinations All models have two half keystone (half tapered) rings. Pistons with two half keystone (half tapered) rings 0.056 in. (1.4 mm) 0.056 in. (1.4 mm) a ba b a-Half Keystone (half tapered) Piston Ring b-Enlarged View of Piston Ring Grooves Page 4A-58 90-881986 JANUARY 2001 POWERHEAD 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. (12.7 mm) 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 0.010 in. to 0.018 in. (0.25 mm to 0.45 mm). If end gap is greater, check other piston rings in cylinder bore, until rings (within tolerance) are found. IMPORTANT: Piston ring side with dot or letter must be facing up. a b c d a-Piston Ring b-Dots (Faces Up) c-Feeler Gauge e f 51852 d-Ring End Gap e-Dot or Letter f-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. 5. Lubricate piston, rings and cylinder wall with 2-Cycle Outboard Oil. 56155 a b 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. 90-881986 JANUARY 2001 Page 4A-59 POWERHEAD 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 starboard side of engine and the word “UP” toward top of engine. 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. 56156 CYL 2 CYL 4 CYL 6 CYL 1 CYL 3 CYL 5 UP P UP P UP P UP S UP S UP S 14 14 2 Cycle Outboard Oil (92-826666A24) 10. Apply Quicksilver 2-4-C w/Teflon 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. 12. Tighten connecting rod bolts (using a 5/16 in. - 12 point socket). First torque to 15 lb. in. (1.7 N·m) then 20 lb. ft. (27 N·m). Turn each bolt an additional 90° after 2nd torque is attained. Recheck alignment between rod cap and rod as shown. 2 Cycle Outboard Oil (92-826666A24) 2-4-C With Teflon (92-850736A1) 95 14 a a 51850 a-Connecting Rod Screws 13. Rotate crankshaft several times (using powerhead stand) to assure free operation (no binds and catching). 95 14 Page 4A-60 90-881986 JANUARY 2001 POWERHEAD 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. End View End View Side View End View Incorrect-Incorrect-Cap Side View Incorrect-Cap Correct Not Aligned on Backwards Correct ÄÄÄÄÄÄÄÄÄÄÄon Backwards ÄÄÄÄ14. Verify that no piston rings were broken during installation by pressing in on each piston ring thru exhaust port using a screwdriver. If no spring tension exists (ring fails to re- turn to position), it’s likely ring is broken and must be replaced. 51852 a a-Screwdriver Crankcase Cover Installation 1. Remove all oil from mating surfaces of crankcase cover and cylinder block with Loctite 7649 Primer (92-809824). 2. Apply a thin, even coat of Loctite Master Gasket #203 on mating surfaces of crankcase cover or cylinder block. 12 Loctite Master Gasket (92-12564-2) 58620 12 a-Loctite Master Gasket (92-12564-2) 90-881986 JANUARY 2001 Page 4A-61 POWERHEAD 3. 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). 4. Install remaining crankcase cover flange bolts. 5. Tighten end cap bolts to specified torque. 8 7 4 2 65 3 1 b a c d a-Upper End Cap Bolts – Torque to 17 lb. ft. (23 N·m) b-Lower End Cap Bolts – Torque to 80 lb. in. (9 N·m) c-Add Light Oil to Threads and Bolt Face – 8 Bolts (3/8 in.-18) Torque to 38 lb. ft. (51.5 N·m) d-Bolts (5/16 in.-18) Torque to 180 lb. in. (20 N·m) Reed Block Assembly IMPORTANT: DO NOT remove reeds from reed blocks, unless replacement is necessary. DO NOT turn used reeds over for re-use. Replace reeds in sets only. 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. Inspect reed block neoprene surface for wear, cuts or abraisions. Replace reed block(s) as required. 3. Check for chipped and broken reeds. 020051 58347 Allowable reed opening is 0.020 in. (0.51 mm) or less. Replace reeds if either reed is standing open more than 0.020 in. (0.51 mm). Page 4A-62 90-881986 JANUARY 2001 POWERHEAD Assembly of Reed Blocks to Reed Block Adaptor Plate a a-Torque to 90 lb. in. (10 N·m) Assembly of Exhaust Divider Plate to Block 1. Place exhaust divider seal into slot in block and install divider plate with gasket. 2. Clean bolt threads with Loctite 7649 Primer (92-809824). 3. Apply Loctite 271 to bolt threads and torque bolts to 16.5 Ib. ft. (22 Nm). 4. Torque exhaust divider plate bolts in following sequence. a b c d 19 10 15 13 18 14 9 6 5 3 1 2 4 7 8 11 12 50805 56167 16 17 a-Divider Seal c-Gasket b-Exhaust Divider Plate d-Attaching Bolt 90-881986 JANUARY 2001 Page 4A-63 POWERHEAD Page 4A-64 90-881986 JANUARY 2001 Cylinder Head Installation 1. Install each cylinder head to engine block with thermostat pocket “UP”. Apply light oil to new cylinder head bolt threads and torque bolts to 30 Ib. ft. (41 N·m), then turn an additional 90°. Install thermostat assembly into each cylinder head. 2. Install temperature sensors in STARBOARD and PORT cylinder heads. 56168 2 1 3 4 6 5 7 8 10 9 11 12 c d h e a b 58130 58084 i j f g NOTE: Cylinder head o-rings are directional in their installation. The grooved side faces the cylinder block. The pointed side faces into the cylinder head. Failure to install the orings correctly may result in cylinder head leakage. O-rings should not be damaged or twisted. Replace as required. a - Bolt [Torque to 30 lb. ft. (41 N·m) and then turn 90°] b - Cylinder Head c - Dowel Pin d - Seal e - O-ring f - Temperature Sensor g - O-ring h - Cover i - Bolt [Torque to 10 lb. ft. (13.0 N·m)] j - O-ring NOTE: The temperature sender provides continuous temperature information to the ECU while the engine is running. Should temperature reach pre-programmed levels, the ECU will activate a warning horn and warning light. POWERHEAD 90-881986 JANUARY 2001 Page 4A-65 3. Temperature sensor installed. PORT STARBOARD 58715 a 58734 a a - Overheat Temperature Sensor Reinstalling Engine Components NOTE: Components can be reinstalled individually or as an assembly. If reinstalling components individually, refer to the following sections. If reinstalling components as an assembly, refer to Removing Engine Components as an Assembly, page 4A-20 through 4A-29, and reinstall in reverse sequence. Section 2 Starter Motor Electronic Control Module Ignition Coil Starter Solenoid Alternator Flywheel Throttle Position Sensor Section 3 Direct Fuel Injection Fuel Pump On-Board Oil Tank Oil Pump Fuel Lift Pump POWERHEAD Throttle Lever/Throttle Cam Assembly 95 95 2-4-C With Teflon (92-850736A1) Page 4A-66 90-881986 JANUARY 2001 POWERHEAD Throttle Lever and Shift Shaft REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. Nm 1 1 CAM-Throttle 2 1 ROLLER 3 1 ROLLER-Throttle 4 1 LOCKWASHER (#10) 5 1 WASHER 6 1 SCREW (M5 x 16) Drive Tight 7 1 BUSHING 8 1 BEARING 9 1 SCREW (M8 x 40) 145 16 10 2 BUSHING-Swivel 11 1 ROD-Throttle Control 12 1 SCREW (0.375-16 x 1.750) 20 27 13 1 BUSHING 14 1 SPACER 15 1 LEVER-Throttle 16 1 CAP (Nylon) Drive Tight 17 1 INSERT 18 1 WASHER Drive Tight 19 1 NUT (M6) 50 6 20 1 NUT (0.250-20) 21 1 SCREW (0.250-20 x 2.125) 22 1 BRACKET-Anchor 23 2 SCREW-Drive 24 1 Latch-Control Lever 25 1 CUP-Barrel Retainer 26 1 SCREW (0.312-18 x 0.880) 13 18 90-881986 JANUARY 2001 Page 4A-67 POWERHEAD Page 4A-68 90-881986 JANUARY 2001 Powerhead Installation on Pump Unit 1. Install Lifting Eye (91-90455) into flywheel. WARNING BE SURE that Lifting Eye is threaded into flywheel as far as possible 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. IMPORTANT: DO NOT apply lubricant to top of driveshaft as this will prevent driveshaft from fully engaging into crankshaft. 3. Apply a small amount of Special Lubricant 101 (92-13872A1) onto driveshaft splines. 4. Use hoist to lower powerhead onto pump unit. It may be necessary to turn flywheel (aligning crankshaft splines with driveshaft splines) so that powerhead will be fully installed. 5. Install 11 locknuts which secure powerhead to exhaust extension plate/driveshaft housing. Torque locknuts in 3 progressive steps until secured. 6. Disconnect hoist from Lifting Eye and remove Lifting Eye from flywheel. 7. Reinstall plastic cap into center of flywheel cover. 58742 58757 a b b a - Lifting Eye (91-90455) b - Powerhead Attaching Locknuts – Torque Nuts to 35 lb. ft. (47 N·m) Refer to Section 1D, Sport Jet Installation to complete powerhead installation and cable adjustment. Follow Timing, Synchronizing and Adjusting as outlined in Section 2C. POWERHEAD 90-881986 JANUARY 2001 Page 4A-69 8. Connect positive battery cable to starter solenoid. 9. Connect negative battery cable to lower front starter mounting bolt. 10. Connect remote oil tank pressure hose. 11. Connect remote control harness to powerhead harness connector. 58733 a b c d a a - Positive Battery Cable b - Negative Battery Cable c - Remote Oil Tank Hose d - Remote Control Harness POWERHEAD Page 4A-70 90-881986 JANUARY 2001 12. Install throttle cable. Secure with washer and locknut. Tighten locknut and then back off 1/4 turn. 13. Install fuel inlet line. Secure hose with stainless hose clamp. 14. Install vapor separator vent hose. Secure hose with stainless hose clamp. IMPORTANT: High Pressure Pump Connector MUST BE routed on the outside of VST vent fitting. 15. Install water by-pass hose. Secure hose with stainless hose clamp. a b c d 58740 a - Throttle Cable b - Fuel Inlet c - Vent Hose d - Water By-Pass Refer to Section 2 of this Service Manual “Timing/ Synchronizing/Adjusting” for engine set-up procedures. POWERHEAD Break-ln Procedure CAUTION Severe damage to the engine can result by not complying with the Engine Break- in Procedure. FUEL REQUIREMENTS Do not use pre-mixed gas and oil in this engine. Use straight gasoline during engine break-in and after engine break-in. The ECM is programmed to signal the oil pump to provide additional oil (50:1 ratio) during the first 120 minutes of operation. The ECM will monitor this period through its own internal clock. At the end of this period, the ECM will signal the oil pump to go to a standard ratio of 300 – 400:1 @ idle and 40:1 @ W.O.T. INITIATING ENGINE BREAK-IN SEQUENCE Refer to Section 3C for proper procedures. ENGINE BREAK-IN PROCEDURE (ALL MODELS) First Hour • Allow engine to warm up for 30 – 60 seconds. • Avoid continuous operation at idle speed for more than 10 minutes. • Run engine for the majority of the time between 3000 and 4500 rpm; approximately 3/4 throttle. • Vary engine speed; change engine speed approximately every 2 minutes. • Short bursts of full throttle for periods up to 10 seconds are acceptable. Next 3 Hours • Change engine speed every 10 minutes. 90-881986 JANUARY 2001 Page 4A-71 COOLING POWERHEAD Section 4B - Cooling Table of Contents Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-2 Water Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-2 Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . 4B-2 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-3 Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . 4B-4 Model 200 Water Flow . . . . . . . . . . . . . . . . . . . . . . . . 4B-5 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-5 Model 200 Water Flow Diagram . . . . . . . . . . . . . . . . 4B-7 Water Pressure Check . . . . . . . . . . . . . . . . . . . . . . . . 4B-9 Problem Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-9 90-881986 JANUARY 2001 Page 4B-1 4 B COOLING Page 4B-2 90-881986 JANUARY 2001 Specifications Water Pressure 900 – 1000 0.2 – 0.6 PSI (1.4 – 4.0 kPa) 5500 (Boat on Plane) 10 – 15 PSI (69 – 103 kPa) Temperature Sensor Temperature Sensor(s) Between Black and each TAN/BLK wire. No Continuity Between each lead and ground No Continuity a 58715 58734 b c a - Port Cylinder Head Temperature Sensor – Horn Activation and Speed Reduction b - Air Compressor Temperature Sensor – Horn Activation only c - Starboard Cylinder Head Temperature Sensor – Horn Activation and Speed Reduction COOLING Special Tools 1. DMT 2000 Digital Tachometer Multi-meter P/N 91-854009A1 2. Water Pressure Gauge 91-79250A2 56725 90-881986 JANUARY 2001 Page 4B-3 COOLING Temperature Sensor Three temperature sensors are used to provide temperature information to the ECM. One sensor is mounted in each cylinder head and one sensor is mounted in the air compressor cylinder head. The ECM uses this information to increase injector pulse width for cold starts and to retard timing in the event of an over-heat condition. An ohms test of the temperature sensor would be as follows: Disconnect temperature sensor harness and check continuity with digital or analog ohmmeter test leads between both connector pins. With engine at temperature (F°) indicated, ohm readings should be as indicated ± 10%. There should be no continuity between each connector pin and ground. MODEL 200 Fahrenheit Centigrade Ohms 257 125 340 248 120 390 239 115 450 230 110 517 221 105 592 212 100 680 203 95 787 194 90 915 185 85 1070 176 80 1255 167 75 1480 158 70 1752 149 65 2083 140 60 2488 131 55 2986 122 50 3603 113 45 4370 104 40 5327 95 35 6530 86 30 8056 77 25 10000 68 20 12493 59 15 15714 50 10 19903 41 5 25396 32 0 32654 14 –10 55319 5 –15 72940 Page 4B-4 90-881986 JANUARY 2001 COOLING Model 200 Water Flow Description Water is pumped up through the adaptor plate (9) and into the powerhead by the jet pump impeller which is constantly turning whenever the engine is running. Water flows through the center of the block, around the cylinder sleeves and through the cylinder heads (1). Water exits from the bottom of the block and into the adaptor plate (9) flowing past the exhaust runners and into the expansion chamber. The water fills the expansion chamber and exits out the top of the chamber via a hose and back into the adaptor plate where it drains into the pump. Water is also pumped from the starboard side of the adaptor plate to the fuel cooler (13) and then to the air compressor (12). The water exits the air compressor via a hose to a t-fitting over the expansion chamber. The water is then sprayed into each exhaust pipe for cooling purposes. To allow complete passage filling and to prevent steam pockets, all cooling passages are interconnected. Small passages are incorporated to allow the cooling system to drain. 90-881986 JANUARY 2001 Page 4B-5 COOLING Notes: Page 4B-6 90-881986 JANUARY 2001 9 14 58769 2 1 20 20 16 7 10 5 17 15 3 4 6 7 8 8 10 10 11 11 12 12 13 6 18 19 COOLING 90-881986 JANUARY 2001 Page 4B-7 200 OptiMax Jet Drive Water Flow Powerhead and Exhaust Cooling Circuit 1. Inlet cooling water from jet pump. 2. Water inlet from flushing connection. 3. Water flows from adapter to powerhead. 4. Water fills center of powerhead, flows over exhaust runners, then to cylinder jackets. 5. Water Pressure Sensor 6. Cooling water fills cylinder jackets, then flows to cylinder head. 7. Majority of water flows down cylinder head. Cylinder head cover has been removed from head for illustration. It is normally part of head casting. 8. Small amount of water flows out top of head to water bypass. 9. Water Bypass – discharged outside of boat. 10. Water flows from bottom of cylinder head through passage in cylinder block to adapter plate. 11. Water flows from block through adapter plate, cooling exhaust passages in adapter. 12. Water flows from adapter to expansion chamber water jacket. 13. Cooling water from expansion chamber is emptied back into adaptor plate. 14. Cooling water from adaptor plate is exhausted through the jet tunnel. Compressor and Fuel Cooling Circuit 15. Fitting with Strainer 16. Incoming cooling water is directed to fuel rail. 17. Water flows through fuel rail (port) to air compressor. 18. Air compressor 19. Water flows from air compressor to expansion chamber exhaust pipes. 20. Cooling water for exhaust tubes is discharged with exhaust. COOLING Water Pressure Check Water pressure may be checked by using a Digital Diagnostic Terminal (91-823686A2), or if the boat is so equipped, with a Mercury Monitor or Smartcraft Gauges. RPM Water Pressure PSI (kPa) 900 - 1000 0.2 - 0.6 (1.4 - 4.0) 5500 (Boat on Plane) 10 - 15 (69 - 103) Problem Diagnosis Condition Recommended Range Possible Cause Pressure below specification @ idle 0.2 - 0.6 psi (1.4 - 4.0 kPa) •Severe internal leak •Inlet restriction Pressure above 5 psi (34.2kPa) @ idle 0.2 - 0.6 psi (1.4 - 4.0 kPa) •Plugged tell-tale Pressure is below minimum specification @ W.O.T. 5500 (Boat on Plane) 10 psi (103 kPa) •Inlet restriction •Severe internal leak Pressure higher than normal @ W.O.T., but engine still indicates overheat condition 5500 (Boat on Plane) Maximum pressure 15 psi (69 - 103 kPa) •Outlet water passages restricted. •Steam pocket has formed at top of powerhead due to lack of cooling water •Kinked hose (expansion chamber to adaptor plate) Pressure below specification @ idle or WOT •Pinched/kinked/leaky hose from exhaust cover to water pressure sensor •Plugged fitting on exhaust cover •Faulty water pressure sensor •Wire harness connection @ water pressure sensor •Weeds or rope on impeller shaft Exhaust hose burned (expansion chamber to muffler) •Kink in hose (strainer to starboard fuel rail) •Plugged strainer (adaptor plate) •Kink in hose (compressor to expansion chamber) 90-881986 JANUARY 2001 Page 4B-9 JET PUMP JET PUMP Section 5 - Jet Pump Table of Contents General Information . . . . . . . . . . . . . . . . . . . . . . . 5A-1 Inspecting Components . . . . . . . . . . . . . . . . 5A-12 Principles of Operation . . . . . . . . . . . . . . . . . . 5A-1 Installing Impeller . . . . . . . . . . . . . . . . . . . . . . 5A-14 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-2 Removing Jet Drive From Boat . . . . . . . . . . . . . 5A-15 Drive Housing Components . . . . . . . . . . . . . . . . . 5A-4 Drive Housing Disassembly andPinion & Impeller Shaft . . . . . . . . . . . . . . . . . . . . . 5A-6 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5A-16 Nozzle/Rudder Components . . . . . . . . . . . . . . . . 5A-8 Pinion Shaft Removal . . . . . . . . . . . . . . . . . . 5A-16 Servicing Stator, Impeller and Wear Ring . . . . 5A-10 Impeller Shaft Removal . . . . . . . . . . . . . . . . 5A-19 Disassembly 5A-10. . . . . . . . . . . . . . . . . . . . . . . . . . Shimming Procedures . . . . . . . . . . . . . . . . . 5A-23 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. 5 a b c a-Forward Motion b-Water Thrust c-Reverse Gate (Shown In the Forward Position) 58192 90-881986 JANUARY 2001 Page 5-1 JET PUMP 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, 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. 58193 a a-Reverse Gate (Shown In the Reverse Position) 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 Page 5-2 90-881986 JANUARY 2001 JET PUMP a b c d e f g h i j k l 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 92-809821 Perfect Seal 92-34227--1 2-4-C Lubricant w/ Teflon 92-850736A1 Special Lube 101 92-13872A1 Premium Gear Lube 92-850737A1 90-881986 JANUARY 2001 Page 5-3 JET PUMP Page 5-4 90-881986 JANUARY 2001 Drive Housing Components 1 2 4 8 9 10 11 13 12 14 15 16 17 18 20 21 23 24 25 26 27 28 29 30 3 6 7 5 19 22 3 4 66 Loctite 242 (92-809821) RTV 587 Silicone Sealer (92-809825) 66 85 85 31 32 JET PUMP Driving Housing Components REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 11 1 HOUSING KIT-Drive (Painted) (COMPLETE) (NO IMPELLER) 1 HOUSING ASSY-Drive (Painted) (BASIC) 2 1 FITTING-Syphon Drain Hose (.125-27) 3 4 STUD (M10 x 55) 4 2 SEAL-Oil 5 1 BEARING-Ball 6 1 RING-Snap 7 2 SCREW KIT 8 2 WASHER-Sealing 9 1 GASKET-Drive Housing To Top Cover 10 1 GROMMET-Pump Mount 11 4 NUT (M10) 35 47.5 12 1 O RING 13 1 O RING (.139 x .796) 14 1 O RING (.210 x .412) 15 1 TUBE-Water 16 1 INLET GRATE KIT (Painted) 17 1 SPRING-Inlet Grate 18 1 TINES-Inlet Grate 19 1 FRAME-Inlet Grate 20 2 SCREW With Nylon Patch (M6 x 20) 75 8.5 21 2 SCREW-Pivot (Special) 75 8.5 22 2 SCREW (M8 x 25) 200 22.6 23 2 NUT (M8) 156 18 24 2 WASHER (1.50 OD x .390 ID x .12) 25 2 WASHER (1.50 OD x .900 ID x .125) 26 1 PLATE-Trim 27 2 SCREW (M8 x 35) 28 1 RIDE PLATE KIT (Painted) 29 16 SCREW With Nylon Patch (M6 x 20) 75 8.5 30 1 SEAL KIT-Ride Plate 31 1 INLET GRATE 32 1 ROCK GRATE 90-881986 JANUARY 2001 Page 5-5 JET PUMP Page 5-6 90-881986 JANUARY 2001 Pinion & Impeller Shaft 1 2 4 3 5 7 6 8 9 10 11 12 13 14 15 16 17 18 4 7 Loctite 271 (92-809820) 95 2-4-C With Teflon (92-850736A1) 108 Special Lubricant 101 (92-13872A1) 7 95 95 108 95 95 JET PUMP Pinion and Impeller Shaft REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 RING-Rubber 2 4 SCREW (M8 x 25) 180 20.5 3 1 HOUSING ASSEMBLY-Pinion Shaft (Painted) 4 2 SEAL-Pinion Shaft Housing 5 1 BEARING-Ball 6 1 BEARING SET (Cone And Cup) 7 1 O RING 8 AR SHIM (.002) AR SHIM (.004) AR SHIM (.005) AR SHIM (.0075) AR SHIM (.010) 9 1 GEAR/SHAFT ASSEMBLY-Pinion 10 1 SHAFT-Impeller 11 1 GEAR-Impeller Shaft 12 1 WASHER 13 1 NUT (M14) 90 122 14 AR SHIM (.002) AR SHIM (.004) AR SHIM (.005) AR SHIM (.0075) AR SHIM (.010) 15 1 COVER ASSEMBLY-Impeller Shaft (Painted) 16 1 BEARING SET (Cone And Cup) 17 1 O RING 18 4 SCREW (M8 x 25) 180 20.5 90-881986 JANUARY 2001 Page 5-7 JET PUMP Page 5-8 90-881986 JANUARY 2001 Nozzle/Rudder Components 1 2 3 4 5 6 7 8 9 52 11 12 13 14 15 16 17 19 18 2021 22 24 23 25 26 28 29 30 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 8 10 12 49 28 50 7 Loctite 271 (92-809820) 7 7 7 7 7 27 27 9 Loctite PST Pipe Sealant (92-809822) 9 31 51 JET PUMP Nozzle/Rudder Components REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 1 1 REVERSE GATE KIT (Painted) 2 1 PIN-Clevis (.250 x 1.13) 3 1 WASHER 4 1 PIN-Cotter 5 1 SCREW (M6 x 20) 70 8 6 1 ANODE 7 1 LOCKWASHER (.250 Internal) 8 2 BUSHING-Pivot 9 2 PIN-Trilobe 10 2 BOLT (Special)-Pivot 50 68 11 1 RUDDER KIT (Painted) 12 2 BUSHING-Pivot 13 1 LOCKWASHER (.250 Internal) 14 1 ANODE 15 1 SCREW (M6 x 20) 70 8 16 2 SCREW (M10 x 45) 35 47 17 1 ANODE (With Bushings In Casting) 18 2 SCREW (M10 x 35) 35 47 19 1 SCREW (M8 x 30) 120 13.5 20 1 WASHER 21 1 STOP-Reverse Gate 22 1 NOZZLE ASSEMBLY-With Pivot Bushings (Painted) 23 1 FITTING-Nozzle 24 1 HOSE-Syphon (12.250 Inches) 25 4 SCREW (M10 x 150) 35 47 26 1 STATOR ASSEMBLY (Painted) 27 2 PLUG-Pipe (.250-18) 28 2 BUSHING-Stator Rear 29 1 SEAL 30 1 PROTECTOR-Seal 31 1 RING KIT-Wear (Painted) 32 1 PLUG-Pipe (.750-14) 33 1 O RING 34 1 O RING 35 2 STUD (M6 x 36) 36 2 NUT (M6) 37 1 NUT-Impeller Shaft (1.250-12) 150 203 38 1 END KIT-Swivel 39 1 BOLT AND NUT KIT 40 1 NUT (.250-20) 41 1 STOP-Non Adjustable 42 1 SCREW (M8 x 25) 43 4 WASHER 44 1 IMPELLER-SS-4 Blade 45 2 WASHER (Special) 46 1 LATCH-Retainer Shift Cable 47 1 RETAINER-Shift Cable 48 1 DECAL-Reverse Gate (Powered By Mercury) 49 1 CUP-Barrel-Shift Cable Retainer 50 1 WASHER 51 2 PIVOT 80 108 52 2 WASHER 90-881986 JANUARY 2001 Page 5-9 JET PUMP 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 58193 a a-Shift Cable b-Steering Cable IMPORTANT: This procedure lists the disassembly of external pump components. If servicing a specific component, follow the procedure in that section. REMOVING REVERSE GATE, RUDDER AND NOZZLE AS AN ASSEMBLY 1. Remove four screws securing nozzle to stator. Remove reverse gate/rudder/nozzle assembly. 54579 a a-Screws (4) Page 5-10 90-881986 JANUARY 2001 JET PUMP STATOR REMOVAL 1. Remove two screws securing trim plate to ride plate and wear ring. 2. Remove four screws securing stator assembly to drive housing. Remove stator assembly. 28253 c ab 58195 a-Screws (2) to Trim Plate & Wear Ring b-Trim Plate c-Stator 3. Drain stator by tilting stator forward and allowing the oil to drain over the impeller shaft seals. Complete oil draining by removing stator fill plug and pour the remaining oil out the fill plug hole. IMPELLER REMOVAL 1. If removed, install wear ring to support impeller and shaft during impeller removal. 2. Remove inlet screen on bottom of drive housing to allow access to machined flats on impeller shaft. Use Special Tool 91-832093A1 to hold impeller shaft for removing propeller nut. 3. While holding impeller shaft, remove impeller nut using Special Tool 91-850297. Impeller nut is a standard right hand thread. Remove impeller. a b a-Special Tool 91-850297 b-Special Tool 91-832093A1 4.Remove wear ring. 28252 90-881986 JANUARY 2001 Page 5-11 JET PUMP Inspecting Components WEAR RING 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 a b a-O-rings b-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 pivot pins is 80 lb. ft. (108 N·m). 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 a a-Puller 91-83165M 10. Install new seal using Special Tool 91-850831. Smaller diameter seal lip faces out. Page 5-12 90-881986 JANUARY 2001 JET PUMP IMPELLER 1. Place impeller in wear ring bore and push to one side. 2. Measure clearance between impeller blades and wear ring with a feeler gauge. If clearance is over 0.100 in. (2.54 mm), replace impeller and wear ring. NOTE: Impeller wear usually accounts for 75% of the wear. Reducing the clearance can improve both top speed and acceleration performance. COMPONENT SPECIFICATIONS Wear Ring Bore Diameter 7.273 - 7.283 in. (184.73 - 184.98 mm) Impeller Outside Diameter 7.225 - 7.235 in. (183.52 - 183.77 mm) Clearance between Impeller and Wear Ring 0.038 - 0.058 in. (0.96 - 1.47 mm) 3. Inspect leading edges of the impeller for nicks and damage. Leading edges should be sharpened to 0.020 in. (0.51 mm) on the outer 1/2 of the leading edge for optimum performance. Dull leading edges can increase cavitation during initial acceleration. 90-881986 JANUARY 2001 Page 5-13 JET PUMP Installing Impeller 1. Lubricate splines of impeller shaft with Special Lube 101 (92-13872A1). 2. Install impeller and nut on impeller shaft. Torque impeller nut to 150 lb. ft. (203 N·m). 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). NOTE:The stator oil should be checked periodically for contamination and fluid level. To check stator oil, shift the reverse gate to the forward position. Using an allen socket and extension, remove the stator fill plug. Use a small screw driver to dip into the oil to check it for contamination, discoloration and level. If oil is low, add oil. If oil is contaminated or discolored, shaft, seals and bushings must be inspected and/or replaced before refilling stator with new oil. After refilling stator with oil, apply Loctite PST Pipe Sealant (92-809822) to fill plug threads and reinstall plug. 5. Remove stator fill plug and fill stator with Premium Gear Lube (92-850737A1) until oil flows out fill hole (capacity is 19 fl. oz. (550 cc)). Install fill plug. a a-Fill Plug 6. Apply Loctite 242 to screws (2) securing trim plate to the ride plate. Torque screws to 75 lb. in. (8.5 N·m). 58195a 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. Page 5-14 90-881986 JANUARY 2001 JET PUMP 90-881986 JANUARY 2001 Page 5-15 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. b 58193 a 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. a b 58197 a a - Nuts (4) b - Gasket 5. Lower drive housing while sliding cables out. Place on bench or suitable work stand for disassembly/repair. JET PUMP 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 Page 5-16 90-881986 JANUARY 2001 JET PUMP 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 90-881986 JANUARY 2001 Page 5-17 JET PUMP 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 Page 5-18 90-881986 JANUARY 2001 JET PUMP 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. 4. Remove four screws securing impeller shaft cover to drive housing. Remove cover. 28257 90-881986 JANUARY 2001 Page 5-19 JET PUMP 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 Page 5-20 90-881986 JANUARY 2001 JET PUMP 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. 90-881986 JANUARY 2001 Page 5-21 JET PUMP 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. 28270 15. If replacing bearing, remove outer race from front cover using slide hammer. Press new outer race in cover using suitable mandrel. 54985 Page 5-22 90-881986 JANUARY 2001 JET PUMP 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 1. Install original shims on pinion shaft housing. Install O-ring on pinion shaft housing. NOTE:If original shims are not available, start with 0.030 in. (0.76 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 0.025 inch (0.64 mm). 6. Use 0.025 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 assembly out of the drive housing. • Adjust shim thickness as required. 90-881986 JANUARY 2001 Page 5-23 JET PUMP 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 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 0.030 in. (0.76 mm) shims (three brown colored shims). • Lubricate O-ring and bore with Quicksilver lubricant 2-4-C. • Lubricate cone bearing with gearcase lubricant. Page 5-24 90-881986 JANUARY 2001 JET PUMP 10. Install impeller shaft cover. Torque screws to 180 lb. in. (20.5 N·m). 28257 11. Install impeller shaft pre-load tool (91-824871A2). 54983a 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. 90-881986 JANUARY 2001 Page 5-25 JET PUMP 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 0.007 inch (0.18mm) to 0.009 inch (0.23 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. Apply Loctite 242 to threads of 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). Page 5-26 90-881986 JANUARY 2001 JET PUMP 19. Remove fill and vent screws from bottom of drive housing. Fill drive housing with Premium Gear Lube. Capacity is 27 oz. (825 cc). cb a 58199 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. 90-881986 JANUARY 2001 Page 5-27 COLOR DIAGRAMS COLOR DIAGRAMS Section 6 Table of Contents 200 OptiMax Jet Drive Engine Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3 200 OptiMax Jet Drive Typical Key Switch Wiring . . . . . . . . . . . . . . . . . . 6-5 200 OptiMax Jet Drive Typical Remote Control and Dash Wiring for Non-SmartCraft . . . . . . . . . . . . . . . . . . . . . . . 6-7 200 OptiMax Jet Drive Typical Remote Control and Dash Wiring for SmartCraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9 200 OptiMax Jet Drive Fuel and Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . 6-11 200 OptiMax Jet Drive Water Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13 6 90-881986 JANUARY 2001 Page 6-1 JET PUMP Notes: Page 6-2 90-881986 JANUARY 2001 COLOR DIAGRAMS 200 OPTIMAX JET DRIVE ENGINE WIRING 90-881986 January 2001 Page 6-3 200 OPTIMAX JET DRIVE ENGINE WIRING 1. ECM 2. Ignition Coils 3. Coil Drivers 4. Fuel Injectors 5. Direct Injectors 6. Oil Pump 7. MAP Sensor 8. Block Pressure Sensor 9. Water Sensor 10. Starboard Head Temperature Switch 11. Port Head Temperature Switch 12. Throttle Position Sensor (TPS) 13. Crank Position Sensor 14. SmartCraft Data Bus Circuit 15 Ampere Fuse 15. Accessories 20 Ampere Fuse 16. Ignition Coil 20 Ampere Fuse 17. ECM Driver/Oil Pump/Electric Fuel Pump Circuit 20 Ampere Fuse 18. Low Oil Switch 19. Compressor Temperature Switch 20. Slave Solenoid 21. Starter Solenoid 22. Starter Motor 23. 60 Ampere Alternator 24. Air Temperature Sensor 25. Main Power Relay 26. To 12 Volt Battery 27. Accessory Power 28. Fuel Pump #1 (Inside Vapor Separator) 29. Fuel Pump #2 (Outside Vapor Separator) 30. Fuel Lift Pump 31. Engine Harness 32. Data Buss (10 Pin) Control Area Network (CAN) 33. DDT Test Port 34. SmartCraft Data Link Connection 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 1 3 5 2 4 6 1 3 5 2 4 6 1-4 3-6 2-5 6 5 4 3 2 1 1 11 12 32 1 8 9 16 17 24 1 8 9 16 17 24 1 2 3 4 5 6 7 8 2 3 4 5 6 7 8 9 10 11 12 13 14 15 17 16 18 25 26 28 29 27 31 32 33 20 19 21 22 23 24 1 34 21 22 30 COLOR DIAGRAMS 200 OPTIMAX JET DRIVE TYPICAL KEY SWITCH WIRING 90-881986 January 2001 Page 6-5 200 OPTIMAX JET DRIVE TYPICAL KEY SWITCH WIRING 1.Warning Horn 2.Connector for Low-Speed Control. 3.Key Switch 4.Key Switch Connections for OFF Position 5.Key Switch Connections for ON Position 6.Key Switch Connections for START Position 7.Key Switch Connections for CHOKE or PRIME Position 8.Harness Connection to Boat Dash 9.Not Used 10.Blank 11.To Neutral-Only Start Switch. 12.Provides Tachometer Signal to Tachometer. 13.Provides Ground for Dash Gauges and Lanyard Stop Switch. 14.Supplies Switched 12 Volt + to Dash Gauges. 15.Connects to Lanyard Stop Switch. 16.To Neutral–Only Start switch. 17.Not used. 18.Not used. 19.Connects to Oil Level Gauge 20.Not used 21.Not Used 22.Not used 23.Connects to Oil Level Sender in Tank 24.Not Used 25.Key Switch Harness Connection to Engine Harness 21 22 24 23 25 1 3 8 2 21 22 24 23 25 1 3 8 2 4 5 6 7 C S B M M A C S 0B M M A C S B M M A C S B M M A 9 10 11 12 13 14 15 16171819 20 COLOR DIAGRAMS 200 OPTIMAX JET DRIVE TYPICAL REMOTE CONTROL AND DASH WIRING NON-SMARTCRAFT 90-881986 January 2001 Page 6-7 200 OPTIMAX JET DRIVE TYPICAL REMOTE CONTROL AND DASH WIRING NON-SMARTCRAFT 1. Remote Control meeting ABYC Mini Jet Boat Standard P23 2. Neutral Lock Button 3. Throttle Only Button 4. To Lanyard Stop Switch. Lanyard stop switch leads must be soldered and covered with shrink tube for a water proof connection. If alternate method of connection is made (use of electrical butt connector) verify connection is secure and seal for moisture proof connection. 5. Not Used 6. To Neutral Start Switch. Connect wires together with screw and hex nut (2 places); apply Quicksilver Liquid Neoprene to connections and slide heat shrink tubing over each connection. 7. Key Switch 8. Key Switch Connections for OFF Position 9. Key Switch Connections for ON Position 10. Key Switch Connections for START Position 11. Key Switch Connections for CHOKE or PRIME Position 12. Speedometer 13. Temperature Gauge 14. Tachometer 15. Light Switch Connection 16. Not Used 17. To Warning Light (if equipped) 18. Tachometer Harness Connection 19. Warning Horn 20. Not Used 21. Not Used 22. To Temperature Sensor (if equipped) 23. Remote Control Harness Connection C D E A B 11 8 9 10 IGN. CAL. SEND. GRD. LT. 5P 6P 2P 3P 8C 4P 4C 6C S I G 1 5 6 4 3 2 13 14 15 16 18 17 19 20 21 22 C S B M M A C S 0B M M A C S B M M A C S B M M A 7 12 23 COLOR DIAGRAMS 200 OPTIMAX JET DRIVE TYPICAL REMOTE CONTROL AND DASH WIRING WITH SMARTCRAFT 90-881986 January 2001 Page 6-9 200 OPTIMAX JET DRIVE TYPICAL REMOTE CONTROL AND DASH WIRING WITH SMARTCRAFT 1. 8-Pin Digital Sensor Harness Extension, Connect to 8-Pin SmartCraft Harness on Engine 2. Digital Speedometer Sensor 3. Not used 4. 6-Pin Digital Sensor Harness 5. Not Used 6. Not Used 7. Not Used 8. Remote Control Harness Connects to Engine Harness 9. 10-Pin Control Area Network (CAN) Harness, Connect to Data Buss 10-Pin CAN Harness on Engine 10. Resistors within CAN Harness (120W 1/4W 5%) 11. Connections for Auxiliary Warning Horn for Depth Sensor 12. 10-Pin Control Area Network (CAN) Connection to System Monitor 13. System Monitor 14. System Link Series Connections 15. 3-1/4 in. System Link Gauges (Tachometer and Speedometer) 16. 2-1/4 in. Dia. System Link Gauges (Fuel, Temperature, Trim, etc.) 17. Series Connection for Additional System Link Gauges 18. Remote Control meeting ABYC Mini Jetboat Standard P23 19. Neutral Lock Button 20. Throttle Only Button 21. Connections for Lanyard Stop Switch 22. Connections for Power Trim Switch 23. Connections for Neutral Start Safety Switch 24. Ignition Key Switch 25. Key switch connections for OFF position 26. Key switch connections for ON position 27. Key switch connections for START position 28. Key switch connections for CHOKE or PRIME position 29. Analog Temperature Gauge Connection 30. Analog Tachometer Harness (Not Used on CAN Installation) 31. Warning Horn 32. Paddle Wheel/Lake/Sea Water Temperature Sender 33. 4-Pin Digital Sensor Harness Connection to Paddle Wheel 34. Digital Connections to Oil Sender 35. Digital Connections for Fuel Sender C D E A B 31 C S B M M A C S B M M A C S B M M A C S B M M A 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 15 16 16 17 18 19 20 21 22 23 24 25 26 27 28 30 29 32 33 35 34 10 COLOR DIAGRAMS 200 OPTIMAX JET DRIVE FUEL & AIR FLOW DIAGRAM 90-881986 January 2001 Page 6-11 200 OPTIMAX JET DRIVE FUEL & AIR FLOW DIAGRAM 1. Fuel Inlet from Boat Fuel Tank 2. Engine Fuel Lift Pump 3. Fuel Line to Water Separating Fuel Filter – 2-8 psi (14-55 kPa) 4. Water Separating Fuel Filter in Vapor Separator Tank (VST) Assembly 5. Fuel Outlet from VST 6. Fuel Inlet to Low Pressure Electric Fuel Pump 7. Fuel Outlet from Low Pressure Electric Fuel Pump – 7-9 psi (48-62 kPa) 8. Fuel Inlet to High Pressure Electric Fuel Pump. 9. Relief Passage – Unused Fuel Returning to VST 10. Air Vent to Boat Fuel Tank 11. Fuel Outlet from High Pressure Electric Fuel Pump – 90 psi (620 kPa) 12. High Pressure Fuel Inlet to Air/Fuel Rails – 90 psi (620 kPa) 13. Fuel Injector is opened by the ECM, 90 psi (620 kPa) fuel is discharged into a machined cavity inside the air chamber of the air/fuel rail. This mixes the fuel with the air charge. 14. Air Inlet to Air Compressor 15. Air Compressor 16. High Pressure Air Outlet – 80 psi (551 kPa) 17. High Pressure Air Inlet to Air/Fuel Rails – 80 psi (551 kPa) 18. Direct Injector discharges the air/fuel mixture into the combustion chamber 19. Schrader Valve for Testing Air Pressure 20. Schrader Valve for Testing Fuel Pressure 21. Air Pressure Regulator will limit the amount of pressure developed inside the air passages to approximately 10 psi (69 kPa) below the pressure of the fuel inside the fuel passages (i.e. 80 psi [551 kPa] air vs 90 psi [620 kPa] fuel) 22. Bleed Off from Air Pressure Regulator, Routed to the Exhaust Adaptor and Exits thru the Propeller 23. Fuel Pressure Regulator not only regulates fuel pressure but also regulates it at approximately 10 p.s.i. (69 kPa) higher than whatever the air rail pressure is. The fuel regulator diaphragm is held closed with a spring that requires 10 p.s.i. (69 kPa) to force the diaphragm off the diaphragm seat. The back side of the diaphragm is exposed to air rail pressure. As the air rail pressure increases, the fuel pressure needed to open the regulator will equally increase. 24. Bleed Off from Fuel Pressure Regulator, Routed Back to VST 25. Tracker Valve has a rubber diaphragm which expands and retracts to equalize the pulses developed by the pumps (both air and fuel). 26. Check Valve – 40 psi (276 kPa) 27. Fuel return inlet from Fuel Regulator 28. Water Inlet to Cool Port Air/Fuel Rail and Air Compressor 29. Cooling Water from Compressor Routed to Expansion Chamber Exhaust Outlets 58621 1 3 4 5 6 7 8 9 10 11 12 15 16 17 18 19 20 21 22 23 24 25 26 27 12 13 13 13 13 13 13 14 17 18 18 18 18 18 28 29 2 COLOR DIAGRAMS 200 OPTIMAX JET DRIVE WATER FLOW 90-881986 January 2001 Page 6-13 200 OPTIMAX JET DRIVE WATER FLOW Powerhead and Exhaust Cooling Circuit 1. Inlet Cooling Water from Jet Pump. 2. Water Inlet from Flushing Connection. 3. Water Flows from Adapter Plate to Powerhead. 4. Water Fills Center of Powerhead, Flows Over Exhaust Runners, then to Cylinder Jackets 5. Water Pressure Sensor 6. Cooling Water Fills Cylinder Jackets, then flows to Cylinder Heads. 7. Majority of water flows down Cylinder Heads. Cylinder Head Cover has been removed from Head for illustration, it is normally part of Head Casting. 8. Small amount of water flows out top of Cylinder Head to Water By-Pass. 9. Water By-pass – Discharged outside of Boat. 10. Water flows from bottom of Cylinder Head through passage in Cylinder Block to Adapter Plate. 11. Water flows from Cylinder Block through Adapter Plate, Cooling Exhaust Passages. 12. Water flows from Adapter Plate to Expansion Chamber Water Jacket. 13. Cooling Water from Expansion Chamber is emptied back into Adaptor Plate. 14. Cooling Water from Adaptor Plate is exhausted through the Jet Tunnel. Compressor and Fuel Cooling Circuit 15. Fitting with Strainer 16. Incoming Cooling Water is directed to Fuel Rail. 17. Cooling Water flows through Fuel Rail (port) to Air Compressor. 18. Air Compressor 19. Cooling Water flows from Air Compressor to Expansion Chamber Exhaust Pipes. 20. Cooling Water for Exhaust Tubes is discharged with Exhaust. 9 14 58769 2 1 20 20 16 7 10 5 17 15 3 4 6 7 8 8 10 10 11 11 12 12 13 6 18 19