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240 Jet Drive Electronic Fuel Injection Starting Model Year 2002 Starting Serial Number 0E384500 for Powerhead Starting Serial Number 0E379931 for Pump Unit Starting Model Year 2002 240 EFI Jet Drive 90-884822 DECEMBER 2001 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. 90-884822 DECEMBER 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 90-884822 DECEMBER 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 - 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 90-884822 DECEMBER 2001 Page iii SPECIFICATIONS IMPORTANT INFORMATION Section 1A - Specifications Table of Contents 1 A Master Specifications . . . . . . . . . . . . . . . . . . . . 1A-2 Metric Hardware . . . . . . . . . . . . . . . . . . . . . 1A-6 Torque Chart . . . . . . . . . . . . . . . . . . . . . . . . . 1A-5 Mercury/Quicksilver Lubricants and Standard Hardware . . . . . . . . . . . . . . . . . . . 1A-6 Sealants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A-7 90-884822 DECEMBER 2001 Page 1A-1 SPECIFICATIONS Master Specifications Model 240 EFI Jet Drive HORSEPOWER (KW) Model 240 Full Throttle RPM Idle RPM (In Gear) RPM Limiter 240 (178.9) 5500 - 6000 1000 - 1100 6700 JET DRIVE WEIGHT Powerhead Pump Unit 231 (105.0 kg) 110 (49 kg) CYLINDER BLOCK Type Displacement V-6 Cylinder, Two Cycle 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 3.494 in. ± .001 in. (88.748 mm ± 0.025 mm) 3.509 in. ± 0.001 in. (89.129 mm ± 0.025 mm) PISTON DIAMETER Dimension “A” at Right Angle (90°) to Piston Pin .500 12.7mm 3.494 in. ± .001 in. (88.748 mm ± .025 mm) Using a micrometer, measure dimension “A” at location shown. Dimension “A” should be 3.494 in. ± .001 for a STANDARD size piston (new) Dimension “A” will be 0.001 – 0.0015 less if coating is worn off piston (used) REEDS Reed Type Reed Stand 0pen (Max.) Single Stage Plastic 5 Petal No Reed Stops Page 1A-2 90-884822 DECEMBER 2001 SPECIFICATIONS Model 240 EFI Jet Drive FUEL INJECTION Idle RPM – All Models Wide Open Throttle (WOT) RPM Float Adjustment (Vapor Separator) Float Level Injectors – All Models (Quantity) – Injectors are Crank Angle Driven by ECM – #1 Cylinder – #2 Cylinder – #3 Cylinder – #4 Cylinder – #5 Cylinder – #6 Cylinder Line Pressure @ Injectors Injector Resistance Electric Fuel Pump Resistance Electric Fuel Pump Amperage Draw 1000 ± 1100 5500 – 6000 Preset @ Factory 6 RED + BRN Leads RED + WHT Leads RED + ORG Leads RED + YEL Leads RED + LT BLUE Leads RED + PUR Leads 41 psi – 45 psi (283 kPa – 310 kPa) 12.3 ohms ± 0.5 ohms 0.7 ± 0.3 ohms 4 amperes ± 0.5 amperes FUEL SYSTEM Fuel Recommended Gasoline Recommended Oil Gasoline/Oil Ratio – @ Idle – @ WOT Gasoline w/Oil Injection Unleaded 87 Octane Minimum TC-W3 Premium Plus 2 Cycle Outboard Oil 125:1 40:1 90-884822 DECEMBER 2001 Page 1A-3 SPECIFICATIONS Model 240 EFI Jet Drive STARTING SYSTEM Electric Start – All Models Solenoid Driven Bendix Starter Draw (Under Load) 175 Amperes Starter Draw (No Load) 60 Amperes Minimum Brush Length 0.25 in. (65.4 mm) Battery Rating 670 (Minimum) Marine Cranking Amps 520 (Minimum) Cold Cranking Amps 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 BPZ8HS-10 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 42 - 48 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 90-884822 DECEMBER 2001 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° 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 90-884822 DECEMBER 2001 Page 1A-5 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 Page 1A-6 90-884822 DECEMBER 2001 SPECIFICATIONS Mercury/Quicksilver Lubricants and Sealants Description Mercury Part Number Quicksilver Part Number Needle Bearing Assy. Lubricant [8 oz. (226.8 grams)] tube 92-802868A1 N/A Dielectric Grease [8 oz. (226.8 grams)] can 92-823506-1 92-823506-1 Loctite 271 – Thread Locker (10 ml) tube 92-809819 92-809819 Loctite 567 PST Pipe Sealant (50 ml) tube 92-809822 92-809822 Loctite Master Gasket Kit 92-12564-2 92-12564-2 2 Cycle Premium Outboard Oil [1 Gallon (3.7 liter)] 92-802815A1 92-802815Q1 Perfect Seal [16 oz. (0.45 kg)] can 92-34227-1 92-34227-1 Liquid Neoprene [8 oz. (226.8 grams)] can 92-25711-3 92-25711-3 Cyanacrylate Adhesive Obtain Locally Obtain Locally Bellows Adhesive N/A 92-86166Q1 Loctite 680 Retaining Compound (10 ml) tube 92-809833 92-809833 Loctite 222 Thread Locker (10 ml) tube 92-809818 92-809818 3M Permabond #3M08155 Obtain Locally Obtain Locally Loctite 242 Thread Locker (10 ml) tube 92-809821 92-809821 Loctite 609 Obtain Locally Obtain Locally Loctite 405 Obtain Locally Obtain Locally 90-884822 DECEMBER 2001 Page 1A-7 SPECIFICATIONS Description Mercury Part Number Quicksilver Part Number RTV 587 Silicone Sealer [3 oz. (85.05 grams)] 92-809825 92-809825 Loctite 262 Obtain Locally Obtain Locally Premium Gear Lubricant [1 Quart (0.94 liter)] 92-802846A1 92-802846Q1 Loctite 7649 Primer [4.5 oz (127.57 grams)] 92-809824 92-809824 Anti-Corrosion Grease [8 oz. (226.8 grams)] tube 92-802867A1 92-802867Q1 2-4-C with Teflon [8 oz. (226.8 grams)] tube 92-802859A1 92-802859Q1 Loctite Quick Tite Obtain Locally Obtain Locally Isopropyl Alcohol Obtain Locally Obtain Locally Hot Glue Obtain Locally Obtain Locally Special Lubricant 101 [8 oz. (226.8 grams)] tube 92-802865A1 92-802865Q1 4 Stroke 10W30 Outboard Oil [1 Quart (0.94 liter)] 92-802833A1 92-802833Q1 4 Cycle 25W40 Engine Oil [1 Quart (0.94 liter)] 92-802837A1 92-802837Q1 Power Trim & Steering Fluid [8 oz. (226.8 grams)] 92-802880A1 92-802880Q1 Engine Coupler Spline Grease [14 oz. (0.39 kg)] cartridge 92-802869A1 92-802869Q1 Page 1A-8 90-884822 DECEMBER 2001 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 Specifications Water Separating Fuel Filter . . . . . . . . . . . 1B-4 Spark Plug Inspection. . . . . . . . . . . . . . . . . . . . 1B-5 Battery Inspection . . . . . . . . . . . . . . . . . . . . . . . 1B-5 Fuse Replacement . . . . . . . . . . . . . . . . . . . . . . 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 TC-W3 Premium Plus 2 Cycle Outboard Oil IGNITION SYSTEM Spark Plug Type Spark Plug Gap NGK BPZ8HS-10 0.040 in. (1.0 mm) STARTING SYSTEM Battery Rating 670 (Minimum) Marine Cranking Amps 520 (Minimum) Cold Cranking Amps DRIVE HOUSING Lubricant Capacity 24 fl. oz. (710 ml) STATOR ASSEMBLY Lubricant Capacity 19 fl. oz. (562 ml) 90-884822 DECEMBER 2001 Page 1B-1 MAINTENANCE Special Tools 1. Grease Gun 91-37299A1 Page 1B-2 90-884822 DECEMBER 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 2-4-C with Teflon to prevent impeller from seizing to the shaft. 6. Remove engine deposits by adding described amount of Quickleen to the fuel tank. 7. Replace engine fuel line filter. 90-884822 DECEMBER 2001 Page 1B-3 MAINTENANCE Page 1B-4 90-884822 DECEMBER 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 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. b a 59226 a - Fuel/Water Separating Filter b - Water Sensor Lead Remove and replace filter as follows: a. Turn ignition key switch to OFF position. b. Disconnect water sensor lead 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. 1. Remove the spark plug leads by twisting the rubber boots slightly and pull off. Inspect spark plug boots and replace if cracked. 2. 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. 3. Set the spark plug gap. See Specification Chart in General Information Section. 4. 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). 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. 90-884822 DECEMBER 2001 Page 1B-5 MAINTENANCE Page 1B-6 90-884822 DECEMBER 2001 Fuse Replacement IMPORTANT: Always carry spare SFE 15 and 20 AMP fuses. The electrical wiring circuits on the jet powerhead 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 59221 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 or mounted in the engine compartment. 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. 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 a-Corrosion Control Anodes 90-884822 DECEMBER 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 Fuel System Treatment and 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 Fuel System Treatment and Stabilizer and Quickleen products as described on their containers to the fuel tank before the last operation of the boat. Adding Fuel System Treatment and Stabilizer will help prevent the formation of varnish and gum in the gasoline. The 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 Premium Plus Outboard oil or 2-Cycle Outboard Oil. (2.)0.27 oz (8 cc) or 2 teaspoons of Quickleen lubricant. (3.)0.27 oz (8 cc) or 2 teaspoons of Fuel System Treatment and 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 3 minutes. Page 1B-8 90-884822 DECEMBER 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 Premium Gear Lubricant 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 Premium Gear Lubricant 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. 90-884822 DECEMBER 2001 Page 1B-9 1 C GENERAL INFORMATION 90-884822 DECEMBER 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 240 HP Front View . . . . . . . . . . . . . . . . 1C-7 Model 240 HP Starboard View . . . . . . . . . . . . 1C-8 Model 240 HP Port View . . . . . . . . . . . . . . . . . 1C-9 Model 240 HP Aft View . . . . . . . . . . . . . . . . . . 1C-10 Model 240 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. OEXXXXXXX a d d 20XX XX OEXXXXXXX b c a 59211 59212 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 air intake. GENERAL INFORMATION Page 1C-2 90-884822 DECEMBER 2001 The engine serial number and pump serial number are different and unique. The engine serial number is located on top of cylinder block. The pump unit serial number is stamped in a plug located above the shift cable hole on the starboard side of the pump housing. 59212 240 a 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. All values are corrected 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 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. 90-884822 DECEMBER 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 plate 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 90-884822 DECEMBER 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) 1/2 - 1-1/2 (3.4 - 10.0) 5300 (Boat on Plane) 10 - 15 (69 - 103) 6000 (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. Clean the exterior of powerhead with fresh water. 3. Dry all wiring and electrical components using compressed air. 4. 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 water separating fuel filter and empty contents. 5. 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. 90-884822 DECEMBER 2001 Page 1C-5 GENERAL INFORMATION Page 1C-6 90-884822 DECEMBER 2001 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. 6. 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. 7. Disassemble the engine starter motor and dry components. 8. 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. 59217 a 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. 9. 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. 10. If engine fails to start, determine cause (fuel, electrical or mechanical). GENERAL INFORMATION 90-884822 DECEMBER 2001 Page 1C-7 Model 240 HP Front View 59214 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 9 19 1 -Throttle Plate Assembly 2 -60 Ampere Alternator 3 -Fuel Filter 4 -Fuel Lift Pump 5 -Fuel Pressure Test Port 6 -High Pressure Fuel Hose 41-45 psi (283-310 kPa) 7 -High Pressure Electric Fuel Pump (Inside Vapor Separator) 8 -Electric Fuel Pump Harness Connector 9 -3 Amp Fuse for Fuel Lift Pump 10 - Vapor Separator Tank (VST) 11 - Vapor Separator Drain Plug 12 - SmartCraft Harness Connector 13 - Fuel Injector Harness Connector 14 - Fuel Tank/Oil Tank/Speedo Paddle Wheel Harness Connector 15 - Remote Oil Tank Pressure Hose 16 - Oil Pump 17 - Starter Solenoid 18 - Engine Harness Connector 19 - Air Temperature Sensor Connector GENERAL INFORMATION Page 1C-8 90-884822 DECEMBER 2001 Model 240 HP Starboard View 59229 1 2 3 4 5 6 7 8 9 11 12 13 14 15 16 18 19 20 10 21 17 22 1 -Electronic Control Module 2 -DDT Connector 3 -Starter Motor 4 -Starter Solenoid 5 -Engine Harness Connector 6 -Fuel Regulator Vacuum Hose 7 -Positive (+) Cable from Slave Solenoid 8 -OIL/Fuel/Paddle Wheel Sensor Connector 9 -Oil Pump 10 - Remote Oil Tank Pressure Hose 11 - Negative (–) Battery Connector 12 - Powerhead/Jet Pump Flush Fitting 13 - Slave Solenoid/Positive(+) Battery Cable 14 - Main Power Relay 15 - Knock Sensor Harness Connector 16 - Fuses (4) 17 - 3 Amp Fuseable Link Lead 18 - Starboard Knock Sensor 19 - Cyl. # 5 Ignition Coil 20 - Cyl. # 3 Ignition Coil 21 - Cyl. # 1 Ignition Coil 22 - Starboard Temperature Sensor GENERAL INFORMATION 90-884822 DECEMBER 2001 Page 1C-9 Model 240 HP Port View 59213 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 23 22 24 26 25 27 1 -Fuel Pressure Test Port 2 -High Pressure Fuel Hose 41-45 psi (283-310 kPa) 3 -Throttle Plate Assembly 4 -60 Ampere Alternator 5 -Port Temperature Sensor 6 -Water Bypass Hose 7 -Exhaust Pipe Coolant Hose 8 -Bilge Siphon Hose 9 -#2 Ignition Coil 10 - #4 Ignition Coil 11 - #6 Ignition Coil 12 - Expansion Chamber Coolant Hose 13 - Port Knock Sensor 14 - Oil Reservoir 15 - Low Oil Switch 16 - Pulse Fuel Pump 17 - Idle Stop Screw 18 - 4 psi Check Valve 19 - Inlet Oil Hose Filter 20 - Full Throttle Stop Screw 21 - Fuel/Water Sensor 22 - Fuel/Water Separator 23 - Vapor Separator 24 - High Pressure Electric Fuel Pump (Inside Vapor Separator) 25 - Fuel Lift Electric Fuel Pump 26 - Fuel Filter 27 - Fuel Pressure Regulator GENERAL INFORMATION Page 1C-10 90-884822 DECEMBER 2001 Model 240 HP Aft View 59210 a b c d e f g h i j k a - #6 Ignition Coil b - #4 Ignition Coil c - #2 Cylinder d - Port Temperature Sensor e - Water Bypass Hose f - Exhaust Pipe Coolant Hose g - Bilge Suction Hose h - Siphon Break i - Starboard Temperature Sensor j - #1 Cylinder k - Expansion Chamber GENERAL INFORMATION 90-884822 DECEMBER 2001 Page 1C-11 Model 240 HP Top View 59211 2 1 3 4 5 6 7 8 9 10 11 12 15 16 17 18 19 20 21 22 23 13 24 14 25 1 -Exhaust Pipe Coolant Hose 2 -Water Bypass Hose 3 -Belt Tensioner 4 -Tensioner Grease Fitting 5 -60 Ampere Alternator 6 -Fuel Lift Pump Connector 7 -Fuel Lift Pump 8 -Fuel Filter 9 -Fuel Inlet 10 - VST Vent Hose Fitting 11 - Fuel Pressure Regulator 12 - High Pressure Fuel Hose 41-45 psi (283-310 kPa) 13 - Throttle Position Sensor 14 - 3 Amp Fuseable Link Lead 15 - Air Temperature Sensor 16 - MAP Sensor 17 - Throttle Plate Assembly 18 - Air Temp Sensor Connector 19 - Starter Solenoid 20 - Starter Motor 21 - Digital Diagnostic Terminal (DDT) Connector 22 - Crank Position Sensor Connector 23 - Crank Position Sensor 24 - Engine Serial Number 25 - Exhaust Coolant Supply Hose GENERAL INFORMATION Page 1C-12 90-884822 DECEMBER 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 Bilge Siphon Feature . . . . . . . . . . . . . . . . . . . . 1D-22 Notice to Installer . . . . . . . . . . . . . . . . . . . . . 1D-2 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-32 Quicksilver Instrumentation, Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D-32 Typical Analog Installation Shown . . . . . . 1D-7 Priming the Oil Injection Pump Typical System Layouts – (If Required) . . . . . . . . . . . . . . . . . . . . . . . . . 1D-32 Single Engine Product Configurations Purging Air From the Engine Oil Tank . . . 1D-32 SmartCraft Speedometer and Tachometer 1D-8 Trim Plate Adjustment . . . . . . . . . . . . . . . . . . . 1D-33 SmartCraft System Monitor – Exhaust System Installation . . . . . . . . . . . . . . 1D-34 Model Year 2001 and Newer . . . . . . . . . . . 1D-8 General Exhaust System Notes . . . . . . . . 1D-34 Remote Control and Cables . . . . . . . . . . . 1D-9 Exhaust Outlet Measurement Procedure 1D-34 Mercury Jet Drive Hull Dimensions . . . . . . . . 1D-10 Top View . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D-35 Steering Helm and Cable . . . . . . . . . . . . . . 1D-11 Aft View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D-36 Installing Jet Pump . . . . . . . . . . . . . . . . . . . . . . 1D-12 Side View . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D-37 Hull Cutout . . . . . . . . . . . . . . . . . . . . . . . . . . 1D-12 Side View of Expansion Chamber Outlet Steering Cable Adjustment . . . . . . . . . . . . 1D-16 Pipe and Exhaust Pipe Connection . . . . . 1D-38 Shift Cable Adjustment . . . . . . . . . . . . . . . . 1D-19 Pre-delivery Inspection . . . . . . . . . . . . . . . . . . . 1D-39 90-884822 DECEMBER 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 90-884822 DECEMBER 2001 INSTALLATION 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: FOR OPTIMAX ENGINES – 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. FOR Carbureted and EFI ENGINES – d. 12-volt marine type. e. 670 Marine Cranking Amps (MCA) or 520 Cold Cranking Amps (CCA) minimum. f. Reserve capacity rating of at least 100 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. 90-884822 DECEMBER 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 air intake 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 Engine Air Requirements at Wide Open Throttle Physical Engine Volume* 552 ft.3/min. (0.260 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 90-884822 DECEMBER 2001 INSTALLATION 90-884822 DECEMBER 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 59216 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:Check the charging capability of the engine. 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 90-884822 DECEMBER 2001 INSTALLATION Wiring Diagrams Quicksilver Instrumentation, Typical Analog 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 Dielectric Grease 90-884822 DECEMBER 2001 Page 1D-7 INSTALLATION Typical System Layouts – Single Engine Product Configurations SmartCraft Speedometer and Tachometer Tachometer Speedometer Standard Key Switch Harness Key Switch 5 Pin Tachometer Plug SmartCraft System Monitor – Model Year 2001 and Newer Engine Monitor System Link Connection a b Accessory Horn (816492A9) Connection for Water Depth Warning Optional Depth Transducer c Ref. Part Number Description Qty. a 879982T_ Wiring Harness SC1000-2RSL (20,30 ft) 1 b 879896K2 System Monitor – Front Mount (Outboard Only) 1 b 879896K1 System Monitor – Rear Mount (Outboard Only) 1 b 879896K4 System Monitor 2 – Front Mount (All Models) 1 b 879896K3 System Monitor 2 – Rear Mount (All Models) 1 c 881931A1 Depth Transducer – Transom Mount 1 c 881932A1 Depth Transducer – In Hull 1 c 881933A1 Depth Transducer – Through Hull 1 Page 1D-8 90-884822 DECEMBER 2001 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. 90-884822 DECEMBER 2001 Page 1D-9 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 four 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 a - Location 28249 c and d - Size and Straightness Page 1D-10 90-884822 DECEMBER 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 through-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. 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. Page 1D-11 90-884822 DECEMBER 2001 INSTALLATION Installing Jet Pump Hull Cutout CAUTION The hull opening 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. ÀÀÀÀÀÀÀÀÀÀÀÀÀa a b b c CUTOUT THICKNESS Use Grommet P/N: +0.050 25-877789 .375” –0.030 a-Glue Front Portion of Grommet c-Loctite 454 b-Avoid Gluing Flexible Sealing Lips to Tunnel NOTE:The procedure for gluing the grommet is not required for the following grommets: Part Number 820663–250 (1/4 in grommet) Part Number 820663–375 (3/8 in grommet) Part Number 882811 (3/8 in grommet) 2. Install steering and shift through hull bellows assemblies. Tighten securely. a b c d a-Bellows c-Nut b-Clamp d-Through Hull Fitting Page 1D-12 90-884822 DECEMBER 2001 INSTALLATION 3. Route steering cable through the through-hull fitting and bellows. Route shift 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) 90-884822 DECEMBER 2001 Page 1D-13 INSTALLATION Page 1D-14 90-884822 DECEMBER 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 90-884822 DECEMBER 2001 Page 1D-15 7. Install jet pump by pushing unit through opening in tunnel grommet. 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. Refer to Installation of Flushing Kit for completion. 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 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 90-884822 DECEMBER 2001 INSTALLATION 6. Adjust cable end adaptor until through-hole in adaptor lines up with threaded hole in steering arm. 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. 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. 90-884822 DECEMBER 2001 Page 1D-17 INSTALLATION Page 1D-18 90-884822 DECEMBER 2001 11. Apply perfect seal to end threads and cable conduit end. 19 19 Perfect Seal 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 over cable and push into bellows. Secure with clamp. a b c d c e a - Steering Cable, Through-Hull Fitting, and Bellows Assembly b - Through-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 90-884822 DECEMBER 2001 Page 1D-19 INSTALLATION Page 1D-20 90-884822 DECEMBER 2001 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. 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 90-884822 DECEMBER 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 90-884822 DECEMBER 2001 9. Seal the through-hull fitting to prevent any water leaks. a a - Steering Cable Through-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. c 59216 a b 59210 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 90-884822 DECEMBER 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 - Through-Hull Fitting b - Brass Nut c - Hose Clamp IMPORTANT: The through-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. 59217 a a - Water By-Pass Hose 3. Select the mounting location for the through-hull fitting as follows: A 2 in. (50 mm) Minimum Top View of Transom A Back View of Transom Water Line • The through-hull fitting must be mounted in either side of the transom within the zones marked A. • The through-hull fitting must be located a Minimum of 2 in. (50 mm) above the water line when boat is at its maximum load capacity. • The water by-pass hose must slope down towards the through-hull fitting at a minimum rate of 1 in. (25 mm) drop per 12 inches (300 mm) of hose. • The through-hull fitting should be positioned so the water spray will be pointed downward. INSTALLATION 4. After the location has been selected for the through-hull fitting, drill a 9/16 in. (14.3 mm) dia. hole. 5. Apply Marine Sealer to entire length of threads and under the head of the through-hull fitting. Fasten the fitting into the transom with the brass nut (provided). c a b a-Through-Hull Fitting b-Brass Nut c-Marine Sealer 6. Connect the water by-pass hose to the through-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 90-884822 DECEMBER 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) 90-884822 DECEMBER 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 90-884822 DECEMBER 2001 INSTALLATION 4. Flush outer surfaces of water outlet nozzle. Suggested Flushing Intervals • After running jet in salt water environment • Where boat was operated in shallow water or 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. 90-884822 DECEMBER 2001 Page 1D-27 INSTALLATION 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 Lubricant 101. 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 Lubricant 101 5. Lower powerhead on drive housing cover. Align drive shaft splines with crankshaft splines, and powerhead mounting studs with adapter plate holes. Page 1D-28 90-884822 DECEMBER 2001 INSTALLATION 90-884822 DECEMBER 2001 Page 1D-29 6. Secure powerhead to drive housing cover with eleven (11) M10 x1.5 nuts. Torque nuts to 20 lb. ft. (27 N·m) following the torque sequence given. Repeat torque sequence, torquing nuts 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 in two stages 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 (200/240 hp). Vent hose must comply with U.S. Coast Guard/ABYC regulations. 59217 b a a - VST Vent Hose Fitting b - Fuel Inlet Fitting INSTALLATION Page 1D-30 90-884822 DECEMBER 2001 Battery Connection NOTE: Engine electrical system is negative (–) ground. 1. Connect positive (+) battery cable (usually red) to slave solenoid using protective boot (provided). 2. Connect negative (–) battery cable (usually black) to engine ground under starter bracket. 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. c d e 59229 a b 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 (hidden) INSTALLATION Throttle Cable Installation 1. Position remote control into neutral. 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. Move throttle from idle to wide open several times to activate throttle linkage. b. Return throttle 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. 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. 90-884822 DECEMBER 2001 Page 1D-31 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 Priming the Oil Injection Pump (If Required) All Mercury Jet Drive powerheads have the oil systems primed. To determine if repriming is necessary, check the clear oil line between the engine oil reservoir and the oil pump. If there are no air bubbles in the line, it is not necesary to reprime the oil system. If air bubbles are present, it will be necessary to reprime the system using the Digital Diagnostic Terminal (DDT). This method fills the oil pump, oil supply hose feeding pump, and oil hoses going to the vapor separator. Refer to procedure in the Technician Reference Manual provided with the Digital Diagnostic Software Cartridge Part. No. 91-880118. 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 Page 1D-32 90-884822 DECEMBER 2001 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. 90-884822 DECEMBER 2001 Page 1D-33 INSTALLATION Exhaust System Installation General Exhaust System Notes 1. Exhaust system application must meet ABYC standard P–1 for marine exhaust installations. 2. The entire exhaust system must meet 190 p.s.i. (1309.99 kPa) burst pressure. 3. All rubberized exhaust system components must meet SAE J–2006 standards for marine exhaust hoses. CAUTION Mufflers must be secured in such a way as to prevent muffler movement during inadvertent engine backfire. Movement of mufflers may result in exhaust hose loosening which could cause boat sinking due to water intrusion. 4. The mufflers and exhaust hoses must be adequately supported for proper orientation and to prevent overstressing the exhaust components. The support requirements will vary with exhaust system design and the amount of G-forces to be encountered. 5. Rubber hose should be connected to pipes with flares or beads or barbs to prevent the hose from sliding off the pipe under pressure. 6. For additional exhaust system recommendations, see MERCURY spec. 90–884386 which covers all jet drive exhaust applications not covered under these guidelines. Exhaust Outlet Measurement Procedure 1. Fill all fuel, oil and water tanks to maximum capacity. 2. Add maximum allowable cargo weight to boat in areas where it will be stored. 3. Add 190 lbs. (86 kg) of weight in all locations where each passenger will sit during normal operation. 4. Using diagrams provided (following), measure to ensure location of muffler outlets. 5. Move load weight and cargo weight to stern of boat to simulate greatest “stern down” attitude the boat will encounter such as when loading. 6. Recheck muffler outlet measurements. 7. Check exhaust system slope to ensure 5° down hill slope. Page 1D-34 90-884822 DECEMBER 2001 INSTALLATION 90-884822 DECEMBER 2001 Page 1D-35 Top View a b c d a - 200/240 hp – 878147–A1 Muffler Assy, Port [9.0 in (22.8 cm)] with 3.0 in (7.6 cm) Outlet 210 hp – 859388A1 Muffler Assy, Port [9.0 in (22.8 cm)] with 2.5 in (6.4 cm) Outlet b - Connection Piping between Expansion Chamber and Muffler must be made of 3.0 in (7.6 cm) O.D. Tubing. Tubing must be either 5052 or 6061 (14 ga) aluminum or type 304 (14 ga) stainless steel to protect against corrosion. c - 57885–A1 Flange Assembly (2 required) or equivalent through transom fittings may extend 5 in (12.7 cm) below water line for quiet idle operation. Exhausting under a swim platform or other horizontal surface may cause transmission of noise and vibration to the boat during operation. d - 200/240 hp –878148–A1 Muffler Assy, Starboard [9.0 in (22.8 cm)] with 3.0 in (7.6 cm) Outlet. 210 hp – 859389A1 Muffler Assy, Starboard [9.0 in (22.8 cm)] with 2.5 in (6.4 cm) Outlet INSTALLATION Page 1D-36 90-884822 DECEMBER 2001 Aft View a b c d e f g h i j k l m n a - Alternate Installation – If rubber hosing is to be used for connection between the expansion chamber and the muffler, a inner sleeve made of 6061–T6, 14 ga. aluminum tubing must be used as liner and secured with 2 stainless steel hose clamps p/n 54–815504 or equivalent. b - Typical Recommended Installation – 54–815504 256 stainless steel clamp or equivalent. All exhaust hoses and/or tubes must be secured with 2 clamps at each connection. c - Mufflers may be mounted using straight piping. d - 25° outlet angle of expansion chamber. e - 6.0 in (15.2 cm) minimum. f - Reference maximum practical. g - 25° maximum from horizontal. h - Optional exhaust outlet cover. i - 2.0 in (5.1 cm) minimum. j - 4.0 in (10.2 cm). k - To minimize the backflow of exhaust gases into the cockpit or interior of boat, the exhaust termination should be located as far outboard of the centerline as practical. l - Final system installation shall be reviewed by a MERCURY Field Representative using a modified expansion chamber to ensure back pressure does not exceed 1.5 psi (10.3 kg) at 1000 ft (304.8 m) above sea level or less. This test needs to be performed with the boat in the water and under way. No special loading of the boat is required. However, the engine must be capable of reaching the specified W.O.T. engine speed. Maximum R.P.M. must be verified using an accurate service tachometer. m - Exhaust system components should be rubber mounted, independently supported and restrained to minimize noise transmission to the boat and stress on exhaust system components. n - 10° minimum angle from expansion chamber outlet to muffler inlet. INSTALLATION 90-884822 DECEMBER 2001 Page 1D-37 Side View a b c d e f a - This line represents the bottom edge of the muffler outlet tube. Measure to ensure that the lowest possible location of the bottom edge of the muffler tubes never gets within 2.0 in (5.1 cm) of the maximum depth waterline. b - 2.0 in (5.1 cm). When installing muffler assemblies, a 2.0 in (5.1 cm) minimum distance between bottom of muffler and water line must be kept. This minimum distance must be calculated with boat under its maximum load. Tilt muffler assemblies back towards outlet to ensure self draining. c - Water Line d - Covers may be placed over exhaust outlets to reduce exhaust noise and may extend 5 in (10 cm) or less below waterline when boat is at rest. e - 2.0 in (5.1 cm). f - 5° outlet angle. INSTALLATION Side View of Expansion Chamber Outlet Pipe and Exhaust Pipe Connection a a-A spacer must be used with all 3.0 in (7.6 cm) tube applications. A spacer having a 2.65 in (6.73 cm) I.D. and a 3.0 in (7.6 cm) O.D. needs to be installed over the expansion chamber outlets. Page 1D-38 90-884822 DECEMBER 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 meets engine specification 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 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 90-884822 DECEMBER 2001 Page 1D-39 IGNITION ELECTRICAL Section 2A – Ignition Table of Contents 2 A Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-1 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-4 Electrical Components – Coil Plate Assembly . . . . 2A-6 Electrical Components – Solenoid/ECU . . . . . . . . . 2A-8 Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2A-10 Ignition Component Description . . . . . . . . . . . . . . . 2A-11 Fuses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-11 Electronic Control Module (ECM) . . . . . . . . . . . 2A-12 Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-12 Ignition Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-13 Crank Position Sensor . . . . . . . . . . . . . . . . . . . . 2A-14 Throttle Position Sensor (TPS) . . . . . . . . . . . . . 2A-14 Throttle Position Sensor Troubleshooting . . . . 2A-15 Charging System Alternator. . . . . . . . . . . . . . . . 2A-16 Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . 2A-17 Air Temperature Sensor . . . . . . . . . . . . . . . . . . . 2A-17 Manifold Absolute Pressure (MAP) Sensor . . 2A-19 Specifications Ignition Troubleshooting and Fault Chart . . . . . . . 2A-20 Ignition Coil Ohms Test . . . . . . . . . . . . . . . . . . . . . . 2A-24 Manifold Absolute Pressure (MAP) Sensor Ohms Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-25 EFI Detonation Control System . . . . . . . . . . . . . . . 2A-26 Detonation Circuit Test . . . . . . . . . . . . . . . . . . . . . . . 2A-26 Troubleshooting Without Digital Diagnostic Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-27 Troubleshooting With the Digital Diagnostic Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-28 DDT Functions 1.2 (P/N 880118A2) . . . . . . . . . . . . 2A-29 Ignition Components Removal and Installation . . 2A-31 Flywheel Cover Removal and Installation . . . . 2A-31 Electronic Control Module (ECM) . . . . . . . . . . . 2A-32 Ignition Module (Coil) . . . . . . . . . . . . . . . . . . . . . 2A-33 Crank Position Sensor . . . . . . . . . . . . . . . . . . . . 2A-34 Throttle Position Sensor (TPS) . . . . . . . . . . . . . 2A-35 IGNITION SYSTEM Type Spark Plug Type Spark Plug Gap Maximum Timing Idle Timing Throttle Position Sensor @ Idle @ WOT Digital Inductive NGK BPZ8HS-10 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 90-884822 DECEMBER 2001 Page 2A-1 IGNITION Ignition Coil Ohms Test 58903 BLACK METER LEAD RED METER LEADLEAD Secondary Tower EST PIN A EST Low PIN B Secondary Low Pin C Primary Ground Pin D Battery + Pin E Secondary Tower X No Continuity No Continuity 850 – 1200 ohm No Continuity No Continuity EST PIN A No Continuity X 8500 – 12000 ohm No Continuity 29000 – 39000 ohm 11000 – 21000 ohm EST Low PIN B No Continuity 8500 – 12000 ohm X No Continuity 39000 – 49000 ohm 21000 – 31000 ohm Secondary Low Pin C 850 – 1200 ohm No Continuity No Continuity X No Continuity No Continuity Primary Ground Pin D No Continuity 20000 – 30000 ohm 31000 – 41000 ohm No Continuity X 13000 – 23000 ohm Battery + Pin E No Continuity 11000 – 21000 ohm 21000 – 31000 ohm No Continuity 13000 – 23000 ohm X EST = Electronic Spark Trigger EST Low = Return ground path for the trigger signal to the ECM Page 2A-2 90-884822 DECEMBER 2001 IGNITION Manifold Absolute Pressure (MAP) Sensor Ohms Test 58904 BLACK METER LEAD RED METER RED METER LEAD BLK/ORG PIN A YEL PIN B PPL/YEL PIN C BLK/ORG PIN A X 95000 – 105000 ohm 3900 – 4100 ohm YEL PIN B 95000 – 105000 ohm X 95000 – 105000 ohm PPL/YEL PIN C 3900 – 4100 ohm 95000 – 105000 ohm X Crank Position Sensor Resistance Test Between 2 pins of Crank Position Sensor Connector 320 – 350 ohms 90-884822 DECEMBER 2001 Page 2A-3 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-4 90-884822 DECEMBER 2001 IGNITION 5. DMT 2000 Digital Tachometer Multimeter 91-854009A1 6. Inductive Timing Light 91-99379 7. Spark Gap Tester 91-850439T 55117 90-884822 DECEMBER 2001 Page 2A-5 IGNITION Electrical Components – Coil Plate Assembly NOTE: COAT ALL EYELET WIRING TERMINALS WITH #25 GACO N700 NOTE: COAT ALL MULTI-PIN ELECTRICAL CONNECTIONS WITH #6 DC-4 (DIELECTRIC GREASE) Page 2A-6 90-884822 DECEMBER 2001 IGNITION Electrical Components – Coil Plate Assembly REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm 1 1 PLATE – Coil Mount 2 1 SENSOR – Pressure 3 1 TUBING (13 in) (33 cm) 4 1 CLIP – Conduit 5 1 CABLE ASSEMBLY (Braided) 6 1 FITTING (Straight) 7 4 CABLE TIE (8 in) (20.3 cm) 8 4 GROMMET 9 4 BUSHING 10 3 WASHER 11 3 SCREW (M6 x 10) 60 7 12 6 CABLE ASSEMBLY – Hi Tension 13 6 COIL – Ignition 14 12 SCREW (M6 x 30) 100 11 15 1 HARNESS ASSEMBLY 16 1 CLIP – Connector Mount 17 AR CONDUIT (0.350 Diamter x 1.125 ft) (8.8 mm x 30.51 cm) 18 AR CONDUIT (0.500 Diamter x 1.083 ft) (12.7 mm x 30.49 cm) 19 4 SCREW (0.312–18 x 1.50) 20 27 20 4 WASHER 21 1 BUSHING 22 1 WASHER 23 6 SPARK PLUG (NGK BPZ8HS–10) 20 27 90-884822 DECEMBER 2001 Page 2A-7 IGNITION Electrical Components – Solenoid/ECU NOTE: COAT ALL EYELET WIRING TERMINALS WITH #25 GACO N700 NOTE: COAT ALL MULTI-PIN ELECTRICAL CONNECTIONS WITH #6 DC-4 Page 2A-8 90-884822 DECEMBER 2001 IGNITION Electrical Components – Solenoid/ECU REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm 1 1 HARNESS ASSEMBLY – Engine 2 1 COVER – Fuse 3 1 CLIP – Cover Mount 4 FUSE – Mini (15 Amp – Blue 1 each) (20 Amp – Yellow 4 each) 5 1 FUSE – Mini (20 Amp – Yellow)PLUG 6 4 CABLE TIE (8 in) (20.3 cm) 7 1 HARNESS ASSEMBLY (Fuel Pump) 8 1 COVER – Fuse 9 1 FUSE (Violet – 3 Amp) 10 1 CONNECTOR ASSEMBLY 11 1 CABLE ASSEMBLY 12 1 BOOT (Yellow) 13 1 BOOT (Red) 14 1 RELAY ASSEMBLY 15 1 DECAL – Relay 16 1 BRACKET 17 1 GROMMET 18 1 BUSHING 19 1 SCREW (M6 x 35) 60 7 20 1 BUSHING 21 2 BUSHING 22 1 WASHER 23 2 SCREW (M6 x 25) 60 7 24 1 SOLENOID ASSEMBLY 25 2 GROMMET 26 2 LOCKWASHER (0.312) 27 2 NUT (0.312–18) 60 7 28 1 CAPNUT 29 1 CABLE ASSEMBLY (Ground) 30 2 NUT (#10–32 Brass) 40 5 31 1 CLIP–Conduit 32 2 SCREW (M6 x 10) (Ground Wire) 60 7 33 1 PLATE–Solenoid Mounting 34 1 HARNESS ASSEMBLY–Fuse (100 AMP) (34.5 in) (87.6 cm) 35 2 SCREW (M6 x 14) 100 11 36 2 BRACKET–ECU 37 1 ECU 38 3 SCREW (M6 x 25) 70 8 39 3 WASHER 40 3 GROMMET 41 3 BUSHING 42 1 CONNECTOR ASSEMBLY 43 1 CLIP–Connector Mount 44 1 CABLE TIE (8 in) (20.3 cm) 45 3 SCREW (M6 x 12) 90 10 46 1 HARNESS ASSEMBLY–Knock Sensor 47 1 BOOT (Battery Cable to Solenoid) 48 1 DECAL– Ignition Protection) 90-884822 DECEMBER 2001 Page 2A-9 IGNITION Theory of Operation When the ignition key switch is turned to the “RUN” position, battery voltage is applied to both the Electronic Control Module (ECM) through the purple wire and the main power relay through the red/purple wire. As the ECM receives the “RUN” signal, it internally completes the ground circuit of the main relay, for a short period of time, energizing the fuel pump for start-up. As the engine is cranked with the starter motor, the ECM receives the run signal from the Crank Position Sensor (CPS) and completes the ground circuit to the main relay for engine operation. With the main relay closed (completed circuit), D.C. current from the battery/charging system is transferred through the 20 ampere main relay fuse to the positive terminal of all ignition coil primary windings. The negative terminals of the ignition coil primaries are connected to engine ground through the coils’ internal driver, which is triggered by the ECM. With the coil drivers closed, a electric magnetic field is allowed to build up within the ignition coil. As the flywheel rotates, the CPS senses the location of the 54 teeth on the flywheel and supplies the trigger signal information to the ECM. The ECM utilizes the CPS information and determines when to remove the trigger signal from the coil driver of each ignition coil. The coil driver then opens the coil primary ground circuit, allowing it’s magnetic field to rapidly collapse across the coil secondary winding, which induces a high voltage charge (28,000 volts) that fires the spark plug. Page 2A-10 90-884822 DECEMBER 2001 IGNITION 90-884822 DECEMBER 2001 Page 2A-11 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 59229 IGNITION Page 2A-12 90-884822 DECEMBER 2001 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 and ignition for each cylinder. • Controls all alarm horn functions. • Supplies tachometer signal to gauge. • Controls RPM limit function. • Records engine running information. a 59212 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. b a 59223 a - Flywheel b - Crank Position Sensor IGNITION 90-884822 DECEMBER 2001 Page 2A-13 Ignition Coils Inductive type ignition coils are used on the EFI 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. a 59212 a - Ignition Coils – 3 coils are mounted on port side IGNITION Page 2A-14 90-884822 DECEMBER 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. a 59223 a - Crank Position Sensor Crank Position Sensor Resistance Test Between 2 pins of Crank Position Sensor Connector 320 – 350 ohms 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. 59224 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. 90-884822 DECEMBER 2001 Page 2A-15 IGNITION Page 2A-16 90-884822 DECEMBER 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. The alternator is protected from incorrect battery cable polarity connections by a replaceable fuseable link located between the alternator and the slave solenoid. 59213 a b b 59211 59229 a - Alternator b - Fuseable Link IGNITION 90-884822 DECEMBER 2001 Page 2A-17 Temperature Sensor Two (2) temperature sensors are used to provide temperature information to the ECM. One sensor is mounted in each 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. Should a temperature sensor fail, the ECM will default to a temperature value of 32° F (0° C). a b 59220 a - Cylinder Temperature Sensor (PORT) b - Cylinder Temperature Sensor (STARBOARD) 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. Should the air temperature sensor fail, the ECM will default to a temperature value of 32 ° F (0 ° C). 58898 a a - Air Temperature Sensor 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 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 Page 2A-18 90-884822 DECEMBER 2001 IGNITION Manifold Absolute Pressure (MAP) Sensor The MAP sensor is located on top of the air plenum. The ECM regulates fuel flow, in part, based on manifold absolute pressure. The MAP sensor becomes more critical in engine running quality as the engine is operated at higher altitudes (i.e. mountain lakes). Should the MAP sensor fail, the ECM will default to a value of approximately 14.7 psi. The MAP sensor’s DDT readout will vary according to altitude, throttle plate opening and barometric pressure. However, for a given location and weather conditions (I.E. altitude and barometric pressure), the MAP sensor readout between engines should be approximately the same when the ignition key is turned to the “ON” position. For example, if two engines indicate 15 psi when the key is turned “ON” and a third engine indicates 10 psi, the third engine’s MAP sensor would be suspect. When the engines are started, MAP sensor readout should drop. When the engines are initially accelerated, the MAP sensor readout will drop momentarily and then begin to rise. Throttle plate opening will also affect the MAP readout. Refer to Section 2C for correct throttle plate clearance. The Digital Diagnostic Terminal (DDT) can be used to determined whether the MAP sensor is functioning properly. As throttle is advanced, numerical value on DDT display should increase. As throttle is retarded, numerical value should decrease indicating MAP sensor is functioning. If numerical value does not change as throttle setting varies, MAP sensor is defective. NOTE:If MAP sensor is not functioning, #4 LED indicator light on DDT will be illuminated. a 58898 a-Manifold Absolute Pressure (MAP) Sensor 90-884822 DECEMBER 2001 Page 2A-19 IGNITION Ignition Troubleshooting and Fault Chart CAUTION To protect against meter and/or component damage, observe the following precautions: • DO NOT reverse battery cable connections. The battery negative cable is (–) ground. • DO NOT “spark” battery terminals with battery cable connections to check polarity. • DO NOT disconnect battery cables while engine is running. Before troubleshooting the ignition system, check the following: 1. Make sure that electrical harness and ignition switch are not the source of the problem. 2. Check that plug-in connectors are fully engaged and terminals are free of corrosion. 3. Make sure that wire connections are tight and free of corrosion. 4. Check all electrical components, that are grounded directly to engine, and all ground wires to see that they are grounded to engine. 5. Check for disconnected wires and short and open circuits. 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 8volts) (Fuel pump requires 9volts) 1.2 No fuel 1.3 Flywheel misaligned during installation 1.4 Blown fuse 1.5 Main Power Relay not functioning 1.6 Spark Plugs Reset lanyard stop switch. Replace/charge battery. Inspect condition of starter motor. Check condition of battery terminals and cables. Key-on engine to verify that fuel pump runs for 2 seconds and then turn off. Measure fuel pressure 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 spark plugs from each cylinder. Connect spark plug leads to Spark Gap Tester 91-830230T. 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. Page 2A-20 90-884822 DECEMBER 2001 IGNITION Symptom Cause Action 1. Engine cranks but will 1.7 ECM not functioning Check for proper operation by not start (continued) 1.8 Crank Position Sensor not functioning 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 Abnormally high friction in engine 2.1 Air in fuel system/lines 2.2 TPS malfunction 2.3 Remote control to engine harness connection is poor Check for scuffed piston or other sources of high friction. 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. 90-884822 DECEMBER 2001 Page 2A-21 IGNITION Symptom Cause Action 3. Engine idle is rough 3.1 Fouled spark plug 3.2 Failed fuel injector 3.3 Bad coil/weak spark 3.4 Flywheel misaligned during installation 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 specifications for ohm test. Refer to specifications for ohm test. Remove flywheel and inspect. 4. Engine idles fast (rpm 4.1 Fuel leak Check for fuel entering induction >1050) or surges manifold. Fuel pump diaphragm leaking and/ or Vapor Separator flooding over. 4.2 Improper set-up Check throttle cable & cam roller adjustment. 5. Engine runs rough below 5.1 Fouled spark plug See 3.1 3000 rpm 5.2 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. 5.3 Bad coil/weak spark See 3.3 5.4 TPS malfunction See 2.2 6. Engine runs rough above 6.1 Fouled spark plug See 3.1 3000 rpm 6.2 Speed Reduction See 7 6.4 TPS malfunction See 2.2 Page 2A-22 90-884822 DECEMBER 2001 IGNITION Symptom Cause Action 7. Speed Reduction (RPM reduced) 7.1 Low battery voltage ECM requires 8 volts mini mum Fuel Pump requires 9 volts 7.2 Overheat condition 7.3 Oil pump electrical failure 7.4 TPS failure If TPS fails, rpm is reduced to idle Check battery and/or alternator. Check electrical connections. Check water pump impeller/cooling system. Check electrical connection. See 2.2 8. Engine RPM reduced to idle only 8.1 TPS failed 8.2 Battery voltage below 9.5 volts See 2.2 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 spark plug. 9.4 Faulty spark plug wire. Test spark plug wire for continuity. It should ohm out as a short from one end to the other. Note: If spark plug is partially fouled or the plug gap is too small, the DDT may indicate the incorrect cylinder as having an ignition fault. Example: If the DDT indicates an ignition fault on cylinder #4, the problem may be on the prior cylinder in the firing order – I.E. cylinder number #3. Check connectors. Replace coil. Replace spark plug. Replace spark plug wire. 90-884822 DECEMBER 2001 Page 2A-23 IGNITION Ignition Coil Ohms Test 58903 BLACK METER LEAD RED METER LEADLEAD Secondary Tower EST PIN A EST Low PIN B Secondary Low Pin C Primary Ground Pin D Battery + Pin E Secondary Tower X No Continuity No Continuity 850 – 1200 ohm No Continuity No Continuity EST PIN A No Continuity X 8500 – 12000 ohm No Continuity 29000 – 39000 ohm 11000 – 21000 ohm EST Low PIN B No Continuity 8500 – 12000 ohm X No Continuity 39000 – 49000 ohm 21000 – 31000 ohm Secondary Low Pin C 850 – 1200 ohm No Continuity No Continuity X No Continuity No Continuity Primary Ground Pin D No Continuity 20000 – 30000 ohm 31000 – 41000 ohm No Continuity X 13000 – 23000 ohm Battery + Pin E No Continuity 11000 – 21000 ohm 21000 – 31000 ohm No Continuity 13000 – 23000 ohm X EST = Electronic Spark Trigger EST Low = Return ground path for the trigger signal to the ECM Page 2A-24 90-884822 DECEMBER 2001 IGNITION Manifold Absolute Pressure (MAP) Sensor Ohms Test 58904 BLACK METER LEAD RED METER RED METER LEAD BLK/ORG PIN A YEL PIN B PPL/YEL PIN C BLK/ORG PIN A X 95000 – 105000 ohm 3900 – 4100 ohm YEL PIN B 95000 – 105000 ohm X 95000 – 105000 ohm PPL/YEL PIN C 3900 – 4100 ohm 95000 – 105000 ohm X Idle Speed Control The ECM varies the timing and the fuel flow based on the throttle opening to maintain an idle speed of 1050 rpm ± 50 rpm. RPM-Limit Circuit The rpm limit circuitry is contained within the ECM. When the rpm limit point is reached at 6700 rpm, spark will be cut to all cylinders. 90-884822 DECEMBER 2001 Page 2A-25 IGNITION Page 2A-26 90-884822 DECEMBER 2001 EFI Detonation Control System The detonation control circuit is located in the ECM. This circuit monitors 2 detonation (knock) sensors; 1 each located in each cylinder head. When detonation is initially detected, timing is retarded. If detonation continues, fuel mixture is richened. Use DDT to monitor Knock Volts (Press Keys 1, 3, 1) 59227 a b 59228 a - Starboard Cylinder Head Detonation Sensor b - Port Cylinder Head Detonation Sensor Detonation Circuit Test 1. Turn key switch to RUN position (do not start engine). With Digital Diagnostic Terminal connected to engine, DDT should indicate over 6 volts for knock voltage output. 2. Start engine and run at idle. DDT indicated knock voltage output should drop below 1.0 volt. If voltage does not drop below 1.0 volt, knock circuit within ECM is defective. IGNITION 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 and fuel 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). • Check fuel pump connections and fuel pump pressure. 90-884822 DECEMBER 2001 Page 2A-27 IGNITION Troubleshooting with the Digital Diagnostic Terminal a b dc a-Digital Diagnostic Terminal (91-823686A2) b-Software Cartridge (91-880118-2) c-DDT Reference Manual (90-881204) 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. 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. Page 2A-28 90-884822 DECEMBER 2001 IGNITION DDT Functions – EFI Models Software Version 1.2 (P/N 880118A2) 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 02MY EFI 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 1 FUSE-INJ/OIL PUMP AIR COMPRESSOR 1Kohm @ 77F/25C AIRTEMP/COOLANT 10 Kohm @ 77F/25C RPM LIMIT 5850 PROP RPM 5250-5750 2 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 KNOCK SENSOR 1 KNOCK SENSOR 2 Knock Sensor #1 Knock Sensor #2 90-884822 DECEMBER 2001 Page 2A-29 IGNITION 90-884822 DECEMBER 2001 Page 2A-31 Ignition Components Removal and Installation Flywheel Cover Removal and Installation REMOVAL Remove flywheel cover by lifting off. 59300 INSTALLATION Install flywheel cover as follows: a. Place cover onto the front flange. b. Push rear of the cover down onto the rear pin. a 59300 b a - Front Flange of Throttle Plate Assembly b - Rear Pin IGNITION Page 2A-32 90-884822 DECEMBER 2001 Electronic Control Module (ECM) REMOVAL 1. Disconnect ECM harness connectors. 2. Remove 3 bolts securing ECM. a b f c d e e 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 screws. Torque screws to 70 lb. in. (8.0 Nm). 2. Reconnect harness connectors. IGNITION 90-884822 DECEMBER 2001 Page 2A-33 Ignition Module (Coil) REMOVAL 1. Disconnect spark plug lead from coil tower. 2. Disconnect coil harness. 3. Remove 2 screws securing coil. a b c c c 59229 a - Bolts b - Coil Harness c - Ignition Coils (3 each side) INSTALLATION 1. Secure coil to electrical mounting plate with 2 screws. Torque screws to 100 lb. in. (11.3 Nm). 2. Reconnect spark plug lead and coil harness. IGNITION Page 2A-34 90-884822 DECEMBER 2001 Crank Position Sensor REMOVAL 1. Disconnect harness. 2. Remove screws securing sensor to engine. 58613 a b 59223 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 90-884822 DECEMBER 2001 Page 2A-35 Throttle Position Sensor (TPS) REMOVAL 1. Disconnect TPS link arm. 2. Remove ground lead bolt from vapor separator. 3. Remove TPS harness connector. a 59224 b c a - TPS Link Arm b - Ground Lead Bolt c - TPS Harness Connector 4. Remove 3 screws securing vapor separator and move separator to gain access to TPS retaining screws. a b 59226 a - Screws b - Vapor Separator IGNITION Page 2A-36 90-884822 DECEMBER 2001 5. Remove 3 screws securing TPS and remove TPS. a a - Screws INSTALLATION 1. Fasten sensor and bracket to engine as shown. a b c d e f g h i h 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 IGNITION 90-884822 DECEMBER 2001 Page 2A-37 2. Reinstall vapor separator. Secure separator with 3 scews. Torque screws to 140 lb. in. (16 Nm). a b 59226 a - Screws [Torque to 140 lb. in. (16 Nm)] b - Vapor Separator 3. Reinstall TPS link arm. 4. Reconnect wiring harness. 5. Reinstall vapor separator ground lead. 59224 a b c a - TPS Link Arm b - Ground Lead Bolt c - TPS Harness Connector 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 0.5 – 1.0 mA (Ign. Switch Off) 150 – 300 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 90-884822 DECEMBER 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 90-884822 DECEMBER 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. 90-884822 DECEMBER 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. NOTE:The 240 EFI Sport Jet has a 100 ampere fuseable link between the alternator and the slave solenoid. This fuseable link is designed to protect the alternator from damage due to incorrect battery connection polarity. If battery cables are reversed, the fuseable link may open circuit and must be replaced. With the fuseable link open, the engine can be started but the run time will be limited due to the rapid discharge of the boat battery. 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. Page 2B-4 90-884822 DECEMBER 2001 CHARGING & STARTING SYSTEM 3. If, after prolonged charging, specific gravity of at least 1.230 on all cells cannot be reached, battery is not in optimum condition and will not provide optimum performance; however, it may continue to provide additional service, if it has performed satisfactorily in the past. 4. To check battery voltage while cranking engine with electric starting motor, place RED (+) lead of tester on POSITIVE (+) battery terminal and BLACK (–) lead of tester on NEGATIVE (–) battery terminal. If the voltage drops below 9-1/2 volts while cranking, the battery is weak and should be recharged or replaced. 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. 90-884822 DECEMBER 2001 Page 2B-5 CHARGING & STARTING SYSTEM Page 2B-6 90-884822 DECEMBER 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. Rotate belt tensioner and remove alternator belt. 59317 a b a - Belt Tensioner Assembly b - 3/8 Drive Access Hole for Relieving Belt Tension 4. While holding flywheel with flywheel holder (91-52344), remove flywheel nut and washer. a 58777 a - Flywheel Holder (91-25344) CHARGING & STARTING SYSTEM 90-884822 DECEMBER 2001 Page 2B-7 5. Install a crankshaft Protector Cap (91-24161) on end of crankshaft, then install Flywheel Puller (91-73687A2) into flywheel. 6. Hold flywheel tool with wrench while tightening bolt down on protector cap. Tighten bolt until flywheel comes free. a 58775 a - Flywheel Puller (91-73687A2) 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. 7. 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). 58776 a a - Flywheel Holder (91-52344) CHARGING & STARTING SYSTEM Page 2B-8 90-884822 DECEMBER 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 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 90-884822 DECEMBER 2001 Page 2B-9 CHARGING & STARTING SYSTEM System Components The battery charging system consists of the alternator, battery, ignition switch, slave solenoid and the wiring which connects these components. c RED PPL BLK BLK YEL/RED BLK RED RED RED REDREDREDREDREDRED RED RED BLK d b a 58911 e a-Alternator b-Battery c-20 Ampere Fuse d-Slave Solenoid e-100 Ampere Fuseable Link 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 90-884822 DECEMBER 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.” 90-884822 DECEMBER 2001 Page 2B-11 CHARGING & STARTING SYSTEM Page 2B-12 90-884822 DECEMBER 2001 Alternator System Circuitry Test Using a 0-20 volt DC voltmeter, perform the following tests: Output Circuit NOTE: The 240 EFI Sport Jet has a 100 ampere fuseable link between the alternator and the slave solenoid. This fuseable link is designed to protect the alternator from damage due to incorrect battery connection polarity. If battery cables are reversed, the fuseable link may open circuit and must be replaced. With the fuseable link open, the engine can be started but the run time will be limited due to the rapid discharge of the boat battery. 1. With key switch turned off, 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 (open circuit in fuseable link) between alternator and slave solenoid. 59339 a a - Terminal B (Fuseable Link) CHARGING & STARTING SYSTEM 90-884822 DECEMBER 2001 Page 2B-13 Sensing Circuit 1. With key switch turned off, 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 between alternator and slave solenoid. 4. With key switch turned on, connect POSITIVE (+) voltmeter lead to PURPLE lead and NEGATIVE (–) voltmeter lead to ground. Voltmeter should indicate battery voltage. If correct voltage is not present, check PURPLE lead for loose or dirty connections or damaged wiring between alternator and ignition switch. Check ignition switch for proper function. 59338 a a - Sense Lead (RED and PURPLE) CHARGING & STARTING SYSTEM Page 2B-14 90-884822 DECEMBER 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. 59336 a a - Terminal B CHARGING & STARTING SYSTEM 90-884822 DECEMBER 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. 59337 a c b 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 90-884822 DECEMBER 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. 57539 b a a a - Attaching Bolt b - Harnesses CHARGING & STARTING SYSTEM 90-884822 DECEMBER 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. 57539 a b c 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 90-884822 DECEMBER 2001 Alternator Belt Tension Adjustment Correct alternator belt tension is maintained by a belt tensioner assembly. 59317 a b a - Belt Tensioner Assembly b - 3/8 Drive Access Hole for relieving Belt Tension CHARGING & STARTING SYSTEM 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 Starter Motor Neutral Start Switch (in control Ignition Switch box) Slave Solenoid Starter 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. 90-884822 DECEMBER 2001 Page 2B-19 CHARGING & STARTING SYSTEM Page 2B-20 90-884822 DECEMBER 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 90-884822 DECEMBER 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 102 100 AMP FUSEABLE LINK (LOCATED IN CONTROL HOUSING) 58431 Solenoid Driven Bendix Starter Circuit Page 2B-22 90-884822 DECEMBER 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. 90-884822 DECEMBER 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 90-884822 DECEMBER 2001 CHARGING & STARTING SYSTEM 90-884822 DECEMBER 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. b b a 59230 a - Starter Solenoid b - Mounting Bolts CHARGING & STARTING SYSTEM Page 2B-26 90-884822 DECEMBER 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). a b d c e 59230 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 90-884822 DECEMBER 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 90-884822 DECEMBER 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 90-884822 DECEMBER 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 90-884822 DECEMBER 2001 CHARGING & STARTING SYSTEM 90-884822 DECEMBER 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 90-884822 DECEMBER 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 90-884822 DECEMBER 2001 Page 2B-33 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. 58435 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 CHARGING & STARTING SYSTEM Page 2B-34 90-884822 DECEMBER 2001 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). 58434 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. 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 90-884822 DECEMBER 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 90-884822 DECEMBER 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 90-884822 DECEMBER 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 90-884822 DECEMBER 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 BPZ8HS-10 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 90-884822 DECEMBER 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 90-884822 DECEMBER 2001 TIMING, SYNCHRONIZING & ADJUSTING 4. DDT Reference Manual 90-881204 (2001 Model Year) 5. ECM Harness 84-822560A5 6. Extension Cable [10 ft. (3.05m)] 84-825003A1 90-884822 DECEMBER 2001 Page 2C-3 TIMING, SYNCHRONIZING & ADJUSTING Page 2C-4 90-884822 DECEMBER 2001 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. 59223 b a a - Crank Position Sensor b - Bracket Screw – Torque to 45 lb. in. (5.0 Nm) TIMING, SYNCHRONIZING & ADJUSTING 90-884822 DECEMBER 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. 59334 a b c a - Roller b - Throttle Cam c - Idle Stop Screw TIMING, SYNCHRONIZING & ADJUSTING Page 2C-6 90-884822 DECEMBER 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 c 59235 59240 b a a - Throttle Arm b - Full Throttle Stop Screw 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 @ 0.029 in. (0.7366 mm) using a #69 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. 90-884822 DECEMBER 2001 Page 2C-7 WIRING DIAGRAMS ELECTRICAL Section 2D – Wiring Diagrams Table of Contents Warning System Signals . . . . . . . . . . . . . . . . . 2D-2 Guardian Protection System . . . . . . . . . . . . . . 2D-3 Guardian System Operation with Gauges 2D-3 Guardian System Activation . . . . . . . . . . . 2D-3 Analog Gauge Panel Mount Remote Control Wiring Installation . . . . . . . . . . . . . . . . . . . . . . . 2D-5 System Monitor V2.0 . . . . . . . . . . . . . . . . . . . . 2D-6 Basic Operation . . . . . . . . . . . . . . . . . . . . . . 2D-6 Initial Power Up (Or After Master Reset) . 2D-6 Standard Information Display Screens . . 2D-7 Display of Range and Depth Information 2D-9 Warning System . . . . . . . . . . . . . . . . . . . . . . 2D-10 Warning Display Screens . . . . . . . . . . . . . . 2D-11 CAL1 Calibration . . . . . . . . . . . . . . . . . . . . . 2D-14 CAL2 Calibration . . . . . . . . . . . . . . . . . . . . . 2D-16 Master Reset Command . . . . . . . . . . . . . . 2D-19 System Tach & Speed . . . . . . . . . . . . . . . . . . . 2D-20 Basic Operation and Features . . . . . . . . . 2D-20 Speedometer Display Screens . . . . . . . . . 2D-21 Tachometer Display Screens . . . . . . . . . . . 2D-22 Troll Control . . . . . . . . . . . . . . . . . . . . . . . . . 2D-23 Warning System . . . . . . . . . . . . . . . . . . . . . . 2D-24 Alarm Messages . . . . . . . . . . . . . . . . . . . . . 2D-25 Auto-Detection Engine Function . . . . . . . . 2D-29 Master Reset Command . . . . . . . . . . . . . . 2D-29 Tachometer Calibration . . . . . . . . . . . . . . . . 2D-30 Speedometer Calibration . . . . . . . . . . . . . . 2D-34 SmartCraft Gauge Operation . . . . . . . . . . . . . 2D-36 Basic Operation and Features . . . . . . . . . 2D-36 Speedometer Display Screen . . . . . . . . . . 2D-37 Tachometer Display Screens . . . . . . . . . . . 2D-38 Troll Control . . . . . . . . . . . . . . . . . . . . . . . . . 2D-39 Warning System . . . . . . . . . . . . . . . . . . . . . . 2D-40 Alarm Messages . . . . . . . . . . . . . . . . . . . . . 2D-41 Tachometer Calibration . . . . . . . . . . . . . . . . 2D-45 Speedometer Calibration . . . . . . . . . . . . . . 2D-48 SmartCraft Gauge Test Specifications . . . . . . 2D-50 Test Equipment Required: . . . . . . . . . . . . . 2D-50 Notes: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-51 240 EFI Spoet Jet Wiring Diagram . . . . . . . . . 2D-53 2 D 90-884822 DECEMBER 2001 Page 2D-1 WIRING DIAGRAMS Warning System Signals NOTE:The warning system signals which includes audible and visual indicator involving the horn and gauges will identify the potential problems listed in the chart Problem Horn Monitor Display Guardian Activated Engine Speed Reduction Activated Power Up/System Check Single Beep Yes N/A No Low Oil 4 Beep... 2 Minutes Off Yes No No Oil Pump Electrical Failure Yes Yes Yes (See Guardian System) Over Heat Continuous Beep Yes Yes Yes (See Guardian System) Water In Fuel 4 Beep... 2 Minutes Off Yes No Over Speed Continuous Beep Yes Yes Yes (See Guardian System) Coolant Sensor Failure No Yes No No MAP Sensor Failure No Yes No No Air Temperature Sensor Failure No Yes No No Ignition Coil Failure No Yes No No Injector Failure No Yes No No Horn Failure N/A Yes No Battery Voltage too high (16V) or too low (11V) or very low (9.5V) No Yes Yes Yes (See Guardian System) Throttle Sensor Failure Continuous Intermittant Beeping Yes Yes Yes (See Guardian System) Block Water Pressure Yes Yes Yes Yes (See Guardian System) Calculated Oil Level Critical Yes Yes Yes Yes Page 2D-2 90-884822 DECEMBER 2001 WIRING DIAGRAMS Guardian Protection System The guardian protection system monitors critical engine functions and will reduce engine power accordingly in an attempt to keep the engine running within safe operating parameters. IMPORTANT: The Guardian System cannot guarantee that powerhead damage will not occur when adverse operating conditions are encountered. The Guardian System is designed to (1) warn the boat operator that the engine is operating under adverse conditions and (2) reduce power by limiting maximum rpm in an attempt to avoid or reduce the possibility of engine damage. The boat operator is ultimately responsible for proper engine operation. Guardian System Operation with Gauges Smartcraft Gauge/Monitor System will sound warning horn and display the warning message. Guardian System Activation Warning Horn Function Sound Description Cooling System Problem Continuous Engine Guardian System is activated. Power limit will very with level of overheat. Shift outboard into neutral and check for a steady stream of water coming out of the water pump indicator hole. If no water is coming out of the water pump indicator hole or flow is intermittent, stop engine and check water intake holes for obstruction. The Guardian system must be RESET before engine will operate at higher speeds. Moving throttle lever back to idle resets the system. Oil Level Is Critically Low Continuous Engine Guardian System is activated. Power limit will limit engine speed. The oil level is critically low in the engine mounted oil reservoir tank. Refill the engine mounted oil reservoir tank along with the remote oil tank. Oil Pump Failure Continuous Engine Guardian System is activated. Power limit will limit engine speed. The warning horn is activated if the oil pump should ever stop functioning electrically. No lubricating oil is being supplied to the engine. 90-884822 DECEMBER 2001 Page 2D-3 WIRING DIAGRAMS Engine Overspeed Continuous The warning horn is activated any time engine speed exceeds the maximum allowable RPM. The system will limit the engine speed to within the allowable range. If the overspeed condition continues, the Engine Guardian System will place the engine in power reduction. The Guardian system must be RESET before engine can resume full power. Moving throttle lever back to idle resets the system. Engine overspeed indicates a condition that should be corrected. Overspeed could be caused by incorrect propeller pitch, engine height, trim angle, etc. Sensor out of Range Continuous Engine Guardian System is activated. Power limit may activate at full throttle speed. Intermittent Beep Engine Guardian System is activated. Power limit may restrict engine speed to idle. Page 2D-4 90-884822 DECEMBER 2001 WIRING DIAGRAMS Analog Gauge Panel Mount Remote Control Wiring Installation 25 a b c d e f g h i j k l m n o p q r s t 25 Liquid Neoprene (92-25711--2) a-(+) 12 Volt Terminal b-(–) Ground Terminal c-Speedometer d-Tachometer e-Tachometer Signal Terminal f-Connect Wires Together with Screw and Hex Nut (3 Places); Apply Quicksilver Liquid Neoprene to Connections and Slide Rubber Sleeve Over Each Connection. g-Power Trim Connector h-Horn i-8 Pin Harness Connector BLK = Black BLU = Blue BRN = Brown GRY = Gray GRN = Green ORN = Orange PNK = Pink PUR = Purple RED = Red TAN = Tan WHT = White YEL = Yellow LIT = Light DRK = Dark j-Multi-Function Adapter Harness k-To Fuel Sender (Optional) l-To Oil Sender (Optional) m-Two Wire Harness n-Ignition/Choke Switch o-Low Oil Sender Lead p-Over Temperature Switch Lead q-Panel Mount Remote Control r-To Engine s-To Engine t-Neutral Safety Switch Lead 90-884822 DECEMBER 2001 Page 2D-5 WIRING DIAGRAMS System Monitor V2.0 Basic Operation The System Monitor is an LCD multi-function display gauge. A variety of displays can be activated using the button. Pressing the button scrolls the following displays: fuel used, tachometer (RPM), fuel flow, power trim position, engine temp, water pressure, battery voltage, traveling range (if calibrated), and water depth (if equipped with transducer). The System Monitor will power up when the ignition is turned on. The display includes a backlight which allows you to read it at night. The backlight brightness is adjustable using button. In the event of a warning alarm, the warning icon(s) will be displayed. The System Monitor can be calibrated to display both the English or the Metric system. The System Monitor can also be calibrated so that the trim position is displayed whenever the propulsion unit is trimmed. Refer to Cal1Calibration Section for details. Initial Power Up (Or After Master Reset) Unit will display software level then flash the word “SEt” in conjunction with engine icon. Press the button. The unit will begin it’s “Auto–detection” of engine type procedure. In this procedure System Monitor checks with the engine control module (ECM) to see what type of engine you have and presets the data monitoring screens accordingly, (e.g., If System Monitor detects an inboard engine connected to the data network it will turn off all engine/drive TRIM functions as these functions are not used in an inboard engine installation). The intention is to make initial setup easier. NOTE: If “2001” comes up during auto detect the gauge has detected that your engine is a pre 2002 model. You will need to manually select your engine type. Use the button to scroll through the choices. Stnd = Stern Drive, Inbd = Inboard, JEtd = Jet Drive, Out2 = Outboard 2 Stroke, Out4 = Outboard 4 Stroke. Press to continue. Page 2D-6 90-884822 DECEMBER 2001 WIRING DIAGRAMS NOTE: If you see the flashing message,(A) “nonE” afterthe Auto–detectionoccurs, the gauge can not find an engine. Please check wiring forcorrect connection. If you receive one of thefollowingotherflashingmessages:(B) “Stbd”or,(C)“noSt”refer to the “Set–Up Errors Section”. A) B) C) Standard Information Display Screens START UP SCREEN At power up, a momentary (1 second) screen displays the current System Monitor software version, followed by a 4 second display showing hours of engine use. HrsM NOTE: NOT ALL SCREENS MAY APPLY TO YOUR ENGINE TYPE. NOTE:Screens can be turned on/off inCal1. Refer to the Cal1 calibration section for details. RPM SCREEN Tachometer – Displays engine speed in Revolutions Per Minute (RPM). RPM FUEL USED SCREEN The System Monitor displays approximate fuel used since the last reset. GalM GalM Fuel Used Reset will return display back to 0. You can preform a Fuel Used Reset anytime by pressing and buttons together momentarily. 90-884822 DECEMBER 2001 Page 2D-7 WIRING DIAGRAMS FUEL FLOW SCREEN The System Monitor displays current estimated individual engine fuel consumption in Gallons per hour (Gal/hr) or Liters per hour (Ltr/hr). Gal/h TRIM POSITION SCREEN Displays trim position of the propulsion unit up to the maximum trim position, and then displays trailer position. 0 = down, 10 = maximum trim, and 25 = full trailer. TRIM NOTE: TheSystem Monitor may becalibrated so that trim is displayedwhenever the trim switch is used. Refer to the Cal1 Calibrations Section for details. ENGINE TEMPERATURE SCREEN Displays the engine temperature in degrees Fahrenheit (°F) or Celsius (°C). NOTE: You can change the units of measure within Cal1. Refer to the Cal1 Calibration Section for details. WATER PRESSURE SCREEN Displays cooling system water pressure of the engine in Psi or Bar. Psi OIL TEMPERATURE SCREEN Displays the engine oil temperature in degrees Fahrenheit (°F) or Celsius (°C). Page 2D-8 90-884822 DECEMBER 2001 WIRING DIAGRAMS OIL PRESSURE SCREEN Displays engine oil pressure in Psi or Bar. Psi BATTERY VOLTAGE SCREEN Displays voltage level (condition) of battery. Volt Display of Range and Depth Information RANGE SCREEN Displays estimated traveling range based on current fuel consumption and fuel remaining in the tank that is connected to the system. The number displayed is an estimate of the distance you can travel on the remaining fuel at current boat speed. Range Miles NOTE:To activate this screen, you must perform the fuel tank calibration in Cal2. Refer to the Cal2 Calibration Section for details. NOTE:You must haveaspeed input device connected to the system (paddlewheel or pitot pressure transducer). WATER DEPTH SCREEN Displays the depth of water under the transducer if connected. Depth Ft 90-884822 DECEMBER 2001 Page 2D-9 WIRING DIAGRAMS SHALLOW WATER ALARM FEATURE You can set an alarm to trigger whenever the boat moves into water shallower than the alarm level. Setting Shallow Water Alarm. 1. The water depth screen must be displayed. Be sure Depth is turned on in Cal2. Refer to Cal2Calibration Section for details. 2. Press both and buttons together for 3 seconds. 3. The alarm on or off menu will appear. 4. Press the button to toggle to ON. Depth 5. Push button to save. 6. The depth number will be flashing. Press the button to set the flashing number to desired alarm depth. 100 ft. maximum depth and 2 ft. minimum depth. Depth 7. Push button to save. Warning System NOTE:Alarm warnings may vary depending on your engine type. Some warnings listed may not apply to your engine. Please consult your engines owners manual for a complete list of engine warnings. The System Monitor warning system incorporates the display screen, the warning horn and the Guardian Protection system. The warning horn is located inside the remote control or is part of the ignition key switch wiring harness. • Alarms Warnings – When a problem is detected, the warning horn sounds and the offending icon appears on the display. If problem can cause immediate engine damage – The horn will sound continuously and the Engine Guardian System will respond to the problem by limiting engine power. Immediately reduce throttle speed to idle and refer to the warning messages on the following pages that tell you what to do about it. If problem will not cause immediate engine damage – The horn will sound but not continuously. Refer to the warning messages on the following pages that tell you what to do about it. • Engine Guardian System – Monitors the critical sensors on the engine for any early indications of problems. The system will respond to a problem by reducing engine power in order to maintain a safe operating condition. NOTE:If the mode button is pressed toa differentscreen, the flashing alarm signal will remain flashing to indicate there still is a problem. Page 2D-10 90-884822 DECEMBER 2001 WIRING DIAGRAMS Warning Display Screens The engine has an “Engine Guardian System”. The ECM Engine control module monitors the critical sensors on the engine for any early indications of problems. The Guardian System will respond to a problem by reducing engine speed in order to maintain a safe operating condition. The System Monitor will display the alarm. The warning system will alert the operator to the potential problems. Refer to the pages following for explanation of the problem and the correct action to take. ALARM – OVERHEAT The Bell and Temperature icons are displayed and the warning horn begins sounding continuously to inform the driver that there is insufficient water pressure in the cooling system. The Engine Guardian System will start limiting engine power. If the engine overheats, immediately reduce throttle speed to idle. Shift into neutral. If outboard: check for a steady stream of water coming out of the water pump indicator hole. NOTE: The throttle will have to be returned to idle to reset the system. If no water is coming out of the water pump indicator hole or flow is intermittent, stop engine and check cooling water intake holes for obstruction. If no obstruction is found, this may indicate a blockage in the cooling system or a water pump problem. Operating the engine while overheated will cause engine damage. If a steady stream of water is coming out of the water pump indicator hole and the warning horn continues to sound, there still may be insufficient cooling water or an engine problem. Stop engine. Operating the engine while overheated will cause engine damage. The overheat problem must be corrected before you can resume normal operation. NOTE: If you are in a stranded situation, stoppingthe engineand allowing it tocool back downwill usually allow some additional low speed(idle) running time before the engine starts to overheat again. ALARM – LOW WATER PRESSURE The Bell and Water Pressure icons are displayed and the warning horn begins sounding contin uously to inform the driver that there is insufficient water pressure in the cooling system. The Engine Guardian System will start limiting engine power. Some causes of insufficient cooling water pressure are (1) obstructed cooling water intake holes (2) blockage in the cooling system or a water pump problem. Running the engine with the cooling water intake holes out of the water. NOTE: The throttle will have to be returned to idle to reset the system. If the warning system is activated, immediately reduce throttle speed to idle. Shift engine into neutral. and check for a steady stream of water coming out of the water pump indicator hole. 90-884822 DECEMBER 2001 Page 2D-11 WIRING DIAGRAMS If no water is coming out of the water pump indicator hole, or flow is intermittent, stop engine and check cooling water intake holes for obstruction. If no obstruction is found, this may indicate a blockage in the cooling system or a water pump problem. Have the outboard checked by your dealer. Operating the engine without adequate cooling water pressure will overheat the engine. If the warning signals stop and a steady stream of water is coming out of the water pump indicator hole, return engine to normal operation. If the warning system is activated repeatedly, have the outboard checked by your dealer. ALARM – LOW OIL RESERVE – OUTBOARD 2 STROKE 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 (refer to Fuel & Oil Section). 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. Consult your dealer for assistance. ALARM – ENGINE OVERSPEED The Bell icon is displayed and the warning horn begins sounding continuously to inform the driver that the engine speed exceeded the maximum allowable RPM. The system will automatically reduce the engine speed to within the allowable limit. NOTE:Engine speed should never reachthe maximum limit to activate the system unless the propeller is ventilating, an incorrect propeller is being used, or the propeller is faulty. Page 2D-12 90-884822 DECEMBER 2001 WIRING DIAGRAMS ALARM – WATER IN FUEL The Bell and Fuel Icon will appear and the warning horn will begin sounding a series of four beeps every two minutes when water in the water-separating fuel filter reaches the full level. On some engines water can be removed from the filter. Refer to Maintenance Section for filter removal. ALARM – LOW FUEL The Bell and Fuel Icon will appear and the warning horn will sound a series of four beeps. This alarm occurs when there is less than 1/8 of the total fuel capacity left. Once the four beeps have sounded, this alarm will not reoccur unless the condition still exists after next key up. ALARM – ENGINE MALFUNCTION The Bell and Engine Icon will appear to inform the driver that an engine problem has occurred. If the warning system senses that the problem could cause permanent engine damage, the Engine Guardian System will start limiting engine power. INSTALLATION ERROR DETECTION 1. System Monitor flashes a “nonE” message when there is no communication between System Monitor and an ECM. Check for loose wiring. Preform master reset and try auto detecting again. (Refer to Page 45 for Master Reset.) 2. System Monitor flashes a “Stbd” message when there is more than one Stbd ECM present on the SmartCraft network. Need to configure ECM’s to proper engine location using DDT or Quicksilver Diagnostics Tool. 3. System Monitor flashes a “noSt” message when there are no Stbd ECM’s present on the SmartCraft network. Need to configure ECM’s to proper engine location using DDT or Quicksilver Diagnostics Tool. A) B) C) 90-884822 DECEMBER 2001 Page 2D-13 WIRING DIAGRAMS CAL1Calibration Cal1Display Calibrations: •Trim Pop up Screen (On or Off) •Trim Calibration •English or Metric Units Selection •Range Units Selection •(On or Off) Depth, Trim, Engine Temperature, Oil Pressure, Oil Temperature, Water Pressure, Volts, Engine Hours, and Data Simulator pages. NOTE:NOT ALL SCREENS MAY APPLY TO YOUR ENGINE TYPE. CAL1HEADER SCREEN 1. Turn ignition key to the on position. 2. Press and hold and for 3 seconds to bring up the Cal1 calibration screen. Release the buttons to enter Cal1. 3. Press the button to advance through the Cal1calibration functions. 4. Press and hold and for 3 seconds to save changes and exit the Cal1 cal ibration screen. Press the button to move to the next calibration screen. NOTE:Pressing the button while in this header screen, will “transfer” you straight into Cal2. TRIM POP UP SCREEN (ON OR OFF) If you want the power trim display screen to pop up as you trim the propulsion unit, calibrate as follows: With the pop up screen displayed and the number “flashing”, press the button to select 1=ON or 0=off. Press the button to save and move to the next function. Set the trim sensor as follows: Calibration 0.0 – The word “Trim” and down arrow should be blinking. Use the trim switch and trim the unit to the full Down/In position. Press the button to save. Press the button to advance to the Calibration 10.0 setting. Trim Page 2D-14 90-884822 DECEMBER 2001 WIRING DIAGRAMS Calibration 10.0 – The word “Trim” and the down and up arrows should be blinking. Trim the unit out to the maximum trim (not trailer) position. Press the button to save. Press the button to advance to the Calibration 25.0 setting. TrimB Calibration 25.0 – The word “Trim” and up arrow should be blinking. Use the trim switch and trim the unit out to the maximum trailer position. Press the button to save. Press the button to move to the next function. TrimB ENGLISH OR METRIC READINGS SELECTION The System Monitor allows you to display reading in the SAE (standard) English system or the Metric system. Press the button to toggle between units. SAE English System Metric System GalB FtB PsiB F LtrBM Bar C Press the button to save and move to the next function. RANGE READINGS SELECTION The System Monitor allows you to display reading in Miles, Nautical Miles or Kilometers. Press the button to toggle between units. RangeB MilesB MilesB KmB NMilesB Press the button to save and move to the next function. DATA PAGE SELECTIONS Select if you would like to display Depth, Trim, Engine Temperature, Oil Pressure, Oil Temperature, Water Pressure, Volts, Engine Hours, and Data Simulator pages or not. NOTE:The engine connected may not support all screen functions. Press the button to toggle between units. Press the button to save and move to the next function. 90-884822 DECEMBER 2001 Page 2D-15 WIRING DIAGRAMS CAL2Calibration CAL2 Display Calibrations: •Paddle Wheel Speed Sensor Frequency Setting •Pitot Water Pressure Speed Sensor Input Setting •Pitot Water Pressure Speed Sensor Multiplier •Fuel Tank Calibration CAL2HEADER SCREEN 1. Turn ignition key to the on position. 2. Press and hold and , System Monitor will first display Cal1,and then after 6 seconds will display Cal2. Release the buttons to enter the Cal2 calibration screen. 3. Press the button to advance through the Cal2calibration functions. 4. Press and hold for 3 seconds to get out of the Cal2 calibration screen. and PITOT WATER PRESSURE SENSOR INPUT SETTING (SPD1 OR SPD2) Select the PSI input of the Pitot water pressure sensor on the engine. Press the button to select 1 = 100 PSI or 2 = 200 PSI. The standard PSI input on production Mercury product is 100 PSI. Certain High Performance applications may require a 200 Psi input. Press the button to save and move to the next function. PITOT WATER PRESSURE SENSOR MULTIPLIER (1.XX) This multiplier can be used to adjust the pitot speed to match speed as measured on GPS or radar gun. Press the button to select change. Press the button to save and move to the next function. Frequency can be changed to match requirements of different sensors. 4.9 (hz/Mile) is the frequency of the paddle wheel speed sensor provided by Mercury Marine. Miles Press the button to save and move to the next function. Page 2D-16 90-884822 DECEMBER 2001 WIRING DIAGRAMS FUEL TANK CALIBRATION: NOTE:There are three methods to set up fuel tank level monitoring feature: First: Do nothing. Linear readout based on raw sensor values. This mode does not factor in irregular tank shapes. Second: By following the tank calibration procedure described on pages 33–35, but without actually adding fuel. System Monitor will supply an estimated range value based on linear interpolation of the sensor range values. This mode does not factor in irregular tank shapes. Third: By following the tank calibration procedure described on pages 33–35 completely System Monitor will display an estimated range value that factors in the tank shape. 1. Scroll using the key until you see “t1”. This tells you that you have entered tank 1 calibration. 2. Press once more. 3. You will see the word “no” and the gas tank icon. Enter the capacity of tank 1 in gallons using the key. NOTE:The word“no”will not goaway unless the gauge sees a tank connected tothe system. With no tank connected you will not be able to enter a capacity. 4. Press once more. 5. You will see “t2”. This tells you that you have entered tank 2 calibration. 6. Press once more. 7. You will see the word “no” and the gas tank icon. Enter the capacity of tank 2 in gallons using the key. NOTE:The word“no”will not goaway unless the gauge sees a tank connected tothe system. With no tank connected you will not be able to enter a capacity. NOTE:Tank2does not have tobeafuel tank. It could represent an oil tank for example. See page 35 for tank 2 selection. Select whether you want to calibrate the fuel tank “t1”. (The gauge will not let you calibrate the fuel tank until the capacity had been entered). Press the button to select 0= off or 1= on. 90-884822 DECEMBER 2001 Page 2D-17 WIRING DIAGRAMS Selecting “1” will bring up the following calibration screens. Calibration 0% – The “0 percent” display alternates between percent of tank capacity and quantity of fuel to add based on total capacity entered in Cal2. Add fuel to total quantity displayed and push the button to save. Press the button to advance to the Calibration 25% setting. Gal Calibration 25% – The “25 percent” display alternates between percent of tank capacity and quantity of fuel to add based on total capacity entered in Cal2.Add fuel to total quantity displayed and press the button to save. Press the button to advance to the Calibration 50% setting. Gal Calibration 50% – The “50 percent” display alternates between percent of tank capacity and quantity of fuel to add based on total capacity entered in Cal2.Add fuel to total quantity button to advance to the displayed and press the button to save. Press the Calibration 75% setting. Gal Calibration 75% – The “75 percent” display alternates between percent of tank capacity and quantity of fuel to add based on total capacity entered in Cal2.Add fuel to total quantity displayed and press the button to save. Press the button to advance to the Calibration FULL setting. Gal Calibration FULL – The “FULL percent” display alternates between percent of tank capacity and quantity of fuel to add based on total capacity entered in Cal2. Gal Add fuel to fill tank and press the button to save. Press the button to move to the next function. Page 2D-18 90-884822 DECEMBER 2001 WIRING DIAGRAMS At this point you have completed tank 1 calibration and you will see “t2”. Change “t20” to a 1 (on). Press the button, you will see a blinking tank icon. Using the button, select which tank you want tank 2 to be, (oil, fuel or water/waste). Press the button to continue. NOTE:If you choose oil or water/waste, no further cal will be needed. Repeat tank calibration procedure described on page 34 and 35 if calibration of the second tank is desired. Master Reset Command Master Reset: You can return the gauge back to factory presets through the Master Reset command. IMPORTANT: Performing a master reset will reset the unit back to all factory defaults, thus eliminating any installation calibrations performed during set up of product. 1. Hold in and for approximately 12 seconds. You will see the word “dFLt” let go of the buttons. 2. Immediately press and hold in and again until the unit counts down to zero “0”. 3. The “SEt” message flashing on the screen indicates that the unit has been reset to factory defaults. 90-884822 DECEMBER 2001 Page 2D-19 WIRING DIAGRAMS System Tach & Speed Tachometer Speedometer 0 1 2 3 4 5 6 7 0 10 20 30 40 50 60 70 80 Basic Operation and Features Power up: Each gauge will power up when the ignition is turned on. Gauges will stay on as long as the ignition is on. On first time power up of gauge or after a “Master Reset”, gauge will show “Auto detect”. Upon pressing the mode button, gauge will automatically determine engine type. This will preset the data monitoring screens accordingly. The intention is to make initial setup easier. If gauge shows a warning of “No Starboard Engine” or “Multiple Starboard Engines”, engine will need to be properly selected (Port and Stbd) using a Mercury engine diagnostic tool. “Master Reset” and “Auto detect” again. (See page 45 for “Master Reset”). Lights: The brightness and contrast are adjustable. Buttons: The MODE button is used for selecting information screens. The “+” and “–” buttons are used for setting engine speed during troll control and setting gauge calibrations. Troll Control: Allows the operator to set and control the idle speed of the engine for trolling without using the throttle. Engine Guardian System: Monitors the critical sensors on the engine for any early indications of problems. The system will respond to a problem by reducing engine speed in order to maintain a safe operating condition. Warning System: The system will sound the warning horn and display the warning message. Digital Display Screen: Displays the following engine information. Tachometer Display Screen: Speedometer Display Screen: DEPENDING ON ENGINE TYPE Engine Break–in Engine Temperature Oil Psi Trim and RPM Trim and Water Pressure Water Pressure Battery Voltage and Engine Hours Fuel Flow and Fuel Used RPM DEPENDING ON ENGINE TYPESpeed Fuel Used COG/SOG – If GPS Input Distance and fuel to way point – if way point programmed into optional GPS Clock – Air/Sea Temp Inst. and Ave. Fuel Economy Trip Odometer Fuel Tank Levels Oil Tank Levels Fresh Water Tank2 or Level(s) Waste Water Level(s) or Dual Engine Trim and RPM Synchronizer – Fuel Range Fuel Economy Trip Odometer Page 2D-20 90-884822 DECEMBER 2001 WIRING DIAGRAMS Speedometer Display Screens 4 3 2 1 5 Speedometer 0 10 20 30 40 50 60 70 80 7 8 9 6 NOTE:NOT ALL SCREENS MAY APPLY TO YOUR ENGINE TYPE. When the ignition is turned on, the speedometer will show the last screen that was displayed before the ignition was turned off. Press MODE to change display screens. You can revert back to the previous screen by pressing and holding MODE for 2 seconds. This will reverse the display rotation. NOTE:Readings can be displayed in English (U.S.) or Metric. Refer to Calibrations. NOTE:Descriptions are necessarily in order on the gauge. Order changes depending on engine type. 1. Clock - Temp – Clock, air temperature and water temperature. The air and water temperature sensors will have to be connected to obtain display readings. 2. Fuel Level – Displays the amount of fuel remaining. 3. Oil Level – Displays the amount of engine oil remaining, or water/waste tank level (if attached). 4. RPM Synchronizer – Dual Engines Only – Monitors the revolutions of both engines. 5. Trim Synchronizer – Dual Engines Only – Displays the trim position of both engines. Simplifies keeping trim levels equal. 6. Traveling Range – The estimated traveling range is based on boat speed, fuel consumption and fuel remaining in the tank. The numbers displayed indicates an estimate of the distance you can travel with the remaining fuel. Speed input required (Paddle Wheel, Pitot Pressure or GPS). 7. Fuel Economy – The display shows average “AVG” fuel consumption as well as Instantaneous “INST” fuel economy. The numbers displayed indicate miles per gallon “MPG” or kilometer per liter “KM/L”. TROLL Fuel Reset – To reset, select the display screen and press MODE and – buttons. 8. Trip Odometer – Tells how far you’ve gone since you last reset the gauge to zero. Trip TROLL MODE Reset – To reset, select the display screen and press and – buttons. 9. Digital Speedometer – Can display boat speed in miles per hour, kilometer per hour, or nautical miles per hour. The (LCD) digital speedometer will continue to increase even if “StEt” is at maximum. The speedometer will use the paddle wheel for its low speed readings but will switch to the speedo or GPS (if connected) for high speed readings. (Transition point setting described in Cal2, page 51.) 90-884822 DECEMBER 2001 Page 2D-21 WIRING DIAGRAMS Tachometer Display Screens 4 3 2 1 5 °F Tachometer 0 1 2 3 4 5 6 7 ENG PSI WATER PSI 8 7 9 HRSVOLT 22.313.6 3200 FUEL USED 2.4 22.0 NOTE:NOT ALL SCREENS MAY APPLY TO YOUR ENGINE TYPE. When the ignition is turned on, the tachometer will display the last screen that was displayed before the ignition was turned off. Press MODE to change display screens. You can revert back to the previous screen by pressing and holding MODE for 2 seconds. This will reverse the display rotation. NOTE:Readings can be displayed in English (U.S.) or Metric. Refer to Calibration. 1. Engine Break-in – Displays time remaining on the break-in period of a new engine. This screen will automatically disappear after the break-in period is complete. 2. Temperature – Displays engine coolant temperature from Cold to Hot. 3. Power Trim Angle: Displays trim angle of the outboard or sterndrive up to the maximum trim angle, and then displays the trailer angle. 0 = down, 10 = maximum trim, and 25 = full trailer. 4. Power Trim Angle - Water Pressure – Displays trim angle of the engine and cooling system water pressure. 5. Water Pressure: Displays cooling system water pressure at the engine. 6. Oil Pressure (Not Shown Above) – Displays engine oil pressure in units of Psi or Bar. 7. Battery Voltage – Displays voltage level (condition) of battery. Also records the running time of engine. 8. Fuel Flow – Displays engine fuel use in gallons per hour or liters per hours. 9. Digital Tachometer: Displays engine speed in Revolutions Per Minute (RPM). Page 2D-22 90-884822 DECEMBER 2001 WIRING DIAGRAMS Troll Control BASIC OPERATION TROLL + TROLL – TROLL + TROLL – SpeedometerTachometer Actual Speed Set SpeedActual Speed Set Speed TRa 0 1 2 3 4 5 6 7 0 80 With troll control you can maintain a trolling speed of 550 to1000 rpm without using the throttle. NOTE: Troll control may not be available on all engine models. NOTE: Troll control min/max range may change depending on engine type. You can set the troll control by using either the tachometer or speedometer. Tachometer will set the speed in RPM and speedometer will set the speed in MPH, Kph or KN. You can shut off troll control anytime by pushing the MODE button when in the troll display screen or by moving the throttle. If you have troll control set at a desired speed and then you shut off the troll control, the system remembers the set speed and will return to that speed when re-engaged. The display screen will revert back to the previous screen after 10 seconds of no activity. Push TROLL TROLL the + or – button to reactivate the display screen. When the troll control is engaged and you are out of the troll control screen, a flashing signal “TR” (a) will appear in the upper left corner of the display to indicate troll control is still running. 90-884822 DECEMBER 2001 Page 2D-23 WIRING DIAGRAMS SETTING TROLL CONTROL 0 TROLL+ TROLL – TROLL + TROLL – SpeedometerTachometer Actual Speed Set SpeedActual Speed Set Speed a b 1 2 3 4 5 6 7 0 80 1. With the engine running, shift engine into gear. Set engine speed at idle. TROLL TROLL 2. Push in the + or – button to bring up the troll control display screen. MODE 3. Press to engage (turn on) the troll control. TROLL TROLL 4. Use the + – buttons to set the desired speed. Use (+) to increase speed and (–) to decrease speed. 5. If you set troll control to a higher speed than the troll rpm can bring the boat to, the TARGET SPEED TOO FAST (a) message will appear. Reduce troll speed. 6. If you set troll control to a slower speed than the troll rpm can bring the boat to, the TARGET SPEED TOO SLOW (b) message will appear. Increase troll speed. EXITING TROLL CONTROL There are three ways to turn off the troll control: • Press the MODE button when in the troll display screen. • Move the throttle to a different speed. • Shift engine into neutral. Warning System a cb 0 1 2 3 4 5 6 7 0 80 2 NOTE: Warnings may be different depending on engine type. Please consult your engines owners manual for a complete list of failures. The SmartCraft warning system incorporates the display screens (a) the warning horn and the Guardian Protection system. The warning horn is located inside the remote control or is part of the ignition key switch wiring harness. Page 2D-24 90-884822 DECEMBER 2001 WIRING DIAGRAMS • Alarms Warnings – When a problem is detected, the warning horn sounds and the name of the offending alarm appears on the display. If problem can cause immediate engine damage – the horn will sound continuously and the Engine Guardian System (b) will respond to the problem by limiting engine power. Immediately reduce throttle speed to idle and refer to the warning messages on the following pages that tell what to do. If problem will not cause immediate engine damage – The horn will sound but not continuously. Refer to the warning messages on the following pages that tell what to do. The alarm message will stay displayed until the mode button is pressed. If there are multiple alarms, these will cycle on the display at five-second intervals. If the mode button is pressed to a different screen, the flashing alarm signal “AL” (c) will appear in the upper right corner to indicate there still is a problem. • Engine Guardian System – Monitors the critical sensors on the engine for any early indications of problems. The system will respond to a problem by reducing engine power in order to maintain a safe operating condition. The display screen will show the percent of power available. Alarm Messages These messages will appear and the horn will sound if there is a problem detected in one of the engine systems. NOTE:The warning system will alert the operator to the potential problems listed in the chart. Refer to the page listed for explanation of the problem and the correct action to take. PROBLEM TACHOMETER DISPLAY SPEEDOMETER DISPLAY ENGINE GUARDIAN SYSTEM ACTIVATED HORN ONLY BATTERY * • • ENGINE DATA BUS • FAULT – HORN • FAULT – IGNITION • FAULT – INJECTOR • FAULT – OIL PUMP • • FAULT – SENSOR • * FAULT – WATER TEMP • LOW FUEL • LOW OIL • OIL TEMP • OIL PSI • OVERHEAT • • OVER SPEED • PRESSURE • • RESERVE OIL • • WATER IN FUEL • FLASH CHECK SUM • MAP • MAT • TPS • * Throttle and manifold pressure sensors only 90-884822 DECEMBER 2001 Page 2D-25 WIRING DIAGRAMS OVERHEAT The overheat alarm message appears and the warning horn begins sounding continuously. The Engine Guardian System will start limiting engine power. If the engine overheats, immediately reduce throttle speed to idle. Shift engine into neutral. Check for an obstruction covering the water intake holes on the engine. NOTE: The throttle will have to be returned to idle to reset the system. 0 1 2 3 4 5 6 7 a a-Water Pump Indicator Hole If no water is coming out of the water pump indicator hole or flow is intermittent, stop engine and check cooling water intake holes for obstruction. If no obstruction is found, this may indicate a blockage in the cooling system or a water pump problem. Operating the engine while overheated will cause engine damage. If a steady stream of water is coming out of the water pump indicator hole and the warning horn continues to sound, there still may be insufficient cooling water or an engine problem. Operating the engine while overheated will cause engine damage. NOTE: If you are in a stranded situation, stoppingthe engineand allowing it tocool back downwill usually allow some additional low speed(idle) running time before the engine starts to overheat again. The overheat problem must be corrected before you can resume normal operation. PRESSURE This alarm message is displayed and the warning horn begins sounding continuously to inform the driver that there is insufficient water pressure in the cooling system. The Engine Guardian System will start limiting engine power. Some causes of insufficient cooling water pressure are (1) obstructed cooling water intake holes (2) blockage in the cooling system or a water pump problem (3) running the engine with the cooling water intake holes out of the water. NOTE: The throttle will have to be returned to idle to reset the system. 0 1 2 3 4 5 6 7 a a-Water Pump Indicator Hole If the warning system is activated, immediately reduce throttle speed to idle. Shift engine into neutral and check for a steady stream of water coming out of the water pump indicator hole. If no water is coming out of the water pump indicator hole or flow is intermittent, stop engine and check cooling water intake holes for obstruction. If no obstruction is found, this may indicate a blockage in the cooling system or a water pump problem. Operating the engine without adequate cooling water pressure will overheat the engine. Page 2D-26 90-884822 DECEMBER 2001 WIRING DIAGRAMS If the warning signals stop and a steady stream of water is coming out of the water pump indicator hole, return engine to normal operation. If the warning system is activated repeatedly, have the outboard checked by your dealer. OVERSPEED (a) This message is displayed and the warning horn begins sounding continuously to inform the driver that the engine speed exceeded the maximum allowable RPM. The system will automatically reduce the engine speed to within the allowable limit. NOTE:Your engine speed should never reach the maximum limit to activate the system unless the propeller is ventilating, an incorrect propeller is being used, or the propeller is faulty WATER IN FUEL (b) This message will appear and the warning horn will begin sounding a series of four beeps every two minutes when water in the water-separating fuel filter reaches the full level. Water can be removed from the filter. Refer to Maintenance Section for filter removal. FAULT-HORN (c) This message informs you that the warning horn is not functioning correctly. RESERVE OIL LOW – 2 STROKE OUTBOARD ONLY (d) 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 (Refer to Fuel & Oil Section). FAULT-OIL PUMP (e) 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. NOTE: The throttle will have to be returned to idle to reset the system. FAULT-INJECTOR (f) This alarm informs you if one or more of the fuel injectors have stop functioning electrically. FAULT-IGNITION (g) This alarm informs you that a problem has developed in the ignition system. 0 1 2 3 4 5 6 7 a b c d e f g 90-884822 DECEMBER 2001 Page 2D-27 WIRING DIAGRAMS BATTERY (a) When the electrical system is not charging, or the battery charge is low, the warning message is designed to come on and the Engine Guardian System will start limiting engine power. If the message appears immediately after starting, it is possible that the engine alternator can recharge the battery after operating awhile. If this message appears while driving or comes on after starting and continues to be displayed, check engine to determine the cause of the problem and to avoid being stranded with a dead battery. To help the alternator recharge the battery quickly, reduce the load on the electrical system by turning off any unneeded accessories. NOTE: The throttle will have to be returned to idle to reset the system. ENGINE DATA BUS (b) This message tells you that the data communication link between the tachometer and engine is not connected. LOW FUEL LEVEL (c) This message serves as a warning that the fuel level in the fuel tank is critically low. You should stop for fuel immediately to avoid running out. LOW OIL LEVEL – OUTBOARD 2 STROKE ONLY (d) This message serves as a warning that the oil level in the remote oil tank is low. You should stop and refill the oil tank immediately to avoid running out. FAULT-SENSOR (e) This message informs you if one of the sensors is not functioning correctly If the throttle sensor has failed, the warning horn will sound a continuous beeping and the engine will not reach its full power. If the throttle sensor and manifold pressure sensor both fail, the warning horn will sound a continuous beeping and the engine speed will stay at idle. If the temperature or block pressure sensor should fail, the Engine Guardian System will limit the maximum engine power to 75 percent. FAULT-WATER TEMP (f) This message informs you that the sensor for measuring outside lake/sea water temperature is not functioning correctly. 0 1 2 3 4 5 6 7 E Fa b c d e f Page 2D-28 90-884822 DECEMBER 2001 WIRING DIAGRAMS WARNING NO STARBOARD ENGINE (a) Informs you that the Instrument does not see the starboard engine computer. Usually indicates that no data is being transferred from the engine’s computer to the gauge. (Check wiring, also make sure both terminator resistors are installed in the bus). Make sure both ECM’s are not configured for port location using a DDT or Quicksilver Diagnostic Tool. WARNING MULTIPLE STARBOARD ENGINE (b) Informs you that the instruments are recognizing multiple engines as starboard. In multiple engine applications, each engine must first be assigned a position (starboard, port, starboard2 or port2) with a Quicksilver Diagnostic Tool before the system will function properly. If you have a dual engine application, you must first program the port engine with a Quicksilver Diagnostic Tool. OIL TEMPERATURE (c) This overheat alarm message appears and the warning horn begins sounding continuously. The Engine Guardian System will start limiting engine power. OIL PRESSURE (d) This alarm message is displayed and the warning horn begins sounding continuously to inform the driver that there is insufficient oil pressure. 0 1 2 3 4 5 6 7 no starboard engine OIL TEMP muliple starboard engines OIL PRESSURE a b c d Auto-Detection Engine Function AUTO–DETECTION ENGINE FUNCTION – System tach and speed come standard with the “Engine Auto–detection Screen” this screen lets the gauge on its initial power up automatically detect which engine type you are using and preconfigure the gauge to match that vessel type. Master Reset Command TROLL TROLL MASTER RESET – By pressing – and + simultaneously for approximately 10 seconds (Until the graphic bars “collide”). You will be able to restore the unit back to factory presets. WARNING: After a master reset all previously saved data will be lost (example: calibrations, clock settings, and trip logs). MASTER RESET 90-884822 DECEMBER 2001 Page 2D-29 WIRING DIAGRAMS Tachometer Calibration Quick Cal – This calibration for setting lighting and contrast. TROLL 1. Press in the MODE and + buttons for up to 2 seconds to get to Quick Cal screen. MODE 2. Press to advance through the lighting and contrast sections. Cal1 – This calibration level lets you turn on and off the system screens. You may configure the system to display as little or as much information as you prefer. TROLL 1. Press in the MODE and + buttons and hold for approximately 7 seconds until you see the calibration1 (Cal1) screen. MODE 2. Press to advance through the calibration selections. Cal2 – This calibration level lets you configure the system sensor inputs. TROLL 1. + buttons and hold for approximately 10 seconds for calibra- MODE 2. Press to advance through the calibration selections. TACH CALIBRATION – CAL 1 LEVEL TROLL 1. Press in the MODE and + buttons and hold for approximately 7 seconds until you see the calibration1 (Cal1) screen. MODE 2. Press to advance through the calibration selections. Press in the MODE and tion2 (Cal2) screen. [NO] REMOTE SCREENS? [SAVE] [YES] If yes is selected, then screen changes made on this SC1000 tach will effect any other SC1000 tach in the system. NOTE:all tach will need to have this screen turned to “Yes” for this function to work. [NO] REMOTE LCD LIGHT? [SAVE] [YES] If yes is selected, then lighting levels made on this SC1000 tach will effect any other SC1000 tach in the system. NOTE:all tach will need to have this screen turned to “Yes” for this function to work. [NO] REMOTE LCD CONTRAST? [SAVE] [YES] If yes is selected, then contrast levels made on this SC1000 tach will effect any other SC1000 tach in the system. NOTE:all tach will need to have this screen turned to “Yes” for this function to work. [NO] TRIM POPUP? [SAVE] [YES] Do you want power trim display screen to pop up momentarily when you trim the engine? Page 2D-30 90-884822 DECEMBER 2001 WIRING DIAGRAMS Choosing edit allows you to calibrate the gauge to the standard 0–10 unit trim and 11–25 trailer position scale. CALIBRATION TRIM CALIBRATION [EDIT][SKIP] TRIM FULL DOWN THEN PRESS PLUS (+) BUTTON [DFLT] [SAVE] [SKIP] TRIM FULL UP THEN PRESS PLUS (+) BUTTON [DFLT] [SAVE] [SKIP] TRIM TO TRAILER POINT THEN PRESS PLUS (+) BUTTON [DFLT] [SAVE] [SKIP] DISPLAY UNITS [DOWN] [UP][SAVE] SPEED UNITS [DOWN] [UP][SAVE] [NO] [YES][SAVE] DEPTH SCREEN? ENGINE TEMP SCREEN? [NO] [YES][SAVE] OIL TEMP SCREEN? [NO] [YES][SAVE] OIL PRESS SCREEN? [NO] [YES][SAVE] TRIM AND PSI SCREEN? [NO] [YES][SAVE] Lets you change units of measure between English (standard) or Metric. Lets you select speed units. You can choose from MPH (Miles Per Hour), KN (Nautical Miles Per Hour) or KMH (Kilometers Per Hour). Do you want to turn on the depth screen? (Remember: You must have a Smart Craft depth transducer connected to the system for this screen to operate) Do you want to turn on the engine temp screen? Do you want to turn on the oil temp screen? Do you want to turn on the oil pressure screen? Do you want to turn on the trim and water pressure split screen? 90-884822 DECEMBER 2001 Page 2D-31 WIRING DIAGRAMS WATER PSI SCREEN? Do you want to turn on the water pressure screen? [NO] [SAVE] [YES] TRIM AND RPM SCREEN? Do you want to turn on the trim and RPM split screen? [NO] [SAVE] [YES] RPM SCREEN? Do you want to turn on the digital RPM screen? [NO] [SAVE] [YES] SIMULATOR MODE? Do you want to turn on a simulation mode? (used for demonstration purposes). [NO] [SAVE] [YES] EXIT? Do you want to exit calibration? Or jump straight into calibration level 2? [NO] [SAVE] [CAL2] EXTERNAL SENSORS This section lets you enable or disable the following external sensor inputs. [SKIP] [EDIT] PITOT SENSOR? Is the boat equipped with a pitot sensor to measure boat speed? [NO] [SAVE] [YES] PADDLE SENSOR? Is the boat equipped with a paddle wheel to measure boat speed? [NO] [SAVE] [YES] TRIM SENSOR? Is the boat equipped with a trim sensor? [NO] [SAVE] [YES] SEA TEMP? Is the boat equipped with a water temperature sensor? [NO] [SAVE] [YES] INVERT STEERING Is steering angle showing up on the link gauge opposite the direction that it should be? If it is then this feature will reverse the signal so it is displayed properly. [NO] [SAVE] [YES] Page 2D-32 90-884822 DECEMBER 2001 WIRING DIAGRAMS TACH CALIBRATION – CAL 2 LEVEL SPEED OPTION [SKIP] [EDIT] This section lets you configure the following speed sensors. PITOT SENSOR? [NO] [SAVE] [YES] Select pitot transducer type. You can choose 100 or 200 PSI. (100 PSI is the most common) PITOT SENSOR MULTIPLIER [DOWN] [SAVE] [UP] Adjust the pitot pressure sensor for correcting display readings that are to high/low. PADDLE SENSOR PULSE FACTOR [DOWN] [SAVE] [UP] Adjust paddle wheel frequency for display readings that are to high/low. PADDLE TO PITOT TRANSITION [DOWN] [SAVE] [UP] Set the speed at which the gauge stops looking at the paddle wheel and starts using pitot to measure boat speed. There are three methods for calibrating System Tach fuel tank level monitoring feature: First: Do nothing. Linear readout based on raw sensor values. This mode does not factor in irregular tank shapes. Second: By following the tank calibration procedure described on pages 33–35, but without actually adding fuel. Calibrate fuel tank by pressing the ”dEFLt” button. System Tach will supply an estimated range value based on linear interpolation of the sensor range values. This mode does not factor in irregular tank shapes. Third: By following the tank calibration procedure described on pages 33–35 completely System Tach will display an estimated range value that factors in the tank shape. FUEL TANK CAPACITY Lets you enter the capacity of your boats fuel tank. This option is the same for tank 1 as it is for tank 2. [DOWN] [SAVE] [UP] CALIBRATION FUEL TANK Lets you enter the mode where you can calibrate your fuel tank. Fuel tank calibration procedure is the same for tank 1 as it is for tank 2. [SKIP] [EDIT] FILL TO 1/4 THEN PRESS PLUS BUTTON You can choose to have tank at 1/4 and hit SAVE, or hit DFLT and a default value will be entered based on the capacity of the tank. [DFLT] [SKIP] [SAVE] 90-884822 DECEMBER 2001 Page 2D-33 WIRING DIAGRAMS FILL TO 1/2 THEN PRESS PLUS BUTTON [DFLT] [SAVE] [SKIP] You can choose to have tank at 1/2 and hit SAVE, or hit DFLT and a default value will be entered based on the capacity of the tank. FILL TO 3/4 THEN PRESS PLUS BUTTON [DFLT] [SAVE] [SKIP] [DFLT] [SAVE] [SKIP] FILL TO FULL THEN PRESS PLUS BUTTON DEPTH SENSOR OFFSET [DOWN] [UP][SAVE] DEPTH ALARM [DOWN] [UP][SAVE] EMPTY TANK THEN PRESS PLUS BUT- TON [DFLT] [SAVE] [SKIP] You can choose to have tank at 3/4 and hit SAVE, or hit DFLT and a default value will be entered based on the capacity of the tank. You can choose to have tank at full and hit SAVE, or hit DFLT and a default value will be entered based on the capacity of the tank. Lets you electronically configure a depth offset. Entering a negative number gives you a water line offset. A positive number gives you a keel offset. Lets you enter a depth value. When the depth transducer reads that value or below, the shallow water alarm will sound. You can choose to have an empty tank and hit SAVE, or hit DFLT and a default value will be entered based on the capacity of the tank. Speedometer Calibration Quick Cal – This calibration for setting lighting and contrast. TROLL 1. Press in the MODE and + buttons for up to 2 seconds to get to Quick Cal screen. 2. Press MODE to advance through the lighting and contrast sections. Cal1 – This calibration level lets you turn on and off the system screens. You may configure the system to display as little or as much information as you prefer. TROLL 1. Press in the MODE and + buttons and hold for approximately 7 seconds until you see the calibration1 (Cal1) screen. MODE 2. Press to advance through the calibration selections. Cal2 – This calibration level lets you configure the system sensor inputs. TROLL 1. + buttons and hold for approximately 10 seconds for calibra- MODE 2. Press to advance through the calibration selections. Press in the MODE and tion2 (Cal2) screen. Page 2D-34 90-884822 DECEMBER 2001 WIRING DIAGRAMS SPEEDOMETER CALIBRATION CAL 1 LEVEL REMOTE LCD LIGHT? [NO] [YES][SAVE] REMOTE LCD CONTRAST? [NO] [YES][SAVE] TIME [NO] [EDIT][SKIP] Enables you to set the lighting levels on all the SC1000 simultaneously from this gauge. Enables you to control the contrast from another System TACH/ Speed simultaneously from this gauge. Allows you to set the time. TIME FORMAT [DOWN] [UP][SAVE] USE GPS TIME? [DOWN] [UP][SAVE] CALIBRATION HOUR 12:00 AM [DOWN] [UP][SAVE] DISPLAY UNITS [DOWN] [UP][SAVE] Choose between a 12 hour and 24 hour format. If you have a GPS connected this feature enables the gauge to let the GPS update the gauges internal clock. Adjust the gauges internal clock to match your local time. First set the hours then press MODE button to set the minutes. Lets you change units of measurement between English (standard) or Metric. SPEED UNITS [DOWN] [UP][SAVE] TO WAY POINT SCREEN? [NO] [YES][SAVE] SIMULATOR MODE? [NO] [YES][SAVE] EXIT? [NO] [CAL2][YES] Lets you select the units at which speed is displayed. You can choose from MPH (Miles Per Hour), KTS (Knots), or KMH (Kilometers Per Hour). If you have a GPS connected you can turn on the screen that shows your distance and fuel to a way point. Do you want to turn on a simulation mode? (Used for demonstration purposes). Do you want to exit calibration? Or jump straight into calibration level 2? This lets you enable or disable external sensor inputs. EXTERNAL SENSORS [EDIT][SKIP] 90-884822 DECEMBER 2001 Page 2D-35 WIRING DIAGRAMS AIR TEMP? Are you using a air temp. sensor? [NO] [SAVE] [YES] GPS? Do you have a GPS sensor installed? [NO] [SAVE] [YES] USE GPS SPEED? Use the GPS input to drive the speed display? [NO] [SAVE] [YES] WATER TEMPERATURE ADJUST Adjust water temp. transducer to match actual sea water temperature. [DOWN] [SAVE] [UP] SmartCraft Gauge Operation Tachometer Speedometer Basic Operation and Features Power up: Each gauge will power up when the ignition is turned on. Gauges will stay on as long as the ignition is on. Lights: The brightness and contrast are adjustable. Refer to Gauge Calibration following. Buttons: The MODE button is used for selecting information screens. The + and – buttons are used for setting engine speed during troll control and setting gauge calibrations. Troll Control: Allows the operator to set and control the idle speed of the engine for trolling without using the throttle. Engine Guardian System: Monitors the critical sensors on the engine for any early indications of problems. The system will respond to a problem by reducing engine speed in order to maintain a safe operating condition. Warning System – System will sound the warning horn and display warning message. Gauge Calibrations Digital Display Screen: Displays the following engine information. Tachometer Display Screen: Speedometer Display Screen: Digital Tachometer Clock and Temperature Hour Meter Fuel Tank Level(s) Power Trim Angle Oil Tank Level(s) Fuel Flow Fuel Economy Engine Temperature Fuel Range Battery Voltage Trip Odometer Water Pressure Digital Speedometer Barometer Reading Page 2D-36 90-884822 DECEMBER 2001 WIRING DIAGRAMS Speedometer Display Screen 4 3 2 1 5 Speedometer 7 8 9 10 6 When the ignition is turned on, the speedometer will show the last screen that was displayed before the ignition was turned off. NOTE:Readings can be displayed in English or Metric. Refer to Calibration. MODE Press to change display screens. You can revert back to the previous screen by pressing and holding MODE for 2 seconds. This will reverse the display rotation. 1. Clock - Temp – Clock, air temperature and water temperature. The air and water temperature sensors will have to be connected to obtain display readings. 2. Fuel Level – Displays the amount of fuel remaining. 3. Oil Level – Displays the amount of engine oil remaining. 4. RPM Synchronizer – Dual Engines – Monitors the revolutions of both engines. Allows throttle adjustments to keep each running uniformly. 5. Trim Synchronizer – Dual Engines – Displays the trim position of both engines. Simplifies keeping trim levels equal. 6. Traveling Range: The estimated traveling range is based on current fuel consumption and fuel remaining in the tank .The numbers displayed indicates an estimate of the distance you can travel with the remaining fuel. 7. Fuel Economy – The display shows average “AVG” fuel consumption as well as instantaneous “INST” fuel economy. The numbers displayed indicate miles per gallon “MPG” or kilometer per liter “KM/L”. Reset – To reset, select the display screen and TROLL MODE and – buttons. press 8. Trip Odometer: Tells how far you’ve gone since you last set the gauge to zero. Trip Reset TROLL – To reset, select the display screen and press MODE and – buttons. 9. Digital Speedometer: Can display boat speed in miles per hours, Kilometers per hour, or knots. The digital speedometer will continue to increase even if needle is at maximum. The speedometer will use the paddle wheel for its low speed readings but will switch to the speedo or GPS (if connected) for high speed readings. 10. Barometer: Shows the barometer pressure reading only at the time the ignition was turned on. 90-884822 DECEMBER 2001 Page 2D-37 WIRING DIAGRAMS Tachometer Display Screens Tachometer 4 3 2 1 5 F 9 8 7 6 ° When the ignition is turned on, the tachometer will display the last screen that was displayed before the ignition was turned off. MODE Press to change display screens. You can revert back to the previous screen by pressing and holding MODE for 2 seconds. This will reverse the display rotation. NOTE:Readings can be displayed in English or Metric. Refer to Calibration. 1. Engine Break in – Displays time remaining on the break-in period of a new engine. This screen will automatically disappear after the break-in period is complete. 2. Power Trim Angle - Water Pressure – Displays trim angle of the outboard and cooling system water pressure. 3. Fuel Flow – Displays engine fuel use. 4. Temperature – Displays engine coolant temperature from Cold to Hot 5. Battery Voltage – Displays voltage level (condition) of battery 6. Water Pressure: Displays cooling system water pressure at the engine. 7. Power Trim Angle: Displays trim angle of the outboard up to the maximum trim angle, and than displays the trailer angle. 0 = DOWN; 10 = FULL TRIM; and 25 = FULL TRAILER. 8. Digital Tachometer: Displays engine speed in Revolutions Per Minute (RPM) 9. Hour Meter: Records the running time of the engine Page 2D-38 90-884822 DECEMBER 2001 WIRING DIAGRAMS Troll Control TROLL + TROLL – TROLL + TROLL – SpeedometerTachometer Actual Speed Set SpeedActual Speed Set Speed TRa BASIC OPERATION With Troll control you can maintain a trolling speed of 450 to1000 rpm without using the throttle. You can set the trolling control by using either the tachometer or speedometer. Tachometer will set the speed in RPM and speedometer will set the speed in MPH. You can shut off troll control anytime by pushing the MODE button when in the troll display screen or moving the throttle. If you have troll control set at a desired speed and then you shut off the troll control, the system remembers the set speed and will return to that speed when re-engaged. The display screen will revert back to the previous screen after 10 seconds of no activity. TROLL TROLL Push the + or – button to reactivate the display screen. When the troll control is engaged and you are out of the troll control screen, a flashing signal “TR” (a) will appear in the upper left corner of the display to tell you troll control is still running. TO SET TROLL CONTROL 1. With the engine running, shift outboard into gear. Set engine speed at idle. TROLL TROLL 2. Push in the + or – button to bring up the troll control display screen. MODE 3. Press to engage (turn on) the troll control. TROLL TROLL 4. Use the + – buttons to set the desired speed. Use (+) to increase speed and (–) to decrease speed. 5. If you set troll control to a higher speed than the troll rpm can bring the boat to, the TARGET SPEED TOO FAST message will appear. Reduce troll speed. 6. If you set troll control to a slower speed than the troll rpm can bring the boat to, the TARGET SPEED TOO SLOW message will appear. Increase troll speed. 90-884822 DECEMBER 2001 Page 2D-39 WIRING DIAGRAMS EXITING TROLL CONTROL There are three ways to turn off the troll control: • Press the MODE button when in the troll display screen. • Move the throttle to a different speed. • Shift outboard into neutral. Warning System c ab The SmartCraft warning system incorporates the display screens (a) the warning horn and the Guardian Protection system. The warning horn is located inside the remote control or is part of the ignition key switch wiring harness. • Alarms Warnings – When a problem is detected, the warning horn sounds and the name of the offending alarm appears on the display. If problem can cause immediate engine damage – the horn will sound continuously and the Engine Guardian System (b) will respond to the problem by limiting engine power. Immediately reduce throttle speed to idle and refer to the warning messages on the following pages that will tells you what to do about it. If problem will not cause immediate engine damage – The horn will sound but not continuous. The alarm message will stay displayed until the mode button is pressed. If there are multiple alarms, these will cycle on the display at five second intervals. If the mode button is pressed to a different screen, the flashing alarm signal “AL” (c) will appear in the upper right corner to indicate there still a problem. • Engine Guardian System – Monitors the critical sensors on the engine for any early indications of problems. The system will respond to a problem by reducing engine power in order to maintain a safe operating condition. The display screen will show the percent of power loss. Page 2D-40 90-884822 DECEMBER 2001 WIRING DIAGRAMS Alarm Messages These messages will appear and the horn will sound if there is a problem detected in one of the outboard systems. NOTE:The warning system will alert the operator to the potential problems listed in the chart. Refer to explanations following. PROBLEM TACHOMETER DISPLAY SPEEDOMETER DISPLAY ENGINE GUARDIAN SYSTEM ACTIVATED BATTERY * • • ENGINE DATA BUS • FAULT – HORN • FAULT – IGNITION • FAULT – INJECTOR • FAULT – OIL PUMP • • FAULT – SENSOR • * FAULT – SPEEDO • FAULT – WATER TEMP • LOW FUEL • LOW OIL • OVERHEAT • • OVER SPEED • PRESSURE • • RESERVE OIL • • UNIT MISMATCH (MULTI ENGINE) • WATER IN FUEL • * Throttle and manifold pressure sensors only OVERHEAT a a-Water Pump Indicator Hole The overheat alarm message appears and the warning horn begins sounding continuously. The Engine Guardian System will start limiting engine power. If the engine overheats, immediately reduce throttle speed to idle. Shift outboard into neutral and check for a steady stream of water coming out of the water pump indicator hole. NOTE:The throttle will have to be returned to idle to reset the system. If no water is coming out of the water pump indicator hole or flow is intermittent, stop engine and check cooling water intake holes for obstruction. If no obstruction is found, this may indicate a blockage in the cooling system or a water pump problem. Operating the engine while overheated will cause engine damage. If a steady stream of water is coming out of the water pump indicator hole and the warning horn continues to sound, there still may be insufficient cooling water or an engine problem. Stop engine. Operating the engine while overheated will cause engine damage. 90-884822 DECEMBER 2001 Page 2D-41 WIRING DIAGRAMS NOTE:If you are in a stranded situation, stopping the engine and allowing it to cool back down will usually allow some additional low speed (idle) running time before the engine starts to overheat again. The overheat problem must be corrected before you can resume normal operation. PRESSURE a a-Water Pump Indicator Hole This alarm message is displayed and the warning horn begins sounding continuously to inform the driver that there is insufficient water pressure in the cooling system. The Engine Guardian System will start limiting engine power. Some causes of insufficient cooling water pressure are (1) obstructed cooling water intake holes (2) blockage in the cooling system or a water pump problem (3) running the outboard with the cooling water intake holes out of the water. NOTE:The throttle will have to be returned to idle to reset the system. If the warning system is activated, immediately reduce throttle speed to idle. Shift outboard into neutral and check for a steady stream of water coming out of the water pump indicator hole. If no water is coming out of the water pump indicator hole or flow is intermittent, stop engine and check cooling water intake holes for obstruction. If no obstruction is found, this may indicate a blockage in the cooling system or a water pump problem. Stop engine. Operating the engine without adequate cooling water pressure will overheat the engine. If the warning signals stop and a steady stream of water is coming out of the water pump indicator hole, return engine to normal operation. OVERSPEED (a) This message is displayed and the warning horn begins sounding continuously to inform the driver that the engine speed has exceeded the maximum allowable RPM. The system will automatically reduce the engine speed to within the allowable limit. NOTE:Your engine speed should never reach the maximum limit to activate the system unless the propeller is ventilating, an incorrect propeller is being used, or the propeller is faulty. WATER IN FUEL (b) This message will appear and the warning horn will begin sounding a series of four beeps every two minutes when water in the water separating fuel filter reaches the full level. The water can be removed from the filter. FAULT-HORN (c) This message informs you that warning horn is not functioning correctly. a b c Page 2D-42 90-884822 DECEMBER 2001 WIRING DIAGRAMS RESERVE OIL LOW (a) This message will appear and the warning horn will begin 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. FAULT-OIL PUMP (b) 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. NOTE:The throttle will have to be returned to idle to reset the system. FAULT-INJECTOR (c) This alarm informs you if one or more of the fuel injectors have stopped functioning electrically. FAULT-IGNITION (d) This alarm informs you that a problem has developed in the ignition system. FAULT-WATER TEMP (e) This message informs you that the sensor (located in the paddle wheel) for measuring outside lake/sea water temperature is not functioning. Two possible things to check for are 1, Check the wiring going to the paddle wheel. 2, If the paddle wheel is not being used or If only one paddle wheel is used for duel engine setup, edit the corresponding tachometer calibration to delete the water temp sensor. a b c d e 90-884822 DECEMBER 2001 Page 2D-43 WIRING DIAGRAMS BATTERY (a) The warning message is designed to come on and the Engine Guardian System will start limiting engine power when the electrical system is not charging or the battery charge is low. If the message appears immediately after starting, it is possible that the engine alternator can recharge the battery after operating awhile. If this message appears while driving or comes on after starting and continued to be displayed, the electrical system must be checked to determine the cause of the problem to avoid being stranded with a dead battery. To help the alternator recharge the battery quickly, you can reduce the load on the electrical system by turning off any unneeded accessories. NOTE:The throttle will have to be returned to idle to reset the system. ENGINE DATA BUS (b) This message tells you the data communication link between the tachometer and engine is not connected. Check for disconnected wires. Be sure the gray and brown/white wires are connected to the diagnostic port plug on the engine. See SmartCraft Gauge Wiring. UNIT MISMATCH (c) (Multi Engines) This message tells you that the tachometers are not calibrated alike. (For example, this could happen if one tachometer readings are in English and the another is in Metric. Re-calibrate the tachometers. NOTE:When calibrating multi tachometers, have all the tachometers powered up at the same time while calibrating. a b c LOW FUEL LEVEL (d) This message tells you that the fuel level in the fuel tank is critically low. Stop for fuel immediately to avoid running out. The engine must be shut off to reset the warning system. LOW OIL LEVEL (e) This message tells you that the oil level in the remote oil tank is low. Stop and refill the oil tank immediately to avoid running out. The engine must be shut off to reset the warning system. FAULT-SENSOR (f) This message informs you if one of the sensors is not functioning correctly. If the throttle sensor has failed, the warning horn will sound a continuous beeping and the engine will not reach its full power. If the throttle sensor and manifold pressure sensor both fail, the warning horn will sound a continuous beeping and the engine speed will stay at idle. If the temperature or block pressure sensor should fail, the Engine Guardian System will limit the maximum engine power by 25 percent. d e f Page 2D-44 90-884822 DECEMBER 2001 WIRING DIAGRAMS Tachometer Calibration NOTE: When calibrating multi tachometers (multi engines) turn ignition on for all the tachometers. Simple Calibration – This calibration for setting lighting and a few other common screens can be made while engine is running. TROLL MODE+ 1. Press in the and buttons for calibration screen. MODE 2. Press to advance through the calibration selections. Advanced Calibration – This calibration goes through the entire mode selections. 1. Turn ignition key to the off position. 2. Hold TROLL TROLL + – and turn ignition on. MODE 3. Press and hold for 2 seconds to bring up the calibration screen. MODE 4. Press to advance through the calibration selections. CALIBRATION Press – or + to adjust level. Press MODE to save setting [DOWN] BRIGHTNESS [SAVE] [UP] Do you want the same brightness level for all SmartCraft CALIBRATION BRIGHTNESS gauges? Press + for yes. Press MODE for no. SET ALL INSTRUMENTS? [ NO ] [ YES ] Press – or + to adjust level. Press MODE to save setting CALIBRATION CONTRAST [DOWN] [SAVE] [UP] CALIBRATION Do you want the same contrast level for all SmartCraft CONTRAST gauges? Press + for yes. Press MODE for no. SET ALL INSTRUMENTS? [ NO ] [ YES ] CALIBRATION [DOWN] CONTROL OPTIONS [SAVE] REMOTE SCREEN ? YES – NO [UP] Multi Engine – Do you want tachometer display screens to advance together? Press + or – to select. Press MODE to save. CALIBRATION [DOWN] CONTROL OPTIONS [SAVE] TRIM POP UP ? YES – NO [UP] Do you want power trim angle display screen to pop up whenever you trim the outboard ? Press + or – to select. Press MODE to save. CALIBRATION [DOWN] ENGINE POSITION [SAVE] SINGLE-PORT-CENTER-STARBOARD [UP] Match tachometer to the correct engine. Press + to select engine. Press MODE to save. [DOWN] [SAVE] CALIBRATION DISPLAY UNITS ENGLISH - METRIC [UP] Select display readings in English or Metric. Press + or – to select Press MODE to save. 90-884822 DECEMBER 2001 Page 2D-45 WIRING DIAGRAMS CALIBRATION SPEED UNITS KN - KPH - MPH [DOWN] [UP][SAVE] Display boat speed in KN (knots), KPH (kilometers per hour), MPH (miles per hour). Press + or – to select setting. Press MODE to save. CALIBRATION EXTERNAL SENSORS [EDIT][SKIP] CALIBRATION SPEEDO SENSOR ? YES/NO EXTERNAL SENSORS [DOWN] [UP][SAVE] CALIBRATION PADDLE WHEEL SENSOR ? YES/NO EXTERNAL SENSORS [DOWN] [UP][SAVE] CALIBRATION WATER TEMP SENSOR ? YES/NO EXTERNAL SENSORS [DOWN] [UP][SAVE] Press MODE to skip to the next display. Press + (edit) if your adding or deleting any external sensor to the SmartCraft Sys- tem. Editing External Sensors Add Yes or No for each sensor No = not used Yes = in use Press + or – for correct setting Press MODE to save and advance to next sensor [DOWN] [UP][SAVE] CALIBRATION FUEL TANK CAPACITY CAPACITY = XX.XX Add the capacity of the fuel tank. Press + or – to select. Press MODE to save. CALIBRATION [EDIT][SKIP] CALIBRATING FUEL TANK CALIBRATION EMPTY TANK THEN PRESS PLUS (+) BUTTON [DFLT] [SAVE] [SKIP] CALIBRATING 1/4 VALUE [DFLT] [SAVE] [SKIP] THEN PRESS PLUS (+) BUTTON FILL TO X.X G. CALIBRATING 1/2 VALUE [DFLT] [SAVE] [SKIP] THEN PRESS PLUS (+) BUTTON FILL TO X.X G. CALIBRATING 3/4 VALUE [DFLT] [SAVE] [SKIP] THEN PRESS PLUS (+) BUTTON FILL TO X.X G. CALIBRATING FULL [DFLT] [SAVE] [SKIP] THEN PRESS PLUS (+) BUTTON FILL TANK TO FULL This calibration sets the fuel level of the tank. NOTE: If the fuel tank is not calibrated, fuel range cannot be displayed Press MODE to skip to the next display. Press + (edit) to calibrate the fuel tank. Pressing DFLT (default) during edit will return to original value setting Calibrate the fuel tank as follows: 1. Empty the fuel tank, Press + to save 2. Fill tank to 1/4 full, Press + to save. 3. Fill tank to 1/2 full, Press + to save 4. Fill tank to 3/4 full, Press + to save. 5. Fill tank to full, Press + to save. The fuel tank is now calibrated Page 2D-46 90-884822 DECEMBER 2001 WIRING DIAGRAMS [DOWN] [UP][SAVE] CALIBRATION OIL TANK CAPACITY CAPACITY = XX.XX Add the capacity of the oil tank. Press + or – to select. Press MODE to save. CALIBRATION [EDIT][SKIP] CALIBRATING OIL TANK CALIBRATION EMPTY TANK THEN PRESS PLUS (+) BUTTON [DFLT] [SAVE] [SKIP] CALIBRATING 1/4 VALUE [DFLT] [SAVE] [SKIP] THEN PRESS PLUS (+) BUTTON FILL TO X.X G. CALIBRATING 1/2 VALUE [DFLT] [SAVE] [SKIP] THEN PRESS PLUS (+) BUTTON FILL TO X.X G. CALIBRATING 3/4 VALUE [DFLT] [SAVE] [SKIP] THEN PRESS PLUS (+) BUTTON FILL TO X.X G. CALIBRATING FULL [DFLT] [SAVE] [SKIP] THEN PRESS PLUS (+) BUTTON FILL TANK TO FULL This calibration accurately adjusts the oil level sending unit in the oil tank. Press MODE to skip to the next display. Press + (edit) to calibrate the oil tank. Pressing DFLT (default) during edit will return to original value setting Calibrate the oil tank as follows: 1. Empty the oil tank, Press + to save 2. Fill tank to 1/4 full, Press + to save. 3. Fill tank to 1/2 full, Press + to save 4. Fill tank to 3/4 full, Press + to save. 5. Fill tank to full, Press + to save. The oil tank is now calibrated CALIBRATION SPEED SENSORS [EDIT][SKIP] CALIBRATION MULTIPLIER 1.00 PITOT SENSOR [DOWN] [UP][SAVE] CALIBRATION PADDLE WHEEL SENSOR [DOWN] [UP][SAVE] MULTIPLIER 1.00 If the speedometer is not reading correctly, the speed sensors can be re-calibrated to correct the setting. Press MODE to skip to the next display. Press + (edit) to cali- brate the sensors. Increasing or decreasing the multiplier will increase or de- crease the speed reading Press – or + for changing setting. Press MODE to save. 90-884822 DECEMBER 2001 Page 2D-47 WIRING DIAGRAMS CALIBRATION TRIM CALIBRATION [EDIT][SKIP] CALIBRATION TRIM FULL UP THEN PRESS PLUS (+) BUTTON [DFLT] [SAVE] [SKIP] CALIBRATION TRIM TO TRAILER POINT THEN PRESS PLUS (+) BUTTON [DFLT] [SAVE] [SKIP] CALIBRATION TRIM FULL UP THEN PRESS PLUS (+) BUTTON [DFLT] [SAVE] [SKIP] If the trim setting is not reading correctly, the trim sensor can be re-calibrated to correct the setting. Pressing DFLT (default) during edit will return to original value setting Press MODE to skip to the next display. Press + (edit) to calibrate the sensor. 1. Trim outboard full up, than Press + to save. 2. Trim outboard to the point where the trim cylinders takes over, than Press + to save. 3. Trim outboard full down, than Press + to save. [ YES ][ NO ] EXIT ? CALIBRATION Do you want to exit the calibration mode? Press + for yes. Press MODE for no. Speedometer Calibration Simple Calibration – This calibration for setting lighting and setting the clock can be made while engine is running. TROLL MODE 1. Press in the and + buttons for calibration screen. MODE 2. Press to advance through the calibration selections. Advanced Calibration – This calibration goes through the entire mode selections. 1. Turn ignition key to the off position. 2. Hold TROLL TROLL + – and turn ignition key to the on position. MODE 3. Press and hold for 2 seconds to bring up the calibration screen. MODE 4. Press to advance through the calibration selections. [DOWN] BRIGHTNESS [SAVE] CALIBRATION [UP] Press – or + to adjust level. Press MODE to save setting CALIBRATION BRIGHTNESS [ NO ] SET ALL INSTRUMENTS? [ YES ] Do you want the same brightness level for all SmartCraft gauges? Press + for yes. Press MODE for no. CALIBRATION Press – or + to adjust level. Press MODE to save setting [DOWN] [SAVE] CONTRAST [UP] CONTRAST CALIBRATION [ NO ] SET ALL INSTRUMENTS? [ YES ] Do you want the same contrast level for all SmartCraft gauges? Press + for yes. Press MODE for no. Page 2D-48 90-884822 DECEMBER 2001 WIRING DIAGRAMS CALIBRATION [EDIT][SKIP] TIME CALIBRATION TIME FORMAT 12H – M,D,Y, or 24H – D,M,Y [DOWN] [UP][SAVE] CALIBRATION NMEA ENABLE or DISABLE CALIBRATION UTC ZONE UTC CORRECTION = X H CALIBRATION HOUR CALIBRATION MINUTE 4:15 PM 4:15 PM [DOWN] [UP][SAVE] [DOWN] [UP][SAVE] [DOWN] [UP][SAVE] [DOWN] [UP][SAVE] If the clock display is correct , press MODE to skip. To set or reset the clock Press + Select 12 hour or 24 hour clock set. Press – or + to select. Press MODE to save. Press – or + to enable or disable GPS time calibration. If a GPS navigation receiver is connected to the gauges, NMEA data will set the time automatically. Press MODE to save. Press – or + to add UTC correction. MODE to save. (Hour off- set from universal time constant) Press – or + to set the hour Press MODE to save. Press – or + to set the minute Press MODE to save. CALIBRATION EXTERNAL SENSORS [EDIT][SKIP] CALIBRATION AIR SENSOR SENSOR ? YES/NO EXTERNAL SENSORS [DOWN] [UP][SAVE] CALIBRATION GPS CONNECTED ? YES/NO EXTERNAL SENSORS [DOWN] [UP][SAVE] CALIBRATION USE GPS SPEED ? YES/NO EXTERNAL SENSORS [DOWN] [UP][SAVE] If YES was saved Press MODE to skip to the next display. Press + (edit) if your adding or deleting any external sensor to the SmartCraft Sys- tem. Editing External Sensors Chose Yes or No for each sensor No = not used Yes = in use Press + or – for correct setting Press MODE to save and advance to next sensor Chose Yes or No if you want the speedometer to read GPS speed [ YES ][ NO ] EXIT ? CALIBRATION Do you want to exit the calibration mode? Press + for yes. Press MODE for no. 90-884822 DECEMBER 2001 Page 2D-49 WIRING DIAGRAMS Page 2D-50 90-884822 DECEMBER 2001 SmartCraft Gauge Test Specifications Test Equipment Required: 1. Test Harness 84-875233A2 (a). 2. DMT 2000 Digital Tachometer Multimeter 91-854009A1 (b). NOTE: Connect negative DMT lead to BLACK/ORANGE lead on test harness 84-875233A2 for all tests. Use positive DMT lead on all other test harness leads to determine if individual sensors are within specifications. 57738 a b 59229 SENSOR RED TEST LEAD BLACK TEST LEAD RANGE Trim Yellow Black/Orange 2.7 vdc UP – 0.6 vdc DOWN Fuel Sender Pink/Black Black/Orange 0.65 vdc FULL – 2.92 vdc EMPTY Lake Temperature Tan/Orange Black/Orange 2.5 vdc @ room temp. (Voltage decreases as temperature increases) +5 vdc Sensor Power Purple/Yellow Black/Orange 4.9 vdc – 5.1 vdc Pitot Pressure White/Orange Black/Orange 0.5 vdc static (voltage increases with pressure) Oil Sender Light Blue/Black Black/Orange 0.63 vdc FULL – 2.89 vdc EMPTY Paddle Wheel Frequency Gray/Blue Black/Orange Set meter to Hz and spin paddle wheel or set meter to AC volts and spin paddle wheel. Hz or AC volts should increase as wheel spins faster. WIRING DIAGRAMS Notes: 90-884822 DECEMBER 2001 Page 2D-51 18PPL_YEL 18BLK 18BLK 18BLK 18BLK 18BLK 18BLK 18BLK 18BLK 18RED_YEL 18RED_YEL 18RED_YEL 18GRY 18BLK_ORG 18BLK_ORG 18BLK_ORG 18BLK_ORG 16PPL_GXL 14BLK 3085868787a 14RED_WHT_GXL 14BLK 14RED_GXL 16RED_PPL 18RED 18PPL 14RED_GXL 14RED 10RED_FLEX 18RED_PPL 18YEL_RED 18YEL_RED 16PPL_GXL GND 14RED_WHT 14RED_BLU 14RED_WHT 14RED 16RED_PPL 16RED 18RED 10RED_FLEX 16BLK 16RED_BLU 18RED_BLU 18RED_BLU 18RED_BLU 18BRN_PNK 18RED_PNK 18ORG_PNK 18YEL_PNK 18DKBLU_PNK 18PPL_PNK 18GRN_BRN 18GRN_RED 18GRN_ORG 18GRN_YEL 18GRN_BLU 18GRN_PPL 18YEL 18WHT_GRN 18LTBLU_WHT 18TAN 18TAN_GRN 18GRN 18LTBLU_BLK 18TAN_PPL 18BRN_PNK 18RED_PNK 18ORG_PNK 18YEL_PNK 18DKBLU_PNK 18PPL_PNK 18TAN_ORG 18GRY_BLU 18PNK_BLK 18DKBLU 18WHT 18BLK 18BLK_RED 18LTBLU 18WHT 18RED 18LTBLU_BLK 18YEL_PPL 12YEL_RED 18BLK_ORG 18RED_BLU 18PPL_YEL 18PPL 18GRY_BLU 18LTBLU_WHT 18LTBLU_BLK 18PNK_BLK 18DKBLU 18TAN_ORG 18WHT 18YEL_PPL 18PPL_YEL 18YEL 18WHT_GRN 18TAN 18TAN_GRN 18TAN_PPL 18WHT_ORG 18BRN_WHT 18BRN_WHT 18WHT_ORG 18WHT 18RED 18GRY 18GRN_BLU 18GRN_RED 18GRN_PPL 18GRN_YEL 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 18PPL_YEL 16BLK 18BLK 18BLK 18BLK 16RED_YEL 18RED_BLU 18RED_BLU 18RED_BLU 18RED_YEL 18RED_YEL 18RED_YEL 18BLK_ORG 18BLK_ORG 18LTBLU 18BLK_RED 18WHT 18DKBLU 18BLK 18RED_BLK 18PPL 18PPL 18BLK 18WHT 18DKBLU 16RED_BLK 16RED_BLK 16RED 18BLK_YEL 20A 20A 20A 5A 16BLK 8RED_FLEX 8RED_FLEX 4BLK 18BRN_PNK 18RED_PNK 18ORG_PNK 18YEL_PNK 18DKBLU_PNK 18PPL_PNK 18RED_BLU 18RED_BLU 18RED_BLU 18RED_BLU 18RED_BLU 18RED_BLU 18BLK_WHT 16RED_YEL 18GRN_BLU 18GRN_RED 18GRN_ORG 18GRN_YEL 18GRN_BRN 18GRN_PPL 16RED_YEL 18BLK_WHT 18BLK_WHT 18BLK_WHT 18BLK_WHT 18BLK_WHT 18BLK_WHT 18BLK_WHT 18BLK_GRN 18BLK_GRN 18BLK_GRN 18BLK_GRN 18BLK_GRN 18BLK_GRN 18BLK_GRN 18BLK_GRN 18GRN_BLU 18GRN_RED 18GRN_ORG 18GRN_YEL 18GRN_BRN 18GRN_PPL 18BLK_GRN 18GRY 18BLK_RED 18WHT_BLU 18BLK_WHT 18WHT_BLK 18WHT_BLK 18WHT_BLU 18BLK_WHT 18BLK_RED 18WHT_BLK 18WHT_BLK 18BLK_RED 18BLK_RED 18WHT_BLU 18WHT_BLU 18WHT_BLK 18WHT_BLK 18BLK_WHT 16RED_BLU 16BLK 16BLK 3A 16BLK 16RED_BLU 16RED_BLU 2423222120191817161514131211109 8 7 6 5 4 3 2 1 242322212019181716151413121110 9 8 7 6 5 4 3 2 1 32313029282726252423222120191817161514131211109 8 7 6 5 4 3 2 1 1 2 1 2 1 2 1 2 1 2 1 2 A B ABC ABC ABC A B C D E F G H AB 1 2 3 4 5 6 7 8 A B A B 1 2 A B A B C D E F G H AB AB A B C D E F G H J K A B C A B C 3085868787a RELAY B 12 11 10 9 8 7 6 5 4 3 2 1 123 4 5 6789 10 11 12 K J H G F E D C B A ABCDEF GHJ K E D C B A E D C B A E D C B A E D C B A E D C B A E D C B A C B A D C B A ABCD AB AB A B B A 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 22 21 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 90-884822 DECEMBER 2001 Page 2D-53 240 EFI Sport Jet Wiring Diagram 1 -Fuel Lift Pump 2 -3 Amp Fuse 3 -Low Oil Switch 4 -Crank Position Sensor 5 -Oil Pump 6 -VST Electric Fuel Pump 7 -Main Power Relay 8 -20 Amp Fuse – Fuel Injector Harness, Electric Fuel Pump, and Oil Pump 9 -20 Amp Fuse – Ignition Coils 10 - 20 Amp Fuse – Main Power Relay, Remote Control Harness 11 - 15 Amp Fuse – Smart Craft Data Bus Circuit 12 - Accessory Power 13 - Remote Control 14 - Boat Harness 15 -Water in Fuel Sensor 16 - DDT Terminal 17 - SmartCraft Data Bus 18 - Slave Solenoid 19 - 60 Amp Alternator 20 - 100 Amp Fuseable Link 21 - Solenoid Driven Bendix Starter 22 - Starter Solenoid 23 - Port Knock Sensor 24 - Starboard Knock Sensor 25 - Port Head Temperature Sensor 26 - Air Temperature Sensor 27 - Starboard Temperature Sensor 28 - Throttle Position Sensor 29 - Block Water Pressure 30 - MAP Sensor 31 - Electronic Control Module 32 - Ignition Coil #6 33 - Ignition Coil #5 34 - Ignition Coil #4 35 - Ignition Coil #3 36 - Ignition Coil #2 37 - Ignition Coil #1 38 - Fuel Injector #1 39 - Fuel Injector #2 40 - Fuel Injector #3 41 - Fuel Injector #4 42 - Fuel Injector #5 43 - Fuel Injector #6 FUEL PUMP FUEL SYSTEM Section 3A - Fuel Pump Table of Contents Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-2 Fuel Pump Pressure @ W.O.T. . . . . . . . . . 3A-2 Fuel Pump Pressure @ Idle . . . . . . . . . . . 3A-2 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-2 Fuel Pump Assembly . . . . . . . . . . . . . . . . . . . . 3A-4 Fuel Pump Description/Operation . . . . . . . . . 3A-6 Checking for Restricted Fuel Flow Caused by Anti-siphon Valves . . . . . . . . . . . . . . . . . . . . . . . 3A-6 Checking Fuel Pump Lift (Vacuum) . . . . . . . . 3A-7 Vacuum Test Troubleshooting . . . . . . . . . . 3A-7 Testing Fuel Pump . . . . . . . . . . . . . . . . . . . . 3A-8 Fuel Pump Removal/Disassembly . . . . . . 3A-9 Cleaning/Inspection . . . . . . . . . . . . . . . . . . . 3A-10 Reassembly/lnstallation . . . . . . . . . . . . . . . 3A-10 Fuel Lift Pump . . . . . . . . . . . . . . . . . . . . . . . . . . 3A-13 Fuel Lift Pump Troubleshooting . . . . . . . . 3A-14 3 A 90-884822 DECEMBER 2001 Page 3A-1 FUEL PUMP Specifications Fuel Pump Pressure @ W.O.T. Maximum – 10 psi (68.5 kPa) Normal – 8-10 psi (41.0 – 54.8 kPa) Minimum – 3 psi (20.5 kPa) Fuel Pump Pressure @ Idle Normal – 2-3 psi (13.7 – 20.5 kPa) Minimum – 1 psi (6.8 kPa) NOTE:Electric fuel pump pressure, if used in conjunction with engine mechanical fuel pump, must be limited to no more than 4 psi (27.4 kPa). Special Tools 1. Fuel Pressure Gauge (0–15 psi) (Obtain Locally) 57721 2. Vacuum Gauge (0 – 10 inches of vacuum mercury). Obtain Locally Page 3A-2 90-884822 DECEMBER 2001 FUEL PUMP Notes: 90-884822 DECEMBER 2001 Page 3A-3 FUEL PUMP Fuel Pump Assembly Page 3A-4 90-884822 DECEMBER 2001 FUEL PUMP Fuel Pump Assembly REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm. 1 1 FUEL PUMP ASSEMBLY 2 2 DISK – Check Valve 3 2 RETAINER 4 1 GASKET – Boost 5 1 CAP – Spring End 6 1 SPRING 7 2 DIAPHRAGM 8 1 GASKET-PULSE 9 1 SPRING 10 1 CAP – Spring End 11 1 GASKET – Base 12 1 BASE – Fuel Pump 13 1 PLATE – Fuel Pump 14 1 ELBOW (0.125-27) (0.250 ID) (Nylon) Do Not Overtighten 15 2 SCREW–FUEL PUMP (M5 x 40) (Fuel Pump) 55 6. 16 2 STA STRAP (8 in) (20.3 cm) 17 1 FITTING (0.125-27 Brass) (90 Degree) 110 12.5 18 1 FITTING (0.125-27 Brass) (90 Degree) 110 12.5 19 2 ELBOW (0.125-27) (0.250 ID) (Nylon) Do Not Overtighten 20 2 SCREW (M6 x 50) (Fuel Pump to Crankcase) 55 6 21 1 TUBING [0.312 ID x 6.00 in(7.9 mm ID x 15.3 cm)] 22 1 PUMP ASSEMBLY – Electric 23 1 FITTING (Elbow) 105 12 24 1 DECAL – Info (SAE J1171 Marine) 25 1 FILTER – Fuel 105 12 26 2 SCREW (M5 x 13) 27 4 WASHER 28 2 NUT (M5) 70 8 29 1 HOSE [8 in (20.3 cm)] 30 3 CLAMP (18.3) 31 1 HOSE [5 in (12.7 cm)] 90-884822 DECEMBER 2001 Page 3A-5 FUEL PUMP Fuel Pump Description/Operation The fuel pump is a crankcase-pressure-operated, diaphragm-type pump. Crankcase pulsating pressure (created by the up-and-down movement of piston) is transferred to fuel pump by way of a passage (hole) between crankcase and fuel pump. When piston is in an upward motion, a vacuum is created in the crankcase, thus pulling in on the fuel pump diaphragm. The inlet check valve (in fuel pump) is opened and fuel (from fuel tank) is drawn into fuel pump. Downward motion of the piston forces the air mixture out of the crankcase into the cylinder. This motion also forces out on the fuel pump diaphragm, which, in turn, closes the inlet check valve (to keep fuel from returning to fuel tank) and opens the outlet check valve, thus forcing fuel to the VST(EFI models) or carburetors. 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 - Outboard cuts out or hesitates upon acceleration 6 - Outboard runs rough 7 - Outboard quits and cannot be restarted 8 - Outboard will not start 9 - Vapor lock Since any type of anti-siphon device must be located between the outboard 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 outboard 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-6 90-884822 DECEMBER 2001 FUEL PUMP Checking Fuel Pump Lift (Vacuum) The square fuel 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. a b c a-Clear Hose b-T-fitting c-Vacuum Gauge Vacuum Test Troubleshooting 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. 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 90-884822 DECEMBER 2001 Page 3A-7 FUEL PUMP Testing Fuel Pump 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. Primer bulb check valve not opening. Replace primer bulb. Excessive fuel lift required. Fuel lift exceeds 2.5 in. of vacuum (mercury) Page 3A-8 90-884822 DECEMBER 2001 FUEL PUMP 90-884822 DECEMBER 2001 Page 3A-9 Fuel Pump Removal/Disassembly IMPORTANT: Fuel pump diaphragm and gaskets should not be re-used once fuel pump is disassembled. 1. Disconnect fuel hoses from fuel pump. 2. Disconnect pulse hose. 3. Remove two mounting screws. 4. Remove fuel pump from engine. 59243 a b c d a - Fuel Inlet b - Fuel hose from fuel pump to Fuel/Water Separator c - Pulse hose d - Mounting screws 5. Disassemble fuel pump. 58876 a a - Reverse View of Pump Body FUEL PUMP Cleaning/Inspection 1. Clean fuel pump housing, check valves, pulse chamber and pump base in solvent and dry all but check valves with compressed air. 2. Inspect each check valve for splits or chips. 3. Inspect boost springs for weakness or breakage. 4. Inspect fuel pump housing, pulse chamber and base for cracks or rough gasket surface and replace if any are found. 5. Inspect fitting on fuel pump housing for loosening or any signs of fuel or air leaks. Replace or tighten fitting if a leak is found. Reassembly/lnstallation ASSEMBLY NOTE:The new repair kits contain check valves made of a plastic material, impervious to damage from additives. When repairing the fuel pump discard old rubber and small plastic check valve disks, and install one new plastic disk under each retainer. Caution must be taken not to push the check valve retainer to tightly against the check valve, this may cause valve to deform. b a CORRECT INCORRECT a-Check Valve Retainer b-Check Valve (Plastic) 1. Insert retainer through plastic check valve. 23601 a b a-Retainer b-Plastic Check Valve Page 3A-10 90-884822 DECEMBER 2001 a b a b FUEL PUMP 2. Install check valves and retainers into fuel pump body. 3. With retainer installed in pump body, break retainer rod from retainer by bending sideways. 23601 a b a-Rod b-Retainer Cap 4. Reinstall rod into retainer cap and, use a small hammer or hammer and punch to tap rod down into retainer until flush with top of retainer. 23601 a-Rod b-Retainer Cap 90-884822 DECEMBER 2001 Page 3A-11 FUEL PUMP 5. Place boost spring into pump body and place cap onto boost spring. b a c 50161 a-Boost Spring b-Pump Body c-Cap 6. Assemble remainder of components as shown and install retaining screws through to align. a 58876 a-Reverse View of Pump Body INSTALLATION 1. Install pump onto engine. Torque to 55 Ib. in. (6 N·m). 2. Install hoses onto proper fittings and secure with sta-straps. 3. Run engine and check for leaks. Page 3A-12 90-884822 DECEMBER 2001 FUEL PUMP Fuel Lift Pump The fuel lift pump is an electric fuel pump used to supply fuel from the boat fuel tank to the engine driven pulse fuel pump. Electrical power is supplied to the fuel lift pump from the slave solenoid. A 3 amp fuse is used to protect the electrical circuit. a b a-Fuel Lift Pump [Torque Nuts to 70 lb. in. (8 Nm)] b-Fuel Filter [Torque filter to 105 lb. in. (12 Nm)] 90-884822 DECEMBER 2001 Page 3A-13 FUEL PUMP Page 3A-14 90-884822 DECEMBER 2001 Fuel Lift Pump Troubleshooting The purpose of this test is to determine if the fuel lift pump is operating correctly. 1. Place emergency stop switch in “OFF” position. 2. Disconnect the high pressure fuel pump electrical connector. IMPORTANT: If the high pressure fuel pump is not disconnected the activation of the lift pump can be confused with the activation of the high pressure fuel pump. 3. Place your fingers on the lift pump and have someone turn the key switch to the “ON” position. Or, unplug the remote control harness, plug in a remote key switch harness and turn the key switch to the “ON” position. 4. If the lift pump is operating correctly it will run for 5 seconds after the key switch is turned on. Listen for an audible clicking and feel with your fingers if the pump is activating. If uncertain, turn the key to the “OFF” position and then the “ON” position to reactivate. RESULTS: 1. If the lift pump does not activate inspect the 3 amp fuse. Replace if necessary. 2. If the fuse is ok check for battery voltage at the lift pump electrical connection. If battery voltage is low check for loose, dirty or damaged wiring connections. 3. If battery voltage is present and lift pump does not activate, replace lift pump. 4. If voltage to the lift pump is correct and the pump is activating but not pumping fuel check the following: • Inspect for loose fuel connections (pump is drawing air) • Pinched fuel hose • Stuck anti-siphon valve • Clogged lift pump filter or clogged fuel filter in the boat fuel tank 59224 59310 a b c d a - High Pressure Fuel Pump Connector b - High Pressure Electric Fuel Pump (inside VST) c - Lift Pump d - 3 Amp Fuse FUEL INJECTION FUEL SYSTEM Section 3B - Fuel Injection Table of Contents Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-2 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-3 Notes: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-5 Fuel Management System. . . . . . . . . . . . . . . . 3B-6 Vapor Separator Components . . . . . . . . . . . . . 3B-10 Electronic Fuel Injection (EFl) System . . . . . . 3B-14 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . 3B-14 Using the Test Procedures . . . . . . . . . . . . . 3B-14 EFI System Tests . . . . . . . . . . . . . . . . . . . . . 3B-14 Safety Precautions . . . . . . . . . . . . . . . . . . . 3B-14 Fuel Injection System Function . . . . . . . . . 3B-15 Preliminary Checks. . . . . . . . . . . . . . . . . . . . . . 3B-15 Ignition Spark Check. . . . . . . . . . . . . . . . . . 3B-15 Electronic Fuel Injection Set Up . . . . . . . . 3B-16 Fresh Quality Fuel. . . . . . . . . . . . . . . . . . . . 3B-16 Low Battery Voltage . . . . . . . . . . . . . . . . . . 3B-16 Fuel Flow Diagram . . . . . . . . . . . . . . . . . . . . . . 3B-17 Fuel Flow Component Description . . . . . . . . . 3B-18 Pulse Fuel Pump . . . . . . . . . . . . . . . . . . . . . 3B-18 Water Separating Filter . . . . . . . . . . . . . . . . 3B-18 Vapor Separator . . . . . . . . . . . . . . . . . . . . . . 3B-18 Final Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-18 Electric Fuel Pump (Inside Vapor Separator) . . . . . . . . . . . . . . 3B-18 Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . 3B-18 Fuel Pressure Regulator . . . . . . . . . . . . . . 3B-18 Fuel Lift Pump . . . . . . . . . . . . . . . . . . . . . . . 3B-19 EFI Electrical Components . . . . . . . . . . . . 3B-19 EFI Fuel Management (Low Pressure Fuel Route) . . . . . . . . . . . . . . . 3B-21 EFI Fuel Management (High Pressure Fuel Route). . . . . . . . . . . . . . . 3B-22 Fuel Rail Electrical/Fuel Determination . . . . . 3B-23 EFI System Test Procedures . . . . . . . . . . . . . . 3B-24 Fuel Gauge Connection/Pressure Test . . 3B-24 Vapor Separator Fuel Delivery Test . . . . . 3B-25 Pulse Fuel Pump Delivery Test . . . . . . . . . 3B-26 Water Separating Filter Inspection . . . . . . 3B-27 Vapor Separator Float Test . . . . . . . . . . . . 3B-28 Electric Fuel Pump Inlet Filter Check and De-Pressurizing EFI System Procedures 3B-29 Pressure Regulator Test . . . . . . . . . . . . . . . 3B-31 Electric Fuel Pump Voltage/Pressure Test 3B-32 Injector Electrical Harness Test . . . . . . . . . 3B-33 Injector Load Test . . . . . . . . . . . . . . . . . . . . 3B-34 Fuel Rail Assembly Leakage Test . . . . . . . 3B-34 Air Temperature Sensor and Head Temperature Sensor Test . . . . . . . . . . . . . . 3B-35 Detonation Control System Test . . . . . . . . 3B-36 Throttle Position Sensor Test . . . . . . . . . . . 3B-37 MAP Sensor Test . . . . . . . . . . . . . . . . . . . . . 3B-38 Problem Diagnosis . . . . . . . . . . . . . . . . . . . 3B-39 Engine Head Temperature Sensor Removal 3B-42 Engine Head Temperature Sensor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-42 EFI System Cleaning and Inspection . . . . . . . 3B-43 Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-43 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-43 Fuel Management Assembly Removal . . . . . 3B-44 Fuel Rail Removal. . . . . . . . . . . . . . . . . . . . 3B-48 Fuel Rail Installation . . . . . . . . . . . . . . . . . . 3B-50 Reed Block Assembly Removal . . . . . . . . 3B-52 Reed Block Assembly Installation . . . . . . . 3B-52 Air Temperature Sensor Removal . . . . . . 3B-53 Air Temperature Sensor Installation . . . . . 3B-53 Manifold Absolute Pressure (MAP) Sensor Removal . . . . . . . . . . . . . . . . . . . . . 3B-53 Manifold Absolute Pressure (MAP) Sensor Installation. . . . . . . . . . . . . . . . . . . . 3B-53 Throttle Plate Assembly Removal . . . . . . . 3B-54 Throttle Plate Assembly Installation . . . . . 3B-54 Vapor Separator Disassembly . . . . . . . . . . 3B-54 Vapor Separator Reassembly . . . . . . . . . . 3B-55 Air Plenum Installation . . . . . . . . . . . . . . . . 3B-57 Vapor Separator (VST) Installation . . . . . . 3B-58 Water Separating Filter Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-59 Water Separating Filter Assembly Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . 3B-59 Throttle Position Sensor Removal . . . . . . 3B-60 Throttle Position Sensor Installation . . . . . 3B-60 Oil Reservoir Removal . . . . . . . . . . . . . . . . 3B-61 Oil Reservoir Installation . . . . . . . . . . . . . . 3B-61 Fuel Pressure Regulator Removal . . . . . . 3B-62 Fuel Pressure Regulator Disassembly . . 3B-63 Fuel Pressure Regulator Reassembly . . . 3B-63 3 B 90-884822 DECEMBER 2001 Page 3B-1 FUEL INJECTION Specifications FUEL INJECTION Idle RPM Wide Open Throttle (WOT) RPM Float Adjustment (Vapor Separator) Float Level Injectors – All Models (Quantity) – Injectors are Crank Angle Driven by ECM – #1 Cylinder – #2 Cylinder – #3 Cylinder – #4 Cylinder – #5 Cylinder – #6 Cylinder Line Pressure @ Injectors Injector Resistance Electric Fuel Pump Resistance Electric Fuel Pump Amperage Draw 1050 ± 50 5500 – 6000 Preset @ Factory 6 RED + BRN Leads RED + WHT Leads RED + ORG Leads RED + YEL Leads RED + LT. BLUE Leads RED + PUR Leads 41 psi – 45 psi (283 kPa – 310 kPa) 12.3 ohms ± 0.5 ohms 0.7 ± 0.3 ohms 4 amperes ± 0.5 amperes Page 3B-2 90-884822 DECEMBER 2001 FUEL INJECTION Special Tools 1. Fuel Pressure Gauge 91-852087A3(a) or Fuel Pressure Gauge 91-881834A1(b). 55294 a b 2. Digital Diagnostic Terminal (DDT) 91-823686T2 3. Software Cartridge 91-880118A2 4. DDT Reference Manual 90-881204-1 58879 90-884822 DECEMBER 2001 Page 3B-3 FUEL INJECTION 5. Adaptor Harness 84-822560A5 (use with DDT) 6. Remote Starter Switch 91-52024A1 7. DMT 2000 Digital Tachometer Multi-meter P/N 91-854009A1 8. Inductive Timing Light 91-99379 9. Spark Gap Tester 91-850439T 55117 10. Strap Wrench 91-24937A1 Page 3B-4 90-884822 DECEMBER 2001 FUEL INJECTION 11. Tamper Proof Torx Screw Set 91-881828 58685 12. Spark Plug Lead Extensions 91-877870A1 Notes: 90-884822 DECEMBER 2001 Page 3B-5 FUEL INJECTION Fuel Management System Page 3B-6 90-884822 DECEMBER 2001 FUEL INJECTION Fuel Management System REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm. 1 1 AIR PLENUM 2 1 SENSOR–MAP 3 1 BRACKET 4 1 SCREW (M6 x 16) 35 4 5 1 O-RING 6 1 THROTTLE BODY ASSEMBLY 7 1 LEVER–Throttle 8 4 SCREW (M6 x 40) 65 7.3 9 1 SENSOR ASSEMBLY–Temperature 30 3.4 10 1 O RING 11 1 GASKET–Plenum 12 2 CLAMP 13 4 SCREW(#10–24) 65 7.3 14 4 SCREW (M6 x 25) 65 7.3 15 4 WASHER 16 2 BRACKET–Fuel Rail 17 4 GROMMET 18 4 BUSHING 19 1 FUEL RAIL 20 4 SCREW (#8–32 x 0.380) 25 2.8 21 2 PLATE–Fuel Rail 22 2 O RING 23 1 TUBE–Fuel 24 2 O RING 25 7 RETAINER–Injector 26 7 SCREW (#8–32 x 0.380) 25 2.8 27 1 HARNESS ASSEMBLY–Injectors 28 6 FUEL INJECTORS (With O Rings) 29 16 SCREW (0.250–20 x 0.880) 90 10 30 1 PLATE–Adaptor 31 1 GASKET–Inlet 32 6 REED BLOCK ASSEMBLY 33 1 RETAINER–Fitting 34 1 SCREW (#10–24 x 0.375) 65 7.3 35 2 O RING 36 1 FITTING–Elbow (90 Degree) 37 1 CLAMP (18.3) 38 1 HOSE–Fuel Supply 39 1 PUMP ASSEMBLY–Oil 40 1 FITTING–Elbow (90 Degree) 45 5.1 41 2 CABLE TIE (4 in.) (10.2 cm.) 42 1 HOSE (34 in.) (86.4 cm.) 43 3 BUSHING 44 3 GROMMET 90-884822 DECEMBER 2001 Page 3B-7 FUEL INJECTION Fuel Management System Page 3B-8 90-884822 DECEMBER 2001 FUEL INJECTION Fuel Management System REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm. 45 3 WASHER 46 3 SCREW (M8 x 30) 160 13.3 18 47 1 CABLE TIE (8 in.(20.3 cm.) 48 1 TUBING (24 in.) (60.9 cm.) 49 1 HOSE (28 in.) (71 cm.) 50 1 CONDUIT (7 in.) (17.8 cm.) 51 1 BEARING 52 1 CAM–Throttle 53 1 BUSHING 54 1 BALL–Threaded 55 1 Screw (M8 x 40) 160 13.3 18 56 1 BUSHING 57 12 SCREW (0.250–20 x 1.50) 175 14.5 20 90-884822 DECEMBER 2001 Page 3B-9 FUEL INJECTION Vapor Separator Components Page 3B-10 90-884822 DECEMBER 2001 FUEL INJECTION Vapor Separator Components REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m – 1 VAPOR SEPARATOR ASSEMBLY 1 1 COVER KIT 2 1 GASKET 3 1 SEAL 4 1 BALL (0.125 Diameter) 5 1 VALVE (Diagnostic) 45 5 6 1 CAP–Valve 7 1 FITTING (Elbow) (Pressed in) 8 1 FILTER 9 1 FITTING KIT (Straight) 75 8.5 10 1 O RING 11 1 O RING 12 1 WIRE ASSEMBLY 13 1 FITTING (Elbow) 50 5.5 14 1 FITTING (Elbow) 65 7.5 15 1 PLUG (0.125–27) 16 1 CONNECTOR 45 5 17 2 CAP–Fitting 18 2 CAP–Fitting 19 1 REGULATOR KIT 20 1 O RING KIT 21 1 WASHER (Rubber) 22 1 WIRE ASSEMBLY (Ground) 23 SCREW (M5 x 0.8) (2 Each) (Regulator) SCREW (M5 x 0.8) (1 Each) (Ground Wire) 22 2.5 24 3 SCREW (M6 x 16) 100 11 25 1 BRACKET–Fuel Pump Mount 26 1 CAP–Fitting 27 7 SCREW AND WASHER (#8–32 x 0.750) 22 2.5 28 3 SCREW 18 2 29 1 BAFFLE–Fuel 30 1 PUMP KIT–Fuel 31 1 SEAL 32 1 FLOAT KIT 33 1 SHAFT–Float 34 1 VALVE/SEAT KIT–Inlet 35 1 SCREW 40 4.5 36 1 FILTER KIT–Fuel 3/4 Turn after Gasket Contact 37 1 PROBE–Water Sensing 22 2.5 38 1 BODY 39 1 SEAL 40 1 PLUG KIT (0.437–20) 75 8.5 41 1 O RING 90-884822 DECEMBER 2001 Page 3B-11 FUEL INJECTION Vapor Separator Components Page 3B-12 90-884822 DECEMBER 2001 FUEL INJECTION Vapor Separator Components REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. N·m 42 3 BUSHING 43 3 GROMMET 44 3 WASHER 45 3 SCREW (M8 x 35) 15 20 46 1 SCREW (M6 x 10) (Ground Wire) 37 4 47 2 CLAMP (18.3) 48 1 CLIP–Plug Mount 49 1 DECAL (Warning) 50 1 DECAL–Ignition Protection 90-884822 DECEMBER 2001 Page 3B-13 FUEL INJECTION Electronic Fuel Injection (EFl) System Introduction The troubleshooting information provided here consists of preliminary checks (checks to be followed before proceeding with EFI tests), diagrams (fuel flow and electrical wiring), component description (from diagrams), flow charts (low pressure fuel delivery, high pressure fuel delivery, fuel delivery vs. electrical delivery), problem diagnosis, and a series of test and check procedures that will help isolate problems associated with the fuel injection system. Each test/check (listed) can be completed without major fuel system disassembly. Using the Test Procedures Read the entire test before beginning to perform outlined procedures. Study the RESULTS material prior to testing. This will help in determining that each test is providing desired results. EFI System Tests • EFI Electrical System and ECM Check • Fuel Gauge Connection/Pressure Test • Vapor Separator Fuel Delivery Test • Vapor Separator Float Test • Water Separating Filter Flow Test • Pulse Fuel Pump Delivery Test • Final Filter Check • Fuel Pressure Regulator Test • Electric Fuel Pump Test • Injector Electrical Test • Injector Fuel Delivery Test • Injector Operating Test • Induction Manifold Leak Check • Sensor Tests Safety Precautions CAUTION Always use approved safety glasses or goggles when working on pressurized fuel systems. DANGER Motor fuels are extremely flammable. Do not show open sparks or flames when working near fuel systems. WARNING To avoid potential fire hazards, use extreme caution when connecting and disconnecting fuel line connections and test adaptors. Do not allow fuel to spill on hot engine parts or on live electrical connections. Page 3B-14 90-884822 DECEMBER 2001 FUEL INJECTION CAUTION Wipe up fuel spills immediately. CAUTION Depressurize fuel system prior to opening line connections or removing fuel system components. DANGER Perform the tests in this section in a well ventilated area to avoid being overcome by fuel vapors or poisonous exhaust gases. Fuel Injection System Function Fuel is delivered directly to the engine by way of fuel injectors. These injectors are provided with a constant supply of fuel (41 to 45 psi; 283 to 310 kPa) delivered to the fuel rail. The injectors are opened and closed electronically by the Electronic Control Module (ECM). The ECM receives input signals from various sensors in the EFI system which in turn transmits controlling outputs (open/close) to the injectors. The length of time the injectors stay open is considered pulse width. The pulse width will widen (richer) or narrow (leaner) depending on signals ECM receives from sensors, to allow efficient operation at all speeds and conditions. IMPORTANT: The following preliminary steps MUST BE FOLLOWED before attempting EFI problem diagnosis. Preliminary Checks Ignition Spark Check Purpose: This test determines if the ignition system is delivering usable spark to the spark plugs. By performing this test, the probable cause can be isolated to either the ignition system or fuel system. 1. Disconnect all spark plug wires from spark plugs. 2. Connect spark gap tester Quicksilver (91-850439T) to a good ground on engine. Connect Spark Plug Extensions (91-877870A1) between tester and spark plug leads. 3. Connect Remote Starter Switch Quicksilver (91-52024A1) to starter solenoid. a. Connect RED lead from switch to large positive (+) terminal with RED banded cable attached [(+) cable from battery]. b. Connect BLACK lead from switch to small terminal with YELLOW/RED lead attached. 4. Turn ignition key switch to the “ON” position. ON OFF START 5. Look at spark gap tester viewing port for presence of good quality spark. A steady, blue spark should be present at each spark plug wire. If a good spark is present, problem may not be ignition related. If good spark is not present, problem may be ignition related. Troubleshoot ignition system. Refer to appropriate ignition section in this service manual. 90-884822 DECEMBER 2001 Page 3B-15 FUEL INJECTION Electronic Fuel Injection Set Up IMPORTANT: Follow EFI Synchronizing/Adjustment section 2C before attempting tests on EFI system. EFI set up procedures must be followed before tests on system are performed (refer to Section 2C). Improper set up can result in poor engine performance (i.e. uncontrollable idle speeds, lean sneezing, low power during acceleration or engine will simply not run.) Failure to properly set up the EFI system can lead to misdirections in solving simple problems in the EFI system. Fresh Quality Fuel Using a remote fuel tank containing a major brand of premium unleaded gasoline, test run the outboard to eliminate any problems related to restricted fuel supply (clogged lines, malfunctioning anti-siphon valve, etc.) and/or marginal gasoline. Low Battery Voltage Low battery voltage can cause EFI system to deliver fuel in an inconsistent manner. Inspect battery connections and charging system, refer to Section 2B. The EFI system requires a substantial amount of voltage to function properly. Operating engine at a low RPM for an extended period of time while operating numerous electrical accessories can cause low voltage. Page 3B-16 90-884822 DECEMBER 2001 FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-17 Fuel Flow Diagram 59299 a b c d e f g h i j k l m n o p q r a -Fuel Rail b-Reed Block Plate Assembly c -Fuel Injectors (6) d-Pulse Fuel Pump e -Fuel/Water Separator f -Water Sensor g-From Fuel Tank h-Vapor Separator i -Electric Fuel Pump Filter j -Electric Fuel Pump k -Vapor Separator Float l -Needle and Seat m-Vapor Separator to Flywheel Cover Vent Hose n-Final Filter o-Fuel Rail Pressure Port p-Fuel Pressure Regulator q-Fuel Pressure Regulator Vent Hose r -Fuel Lift Pump FUEL INJECTION Fuel Flow Component Description Pulse Fuel Pump (d) Operates through alternating crankcase pressure to deliver fuel through the water separating filter to the vapor separator. Fuel pressure @ Idle: 2 – 3 psi (13.8 – 20.7 kPa) [Minimum – 1 psi (6.9 kPa)]. Fuel Pressure @ Wide-Open-Throttle: 6 – 8 psi (41.4 – 55.2) [Minimum: 4 psi (27.6 kPa)]. Water Separating Filter (e) Protects the fuel injectors from water and debris. The filter contains a sensor probe which monitors water level in the filter. If water is above the sensor probe, the warning horn will begin a series of beeps. Vapor Separator (h) Fuel reservoir which continuously blends and circulates fresh fuel and oil. a. Fuel Inlet – Fresh fuel delivered from the water separator by the crankcase mounted pulse fuel pump. The amount of fuel allowed to enter the vapor separator is controlled by a needle/seat and float assembly mounted in the cover of the vapor separator. b. Oil Inlet – Oil delivered by ECM controlled oil pump. c. Fuel Pressure Regulator Inlet – Unused fuel/oil mixture being recirculated from the pump back into the vapor separator. Final Filter (n) Located above the electric fuel pump in the brass fuel fitting. The filter collects debris and prevents them from flowing into the fuel rail and injectors. Electric Fuel Pump (Inside Vapor Separator) (j) Runs continuously while providing fuel in excess of engine demands. The excess fuel is circulated through the fuel rail to the fuel pressure regulator and back to the vapor separator. Normal fuel pressure is 41 – 45 psi (283 to 310 kPa). Fuel Injectors (c) Located on the fuel rail. The injector valve body consists of a solenoid actuated needle and seat assembly. The injector receives signals from the EFI Electronic Control Module. These signals determine how long the needle is lifted from the seat (pulse width) allowing a measured fuel flow. The pulse width will widen (richer) or narrow (leaner) depending on various signals received from sensors connected to the EFI ECM. The ECM receives a signal from the crank position sensor to fire each injector accordingly. A 12 wire harness connects the fuel injectors to the ECM. The RED wire is at 12 volts and connects to all injectors. The BLUE, YELLOW, WHITE, BROWN, PURPLE and ORANGE wires each go to individual injectors and are normally at 12 volts for a zero differential. To fire the injectors this voltage is brought down to near ground creating a potential across the injectors. Fuel Pressure Regulator (p) Located on top of the vapor separator and is continuously regulating fuel pressure produced by the electric fuel pump. The electric pump is capable of producing 90 psi (621 kPa) of fuel pressure. The pressure regulator limits fuel pressure at the injectors to 41 to 45 psi (283 to 310 kPa). Page 3B-18 90-884822 DECEMBER 2001 FUEL INJECTION Fuel Lift Pump (r) Electric pump that lifts fuel from the boat fuel tank to the engine pulse fuel pump. This electric pump is protected by a 3 ampere fuse. EFI Electrical Components ELECTRONIC CONTROL MODULE (ECM) The ECM is continually monitoring various engine conditions (engine temperature, engine detonation control, engine throttle opening and climate conditions (induction air temperature, barometric pressure and altitude level) needed to calculate fuel delivery (pulse width length) of injectors. The pulse width is constantly adjusted (rich/lean conditions) to compensate for operating conditions, such as cranking, cold starting, climate conditions, altitude, acceleration and deceleration, allowing the outboard to operate efficiently at all engine speeds. 12 Volt Battery - The 12 volt battery provides power to the ECM through the main power relay. IMPORTANT: When disassembling EFI System DISCONNECT BATTERY CABLES. In the “start” position, injector pulse widths are increased as engine head temperature is reduced to provide adequate fuel for quick start up. Fuel Injectors -A 12 wire harness connects the fuel injectors to the ECM. The red wire is at 12 volts and connects to all injectors. The BLUE, YELLOW, WHITE, BROWN, PURPLE and ORANGE wires each go to individual injectors and are normally at 12 volts for a zero differential. To fire the injectors this voltage is brought down to near ground creating a potential across the injectors. Electric Fuel Pump - The ECM contains a fuel pump driver circuit that provides power to the electric fuel pump. The fuel pump does not have its negative terminal (–) “BLACK/RED wire” grounded to the pump housing. The fuel pump positive terminal (+) “RED wire” and the negative terminal (–) are at 12 volts with the ignition switch in the off position for a zero differential. When the pump is on, the negative terminal is brought down to near ground (i.e. 1.5 volts). SENSOR INTERACTION WITH THE ECM IMPORTANT: DO NOT run engine for extended periods of time with sensors disconnected or bypassed (shorted). Serious engine damage may result. AIR TEMPERATURE SENSOR The air temperature sensor transmits manifold absolute air temperature, through full RPM range, to the ECM. As air temperature increases “sensor” resistance decreases causing the ECM to decrease fuel flow (leaner mixture). Disconnecting the air temperature sensor or temperature sensor failure will cause the ECM to revert to a default temperature source of 32° F (0° C). MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR The map sensor is a non-serviceable sensor mounted on top of the air plenum. The MAP sensor is used to sense changes in manifold absolute pressure. The MAP sensor is functioning through the full RPM range and is continually signaling induction manifold pressure readings to the ECM. The ECM in turn determines fuel flow as signals are received. The MAP sensor’s operation can be monitored using the DDT. With the engine running, as the throttle is increased or decreased, the MAP sensor’s DDT display should change. If no change occurs, MAP sensor is not functioning properly. 90-884822 DECEMBER 2001 Page 3B-19 FUEL INJECTION ENGINE HEAD TEMPERATURE SENSOR (PORT AND STARBOARD CYLINDER HEAD) The Engine Head Temperature Sensors provide the ECM signals related to engine temperature to determine level of fuel enrichment during engine warm up. The ECM is receiving information at all engine temperatures. Disconnecting the temperature sensors or temperature sensor failure will cause the ECM to revert to a default temperature source of 32° F (0° C). The temperature sensors can be monitored with the DDT. 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 dash mounted CHECK ENGINE light will illuminate and the warning horn will sound. RPM will be reduced by the ECM. The TPS is not adjustable. TPS settings can be monitored with the Digital Diagnostic Terminal. Voltage change should be smooth from idle to wide open throttle. If voltage change is erratic, the TPS is defective. IGNITION Throttle Position Sensor SYSTEM @ Idle 0.19 – 1.0 vdc @ W.O.T. 3.45 – 4.63 vdc WATER SENSING SYSTEM The system consists of a water separating fuel filter (port side powerhead) and a sensing probe (bottom of filter). WATER SENSING SYSTEM FUNCTION 1. The filter separates the accumulated water from the fuel. 2. A voltage is always present at sensing probe. When water reaches top of probe it completes the circuit to ground. 3. The completed circuit activates the warning horn which intermittantly sounds. The system can be tested by disconnecting the TAN wire from sensor probe and holding to a good engine ground connection for 10 seconds. Page 3B-20 90-884822 DECEMBER 2001 FUEL INJECTION EFI Fuel Management (Low Pressure Fuel Route) •Install fuel pressure gauge on to VST pres- sure port. •Place ignition switch in “OFF” position 30 sec- onds before testing. •Place ignition switch in “ON” position and note pressure within 30 seconds (41 to 45 psi; 283 to 310 kPa). No or low fuel pressure Perform Vapor Separator Fuel Delivery Test . No or little fuel flow from vapor separator. Fuel flows freely from vapor separator. Follow High Pressure Fuel Route Flow Chart. Inspect float system of vapor separator. Results Results Check fuel/water separator. Pump does not run Follow High Pressure Fuel Route Flow Chart. Fuel pressure above 45 psi (310 kPa) Follow High Pressure Fuel Route Flow Chart. Perform Water Separating Fil- ter Flow Test. Results Results Low or no fuel flow from water separating inlet hose. Reconnect hose. Fuel flows freely from water separat- ing filter inlet hose. Reconnect hose. Perform Pulse Fuel Pump De- livery Test. Replace water separating filter. Results Results Fuel flows freely from pulse pump inlet hose. See pulse pump removal and inspection section 3A. Locate all fragments of failed pump before reassembly. No fuel flow to pulse fuel pump. Check for restrictions, holes or loose connections from fuel supply. 90-884822 DECEMBER 2001 Page 3B-21 FUEL INJECTION EFI Fuel Management (High Pressure Fuel Route) •Perform low pressure checks before performing checks on high pressure route. •Install fuel pressure gauge (P/N 91-852087A3) or (P/N 91-881834A1) on to manifold pressure port. •Place ignition switch in “OFF” position 30 seconds before testing. •Place ignition switch in “ON” position and note pres- sure (41 to 45 psi; 283 to 310 kPa). No or low fuel pressureFuel pressure above 45 psi (310 kPa) Perform Final Filter CheckClogged or faulty fuel pressure regulator remove and replace. Final filter OK. Final filter clogged. Perform Fuel Pressure Regulator Test . Clean or replace final filter. Low or no fuel flow. Perform Electric Fuel Pump Voltage Test . Results Results ResultsResults Perform pump inlet filter check Inlet filter clogged. Clean or replace final filter. Inlet filter OK. Pump does not run Perform Electric Fuel Pump Voltage Test . Steady stream of fuel [pressure still below 41 psi (283 kPa). Replace fuel regulator. Results Results Voltage from ECM driver circuit OK. Low or inconsistent voltage from ECM driver circuit. Replace fuel pump. Replace ECM. Page 3B-22 90-884822 DECEMBER 2001 FUEL INJECTION Fuel Rail Electrical/Fuel Determination •Perform all preliminary checks page 3B-11. •Adequate fuel pressure (41 to 45 psi; 283 to 310 kPa) follow Low/High Fuel Route Flow Charts. •Run engine at or above 2000 rpm and with DDT, perform cylinder load test. No RPM change on cylinder(s), indicating problem in cylinder(s). RPM decreases (on each cylinder). Perform Fuel Injector load test. Fuel delivery OK. Defective injector or broken cir- cuit to injector. Perform Induction Manifold Disassembly and inspection. Perform compression check on problem cylinder. Low or no compression on cylinder. Inspect cylinder bore. Refer to Section 4 for disassembly. NOTE: Injector filters must be inspected prior to reassembly. Results Results Results ResultsResults Fuel Injector has audible click. Results Injector is functioning properly Results Fuel Injector does not have audible click. Perform Ignition Coil load test. Ignition spark OKWeak or no ignition spark Replace defective coil, spark plug or wiring Results Compression OK. Check: 1) Damaged reeds 2) End cap seals 3) Crankcase split line leak 4) Crankshaft sealing rings 90-884822 DECEMBER 2001 Page 3B-23 FUEL INJECTION Page 3B-24 90-884822 DECEMBER 2001 EFI System Test Procedures NOTE: A clogged final filter located in fitting above fuel pump will cause low fuel pressure readings at the fuel pressure port. Remove fuel fitting and inspect final filter. Clean and/or replace final filter as necessary. a a -Final Filter Fuel Gauge Connection/Pressure Test IMPORTANT: When checking fuel pressure while engine is running, fuel pressure may fluctuate. Fuel pressure fluctuation [i.e. 41 to 45 psi (283 to 310 kPa)] is common, as the regulated pressure is a differential between fuel rail and manifold vacuum. Purpose: Checking fuel manifold pressure ensures that fuel under usable pressure is available to the fuel injectors. This test isolates the probable cause as either a fuel delivery or EFI electrical system failure. IMPORTANT: Fuel pressure should be monitored through full RPM range to determine fuel supply problems at high engine speeds. 1. Connect fuel pressure gauge to VST pressure port. 59303 c b a a -Pressure Port b-Fuel Pressure Gauge (91-881834A1) c -Direct fuel into suitable container FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-25 2. Turn ignition key switch to “ON” position. OFF ON START 3. Operate electric fuel pump (ignition key on). NOTE: Fuel pump will only operate for approximately 2-4 seconds. By turning the key switch to “OFF” and then back to “ON” the pump will operate for 2-4 seconds more. 4. Take reading on fuel pressure gauge. Results: If pressure reading is 41 to 45 psi (283 to 310 kPa), the electric fuel pump is providing fuel with enough pressure to be used by the injectors. Pump malfunction is not the cause of EFI trouble. If fuel pressure is well below 41 psi (283 kPa), fuel delivery to electric fuel pump, fuel pump failure or other related problem exists. Inspect final filter for debris. If fuel pressure is above 45 psi (310 kPa) go to fuel pressure regulator test. Vapor Separator Fuel Delivery Test Purpose: Verifying there is adequate fuel flow to the electric fuel pump (through full RPM range) will determine components in low pressure fuel system are functioning correctly. 1. Remove vapor separator drain plug and place a clean container under drain. 2. Prime fuel line primer bulb. 59304 Results: Fuel should flow when plug is removed and continue to flow as fuel lift pump is activated. If fuel flow is not present, inspect fuel lift pump, water separator filter or VST float and needle valve. If fuel flow is present, go to High Pressure Flow Chart. FUEL INJECTION Page 3B-26 90-884822 DECEMBER 2001 Pulse Fuel Pump Delivery Test Purpose: This test will indicate pulse fuel pump is capable of supplying adequate fuel. 1. Place emergency stop switch in OFF position to prevent engine from starting. 2. Remove fuel inlet hose from fuel/water separator. 59306 a a -Inlet Fuel Hose to Fuel/Water Separator 3. Turn ignition key switch to “START” and operate starter motor for 10 to 20 seconds. Results: Fuel should flow freely from hose. Refer to Fuel/Water Separator Inspection and/or Vapor Separator Float Test. If fuel does not flow from hose: 4. Remove inlet hose to pulse fuel pump and put end into clean container. 5. Key on and off several times to activate fuel lift pump. a 59305 a -Inlet Fuel Hose FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-27 Results: If low or no fuel flow is present, inspect fuel hose for restrictions. Inspect anti-siphon valve and boat fuel tank for proper fuel delivery. If fuel flow is present, remove, disassemble and inspect pulse fuel pump. All fragments of failed pump must be located before reassembly. a 59243 b a -Pulse Fuel Pump b-Attaching Screws Water Separating Filter Inspection Remove fuel/water separator filter. Inspect filter for debris. Replace filter as required. 1. Place emergency stop switch in OFF position to prevent engine from starting. 2. Remove vapor separator drain plug and place a clean container under drain. 3. Crank engine over with starter. 59304 Results: If fuel flow is present, fuel is being delivered to electric fuel pump. If fuel is not present, refer to Vapor Separator Float Test. FUEL INJECTION Page 3B-28 90-884822 DECEMBER 2001 Vapor Separator Float Test NOTE: If squeezing the primer bulb in the Vapor Separator Fuel Delivery Test previous provides adequate fuel to the vapor separator, the vapor separator float, needle and seat is functioning properly and the following test does not need to be performed. Purpose: This test will indicate if float is stuck in the up (closed) position. NOTE: If float is stuck down, vapor separator will over flow causing a rich condition. 1. Place emergency stop switch in OFF position to prevent engine from starting. 2. Turn ignition key switch to “START” position and operate starter motor for 15 to 20 seconds. OFF ON START 3. Remove vapor separator drain plug and place a clean container under drain. 58891 59304 Results: If fuel flow is low or not present, remove, disassemble and inspect float assembly. See vapor separator disassembly. FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-29 Electric Fuel Pump Inlet Filter Check and De-Pressurizing EFI System Procedures Purpose: Checking the inlet filter for obstructions, damage etc. eliminates this component as a possible source of restriction in the system. 1. De-pressurize EFI fuel system by wrapping a clean cloth around pressure port valve and inserting tip of screwdriver into valve, depressing valve core. Let fuel drain from valve. 59303 a b a -Pressure Port b-Drain Plug 2. Remove drain plug from vapor separator and allow fuel to drain into suitable container. 59304 FUEL INJECTION Page 3B-30 90-884822 DECEMBER 2001 3. Remove 3 bolts securing vapor separator assembly to manifold. 58801 a a a a -Bolts 4. Tilt vapor separator assembly out from manifold and remove 9 screws securing cover. 5. Remove vapor separator tank from cover. 6. Pull downward to remove filter from fuel pump. 59301 a a -Inlet Filter 7. Inspect filter for debris or damage. Results: If filter is clogged with debris, clean filter with solvent and compressed air or replace filter. Reassemble vapor separator to manifold and recheck fuel pressure. If pressure is still below 41 psi (283 kPa), perform fuel Pressure Regulator Test. FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-31 Pressure Regulator Test NOTE: Low fuel pressure can be caused by inadequate fuel supply, a defective electric fuel pump or fuel pressure regulator. Verify adequate fuel is being supplied to the vapor separator. If fuel supply is proper, inspect final filter inside outlet fuel fitting on vapor separator for debris. If filter is clean, perform amperage draw test on electric fuel pump. If amperage draw is within specifications, replace fuel pressure regulator. Purpose: This test will determine if a weak, plugged or open pressure regulator is causing inadequate fuel pressure in the system. 1. Connect pressure gauge 91-881834A1 to EFI test port. 91-881834A1 59303 a a -Test Port 2. Turn ignition key switch to “ON” position and check fuel pressure reading on gauge. If pressure reading is below 41 psi (283 kPa) replace regulator. OFF ON START FUEL INJECTION Page 3B-32 90-884822 DECEMBER 2001 Electric Fuel Pump Voltage/Pressure Test NOTE: The Digital Diagnostic Terminal (DDT) can implement a load test for the electric fuel pump. If the electric fuel pump does not appear to run, it is recommended that the DDT load test be performed first before performing the following voltage test. Purpose: If insufficient electrical power is available at the pump, no or low fuel pressure will be developed. 1. Disconnect electric fuel pump harness connector. 2. Set volt meter to read battery voltage and connect black test lead to BLACK wire in the fuel pump connector, positive test lead to positive wire (RED/BLUE) of fuel pump connector (engine harness end). a b 59310 a -Fuel Pump Harness Connector – Positive test lead to RED/BLUE wire and Negative test lead to BLACK wire (engine harness end) b-3 Ampere Fuse for Fuel Lift Pump 3. Turn key to RUN position. Battery voltage will be applied to the RED/BLUE lead for about 2 seconds. Results: If battery voltage is not present, inspect battery, battery connections and harness for corrosion, damage or loose connections. If correct battery voltage is present, replace electric pump. NOTE: If electric fuel pump runs but fuel pressure is low, perform amperage draw test on electric pump. Amperage draw should be 4 amperes ± 0.5 amperes. If amperage draw is high, replace pump. FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-33 Injector Electrical Harness Test An injector load test can be performed using the Digital Diagnostic Terminal (DDT). An audible click will be heard each time an injector is activated. If an injector does not respond to the load test, an ohm test can be made on the harness and the injector(s). a 59309 a -Injector Harness Injector Resistance #1 Cylinder – RED + BRN Leads #2 Cylinder – RED + WHT Leads #3 Cylinder – RED + ORG Leads #4 Cylinder – RED + YEL Leads #5 Cylinder – RED + LT. BLUE Leads #6 Cylinder – RED + PUR Leads 12.3 ohms ± 0.5 ohms FUEL INJECTION Injector Load Test An injector load test can be performed using the Digital Diagnostic Terminal (DDT). An audible click will be heard each time an injector is activated. This test will verify that each injector is operating mechanically, not that each injector is allowing the proper amount of fuel to enter each cylinder. Refer to DDT Reference Manual 90-881204–1 for test procedures. Fuel Rail Assembly Leakage Test Purpose: This test will determine if the supply tube or injector o-rings are leaking or if an injector is stuck open. 1. Remove 4 screws securing throttle plate assembly to air plenum and remove assembly. a a b 58898 a-Screws b-Throttle Plate Assembly 2. Put ignition key switch in “ON” position. Electric fuel pump should run for approximately 2 seconds. OFF ON START 3. While pump is running, observe fuel rail. Results: If leakage is observed, refer to Fuel Rail Removal. Replace o-rings and/or injectors as required. Page 3B-34 90-884822 DECEMBER 2001 FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-35 Air Temperature Sensor and Head Temperature Sensor Test Purpose: This test eliminates possibilities of improper fuel delivery related to air/head temperature sensors. NOTE: Air/Head Temperature Sensor functioning can be monitored using the Digital Diagnostic Terminal (DDT). The Air Temperature sensor should indicate ambient air temperature. The Head Temperature sensor should indicate cylinder head water temperature. The ECM will revert to a default temperature of 32° F (0° C) if it should lose either air or head temperature sensor signal. The sensors can also be tested using a DMT2000 Digital Multimeter 91-854009A1. 58898 a 58893 b b a -Air Temperature Sensor b-Head Temperature Sensor 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. 1. Disconnect and remove temperature sensors from engine. 2. Connect DMT (91-854009A1) to leads of sensor. 3. Place sensor in ice water while monitoring meter reading. Use chart (below) for reference. Results: Resistance does not change inversely with temperature change. Replace defective temperature sensor. Resistance changes inversely with temperature change. Temperature sensor OK. 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 FUEL INJECTION Page 3B-36 90-884822 DECEMBER 2001 Temperature Sensor Specifications Fahrenheit Centigrade OHMS 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 Detonation Control System Test 59227 a b 59228 a -Port Knock Sensor b-Starboard Knock Sensor Purpose: Determines whether the detonation sensor and circuit located in the ECM is functioning. 1. Place outboard in water, connect Digital Diagnostic Terminal (DDT) to engine. NOTE: If either knock sensor is not functioning, #4 LED indicator light on DDT will be illuminated. 2. Start engine, allow to warm up. Using SPECIAL FUNCTIONS portion of DDT, access KNOCK OUTPUT LOAD TEST. Results: As throttle is advanced and engine is under load (in gear), numerical value on DDT display should increase. As throttle is retarded, numerical value should decrease indicating knock sensor/circuit is functioning. If numerical value does not change as throttle setting and load on engine varies, knock sensor or knock circuit in ECM is defective. FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-37 Throttle Position Sensor Test 59224 a a -Throttle Position Sensor Purpose: Determines whether Throttle Position Sensor is functioning properly through the use of the Digital Diagnostic Terminal (DDT). The Throttle Position Sensor is not adjustable. 1. Place outboard in water, connect Digital Diagnostic Terminal (DDT) to engine. NOTE: If throttle position sensor is not functioning, #4 LED indicator light on DDT will be illuminated. 2. Start engine, allow to warm up. Using DATA MONITOR portion of DDT, access TPI VOLTS. Results: As throttle is advanced, numerical value on DDT display should increase. As throttle is retarded, numerical value should decrease. HEAT TEST With engine at idle, heat the TPS (with a hot air gun) below the electrical connection until warm to the touch. Watch for any one or a combination of the following symptoms: • RPM change • Check engine light illumination • Momentary warning horn signal • TPS voltage value change (1/2 volt) on DDT NOTE: Excessive heat will damage TPS. FUEL INJECTION PRESSURE TEST IMPORTANT: When testing TPS voltage, do not move the drive mechanism (rotor/ wiper). 1. Connect DDT and rotate the key to the “ON” position. 2. Set DDT to read TPS voltage; expand the screen to show Now/Min/Max. NOTE:Test accuracy is improved when TPS is at its lowest voltage reading; this may be idle or WOT depending on model year. 3. Clear the minimum/maximum values on the DDT – press the “0” button. 4. Watch the DDT readings while pressing below the electrical connection point on the TPS cover. a a-Press on cover below electrical connection 5. Voltage reading should change: • Less than a couple of digits (i.e. 1.90 v to 1.92 v) NOTE: Version 5.0 cartridge gives 3 decimal point (millivolts) accuracy if below 1 volt. • Less than 10 millivolts (i.e. 0.293 v to 0.285 v) Replace any TPS that fails either test. MAP Sensor Test a 58898 a-MAP Sensor Purpose: Determines whether the Manifold Absolute Pressure (MAP) Sensor is functioning properly through the use of the Digital Diagnostic Terminal (DDT). 1. Place outboard in water, connect Digital Diagnostic Terminal (DDT) to engine. NOTE:If MAP sensor is not functioning, #4 LED indicator light on DDT will be illuminated. 2. Start engine, allow to warm up. Using DATA MONITOR portion of DDT, access MAP PSI. Results: As throttle is advanced, numerical value on DDT display should increase. As throttle is retarded, numerical value should decrease indicating MAP sensor is functioning. If numerical value does not change as throttle setting varies, MAP sensor is defective. The ECM would revert to a default of approximately 14.7 PSI (near sea level) should it not receive a signal from the MAP sensor. Page 3B-38 90-884822 DECEMBER 2001 FUEL INJECTION Problem Diagnosis Condition Possible Source Action Engine Down On Power Or RPM – Failed Ignition Coil – Low Compression – Broken Reed – Fuel Delivery Problem – Fuel Rail Leak – Vapor Separator Flooding Over, Engine Running Rich. – Cylinder Head Temperature Sensor Circuit Failed. Refer to Section 2 Electrical and Ignition Tests. Refer to Section 4 Power Head. Inspect Reeds. Follow Low/High Pressure Fuel Route Flow Charts and Fuel Rail Electrical/Fuel Determination Flow Chart. Perform Fuel Rail Leak Test. Check for fuel coming out of vapor separator vent hose. Check cylinder head temperature sensor. Poor Acceleration – Idles Ok, Top Speed Ok – Improper EFI Set Up. – Water Covering Idle Relief Exhaust Ports. – T.P.S. Failure. – MAP Sensor Failure – R.F.I. Problem* Refer to Section 2 Electrical and Ignition for proper EFI set up procedures. Boats with extended transoms or low engine mount can cause engine to load up on acceleration. Refer to page 3B-33. Refer to page 3B-34. Install BPZ8HS-10 Spark Plugs. 90-884822 DECEMBER 2001 Page 3B-39 FUEL INJECTION Condition Possible Source Action Poor Acceleration – Idles Ok, Top Speed Ok (Continued) – Timing Not Advancing. Check Timing Advance with DDT. Engine Surges Between 4000 And 5000 RPM – Intermittant Ignition Coil Failure. – Final Filter Clogging. – T.P.S. – Injector Connector Problem. – Vapor Separator Flooding Over. – Injector Filter Clogged. Refer to Section 2A Electrical and Ignition for tests. Perform Final Filter Check. Check TPS Operation with DDT Perform DDT Load Test and Ohms Test. Check for fuel coming out of vapor separator vent hose. Must be determined by elimination; mechanical, electrical and load tests Engine Idles Ok But Stumbles At Off Idle Speeds – Improper EFI Setup. – Failed Ignition Coil. – Failed Or Disconnected EFI Sensors. – Fuel Delivery Problem. – Manifold Fuel Leak. – R.F.I.* Problem. Refer to Section 2C Electrical and Ignition for proper EFI set up procedures. Refer to Section 2A Electrical and Ignition Tests. Perform EFI sensor tests. Follow Low/High Pressure Fuel Route Flow Charts and Fuel Rail Electrical/Fuel Determination Flow Chart. Perform Induction Manifold Leak Check. Install BPZ8HS-10 Spark Plugs. – Induction Manifold Air Leak. – MAP Sensor Failure. Check manifold cover gasket, manifold to reed block housing gasket and reed block housing to crankcase gasket. Refer to page 3B-34. Engine Idles Rough (May Lean Sneeze) – Acceleration Ok; Full Throttle Ok – Improper EFI Setup. – MAP Sensor Failure. Refer to Section 2C Electrical and Ignition for proper EFI set up procedures. Refer to page 3B-34. Page 3B-40 90-884822 DECEMBER 2001 FUEL INJECTION Condition Possible Source Action Engine Idles Rough (May Lean Sneeze) – Acceleration OK; Full Throttle Ok. (continued) – Ignition Coil Failure. – Broken Reed. Refer to Section 2A Electrical and Ignition Tests. Inspect Reed Assembly Engine Runs but Slowly Drops RPM then Dies. – Restrictions in Fuel System between Tank and Engine. – Clogged Final Filter. – Pulse Fuel Pump Failure. – Electric Fuel Pump Delivery Failure. – Lift Pump Failure Install remote gas tank with fresh, high quality fuel. Perform Final Filter Check. Follow Low Pressure Fuel Route Flow Chart. Follow High Pressure Fuel Route Flow Chart. Inspect 3 amp fuse, fuel filter and pump output. Engine Stops for No Apparent – Battery Undercharged. Check battery connections, un- Reason or Does Not Start. – EFI Harness Connections. – Ignition System Failure. – Pulse Fuel Pump Failure. – Electric Fuel Pump Failure. – ECM Failure. – Lift Pump Failure der charged battery or worn out battery. Check EFI harness connector for improper connection. Refer to Section 2A Electrical and Ignition Tests. Follow Low Pressure Fuel Route Flow Chart. Follow High Pressure Fuel Route Flow Chart. The DDT (91-823686T2) will monitor information coming from sensors or switches to the ECM and will indicate if the sensor or switch is defective. For a more thorough analysis of the ECM, refer to EFI Tester Manual 91-11001A2. Inspect 3 amp fuse, fuel filter and pump output. Engine Stops for No Apparent Reason, but will Restart. – Restriction in Fuel System Check fuel pressure on fuel rail at the RPM that failure occurs. *R.F.I. Radio Frequency Interference. High voltage can alter signals ECM receives from sensors causing improper fuel delivery. Route all sensor wires away from high voltage leads (i.e. spark plug leads) 90-884822 DECEMBER 2001 Page 3B-41 FUEL INJECTION Engine Head Temperature Sensor Removal DIGITAL TEMPERATURE SENSOR 1. Disconnect wire harness for PORT and STARBOARD sensors b a a-Port Digital Temperature Sensor b-Starboard Digital Temperature Sensor Engine Head Temperature Sensor Installation DIGITAL TEMPERATURE SENSOR 1. Install sensors into cylinder heads. Torque sensors to 14 lb. in. (1.6 Nm). 2. Reconnect sensor harness connectors. Page 3B-42 90-884822 DECEMBER 2001 FUEL INJECTION EFI System Cleaning and Inspection Cleaning 1. Clean all non-electrical metal parts using a good grade solvent. 2. Use a soft bristle brush for removing large accumulations of dirt or grease and oil. 3. Varnish type coating of induction manifold parts may be removed using carburetor cleaner. 4. Wiring harnesses can be wiped down with a slightly solvent dampened rag. 5. Clean all fuel passages in induction manifold. 6. Dry all components using clean lint free cloths that are free of abrasives such as metal shavings or dirt. 7. Compressed air may be used to dry parts if the air used is free of moisture and unlubricated. Inspection 1. Look at entire system for signs of an obvious problem such as poor condition of wire insulation, leaking fitting, cracked or loose hoses and lines. 2. Look for fuel or oil leaks wherever these fluids are used (i.e. fuel filter cap, fuel pump, vapor separator cap, etc.). 3. Check for signs of tampering or abuse such as modifications to wiring or hose routing. 4. Look at main connector between engine harness and ECM box for missing, corroded or bent contact pins and socket. Check for dislodged grommet in ECM where harness enters box. 5. Look at all sensors (throttle position, air temperature and water temperature) connectors and harnesses for bad connections or poor insulation conditions such as fraying, stripping, cracks or signs of abrasion wear. 6. Look for loose, missing or damaged mounting hardware such as stripped threads on screws. 7. Look at sensors for signs of wear or damage such as cracks, chips, etc. 8. Look at filter housing for cracks, holes or other damage. Check for secure mounting. 9. Look at vapor separator for leaks, cracks, pitting or other damage. 10. Check all rubber mounting grommets for swelling tears, cracks or other conditions that would render parts unserviceable. 11. Check vapor separator float for signs of fuel entry in the float. Look at needle for wear of point. 12. Look at injectors for signs of plugging or looseness in fit with induction manifold. 13. Look at throttle linkage for bends, kinking or binding. Check spring for kinks. 14. Inspect all rubber seals and gaskets for swelling, cracks or slices that would cause improper sealing. 90-884822 DECEMBER 2001 Page 3B-43 FUEL INJECTION Page 3B-44 90-884822 DECEMBER 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 91-881834A1 to de-pressurize fuel system. 1. De-pressurize fuel system. 91-881834A1 59303 a b a -Fuel Pressure Port b-Fuel Pressure Gauge 91-881834A1 2. Place suitable container underneath vapor separator drain plug and remove plug. 59304 a a -Drain Plug FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-45 3. Disconnect the following hoses and connectors: 59302 a b d f e g i h c a -Fuel Hose from Pulse Pump to Fuel/Water Separator b-Fuel Hose from Fuel Lift Pump to Pulse Pump c -Fuel Lift Pump Harness Connector d-Fuel Hose from Fuel Tank to Fuel Lift Pump e -VST Vent Hose f -VST Output Fuel Hose g-Fuel Pressure Regulator Vent Hose h-VST Oil Input Hose i -VST Electric Fuel Pump Harness Connector FUEL INJECTION Page 3B-46 90-884822 DECEMBER 2001 4. Remove ground lead between VST and air plenum. 5. Disconnect throttle cam link rod and the Throttle Position Sensor link rod. 59224 a b c a - Throttle Cam Link Rod b- TPS Link Rod c - VST Ground Lead 6. Remove 3 bolts securing VST to air plenum and remove VST. 59226 a a -VST Attaching Bolts FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-47 7. Disconnect the following hoses and connectors: 59309 a b c d e g f a -Air Temperature Sensor b-MAP Sensor c -Fuel Regulator Hose d-Engine Harness e -Oil Inlet Hose (plug to prevent leakage) f -Oil Output Hose g-Fuel Injector Harness Connector 8. Disconnect oil pump electrical harness. 59308 a a -Electrical Harness FUEL INJECTION Page 3B-48 90-884822 DECEMBER 2001 9. Remove 12 bolts securing air management assembly to crankcase and remove assembly. a 59330 a -Bolts (12 each) Fuel Rail Removal The fuel rail/injector/reed block assembly is attached to the crankcase assembly plate by 4 screws. 58797 a b b a -Fuel Rail/Injector Assembly b-Screws (4) FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-49 1. Remove 4 screws to securing fuel rail/injector assembly to reed block assembly. 58798 a a a -Screws 2. Lift fuel rail assembly from reed block assembly. 3. Inspect o-rings for cuts and abrasions. Replace if necessary. a a b a d c e a -Fuel Injectors (6) b-Fuel Rail Fuel Inlet Pipe c -O-Rings d-Fuel Rail e -Reed Block Assembly FUEL INJECTION Page 3B-50 90-884822 DECEMBER 2001 4. Individual fuel injectors and fuel inlet pipe can be removed from fuel rail by removing attaching screws. Use Tamper Proof Torx Screw Set 91-881828 to remove screws. a b a a 59324 a -Fuel Injector Attaching Screws b-Fuel Inlet Pipe Attaching Screw Fuel Rail Installation NOTE: Inspect all o-rings for cuts and abrasions. Applying light oil to all o-rings and o-ring contact surfaces on reed block assembly plate will ease installation of fuel rail assembly. 1. Secure fuel injectors to fuel rail with tamper proof screws. Torque screws to 27 lb. in. [3.0 Nm]. 2. Secure fuel inlet pipe to fuel rail with tamper proof screw. Torque screw to 65 lb. in. [7.0 Nm]. a b a a 59324 a -Fuel Injector Attaching Screws [Torque to 27 lb. in. (3.0 Nm)] b-Fuel Inlet Pipe Attaching Screw [Torque to 65 lb. in. (7.0 Nm)] FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-51 3. Apply light oil to all o-rings and o-ring contact surfaces on reed block assembly plate to ease installation of fuel rail assembly. a a b a d c e f f f f 59322 a -Fuel Injectors (6) b-Fuel Rail Fuel Inlet Pipe c -O-Rings d-Fuel Rail e -Reed Block Assembly f -O-Ring Contact Surface 4. Secure fuel rail assembly to reed block assembly plate with 4 screws. Torque screws to 65 lb. in. [7.0 Nm]. 58798 a a a -Screws [Torque to 65 lb. in. (7.0 Nm)] FUEL INJECTION Page 3B-52 90-884822 DECEMBER 2001 Reed Block Assembly Removal 1. Remove 12 screws securing air plenum to reed plate assembly. 2. Remove 12 screws securing reed blocks to reed plate assembly. 59332 a b c d e f g a -Screws (2 each per reed block) (M4x16) b-Air Plenum c -Screws (12 each) (1/4x20x0.88) d-Gasket e -Adaptor Plate f -Gasket g-Reed Block (6 each) Reed Block Assembly Installation NOTE: The gasket between the air plenum and the adaptor plate has a sealing bead which faces toward the air plenum during assembly. Gaskets may be reused if they do not show signs of tears, abrasions or oil saturation. Replace gaskets if necessary. 1. Secure reed block assembly to adaptor plate with 2 screws. Torque screws to 105 lb. in. (11.8 Nm). 2. Secure air plenum and adaptor plate/reed block assembly to cylinder block crankcase with 12 screws. Torque screws to 15 lb. ft. (20 Nm). FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-53 Air Temperature Sensor Removal Disconnect sensor harness and unscrew sensor. 58898 a b a -Temperature Sensor Harness b-Air Temperature Sensor Air Temperature Sensor Installation 1. Carefully thread sensor into air plenum. Torque sensor to 14 lb. in. (1.6 Nm). 2. Reconnect sensor harness. Manifold Absolute Pressure (MAP) Sensor Removal 1. Disconnect MAP sensor harness connector. 2. Remove sensor retaining screw. 58898 b a c a -MAP Harness Connector b-Retaining Screw c -MAP Sensor Manifold Absolute Pressure (MAP) Sensor Installation 1. Secure MAP sensor with screw. Torque screw to 80 lb. in. (9.0 Nm). 2. Reconnect sensor harness. FUEL INJECTION Page 3B-54 90-884822 DECEMBER 2001 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. 58898 b a a 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 with Teflon to seal lips. b a a a a a a a 58784 58783 a -Screws (7 each) b-Seal 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. FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-55 5. Inspect seal above fuel pump for cuts or abraisions. Replace seal if necessary. Apply 2-4-C with Teflon to seal lips. d a b c 58786 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 gasket and inspect imbedded neoprene sealing bead on both sides of gasket for cuts or abraisions. Replace gasket/seal assembly as required. b 58787 a c d 58783 a -Screw b-Float c -Gasket d-Sealing bead Vapor Separator Reassembly NOTE: Inspect VST cover gasket with sealing bead for cuts or abrasions. Replace if necessary. Inspect fuel pump seal in VST cover for cuts or abrasions. Replace if necessary. 1. Install gasket w/sealing bead 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 with Teflon to lips of seal in separator cover. FUEL INJECTION Page 3B-56 90-884822 DECEMBER 2001 b 58787 a c d 58783 e a -Screw [Torque to 10 lb. in. (1.0 Nm)] b-Float c -Gasket d-Sealing Bead e -Seal (Seal shoulder faces OUT) 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. 58786 a b c d a -Harness b-Filter c -Seal d-Fuel Pump FUEL INJECTION 6. Install separator cover with pump onto separator tank. 7. Secure cover to tank with 7 screws. Torque screws to 30 lb. in. (3.5 Nm). a a a a a a a 58784 a-Screws [Torque to 30 lb. in. (3.5 Nm)] Air Plenum Installation Secure plenum to crankcase with 12 bolts. Torque bolts to 125 lb. in. (14 Nm). in sequence shown 12 3 4 56 7 8 9 10a b 11 12 a-Air Plenum b-Bolts [Torque to 125 lb. in. (14 Nm)] 90-884822 DECEMBER 2001 Page 3B-57 FUEL INJECTION Page 3B-58 90-884822 DECEMBER 2001 Vapor Separator (VST) Installation 1. Install ground lead between VST and air plenum. 2. Install 3 bolts securing VST to air plenum. Torque bolts to 140 lb. in. (16 Nm). 59224 59226 a b a -VST Ground Lead b-Bolts [Torque to 140 lb. in. (16 Nm)] 3. Reconnect the following hoses and connectors: 59302 a b d f e g i h c a -Fuel Hose from Pulse Pump to Fuel Water Separator b-Fuel Hose from Fuel Lift Pump to Pulse Pump c -Fuel Lift Pump Harness Connector d-Fuel Hose from Fuel Tank to Fuel Lift Pump e -VST Vent Hose f -VST Output Fuel Hose g-Fuel Pressure Regulator Vent Hose h-VST Oil Input Hose i -VST Electric Fuel Pump Harness Connector FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-59 Water Separating Filter Assembly Removal NOTE: To inspect or replace water separator, it is not necessary to remove inlet fuel line. 1. Remove water sensor lead from bottom of separator. 2. With wipe towels available, use Strap Wrench (91-24937A1) to remove water separator. 58800 a 91-24937A1 b a -Water Separator b-Water Sensor Lead Water Separating Filter Assembly Installation IMPORTANT: Apply a light coat of outboard oil to the rectangular sealing ring on the water separator before installation. 1. After applying oil to sealing ring of water separator, install separator onto bracket. 2. HAND TIGHTEN SEPARATOR. DO NOT use strap wrench or other tool to tighten separator. 3. Reconnect water sensor lead to bottom of separator. FUEL INJECTION Page 3B-60 90-884822 DECEMBER 2001 Throttle Position Sensor Removal 1. Remove throttle position sensor (TPS) harness connector. 2. Remove sensor link rod. NOTE: Vapor Separator has been removed for visual clarity. 3. Remove 3 screws securing sensor. 59224 a b 59225 c d a -Sensor Harness Connector b-Sensor Link Rod c -Retaining Screws d-Throttle Position Sensor Throttle Position Sensor Installation 1. Secure sensor with 3 screws. Torque screws to 70 lb. in. (8.0 Nm). 2. Reconnect sensor harness. 3. Reconnect sensor link rod. FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-61 Oil Reservoir Removal 1. Disconnect low oil sensor bullet connectors (BLUE leads). 2. Remove sta-strap securing reservoir hose to oil pump and remove hose. Plug hose to prevent leakage. 3. Remove oil input hose to oil reservoir from check valve. 4. Remove 3 screws and remove reservoir. 59217 d a b c e a -Bullet Connectors b-Reservoir Hose c -Oil Input Hose d-Screws e -Oil Reservoir Oil Reservoir Installation 1. Secure oil reservoir to engine with 3 screws. Torque screws to 14 lb. ft. (19 Nm). 2. Secure oil reservoir hose to oil pump with sta-strap. 3. Secure oil input hose to check valve with sta-strap. 4. Reconnect low sensor bullet connectors. FUEL INJECTION Page 3B-62 90-884822 DECEMBER 2001 Fuel Pressure Regulator Removal 1. Disconnect boat battery from engine harness. CAUTION Fuel system must be bled off prior to removal of fuel system components. NOTE: Use Fuel/Air Pressure Gauge 91-881834A1 to de-pressurize fuel system. 1. De-pressurize fuel system. 91-881834A1 59303 a a -Fuel Pressure Port 2. Remove fuel regulator vent hose from pressure regulator. 3. Remove 2 screws securing regulator to separator and remove regulator. 59302 a b c a -Fuel Pressure Regulator b-Regulator Vent Hose c -Screws FUEL INJECTION 90-884822 DECEMBER 2001 Page 3B-63 Fuel Pressure Regulator Disassembly 1. Inspect O-rings for cuts and abraisions. Replace as required. 2. Inspect fuel filter for debris. Clean with solvent as required. 58789 a b a -O-Rings b-Filter Fuel Pressure Regulator Reassembly 1. Reinstall fuel regulator into vapor separator. 2. Secure regulator with 2 screws. Drive screws tight. 3. Reconnect regulator vent hose. OIL INJECTION FUEL SYSTEM Section 3C - Oil Injection Table of Contents Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . 13C Engine Oil Reservoir Removal and Operation of the Oil Injection System . . . . . . 23C Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 33C-1 3 C Final Checks Before Operation of Priming the Oil Pump. . . . . . . . . . . . . . . . . 43C-1 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23C Priming Procedure . . . . . . . . . . . . . . . . . . . . Checking Operation of the Oil Injection Remote Oil Hose Connections. . . . . . . . . 43C-1 53C-1 System (Engine Running) . . . . . . . . . . . . . 23C Filling the Oil Tanks . . . . . . . . . . . . . . . . . . . 63C-1 Notes: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33C Purging Air From the Engine Oil Oil Injection Components . . . . . . . . . . . . . . . . . 43C Reservoir and Remote Oil Hose 63C-1 . . . . . . . . Oil Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63C Oil Warning Systems 73C-1 . . . . . . . . . . . . . . . . . . Oil Injection Components 03C-1 Oil System Troubleshooting 83C-1 83C-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Injection Flow System 13C-1 23C-1 Low Oil Warning System is Activated . . . . . . . . . . . . . . . . . . . . Oil Pump Removal and Installation. . . . . Specifications OIL INJECTION Recommended Oil Oil Tank Capacity Approx. Time Reserve Capacity/Approx. Time Oil Pump Output TC-W3 3 gal. (11.4 Liter) 6.6 hrs. Approx. 0.74 qt. (0.70 Liter) 20–25 min. 26cc during auto prime time period 90-884822 DECEMBER 2001 Page 3C-1 OIL INJECTION CAUTION Be careful not to get dirt or other contamination in tanks, hoses or other components of the oil injection system during installation. Operation of the Oil Injection System The oil injection system delivers oil mixture on engine demand, from 120:1 at idle to 50:1 at wide open throttle. Oil is stored inside a remote oil tank in the boat. This tank holds enough oil for approximately 150 gallons of fuel at wide open throttle. 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 engine oil reservoir contains enough oil for 20–25 minutes of full throttle running after the remote oil tank is empty. The warning horn will sound if the oil level in the engine oil reservoir is low. The oil pump is ECM driven and pumps oil to the vapor separator tank where it mixes with fuel supplied by the engine mounted pulse pump. The ECM is programmed to automatically increased the oil supply to the engine during the initial engine break-in period. The oil ratio during the first 120 minutes is 100:1 @ idle and 40:1 @ wide open throttle. After the first 120 minutes, the oil ratio changes to 120:1 @ idle and 50:1 @ wide open throttle. Final Checks Before Operation of Engine • Make sure fill cap gaskets are in place and caps are tight on engine oil reservoir and remote oil tank. • Be certain the warning horn is installed and is operational. Refer to Instrument and Warning Horn Installation. • Each time the key switch is turned from the “OFF” to “ON” position (engine not running); the warning horn will sound momentarily. This tells you the warning system for the oil injection system is functional and the warning horn is operational. If warning horn does not sound or horn stays on when key is turned to the “ON” position, refer to oil injection system troubleshooting chart following to correct the problem. Checking Operation of the Oil Injection System (Engine Running) 1. Operate engine following the break-in procedure outlined in the Operation and Maintenance Manual. If warning horn should sound an intermittent “beep,” “beep,” “beep” during operation, this indicates low oil level in the engine mounted oil reservoir. Refer to troubleshooting following, to correct the problem. 2. After engine has been run for a short time, check that no oil is leaking out of engine oil reservoir fill cap. Page 3C-2 90-884822 DECEMBER 2001 OIL INJECTION Notes: 90-884822 DECEMBER 2001 Page 3C-3 OIL INJECTION Oil Injection Components Page 3C-4 90-884822 DECEMBER 2001 OIL INJECTION Oil Injection Components REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm. 1 1 OIL RESERVOIR ASSEMBLY 2 1 OIL RESERVOIR 3 1 DECAL-RESERVOIR 4 3 GROMMET 5 3 WASHER 6 3 SCREW [5/16-18 x 1-1/4 IN) 15 20 7 3 BUSHING 8 1 SWITCH 9 1 SCREW [0.164-18 x 1-1/4 IN) Drive Tight 10 1 WASHER 90-884822 DECEMBER 2001 Page 3C-5 OIL INJECTION Oil Lines Page 3C-6 90-884822 DECEMBER 2001 OIL INJECTION Oil Lines REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm. 1 1 FITTING 2 1 TEE FITTING 3 3 TUBING [6 IN (15.2 CM)] 4 2 CAP 5 1 HOSE ASSEMBLY 6 2 FITTING 7 1 FUEL FILTER 8 1 HOSE 9 AR STA-STRAP [8 IN (20.3 CM)] 10 AR STA-STRAP [5-1/2 IN (14 CM)] 11 1 TUBING [24 IN (60.9 CM)] 90-884822 DECEMBER 2001 Page 3C-7 OIL INJECTION Page 3C-8 90-884822 DECEMBER 2001 Oil Lines 58791 58795 58790 TO B TO A A B OIL INJECTION Oil Lines REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm. 1 1 FITTING 2 1 TUBING [22 IN (55.8 CM)] 3 2 TEE FITTING 4 2 TUBING [1-1/2 IN (3.8 CM)] 5 1 TUBING [4-3/4 IN (12 CM)] 6 1 TUBING [3-1/2 IN (8.9 CM)] 7 3 CHECK VALVE 8 1 CHECK VALVE 90-884822 DECEMBER 2001 Page 3C-9 OIL INJECTION Oil Injection Components REMOTE OIL TANK a Holds 3 gallons (11.5 liters) of oil. NOTE:Some boats may be equipped with optional 1.8 gallon (7.0 liters) oil tank. The tank is pressurized by air from crankcase pressure thus forcing oil up the outlet hose to the oil reservoir on engine. OIL PICK UP TUBE b A filter screen is located in end of tube to prevent dirt or other particles from entering the system. FILTER c Directional filter designed to prevent impurities from entering oil reservoir. 4 PSI CHECK VALVE d If oil flow to reservoir is obstructed and injection pump continues to pump oil, the 4 PSI valve will open to allow air to enter reservoir to prevent a vacuum. OIL RESERVOIR e The oil reservoir feeds the oil pump and contains enough oil for 20–25 minutes of full throttle running after the remote tank is empty. The warning horn will sound if the oil level in oil reservoir is low. f LOW OIL (FLOAT) SENSOR If oil level drops in oil reservoir, the sensor will signal the Electronic Control Module (ECM) to sound the warning horn. VAPOR SEPARATOR TANK (VST) g Contains electric fuel pump which pumps fuel @ 43 psi ± 2 psi (296.5 kPa ±13.8 kPa) to the fuel rail. Oil supplied by the electric oil pump is mixed with fuel supplied by the engine pulse pump in the VST. OIL INLET HOSE h Hose that carries oil from oil reservoir to electric oil pump. i OIL INJECTION PUMP Injection pump is electrically operated and controlled by the ECM. Pump varies oil ratio from 120:1 at idle to 50:1 at wide open throttle. j OIL OUTLET HOSE Hose that carries oil from electric fuel pump to mix with fuel in vapor separator. Page 3C-10 90-884822 DECEMBER 2001 OIL INJECTION Oil Injection Flow System e c d f a g i j b h a-Remote Oil Tank g-Vapor Separator Tank b-Oil Pick-up Tube h-Oil Inlet to Oil Pump c-Filter i-Oil Injection Pump d-4 PSI Check Valve j-Oil Outlet Hose to Vapor Separator e-Oil Reservoir Tank f-Low Oil (Float) Sensor (Inside Reservoir) 90-884822 DECEMBER 2001 Page 3C-11 OIL INJECTION Page 3C-12 90-884822 DECEMBER 2001 Oil Pump Removal and Installation REMOVAL 1. Disconnect the wiring harness from the pump. 2. Disconnect the oil hoses. NOTE: Plug oil supply hose from oil reservoir to prevent spillage. 3. Remove three bolts and remove pump. b c d e 59230 f g a a - Oil Pump b - Bushing (3) c - Rubber Grommet (3) – Insert into Hole d - Washer (3) e - Bolt (3) – Torque to 140 lb. in. (16 Nm) f - Wiring Harness g - Sta-Straps 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 90-884822 DECEMBER 2001 Page 3C-13 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 59213 a - Oil Reservoir b - Bushing (3) c - Rubber Grommet (3) – Insert into Holes d - Decal e - Bolt (3) – Torque to 170 lb. in. (19 Nm) f - Washer (3) g - Washer h - Screw (Drive Tight) i - Low Oil Switch (Normally Closed Circuit) 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-14 90-884822 DECEMBER 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. 59218 a a - Gearcase Leakage Tester (FT-8950) 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. Priming 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. CAUTION To prevent damage to the fuel pump, fill the engine fuel system with fuel. Otherwise the fuel pump will run without fuel during the priming process. There are 2 methods for priming the oil pump: METHOD 1 – (DDT) DIGITAL DIAGNOSTIC TERMINAL – RESET BREAK-IN 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. 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 91-880118A2. OIL INJECTION 90-884822 DECEMBER 2001 Page 3C-15 METHOD 2 – (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--1. Conditions Requiring Priming the Oil Pump Condition Priming Procedure New engine Use Method 1 Rebuilt Powerhead Use Method 1 New Powerhead Use Method 1 Oil system ran out of oil Use Method 2 Oil drained from oil supply hose feeding pump Use Method 2 Oil pump removed Use Method 2 Oil injection hoses drained Use Method 2 Remote Oil Hose Connections 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. CONNECTING OIL HOSE WITH BLUE STRIPE 1. Remove shipping cap from fitting and connect oil hose (b). Fasten hose with sta-strap. b 59213 a a - Directional Oil Filter b - Oil Hose with Blue Stripe OIL INJECTION Page 3C-16 90-884822 DECEMBER 2001 CONNECTING OIL HOSE WITHOUT BLUE STRIPE 1. Remove shipping cap from fitting and connect hose (a). Fasten hose with sta-strap. a 59230 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 Warning Horn Function Sound Description Start Up One Beep Normal System Test Low Oil Reserve Four Beeps every 2 Minutes Oil level is low in the engine mounted oil reservoir tank. Refill the engine mounted oil reservoir tank along with the remote oil tank. Refer to Fuel & Oil Section. Oil Level is Critically Low Continuous Engine Guardian System is activated. Power limit will allow a fast idle. The oil level is critically low in the engine mounted oil reservoir tank. Refill the engine mounted oil reservoir tank along with the remote oil tank. Refer to Fuel and Oil Section. Oil Pump Failure Continuous Engine Guardian System is activated. Power limit will allow a fast idle. The warning horn is activated if the oil pump should ever stop functioning electrically. No lubricating oil is being supplied to the engine. NOTE:As an option, Mercury Monitor or SmartCraft Gauges may be used to provide low oil information or oil pump operation information. 90-884822 DECEMBER 2001 Page 3C-17 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 ECM Restricted oil inlet filter in oil hose before engine oil reser- voir Replace oil filter Page 3C-18 90-884822 DECEMBER 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. 90-884822 DECEMBER 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 90-884822 DECEMBER 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. 90-884822 DECEMBER 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 90-884822 DECEMBER 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 90-884822 DECEMBER 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): 1050 RPM TIMING (IN DEGREES): NOT ADJUSTABLE Spark Plug: NGK BPZ8HS-10 Gap: 1.0 mm (0.040,) Intake: N/A REFER TO OWNERS MANUAL FOR REQUIRED MAINTENANCE. FAMILY: 2M9XM02.53CE FEL: 140.96 g/kW-hr 240 HP 2508 cc JAN 2002 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) 2 M9X M. 02.5 3 C E 0=Unspecified Model Year Regulation 3=Ultra Clean California Rated Eng. Technology type 2=2002 M=Marine E=EFI Sport Jet 1=Existing H=Hi-Perf. 2=New Manufacturer J=Jet Drive 3=Jet Drive Mercury Marine Displacement Application Liter C=2 Stroke Cubic Inch G=4 Stroke Decal Location: Model Service Part No. Location on Engine 2002 JET DRIVE 2.5 L V6 (240 H.P.) 37-878372AO2 Starboard Side of Air Handler Assembly Page 3D-6 90-884822 DECEMBER 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): 1050 RPM TIMING (IN DEGREES): NOT ADJUSTABLE Spark Plug: NGK BPZ8HS-10 Gap: 1.0 mm (0.040,) Intake: NA REFER TO OWNERS MANUAL FOR REQUIRED MAINTENANCE. FAMILY: 2M9XM02.53CE FEL: 140.96 g/kW-hr 240 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 (240 H.P.) 37-878372AO2 Starboard side of Air Handler Assembly 90-884822 DECEMBER 2001 Page 3D-7 POWERHEAD POWERHEAD Section 4A Table of Contents Powerhead Specifications . . . . . . . . . . . . . . . . 4A-2 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-3 Powerhead Repair Stand . . . . . . . . . . . . . . 4A-4 Notes: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-5 Cylinder Block Assembly . . . . . . . . . . . . . . . . . 4A-6 Cylinder Head Assembly . . . . . . . . . . . . . . . . . 4A-10 Crankshaft, Pistons and Connecting Rods . . 4A-12 Expansion Chamber and Adaptor Plates . . . 4A-14 Torque Sequence . . . . . . . . . . . . . . . . . . . . . . . 4A-18 General Information . . . . . . . . . . . . . . . . . . . . . 4A-20 Powerhead Removal from Pump Unit . . . . . . 4A-20 Removing Engine Components . . . . . . . . . . . 4A-23 Removing Engine Components Individually . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-23 Removing Engine Components as an Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-24 Electrical Harness Removal . . . . . . . . . . . . 4A-27 Starboard Side Oil Hose Routing . . . . . . . . . . 4A-33 Powerhead Disassembly . . . . . . . . . . . . . . . . . 4A-34 Cleaning and Inspection . . . . . . . . . . . . . . . . . . 4A-42 Cylinder Block and Crankcase Cover . . . 4A-42 Special Service Information . . . . . . . . . . . . 4A-42 Cylinder Bores . . . . . . . . . . . . . . . . . . . . . . . 4A-43 Pistons and Piston Rings . . . . . . . . . . . . . . 4A-44 Cylinder Heads and Exhaust Divider Plate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-46 Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-46 Crankshaft (and End Cap) Bearings . . . . 4A-47 End Bearing Bleed System . . . . . . . . . . . . 4A-48 Connecting Rods . . . . . . . . . . . . . . . . . . . . . 4A-48 Powerhead Reassembly and Installation . . . 4A-50 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-50 Crankshaft Installation . . . . . . . . . . . . . . . . 4A-53 Piston and Connecting Rod Reassembly 4A-55 Piston and Piston Ring Combinations . . . 4A-56 Piston Installation . . . . . . . . . . . . . . . . . . . . 4A-57 Crankcase Cover Installation . . . . . . . . . . . 4A-59 Reed Block Assembly. . . . . . . . . . . . . . . . . 4A-60 Assembly of Reed Blocks to Reed Block Adaptor Plate . . . . . . . . . . . . . . . . . . . . . . . . 4A-61 Assembly of Exhaust Divider Plate to Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-61 Cylinder Head Installation . . . . . . . . . . . . . 4A-62 Reinstalling Engine Components . . . . . . . . . . 4A-63 Throttle Lever/Throttle Cam Assembly . . . . . 4A-64 Powerhead Installation on Pump Unit . . . . . . 4A-66 Break-ln Procedure. . . . . . . . . . . . . . . . . . . . . . 4A-69 4 A 90-884822 DECEMBER 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 90-884822 DECEMBER 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 90-884822 DECEMBER 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 90-884822 DECEMBER 2001 POWERHEAD Notes: 90-884822 DECEMBER 2001 Page 4A-5 POWERHEAD Cylinder Block Assembly 12 Loctite Master Gasket 14 2 Cycle Outboard Oil 95 2-4-C With Teflon 95 95 95 95 14 12 Page 4A-6 90-884822 DECEMBER 2001 POWERHEAD Cylinder Block Assembly 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 1 COVER – Top Starter Mounting 4 2 SCREW (0.312-18 x 1.50) 5 2 COVER – Bottom Starter Mounting 6 2 SCREW (0.312-18 x 2.00) 17.5 24 7 7 SCREW (0.312-16 x 3.250) 37 50 8 6 SCREW (0.312-18 x 1.250) 15 20 9 1 SCREW (0.312-16 x 3.250) 37 50 10 1 END CAP ASSEMBLY-lOWER 11 1 O-RING (3-1/4 IN. I.D.) 12 2 SEAL-Oil 13 4 LOCKWASHER (0.250) 14 4 SCREW (0.250-20 x 0.750) 80 9 15 1 COVER – Relief Valve 16 1 GASKET 17 4 SCREW with LOCKWASHER (0.312-18 x 0.875) 13 18 18 1 SCREW (#6-32 x 0.250) 9 1 19 1 PLUG (0.250-18 x 0.620) 20 2 DOWEL PIN (Center Main) 21 1 PIN (Special) 22 1 J CLIP (Wire Harness Support) 23 1 SCREW (M6 x 16) 24 1 CLAMP – Hose Support 25 1 PLUG – Pipe (0.500–14) 26 1 SENSOR ASSEMBLY – Crank Position 27 2 SCREW (M5 x 16) 45 5 28 SCREW (0.312-18 x 1.00) (2 each) SCREW (0.312-18 x 1.500) (17 each) SCREW (0.312-18 x 1.750) (1 each) 13 18 29 1 PLUG (0.750 – 14 Hex Head – Brass) 30 1 PLATE KIT – Exhaust Divider 31 PLUG (0.125–27 Brass) (1 each) FITTING (Straight – 0.125–27) (1 each) 32 1 GASKET – Exhaust Manifold 33 1 SEAL – Exhaust Manifold (12.5 in) (31.75 cm) 34 4 SCREW & LOCKWASHER (0.312-18 x 1.00) 17 23 35 1 END CAP ASSEMBLY-Upper 36 1 SEAL – Oil 37 1 O-RING 38 1 BEARING (Needle Rollers) 39 1 RACE – Bearing 40 1 BRACKET ASSEMBLY 41 1 THROTTLE POSITION INDICATOR 42 3 SCREW (#10-32 x 2.00) 15 1.7 90-884822 DECEMBER 2001 Page 4A-7 POWERHEAD Cylinder Block Assembly 12 Loctite Master Gasket 14 2 Cycle Outboard Oil 95 2-4-C With Teflon 95 95 95 95 14 12 Page 4A-8 90-884822 DECEMBER 2001 POWERHEAD Cylinder Block Assembly REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm 43 1 COVER 13 18 44 1 LINK ASSEMBLY – Throttle 45 1 LEVER – TPI 46 3 GROMMET 47 3 BUSHING 48 3 WASHER 49 3 SCREW (M6 x 25) 70 8 50 1 CAP (Nylon) 51 1 NUT (0.250-20) 52 1 SCREW (0.250-20 x 1.750) 90-884822 DECEMBER 2001 Page 4A-9 POWERHEAD Cylinder Head Assembly 14 14 2 Cycle Outboard Oil Page 4A-10 90-884822 DECEMBER 2001 POWERHEAD Cylinder Head Assembly REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm 1 2 HEAD ASSEMBLY – Cylinder 2 2 SEAL–Cylinder Head 3 6 SEAL–Cylinder Bore 4 4 DOWEL PIN (0.250 x 0.625) 5 24 SCREW (0.375-16 x 2.750) 30 lb-ft (41 Nm), then tighten additional 90 degrees 6 2 O-RING 7 2 COVER-Thermostat 8 4 SCREW (M8 x 25) 120 13.5 9 1 FITTING (90 Degree) (0.250–18 Brass) 10 2 CLAMP (Worm Gear) 11 1 HOSE (12.75 in.) (32.4 cm) 12 1 FITTING 13 2 SENSOR ASSEMBLY – Temperature (Port and Starboard) 14 1.6 14 2 O-RING 15 2 SCREW (M10 x 35) 15 20.3 16 2 WASHER 17 2 SENSOR – Knock 18 2 ADAPTOR – Knock Sensor 19 1 CLAMP (Worm Gear) 20 1 HOSE (To Thru Hull Fitting) (Order Part Thru Boat Manufacturer) 90-884822 DECEMBER 2001 Page 4A-11 POWERHEAD Crankshaft, Pistons and Connecting Rods 14 95 95 95 14 95 95 95 14 14 2 Cycle Outboard Oil 95 2-4-C With Teflon Page 4A-12 90-884822 DECEMBER 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–Race (Center Main) 8 2 BEARING–Needle (Center Main) 9 6 CONNECTING ROD ASSEMBLY 10 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 11 12 BEARING–Roller 12 12 WASHER–Needle Locating 13 174 NEEDLE BEARING–piston end 1414 3 PISTON (STARBOARD) 3 PISTON (PORT) 15 6 PIN–Piston 16 12 LOCK RING 17 12 RING SET-Piston (Upper and Lower - 12 Rings) 90-884822 DECEMBER 2001 Page 4A-13 POWERHEAD Expansion Chamber and Adaptor Plates Page 4A-14 90-884822 DECEMBER 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 CONNECTOR (0.750–14) 3 2 CONNECTOR (0.125–27) 4 1 HOSE ASSEMBLY 5 2 TUBING (6 in.) (15.2 cm) 6 2 CLAMP (Worm Gear) 7 1 FITTING 8 2 CLAMP (Worm Gear) 9 1 HOSE (32 in.) (81.3 cm) 10 2 CLAMP (Worm Gear) 11 2 CLAMP (Worm Gear) 12 1 HOSE ASSEMBLY 13 1 GASKET (Expansion Chamber) 14 1 GASKET (Block to Exhaust Chamber) 15 6 NUT (M8) 20 27 16 1 ADAPTOR ASSEMBLY–Engine 17 1 STUD (M8 x 50) 18 1 ELBOW (0.125–27) 19 1 ELBOW 20 2 PIN–Dowel (Locating) 21 1 FITTING–Strainer 22 1 O-RING (Strainer Fitting) 23 8 WASHER 24 8 SCREW (0.375–16 x 2.250) 35 47 25 2 WASHER 26 2 SCREW (0.375–16 x 3.750) 35 47 27 1 GASKET (Engine Adaptor) 28 11 NUT (M10) 35 47 29 5 STUD (M10 x 53) 30 40 30 1 O RING (Top Cover) 31 1 O RING (Top Cover) 32 6 STUD (M10 x 101) 30 40 33 1 COVER (Top of Drive Housing) 34 1 CONNECTOR (0.250–18) 35 1 STRAINER ASSEMBLY 36 1 HOSE–Siphon (42 in.) (106.7 cm) 37 3 CABLE TIE (8 in.) (20.3 cm) 38 1 SIPHON BREAK 39 1 HOSE–Siphon (18 in.) (45.7 cm) 40 1 STRAINER–Siphon Hose 41 1 CABLE TIE (8 in.) (20.3 cm) 42 1 ADAPTOR ASSEMBLY 90-884822 DECEMBER 2001 Page 4A-15 POWERHEAD Expansion Chamber and Adaptor Plates Page 4A-16 90-884822 DECEMBER 2001 POWERHEAD Expansion Chamber and Adaptor Plates REF REFREF . NO. QTY. DESCRIPTION TORQUE lb-in lb-ft Nm 43 1 DECAL–Flushing Adaptor 44 1 CLIP–Flushing Assembly Holder 45 3 WASHER 46 3 SCREW 47 1 ADAPTOR ASSEMBLY FITTING–Flushing Adaptor 48 1 PLUG–Top 49 1 WASHER 50 1 O RING 51 1 VALVE–Check 52 1 CONNECTOR 53 1 CLAMP (Worm Gear) 54 1 HOSE (60 in.) (152.4 cm) 55 1 CLAMP (Worm Gear) 90-884822 DECEMBER 2001 Page 4A-17 POWERHEAD Torque Sequence CRANKCASE COVER BOLTS (AND TORQUE SEQUENCE) 1 23 4 78 a b 56 59323 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-18 90-884822 DECEMBER 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 5 1 4 8 12 56168 AIR PLENUM/REED BLOCK ASSEMBLY PLATE BOLTS 14.5 lb. ft. (19.5 N·m) 2 3 6 7 10 11 56160 12 3 4 56 7 8 910 11 12 90-884822 DECEMBER 2001 Page 4A-19 POWERHEAD Page 4A-20 90-884822 DECEMBER 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. 59229 b c d a a a - Positive Battery Cable b - Negative Battery Cable c - Remote Oil Tank Hose d - Remote Control Harness POWERHEAD 90-884822 DECEMBER 2001 Page 4A-21 4. Remove throttle cable. 5. Remove fuel inlet line. 6. Disconnect water by-pass hose. 7. Disconnect oil inlet hose. 8. Disconnect vapor separator vent hose between vapor separator and boat hull. a c d b e 59336 a - Throttle Cable b - Oil Inlet Hose c - Fuel Inlet d - Vent Hose e - Water By-Pass 9. Remove 11 nuts (5 nuts on opposite side) securing powerhead to housing cover. a 58742 b a a - M10 x 1.5 Nuts b - Flush Hose Attachment 10. 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. 59316 POWERHEAD Page 4A-22 90-884822 DECEMBER 2001 11. Remove expansion chamber coolant hoses. 12. Remove 6 nuts securing expansion chamber and remove expansion chamber. 59312 a 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 Electronic Control Module Ignition Coils Slave Solenoid Alternator Flywheel Section 3 Air Plenum Fuel Rail and Injectors Vapor Separator Assembly Pulse Fuel Pump Oil Pump Oil Reservoir 90-884822 DECEMBER 2001 Page 4A-23 POWERHEAD Page 4A-24 90-884822 DECEMBER 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. 59303 a b a - Fuel Pressure Gauge 91-881834A1 b - Fuel 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 c 59226 b c 59310 a - Drain Plug b - Sensor Lead c - Harness Connectors POWERHEAD 90-884822 DECEMBER 2001 Page 4A-25 5. Disconnect the following hoses and connectors: 59302 a b d f e g i h c a - Fuel Hose from Pulse Pump to Fuel/Water Separator b - Fuel Hose from Fuel Lift Pump to Pulse Pump c - Fuel Lift Pump Harness Connector d - Fuel Hose from Fuel Tank to Fuel Lift Pump e - VST Vent Hose f - VST Output Fuel Hose g - Fuel Pressure Regulator Vent Hose h - VST Oil Input Hose i - VST Electric Fuel Pump Harness Connector POWERHEAD Page 4A-26 90-884822 DECEMBER 2001 6. Remove ground lead between VST and air plenum. 7. Disconnect throttle cam link rod and the Throttle Position Sensor link rod. 59224 a b c a - Throttle Cam Link Rod b - TPS Link Rod c - VST Ground Lead 8. Remove 3 bolts securing VST to air plenum and remove VST. 59226 a a - VST Attaching Bolts POWERHEAD 90-884822 DECEMBER 2001 Page 4A-27 Electrical Harness Removal 59313 a a a a a a b c d d e f f a - Disconnect Spark Plug Leads from Spark Plugs b - Disconnect Water Pressure Sensor Harness and Sensor Retainer c - Disconnect Detonation Sensor Harnesses (2) d - Disconnect Temperature Sensor Harnesses e - Disconnect Ignition Coil Harness Connector f - Remove 4 Screws Securing Electrical Plate POWERHEAD Page 4A-28 90-884822 DECEMBER 2001 59335 a b c d d e f g a - Disconnect Crank Position Sensor b - Remove 3 screws securing ECM c - Disconnect Knock Sensor Harness d - Remove 3 screws securing Slave Solenoid Plate e - Disconnect Fuel Injector Harness f - Disconnect Oil Pump Harness g - Disconnect RED and RED/YELLOW leads from Starter Solenoid POWERHEAD 90-884822 DECEMBER 2001 Page 4A-29 59231 59224 b a c d e 59337 f g 59214 a - Remove Output lead from Alternator b - Remove Sense lead from Alternator c - Disconnect TPS Harness Connection d - Disconnect Air Temperature Sensor e - Disconnect MAP Sensor f - Disconnect Low Oil Sensor Bullet Connectors g - Remove 2 screws securing harness clamps 9. Remove electrical harness assembly from engine. POWERHEAD Page 4A-30 90-884822 DECEMBER 2001 STARTER MOTOR REMOVAL 59325 a a a - Remove 4 Bolts Securing Starter Motor POWERHEAD 90-884822 DECEMBER 2001 Page 4A-31 ALTERNATOR REMOVAL a b 59317 a b 59321 c a - Rotate Belt Tensioner and Remove Belt b - Remove Bolt and Nut c - Remove Bolt POWERHEAD Page 4A-32 90-884822 DECEMBER 2001 OIL RESERVOIR REMOVAL b a c d 59337 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 90-884822 DECEMBER 2001 Page 4A-33 Starboard Side Oil Hose Routing 59324 POWERHEAD Page 4A-34 90-884822 DECEMBER 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 90-884822 DECEMBER 2001 Page 4A-35 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 59332 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”. 59328 POWERHEAD 6. Remove bolts from end caps. UPPER END CAP a a-Crankcase Attaching End Cap Bolts LOWER END CAP a a-Crankcase Attaching End Cap Bolts 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-36 90-884822 DECEMBER 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. 90-884822 DECEMBER 2001 Page 4A-37 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-38 90-884822 DECEMBER 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 90-884822 DECEMBER 2001 Page 4A-39 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-40 90-884822 DECEMBER 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) 90-884822 DECEMBER 2001 Page 4A-41 POWERHEAD Page 4A-42 90-884822 DECEMBER 2001 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. 59343 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. 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. 90-884822 DECEMBER 2001 Page 4A-43 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) 0.015 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-44 90-884822 DECEMBER 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) 90-884822 DECEMBER 2001 Page 4A-45 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-46 90-884822 DECEMBER 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 90-884822 DECEMBER 2001 Page 4A-47 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 through check valve “one way” only. If air can pass through 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-48 90-884822 DECEMBER 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. 90-884822 DECEMBER 2001 Page 4A-49 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 2-Cycle Outboard Lubricant whenever “light oil” is specified. 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-50 90-884822 DECEMBER 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 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 90-884822 DECEMBER 2001 Page 4A-51 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 2-4-C with Teflon. 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 7 14 2 Cycle Outboard Oil 14 95 2-4-C With Teflon 95 a-Oil Seal b-O-ring Page 4A-52 90-884822 DECEMBER 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 2-4-C with Teflon. d. Lubricate O-ring seal surface on end cap with 2-4-C with Teflon. Install O-ring on end cap. b 7 Loctite 271 95 2-4-C With Teflon 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. 90-884822 DECEMBER 2001 Page 4A-53 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 c b 14 a-Dowel Pin c-Lower End Cap b-Upper End Cap Page 4A-54 90-884822 DECEMBER 2001 POWERHEAD Piston and Connecting Rod Reassembly 1. Place needle bearings on a clean piece of paper and lubricate with 2-4-C with 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). 90-884822 DECEMBER 2001 Page 4A-55 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-56 90-884822 DECEMBER 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. 90-884822 DECEMBER 2001 Page 4A-57 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 10. Apply 2-4-C with 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 2-4-C With Teflon 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-58 90-884822 DECEMBER 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. 2. Apply a thin, even coat of Loctite Master Gasket #203 on mating surfaces of crankcase cover or cylinder block. 12 Loctite Master Gasket 58620 12 a-Loctite Master Gasket 90-884822 DECEMBER 2001 Page 4A-59 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 4 b 2 1 3 5 6 7 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. a 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-60 90-884822 DECEMBER 2001 a b c d a b c d POWERHEAD Assembly of Reed Blocks to Reed Block Adaptor Plate a 59331 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. 3. Apply Loctite 271 to bolt threads and torque bolts to 16.5 Ib. ft. (22 Nm). a-Divider Seal c-Gasket b-Exhaust Divider Plate d-Attaching Bolt 4. Torque exhaust divider plate bolts in following sequence. 10 13 6 3 2 7 11 50805 14 9 5 1 8 12 4 15 1819 56167 16 17 90-884822 DECEMBER 2001 Page 4A-61 POWERHEAD Page 4A-62 90-884822 DECEMBER 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. c d h e a b 58130 58084 i j f g 2 1 3 4 6 5 7 8 10 9 11 12 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 3. Temperature sensor installed. a a PORT STARBOARD 59220 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 90-884822 DECEMBER 2001 Page 4A-63 POWERHEAD Throttle Lever/Throttle Cam Assembly 95 95 2-4-C With Teflon Page 4A-64 90-884822 DECEMBER 2001 POWERHEAD Throttle Lever/Throttle Cam Assembly REF REFREF . NO. QTY. DESCRIPTION TORQUE lb. in. lb. ft. Nm 1 1 CAM-Throttle 2 1 ROLLER 3 1 LEVER–Throttle Roller 4 1 LOCKWASHER (#10) 5 1 WASHER–Spool 6 1 WASHER–Cup 7 1 SCREW Drive Tight 8 2 BUSHING–Swivel 9 1 ROD-Throttle Control 10 1 LEVER ASSEMBLY–Throttle Control 11 1 BUSHING 12 1 SCREW (0.375-16 x 1.750) 20 27 13 1 SCREW (0.250-20 x 2.125) 14 1 NUT (0.250-20) 15 1 CAP (Nylon) 16 1 INSERT 17 1 SPACER 18 1 WASHER 19 1 NUT (M6) 50 6 20 1 BRACKET-Anchor 21 2 SCREW-Drive 22 1 Latch-Control Lever 23 1 CUP-Barrel Retainer 24 3 SCREW (0.312-18 x 0.880) 13 18 90-884822 DECEMBER 2001 Page 4A-65 POWERHEAD Page 4A-66 90-884822 DECEMBER 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 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. a 59316 b b 59311 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 90-884822 DECEMBER 2001 Page 4A-67 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. 59229 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-68 90-884822 DECEMBER 2001 12. Install throttle cable. Secure with washer and locknut. Tighten locknut and then back off 1/4 turn. 13. Install oil inlet hose to onboard oil reservoir. 14. Install fuel inlet line. Secure hose with stainless hose clamp. 15. 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. 16. Install water by-pass hose. Secure hose with stainless hose clamp. a c d b e 59336 a - Throttle Cable b - Oil Inlet Hose c - Fuel Inlet d - Vent Hose e - 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. 90-884822 DECEMBER 2001 Page 4A-69 COOLING POWERHEAD Section 4B - Cooling Table of Contents Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-2 Water Pressure . . . . . . . . . . . . . . . . . . . . . . 4B-2 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-2 Temperature Sensor Location . . . . . . . . . . . . . 4B-3 Digital (Port and Starboard) Temperature Sensor . . . . . . . . . . . . . . . . . . 4B-4 Analog Temperature Sensor . . . . . . . . . . . 4B-5 Water Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-6 Description . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-6 Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-7 Water Pressure Check . . . . . . . . . . . . . . . . . . . 4B-9 Problem Diagnosis . . . . . . . . . . . . . . . . . . . 4B-9 90-884822 DECEMBER 2001 Page 4B-1 4 B COOLING Specifications Water Pressure 1000 – 1100 (in Neutral) 1/2 – 1-1/2 PSI (3.4 – 10 kPa) 5500 (Boat on Plane) 5800 (Boat on Plane) 10 – 15 PSI (69 – 103 kPa) 13 – 17 PSI (90 – 117 kPa) Special Tools 1. DMT 2000 Digital Tachometer Multi-meter P/N 91-854009A1 2. Water Pressure Gauge 91-79250A2 56725 Page 4B-2 90-884822 DECEMBER 2001 COOLING Temperature Sensor Location a b 59220 a-Port Head b-Starboard Head 90-884822 DECEMBER 2001 Page 4B-3 COOLING Digital (Port and Starboard) 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 Page 4B-4 90-884822 DECEMBER 2001 COOLING Analog Temperature Sensor TAN/BLACK sensor lead (in port analog temperature sensor) provides signal for optional temperature gauge. An ohms test of the analog temperature sensor (in port cylinder head) would be as follows: Insert digital or analog ohmmeter test leads into both TAN/BLACK sensor leads. With engine at temperature (F°) indicated, ohm readings should be as indicated ±10%. 270 255 240 225 210 195 Temperature (F ) ° 180 165 150 135 120 105 90 75 60 45 30 15 0 Temperature Sensor 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0 3.2 Resistance (k) Temperature Sensor Between Black and each TAN/BLK wire. No Continuity Between each lead and ground No Continuity Between each TAN/BLK wire Resistance will vary with temperature 90-884822 DECEMBER 2001 Page 4B-5 COOLING Water Flow Description Water is pumped up through the adaptor plate 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. Water exits from the bottom of the block and into the adaptor plate 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 is drawn out by the impeller. Water is also pumped from the starboard side of the adaptor plate 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. Page 4B-6 90-884822 DECEMBER 2001 1 - Cylinder Head Cover – removed from head for illustration, normally part of head casting. 2 - Water Bypass – discharged outside of boat. 3 - Cooling water from expansion chamber is emptied back into adaptor plate. 4 - Cooling water for exhaust tubes is discharged with exhaust. 5 - Expansion Chamber Water Jacket 6 - Incoming cooling water is directed to expansion chamber exhaust pipes. 7 - Water inlet to flush powerhead. 8 - Inlet cooling water from jet pump for powerhead. 9 - Exhaust Adaptor Plate 10- Cooling water from expansion chamber is emptied into adaptor plate and through the jet tunnel. 58186 1 2 3 4 5 6 7 8 9 10 Cylinder Block, Expansion Chamber and Adaptor Plate 4 COOLING 90-884822 DECEMBER 2001 Page 4B-7 Water Flow Diagram COOLING Water Pressure Check NOTE: To perform these checks, a Water Pressure Gauge Kit P/N 91-79250A2 is recommended. Water pressure is taken at the top of the powerhead. a a-Water Pressure Taken At This Location RPM Water Pressure PSI (kPa) 1,000 - 1,100 (in Neutral) 1/2 - 1-1/2 (3.4 - 10) 5500 (Boat on Plane) 10 - 15 (69 - 103) 5800 (Boat on Plane) 13 - 17 (90 - 117) Problem Diagnosis Condition Recommended Range Possible Cause Pressure below specification @ idle 1/2 - 1-1/2 psi (3.4 - 10kPa) •Severe internal leak •Inlet restriction Pressure above 5 psi (34.2kPa) @ idle 1/2 - 1-1/2 psi (3.4 - 10 kPa) •Plugged tell-tale Pressure is below minimum specification @ W.O.T. 5500 (Boat on Plane) 5800 (Boat on Plane) 10 psi (103 kPa) 13 psi (117 kPa) •Inlet restriction •Configuration of boat bottom interfering with adequate flow of water to coolant inlets •Severe internal leak Pressure higher than normal @ W.O.T., but engine still indicates overheat condition 5300 (Boat on Plane) 6000 (Boat on Plane) Maximum pressure 15 (69 - 103) 17 (90 - 117) •Outlet water passages restricted. •Steam pocket has formed at top of powerhead due to lack of cooling water 90-884822 DECEMBER 2001 Page 4B-9 JET PUMP JET PUMP Section 5 - Jet Pump Table of Contents General Information . . . . . . . . . . . . . . . . . . . . . . . . 5-1 Inspecting Components . . . . . . . . . . . . . . . . . 5-12 Principles of Operation . . . . . . . . . . . . . . . . . . . 5-1 Installing Impeller . . . . . . . . . . . . . . . . . . . . . . . 5-14 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2 Removing Jet Drive From Boat . . . . . . . . . . . . . . 5-15 Drive Housing Components . . . . . . . . . . . . . . . . . . 5-4 Drive Housing Disassembly andPinion & Impeller Shaft . . . . . . . . . . . . . . . . . . . . . . 5-6 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16 Nozzle/Rudder Components . . . . . . . . . . . . . . . . . 5-8 Pinion Shaft Removal . . . . . . . . . . . . . . . . . . . 5-16 Servicing Stator, Impeller and Wear Ring 5-10. . . . . Impeller Shaft Removal . . . . . . . . . . . . . . . . . 5-19 Disassembly 5-10. . . . . . . . . . . . . . . . . . . . . . . . . . . Shimming Procedures . . . . . . . . . . . . . . . . . . 5-23 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. 5 Principles of Operation The jet pump operates by drawing water into a housing forward of the impeller. The water is pressurized within the specially designed housing and then directed to the rear to provide thrust and motion. a b c a-Forward Motion b-Water Thrust c-Reverse Gate (Shown In the Forward Position) 58192 90-884822 DECEMBER 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 and reverse drive and the neutral position are achieved by the position of a reverse gate located just aft of the nozzle. Forward drive has the reverse gate clearing the nozzle to allow all the thrust to be directed straight back. Reverse drive has the reverse gate covering the entire opening enough to divert the thrust forward. Neutral position has the reverse gate covering 75 percent of the nozzle to direct the water stream forward and downward, as well as backward. The shift position is controlled at the control box in the boat. 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 90-884822 DECEMBER 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 Obtain Locally Perfect Seal 92-34227--1 2-4-C Lubricant with Teflon 92-825407A12 Special Lube 101 92-13872A1 Hi Performance Gear Lube 92-19007A24 90-884822 DECEMBER 2001 Page 5-3 JET PUMP Page 5-4 90-884822 DECEMBER 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 RTV 587 Silicone Sealer 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) 35 47.5 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 90-884822 DECEMBER 2001 Page 5-5 JET PUMP Page 5-6 90-884822 DECEMBER 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 95 2-4-C With Teflon 108 Special Lubricant 101 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 90-884822 DECEMBER 2001 Page 5-7 JET PUMP Page 5-8 90-884822 DECEMBER 2001 Nozzle/Rudder Components 1 2 3 4 5 6 7 8 9 10 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 7 7 7 7 7 27 27 9 Loctite PST Pipe Sealant 9 31 50 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 4 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 1 BOLT Drive Tight 52 1 TAB WASHER 90-884822 DECEMBER 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 90-884822 DECEMBER 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 90-884822 DECEMBER 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 and rudder pivot pins is 50 lb. ft. (68 N·m). Use Loctite 271 on threads. 7. Inspect impeller for cracks and damaged blades. 8. Inspect stator vanes for cracks and/or damage. 9. If replacement is required, remove stator seal using Puller 91-83165M. 28256 10. Install new seal using Special Tool 91-850831. Smaller diameter seal lip faces out. Page 5-12 90-884822 DECEMBER 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. 90-884822 DECEMBER 2001 Page 5-13 JET PUMP Installing Impeller 1. Lubricate splines of impeller shaft with Special Lubricant 101. 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 to fill plug threads and reinstall plug. 5. Remove stator fill plug and fill stator with High Performance Gear Lube 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 90-884822 DECEMBER 2001 JET PUMP 90-884822 DECEMBER 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 a b 58197 a - Nuts (4) b - Gasket JET PUMP 5. Lower drive housing while sliding cables out. Place on bench or suitable work stand for disassembly/repair. Drive Housing Disassembly and Reassembly Pinion Shaft Removal 1. Remove four screws securing pinion shaft housing to drive housing. Remove pinion shaft assembly. 28257 NOTE: Take care not to damage or misplace colored shims. 2. Remove rubber ring, O-ring and shims. 53797 a b c a-Rubber Ring b-Shims c-O-ring Page 5-16 90-884822 DECEMBER 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 90-884822 DECEMBER 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 90-884822 DECEMBER 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 90-884822 DECEMBER 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 90-884822 DECEMBER 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. 90-884822 DECEMBER 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 90-884822 DECEMBER 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 NOTE:Shims are color coded to represent different thickness. These color codes apply to both pinion housing shims and impeller cover shims. Red 0.002 in. (0.05 mm) Beige 0.004 in. (0.10 mm) Blue 0.005 in. (0.127 mm) Frost (Clear) 0.0075 in. (0.19 mm) Brown 0.010 in. (0.25 mm) 1. Install original shims on pinion shaft housing. Install O-ring on pinion shaft housing. NOTE:If original shims are not available, start with 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. 90-884822 DECEMBER 2001 Page 5-23 JET PUMP JET PUMP 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. 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 2-4-C with Teflon. • Lubricate cone bearing with gearcase lubricant. Page 5-24 90-884822 DECEMBER 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. 90-884822 DECEMBER 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). 19. Remove fill and vent screws from bottom of drive housing. Fill drive housing with High Performance Gear Lube. Capacity is 27 oz. (825 cc). Page 5-26 90-884822 DECEMBER 2001 JET PUMP 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. 90-884822 DECEMBER 2001 Page 5-27 COLOR DIAGRAMS COLOR DIAGRAMS Section 6 Table of Contents 240 EFI Jet Drive Engine Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3 240 EFI Jet Drive Typical Key Switch Wiring . . . . . . . . . . . . . . . . . . 6-5 240 EFI Jet Drive Typical Remote Control and Dash Wiring for Non-SmartCraft . . . . . . . . . . . . . . . . . . . . . . . 6-7 240 EFI Jet Drive Typical Remote Control and Dash Wiring for SmartCraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9 240 EFI Jet Drive Fuel and Oil Flow . . . . . . . . . . . . . . . . . . . . . . . . . 6-11 240 EFI Jet Drive Water Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13 6 90-884822 DECEMBER 2001 Page 6-1 COLOR DIAGRAMS 240 EFI JET DRIVE MODEL YEAR 2001-1/2 WIRING DIAGRAM 90-884822 DECEMBER 2001 Page 6-3 240 EFI JET DRIVE MODEL YEAR 2001-1/2 1. Electronic Control Module 2. Ignition Coil 3. Fuel Injector 4. Oil Pump 5. MAP Sensor 6. Block Water Pressure 7. Water in Fuel Sensor 8. Air Temperature Sensor 9. Starboard Temperature Sensor 10. Port Head Temperature Sensor 11. Throttle Position Sensor 12. Crank Position Sensor 13. 15 Amp Fuse – Smart Craft Data Bus Circuit 14. 20 Amp Fuse – Main Power Relay, Remote Control Harness 15. 20 Amp Fuse – Ignition Coils 16. 20 Amp Fuse – Fuel Injector Harness, Electric Fuel Pump and Oil Pump 17. Low Oil Switch 18. Slave Solenoid 19. Starter Solenoid 20. Solenoid Driven Bendix Starter 21. Fuel Filter 22. Fuel Lift Pump 23. 3 Amp Fuse 24. 60 Amp Alternator 25. 100 Amp Fuseable Link 26. Main Power Relay 27. VST Electric Fuel Pump 28. To 12 Volt Battery 29. Accessory Power 30. Starboard Knock Sensor 31. Port Knock Sensor 32. Remote Control 33. SmartCraft Data Bus 34. DDT Terminal 35. Boat Harness 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 240 EFI JET DRIVE TYPICAL KEY SWITCH WIRING 90-884822 DECEMBER 2001 Page 6-5 240 EFI 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 240 EFI JET DRIVE TYPICAL REMOTE CONTROL AND DASH WIRING NON-SMARTCRAFT 90-884822 DECEMBER 2001 Page 6-7 240 EFI 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 240 EFI JET DRIVE TYPICAL REMOTE CONTROL AND DASH WIRING WITH SMARTCRAFT 90-884822 DECEMBER 2001 Page 6-9 240 EFI 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 240 EFI JET DRIVE FUEL & OIL FLOW DIAGRAM 90-884822 DECEMBER 2001 Page 6-11 240 EFI JET DRIVE FUEL & OIL FLOW DIAGRAM 1. Fuel inlet from boat fuel tank 2. Fuel Filter for Fuel Lift Pump 3. Fuel Lift Pump 4. Pulse Fuel Pump 5. Fuel line to Water Separating Fuel Filter - 2-8 psi (14-55 kPa) 6. Water Separating Fuel Filter in Vapor Separator Tank (VST) Assembly 7. Fuel outlet from Needle and Seat 8. Fuel Level Float in VST 9. Pulse Pressure from Cylinder Block 10. On-Board Oil Tank 11. Check Valve in Outlet Hose from Oil Tank 12. Engine Mounted Oil Reservoir 13. Oil Inlet Hose to Electronic Oil Pump 14. Electronic Oil Pump 15. Oil Outlet Hose from Oil Pump to VST 16. Oil is Mixed with Gas in VST 17. Gas/Oil Mixture is Drawn into High Pressure Fuel Pump 18. Fuel Drain 19. High Pressure Fuel Pump [41 psi – 45 psi (283 kPa – 310 kPa)] 20. Schrader Valve 21. Fuel Passage to Fuel Regulator 22. Fuel Regulator 23. Ambient Air Pressure 24. Fuel Blow-Off from Fuel Regulator to VST 25. In-Line Fuel Filter 26. High Pressure Fuel Line to Reed Valve Plate Assembly 27. Reed Valve Plate Assembly 28. Fuel Inlet to Fuel Rail 29. Fuel Rail Assembly 30. Fuel Injectors 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 240 EFI JET DRIVE WATER FLOW 90-884822 DECEMBER 2001 Page 6-13 240 EFI 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. 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