Kawasaki 900 Service Manual

TABLE OF CO

S

2- SAFETY

INTRODUCTION

Graft CIassification

Idarmation

Regulation Edorcement

MINIMUM LEGAL REQUIRE--

NlENTS

Personal Hotation Devices

Fire Exrinpisher

MINIMUM LEGAL REGISTRA-

TION REQUIREkIENTS

SAFETY PRACTICES

MOST IMPORTANT WORDS

IN THIS W U m

Shallow Water Operation	2-6
Flame Arrestors	2-7
Fuel System	2-7
Excessive Noise	2-8
Automuuve Replacements	2-8
BOAHNG ACCIDENT REPORTS 2-8
SECGRITY	2-8
3- TUNING
INTRODUCTION	2-1
TUNE-UP SEQUENCE	3-1
COMPRESSION CHECK	3-2
SPARK PLUG INSPECTIQN	3-3
ELECTRICAL POWER SLW'LY	3-3
''Maintenance FreettBatteries	3-4
Standard Batteries	3-4
Jumper Cables	3-4
CAWBURETORD J U S T h I E N T 3-5
Fuel & Fuel Tanks	3-5
Draining Fuel Tank	3-5
Law Speed & Idle Adjustments	3-6
SPECIAL TACHOMETER WORDS 3-6
	3-7
	3-7
Integral Fuel Pump	3-7
C W K I N G MTR. & SOLENOID	3-8
Cranking Motor Tesx	3-8
Suknaid test	3-8
JET PUMP	3-8
Gate Position	3-8
Impeller	3-8

INTRODUCTION

After Use Tasks

Page: I - Kawasaki - PWC Jet Ski 1992-1998Repair Manual - http:llwww.ReadManuals.Com

4- WNTENANC (CONTINUED)
Cooling	4-2
Fiushkg Cooling System	4-3
Controlling Corrosion	4-3
Pump ImpeUer	4-3
SERIAL NUMBERS	4-4
LUBRICATION	4-4
T h u ~ d Cable	4-5
Steering Cable	4-5
FueUOil Mixture	4-7
"Break-in1'	4-7
Jet h n i p	4-7
INSPECTION & SERVICE	4-7
Fuel Tank, Check Valve & Filter47
Sediment Bowl	4-8
Fuel Tank Filters	4-8
In-Line Filter	4-8
Oil Filter	4-8
Drain Plug	4-8
FLUSHING
C m h g system	4-9
Bilge System	4-9
IMPELLER CLEARANCE	4 9
PRESEASON PREPARATION	4-10
S W T S , LUBRICANTS,
FIBERGLASS HIJLLS	4-l4
SUBMERGED ENGINE SERVICE 4- 14
Salt Water Submersion	4-14
Submerged While Operating	4-15
Fresh Water Submersion	4-15
WINTER STORAGE	4-16
PRE-SEASON CHECK	4-17

ImRoDucTIoN		5- 1
Lower than Normal RPM		5- 1
Higher than Normal RPM		5- 1
Engine Trcmbleshwxing		5-2
Cranking System Test		5-2
Ignition System Test		5-2
Cornpression Test		5-3
LEAK DOWN PROCEDURE		5-5
FUEL SYSTEM PRUBLEh4S		5-5
Engine Surge	a	5-6
Rough Engine Idle		5-7
IGNITION SYSTEM FAXJLTS		5-7
Internxittent Problems		5-8

Spark Plug Evaluation	5-8
	5-10
Cranking Motor Relay	5-12
Relay Removal	5-13
Relay Testing	5-13
Relay Installatim	5-14
C W G I N G SYSTEM	5-15
MALFUNCTIONS

TROUBLESHOOTING CHARTS 5-16

6- FUEL AND OIL

INTRODUCTIUM

GENERAL CAN3URETION

INFORMATION

FUEL COMPONENTS & AVAIL-

ABLE GAS Leaded Gasoline

Fuel Filter & Se&~~nentBawl

Fuel Tank Screen Filters

Air/Fuel Mixture

Throttle & Choke Valves

Integral Fuel Pump

Fuel/Oil Mixture

"Break-in" Lubrication

Removing Fuel from System

ENGINE REVOLUTION

LIMITER

TROUBLESHOOTING

Fuel Problems

Fuel Filter & Sediment Bowl

"Sour" Fuel

Choke Problems

Rough E n e m Idle

Exces&w Fuel

SERVICE KEIHIN CDK-34

Removal & Disassembling

Gleaning & Inspecting

Exploded Drawing

Assembling

Page: 2 - Kawasaki - PWC Jet Ski 1992-1998 Repair Manual - http:llwww.ReadManuals.Com

Installation	6-19
Primiag	6-21
mre Screws w/Limiter Caps6-22
e Adjustment Screw	6-22
Low & High Speed Adjustment6-22
High Altitude Operation	6-22
Choke Cable Adjustment	6-23
Throttle Cable Adjustment	6-23

CE KEIHIN CDK-38 & 40

FUEL PUMP Disassembling

"FrontnSide "Bacl? Side

Cleaning & Inspecting Exploded Drawing

Assembling

h ~ t d a t i ~ n Priming

oke Cable a4djustmmt Throttle Gabk Adjustment

REMOTE FUEL PUMP

Theory of Operation

Pump F'ressure Check

h m p Volume Check

Servicing Fuel Pump Removal & Disassembihg Cleaning & Inspecting

Assembling

OIL INJEGTION

Oil Mixture "Break-in" Period System Compunents

Oil Tank

Oil Injection Pump

System Inspection

Oil h m p Output Test Troubleshmting

First Checks -- Delivery Purging Air fimm System

Purging Air ficm Pump

7- IGNITION

INTRODUCTION & C m E R

COVER4GE

UG EVfLUATION

Correct Color

Rich Mixture

Too Cool

Fouled

Carbon Deposits

Overheating

hxxrode Wear

TOR D I S C W G E

) & CHARGING SYS. '7-4

Descripticm & Operation --
Ignition Circuit	7-4
Operation	7-5
Special Timing Words	7-5
Troublesho~tingCDI	7-5
Spark Plugs	7-5
Compression	7-6
Testing Ignition Components	7-7

lee. Box Removal -- 550 & 650 7-8 kc, Box Remaval -- All Others 7-8

Exciter Coil Test -- 550		7-9
Pulser Coil Test -- 550		7-9
Exciter C ~ iTestl -- 650		7-9
Igniter Test -- 550 & 650		7-10
Igniter Removal -- 550 & 650		7-10
Ign,Coii	Test -- 550 &
650 -- Secondary Winding		7-10
Ign. Coil Winding Test -- 750,
900 & 1100 -- himary		7-11
Secondary Winding		7-12
Igniters -- Remuval~		7-12
lnstallatim
Pickup Coil -- 750,900 & 11007-12
IGNITION TI	ING A4DJW'ST-
M E W S		7-14
T h i n g -- 550 & 650		7-14
Dynamic Check		7-15
Magneto Assembly		7-15
Adjusting Timing		7-16
Description & Operation		7-1'7
Testing G ~ i Outputl		7-19
		7-1
Coil Resistance Test		7-21
Exciter Coil Test -- 750		7-21
Exciter Coil Test -- 900		7-21
Ghargng Coil Output -- 1100		7-21

Charg. Coil Resistance -- 1100 7-21

Page: 3 - Kawasaki - PWC Jet Ski 1992-1998 Repair Manual http:llwww.ReadManuals.Com

ENGINE

ImRODUCTlON & C m E R

	ORGANIZATION	8-1
TWO-CYCLE ENGINE
	DESCRIETION & OPERATION 8-2
	IntakeExhaust
	Lubrication
	Physical Laws
	Actual Operation
	Timing
SERVICE TWO-CYL
	ENGINES
	Preliminary Task -- Engine
	Overhaul
	Removal
	Disassembling
	Cranking Mtr. Reniovd
	"Pulling" Flywheel
	Magneto Assembly
	Block Disassembling
	Asernbling & Installation
	Exploded Drawings
	Lower Half
	Piston Installation
	Bluck Installation
	Cylinder Head
	Flywheel Installation
	CranEng Motor Installation
	Engine Installation
	Engine Alignment
	Fuel Tank 1nsr.allixion
	Oil Tank Installation
S	THREE-CYLINDER

Exhaust bianifolcl Removal Engine Disassembling Cranking Motor Removal filling the Flywheel Cylinder Head Removal

Crankcase Separation

Crankshaft DkassembGng

BLING & INSTALLATION EE-CYLINDER ENGINE 8-54

EXPLODED Dk4WINGS

Assembling Continues

Exhaust Manifold Installatbn

Cylinder Head Installatian

Flywheel Instdiaticm

Coupler Installation

Flywheel Cover Installation

Oil Pump I~lstallatio~~

Cranking	tailation
ENGINE INS	ON

THREE-CYLINDER SERIES ne Support Equipment

CL NG & INSPECTING

ALL ENGINES

Reed Bhck Service

Crankshaft Service Connecting Rod Service Piston Service

Cylinder Block Service Piston Clearance Honing Cyl.inder Wdls

Block & Cyl. Head Warpage

S TS? LUBRICANTS, ETC. 8-78

INTRODUCTION

ATTERI ES

WC Batteries

Constructicm

Battery Ratings

Axripere-Hour

Cold Cranking Performance

Reserve Capacity

Watt-Hour

Installation

Service

Testing

Hydrometers

Charging

Instdling

Jumper Cables

storage

SYSTEM -- GEN-

Cranking Motor Circuit

Page: 4 - Kawasaki - PWC Jet Ski 1992-1998 Repair Manual - http:llwww.ReadManuals.Com

	Ignition	9-9
	KING MOTOR C RGUIT	9-9
	Theory d Operation	9-9
	Cranking Motor Noises	9-10
	Faulty Sympturns	9-11
G W K I N G MOTOR TROUBLE-		9-11
	SHOOTWJG
	Circuit Tests	9-1 1
	Motor Relay Removal	9-12
	for Testing
	Relay Testing	9-14
	Relay InstaUation	9-14
C	KING MOTOR SERVIC	9-15
	Descriprion
	Diagrams Inside Elec. Box	9-16
	Motor Removal	9-18
	Disassembling	9-18
	Cleaning & Inspecting	9-21
	Testing Motor Parts	9-24
	Assembling	9-26
	Installation	9-27

TESTING OTHER ELECTRICAL

COMrnNENTS

start B ~ t t Test~n

Safety Switch

Stop Switch

Stop Switch Relay

Electric Bilge h m p

Electric Fan

Temperature Warning Sys.

Overheat Buzzer

ELECTRIC TRIM SYSTEh4

10 JET PUMP

INTRQDUCTION

Model Identification and

Chapter Coverage

Jer Pump Descripcicxi

Axial Flow

Mixed Flow

IMPELLERS

Cavitation Burns

Coaling Water and Bilge I-TusedU-4

IMPELLER-TO-PETMY GAS
C L W C E	10-5
Axial Flow Pump	10-5
Mixed Flow Pump	10-6
ET PUMP SERVIGE	10-6
Removal	10-7
Impeller Alignment	10-9
	10-10
Impeller Shaft Removal	10-12
	10-13
Cleanins & Inqxxting	10-15
Exploded Drawings	10-16
Assembling	10-20
Shimming Procedures -- 550	10-21
Impeller Insmllation --550	10-23
Impeller Installation --
Others	10-25
Pump Installation	10-27
BEXRING HOUSING SERVICE 10-30
Removal	10-30
Disassembling	10-31
Cleaning ik Inspecting	10-32
11 CONTROL ADJUSTMENTS
INTRODUCTION	11-1
	11-1
T R I M CABLE	11-2
	11-3
APPENDIX
METRIC CONVERSION (2	A-1
RECOMMENDED TORQUE	A-2

ECIFICATIONS AND TUNE-UP mJLTSTbfXNTS A-4

WIRING D M G W S & COLOR

CODE IDENTIFICATION	A-6
h4odel 550 Series	A-6
Model 650 Series	A-7
h4odel 750 Series	A-8
Model 750 Hi-Performance	A-9
h 4 d e l 900 Hi-Performance	A- 10
Model 1100 Hi-Performance	A-11

Page: 5 - Kawasaki - PWC Jet Ski 1992-1998 Repair Manual - http:llwww.ReadManuals.Com

PTION & OPERAT

1-1 BRIEF HISTORY

The jet drive system for propelling a craft through the water arrived on the scene in the mid 1960's with the jet drive boat. In those early days, the jet drive system was mated only with high performance powerplants - engines in the 454 cu. in. class and larger. For this reason, during the "gas crunch" in the 1970's the jet drives were labeled as inefficient and as

'gas hogs".

In addition to these two negative terms, they earned the reputation as "bad boy" boats due to

their noisy "straight"exhaust, high rpm opera- tion, and their almost unbelievable maneuverability. These combined factors did little to enhance their image and certainly restricted their popularity.

With new and improved technology, per- sonal watercraft arrived on the scene about the mid 1970's. Personal watercraft, as we know them today, were developed using the same principles as the jet boats, and originally powered with a single cylinder two-stroke engine.

In order to meet the demand for more speed and the ability to carry more than just

A typical inner harbor summer weekend with scores of personal watercraft preparing to leave or just returning from a "funday" on the water in the "outerharbor"or at sea close to shore. Just a reasonable amount o f "TLC'',will reward the owner and his/her friends with hours of trouble free enjoyment.

Overall uieui of the popular Model 750 Series twin

One of the firsi,lessom to

"For every force, t force". This state

awasa ki scrips p r t x i u r ~ d are covered in this rnanu-

at.

JH750 Series

JT750 Series

JHW0 Series

JT900 Series

1100

1100

PRINCIPLES OF OPERATION 1-3

C h ~ s e c t i o line drawing to depict water flow through an axial flow jet pump. The water passes through parallel to the axis of impeller rotation.

Kawasaki watercraft are equipped with an axial flow jet pump, except the Model 550 which has a mixed flow pump -see Chapter 10,

Axial Flow

Water in an axial pump moves on a single axis, as depicted in the adjacent illustration -- thus the word "axial" is used. In simple layman's terms - water is ingested and dis- charged parallel to the axis of impeller rotation, as shown.

1-3 ENGINE AND JET DRIVE

The basic principle and arrangement of engine and pump are almost identical for all manufacturers.

The engine crankshaft is coupled either directly to the pump shaft through a coupler containing a rubber "shocka sorber"or through a short driveshaft without any gear reduction. An impeller mounted on the pump shaft draws

water into an opening in the hull through a suction and intake casting. Once the craft has attained forward motion the intake also serves as a "scoop" adding to the volum e of water moved throug h the pump.

Volume and Velocity

The outlet nozzle is slightly funnel shap- ed. This design coupled with t h e capacity of t h e pump (impeller) causes the volume of water entering the pump to e x i t the nozzle with increased velocity. This principle is similar to air passing through t h e venturi of a carburetor.

The amount of water ejected sternward fro m t h e nozzle at high velocity is the force propelling the craft through t h e water. This force can actually be measured and calcula - ted in foo t pounds or Newton meters. The

	The vanea in thepump case straighten waterflow and
Photo of a cutaway 'demon.atr&ionn type Kawasaki	the conical shape of the outlet nozzle increases flow
	velocity in much the same way as air passing through a
axid flowjet pump. A few major parts are identified.	carburetor venturi-

1-4 DESCRIPTION & OPERATION

g r e a t e r t h e velocity of water mass moving through t h e nozzle, t h e g r e a t e r t h e thrust t o move t h e craft .

Cooling System
A fitting on the jet pump, aft of	t h e
impeller, syphens off cooling water.	This

wate r is delivered first to t h e exhaust manifold -- t h e h o t t e s t par t of t h e engine. The w a t e r is the n channeled around the cylinder walls, cylinder head and exhaust pipe.

After the exhaust pipe, some water is channeled overboard through a bypass hose.

The remaining water is mixed with exhaust gases in an expansion chamber and finally discharged from the exhaust outlet. This mix- ture of water and exhaust gases has the affect of cooling and somewhat quieting the exhaust emission.

On all models, a bypass hose connects the exhaust pipe water jacket to an outlet on the starboard side of the hull. When water is dis- charged as a "tattle-tale"stream, the operator is assured coolin water is circulating through the engine properly.

Cooling Water and Bilge Hoses

On most pumps t w o hoses a r e attached t o t h e pump case and o u t l e t nozzle. One hose channels some of t h e water flowing

through t h e pump t o t h e exhaust manifold -- t h e h o t t e s t par t of t h e engine -- to cool t h e

block during operation. The other hose siphons water ou t of t h e bottom of t h e hull,

HIGH PRESSURE

COOLING	AREA
	./
/	/	BILGE

\

JET

PUMP

The direction of water flow through the cooling hose is opposite to the water flow moving through the bilge hose. The cooling hose routes water from the pump to the engine. Water is actualiy 'vacuumed*from the bilge through the bilge hose to the pump where it is forced out through thenozzle.

an d is referred to as the bilge system. The cooling hose has water flowing FROM t h e

pump. The bilge hose has wate r flowing TO t h e pump. Both hoses a t t a c h to t h e pump in

a similar manner.

What determines t h e direction of water flow?

T h e answer t o this question is in a simple

explanatio n of high and low pressure a r e a s along th e inside surface of t h e pump.

A feeler gauge may be used to measure the clearance between the impeller blades mid the pump case.

Close view of the nozzle with the cooling hose and the bilge hose clearly visible.

The bilge fitting protrusion extends into the water flow area. Waterpassing through causes a low pressure area a "vacuuming"- siphoning - effect -sucking water out of the bilge.

Close inspection of th e a r e a inside t h e pump at th e cooling water hose fitting re- veals a smoot h rounded shoulder with no

obstructio n o r obstacle to			impede t h e flow
of water.	4 high	pressure a r e a		develops
h e r e and	draws t h e	w a t e r down		t h e hose
attached to th e fitting.
F u r t h e r inspection of th e area inside th e
hosing a t	t h e bilge	hos e	fitting	reveals a

smal l protrusion around th e opening. This protrusion causes disturbance to the water flew and creates a n area of low pressure. This low pressure area will have t h e effect

of emptying ai r and w a t e r fro m t h e hose aft
wit h t h e impeller water flow -- similar			to
t h e	actio n of a vacuum cleaner , a s depicted
in	the accompanying illustration.	If	the

Location of the bilge pickup in the lowest part of the engine compartment. (Photograph taken with. the engine removed for clarity.

	ENGINE & JET DRIVE			1-5
o t h e r end of t h e hose is stibmerged in				w a t e r
inside t h e	hull, t h e w a t e r	will	be "vacuum-
ed" out.	In thi s manner	t h e	bilge system

drains t h e bilge.

Many an owner -- w i t h good intentions -- thinking his actio n would smoot h w a t e r flow and increase pum p p e r f o r m a n c e -- has filed the protrusion described in t h e previous par-

agraph smoot h wit h	t h e surrounding area of
t h e pump. 'During	operatio n of t h e wate r

craft, t h e bilge s y s t e m worked in REVERSE. Water was pumped from t h e impeller haus-

ing into	t h e bilge	area ,	quickly filling the
bilge and	possibly	sinking	t h e c r a f t b e f o r e

t h e rider had t i m e to realize what was happening.

Bilge Breather Fitting			fitting	is	installed at
A	bilge	breather
t h e highest		point of	t h e bilge		line.		This
f i t t i n g	has a small b r e a t h e r			hol e t o		preven t
siphoning w a t e r from			t h e	p u m p i n t o			t h e
bilge.	If t h e engin e was shut down with						th e
bilge hose filled wit h water					and	t h e	jet
pump fitting was positioned				higher		then t h e
end of	t h e bilge line, w a t e r would flow back
an d fil l t h e		bilge area. The small breather

hol e in the fittin g prevents this back-siphon- ing.

A bilge breather fitting may be installed in different locations, depending on. the engine model. However, it is

ALWAYS i&alledk the highest point in the bilge hose. The fitting has a small "breather'1hole which MUST be kept clean and unobstructed,

1-6 DESCRIPTION & OPERATION

1 4 IMPELLERS

Impellers provide thrust using a combination of water flow and water pressure in a closed environment.

The blades of an impeller overlap, thus water is trapped and forced through t h e impeller into th e pump cas e and nozzle. The water moving past t h e impeller resists

cavitation			because	i t is	under pressure.
de s in		the pump cas e a r e angled exactl y
opposite		to	those of	t h e impeller.		Thes e
blades	redirect t h e			water	to establish a
concentrated flow through t h e nozzle.
The	manufacturer			recommends a		radius
of about 1/64'' (0.3-0.5mrn)					for t h e	leading
edge of t h e impeller blade.					A sharper radius

will result in cavitation and a g r e a t e r radius will reduce pump efficiency.

Cavitation Burns

Cavitation burns are the worst enemy of a n impeller. These burns literally "eat away" material from t h e impeller, leaving holes and weakening t h e impeller structure. In e x t r e m e cases e n t i r e blades have been known t o "depart" from the impeller hub because the cavitation burns at th e base of the blade were so severe.

Cavitation burns are t h e result of !m- perfections (damage) on t h e impeller blades or air mixed with t h e wate r flow.

Cavitation burns may be caused by:

Wave jumping - air is sucked into t h e pump as t h e c r a f t leaves t h e surfac e of t h e water.

Bad sea l betwee n t h e pump case a n d o u t l e t nozzle -allowin

enter.

Leading edge of t h e impeller becoming damaged.

To explain exactly what causes cavi-

tatio n	burns, first, l e t us examine			t h e	last
cause.	If	t h e impeller	leading e d g e is		da-
maged	and	"mushrooms"	over t h e	blade, a
low pressure a r e a will form u
roomed lip.
A t atmospheric pressure, water				boils	at
212%.	Anytime t h e r e is an imperfection on

t h e surface of a n impeller blade and water ' passes over that imperfection, t h e water

pressure	Is lowered.	If	t h e	pressure is
lowered,	water will	boil	at a	much lower

temperature. Therefore, a i r bubbles will form in the water boiling under t h e mushroomed lip. The bubbles will c r e e p down t h e surfac e of the blade and accumulat e at t h e impeller hub. A high pressure a r e a is form- ed at the base of t h e blade. Here, t h e ai r bubbles will collapse and reform back int o water wit h a release of energy. This energy

is absorbed by t h e impeller				and results	in
material being e a t e n away.					a
The	impeller	should	b e	dressed to
slightly	rounded	edge.	I t is	impossible	t o

achieve a perfectly straight sharp edge, as one side will always be convex and t h e o t h e r

side concave.	The concave side will form a n
a r e a of low	pressure and encourage cavi-

tation as described above.

The other two cause s of cavitation -- defectiv e seals and wave jumping -- occur s when air is sucked in with the water flow. The s a m e principles apply, a s just described, in the previous paragraphs. Air bubbles will c r e e p down t h e surface of t h e blade and accumulate at th e impeller hub. A high pressure a r e a is formed at the base of t h e blade. Here, th e ai r bubbles will collapse and reform back into wate r with a release of energy. This energy is absorbed by th e impeller and results in materia l being e a t e n away.

1-5 REPLACEABLE PARTS

Any time t h e engine or jet pump is disassembled, all manufacturers and t h e authors heartily recommend all p a r t s included in an overhaul kit be installed. An engine k i t usually includes all gaskets, seals, O-rings, and othe r p a r t s required to rebuild th e engine. Pistons, rings, bearings, crank-

shaft s and even blocks		should b e inspected
t o determine if they		a r e	f i t	for further
service.	The pump kit s usually			include	a l l
gaskets,	seals, O-rings,	and	other p a r t s		re-

quired to restor e full efficiency and "like new" condition t o th e je t pump unit.

1-6 DEBRIS REMOVAL AND

ENGINE OVERHEATING

A s may b e expected, a clogged impeller will slow t h e craft. The volume of wate r passing through th e nozzle and water veloci- t y will be reduced. A clogged impeller m a y caus e restricte d cooling water through the engine.

Many times the cooling water supply hose, if no t properly secured with a hose clamp, may "blow off". The engine loses i t s supply of cooling water and internal damag e quickly occurs.

Some units a r e equipped with an overheating warning horn. If t h e horn sounds, SHUT DOWN the engine immediately and remove t h e restriction or check t h e cooling hose connection.

Caution must be exercised when moving t h e c r a f t off a beach t o avoid sucking in mud, sand, pebbles, or rocks through th e intake. Such ingestion could cause d a m a g e to the impeller, t h e vanes in the impeller duct, or clog engine cooling passages.

The engine cooling passages must b e flushed with clear water on a regular basis.

This is accomplished by simply connecting a garden hose to t h e cooling water hose or

fittin g on the manifold,	if so equipped.	Such
a n easy maintenance	practic e should	be-

c o m e a habit and will prevent accumulation o f debris which could restric t engine coolant water flow and cause overheating.

1-7 REVERSE CAPABILITY

At press time, only a few Kawasaki water- craft were equipped with a "reversegate". This

"gate"is installed in such a manner to swing down over the steering nozzle and forces the water from the jet pump nozzle to be directed forward - thus moving the craft sternward. The gate is controlled by the operator through a cable.

Any obstruction, such as a plastic bag, sucked up against the rock grate will drastically restrict water volume through the pump. A reduction in water flow affects craft performance cm-d cooling water to the engine.

Such a condition may quickly lead to a serious and

REVERSE CAPABILITY 1-7

With the "gate" is the fully raised position, all water is directed to the rear of the craft and the craft moves forward.

If the "gate"is lowered partially, some of the water is directed forwardand some is allowedto move stemward - the craft is "static"in the water and the "gate could be considered in a "neutral"position.

When the "gate"is allowed to move to the fully lowered position, almost all of the water is directed forward and the craft moves stemward - the gate could be considered in a "reverse" position.

Adjustment of the reverse cable is covered in

Chapter 11, Control Adjustments.

1-8 SPECIAL FEATURES

The Kawasaki Serie s covered in this manual have a couple of unique f e a t u r e s worth mentioning at this time. One is a n rpm limiter t o prevent a n almos t "runaway" engine condition when the operator is wave jumping, using a ramp, o r performing any number of other gyrations for fun or during cornpetion.

R M R S

1 GATE

NOZZLE

L--

NEUTRAL

Simple line drawings to illustrate waterflow from the nozzle with the reverse "gatemin the full FORWASD position (top), in the NEOTSAL position (center), and in

expensive overheating problem.

the full REVERSE position (bottom).

1-8

DESCRIPTION & OPERAT

A minor, b u t importan t

f e a t u r e --labeled

"Throttle

Opening Limiter"

--

is

a

simpl e

a r r a n g e m e n t

t o

limit

engine rp m

entirely.

e v i c e is importan t

to o u t f i t s

renting

personal w a t e r c r a f t to novice users.

Another

f e a t u r e is a self-circling

s y s t e m

enabling

a n

o p e r a t o r

who

may b e

thrown

f r o m the

c r a f t

to g e t

back

aboar d

a n d

regain contro l of

the c r a f t .

RPM Limiter

Jumping

wave s c a n c a u s e

extensiv e in-

t e r n a l engine stresses.

As soon as t h e

c r a f t

leave s

t h e

water , engine

speed --

if

l e f t

unchecked --

would rapidly increas e

t o as

much

as

12,000 rpm.

As soon

as the

c r a f t

re-enters

t h e

w a t e r , engine speed

instantl y

d e c r e a s e s t o

a b o u t 6,000

rpm.

This sudden

increas e and decrease in engin e speed is dramaticall y hard on engine life. R e p e a t e d

jumps have been known	t o c a u s e b e n t crank-
shafts and/or broken connectin g rods.
Therefore, t h e need	certainl y existe d fo r
an rpm limlrer which	would a u t o m a t i c a l l y

reduc e engine rpm under such conditions. Since 1990, an electronic rev limiter has

been installed on all models. This type limiter is, as the factory intended, very difficult to bypass. No! We are not going to reveal exactly how it functions or how it can be bypassed.

Throttle Opening Limiter

The engines covered in this manual are equipped with a device to limit throttle opening. If the owner wishes to limit craft speed while the unit is on loan -- or renting - to a novice rider, a throttle limiter, next to the twist grip on the handle bar, as shown in the accompanying illustration, may be adjusted for this purpose.

The owner of the craft simply loosens the bolt - slides the lever on the throttle limiter to the desired position -- tightens the bolt to hold the adjustment -- thus, engine rpm is limited and the craft's speed is restricted.

Self-circling Mode

Some ~awasakimodels are equipped with an emergency tether behind the engine "kill" switch. On all other craft, Kawasaki engineers incorporated a self-circling feature causing the craft to automatically follow a large circular

course if the operator should fail or be thrown from the craft.

T h e t h e o r y behind		this	f e a t u r e	is simila r
to t h a t	of a f r e e rolling		automobil e tire .
When a	single t i r e is	set	rolling	freely, i t

will eventually slow dow n -- begin to wobble

-

finally

c i r c l e on its edge

on o n e

side -

eventually coming to res t on t h e ground.

With the personal

w a t e r c r a f t -- once t h e

o p e r a t o r

leave s

t h e

c r a f t ,

engine

rprn

is

automaticall y reduced to a n idle speed.

Be-

cause t h e

center

of g r a v i t y

fo r the

c r a f t

shift s dramaticall y forwar d

due to t h e loss

of

t h e

rider, the

bow drop s

a n d t h e

c r a f t

begins

to

"plow"

through

t h e

w a t e r

instead

of "planning" on an e v e n keel.

Now,

t h e actio n

of

wave s agains t

t h e

hull will act

t o provide

a continuous

f o r c e

preventin g

t h e

c r a f t

fro m

following

a

straigh t course. This wave action constant -

ly

pushing

on

t h e

c r a f t

will

cause i t

to

follow a

circula r course.

Without

s t e e r i n g

f r o m a n

operator ,

t h e

c r a f t

slowly m a k e s a

circular

swee p

to p o r t

-- o r

t o

s t a r b o a r d --

giving

the

o p e r a t o r

the c h a n c e

t o c a t c h

the

c r a f t as i t

c o m e s aroun d -- climb a b o a r d --

a n d continu e his fun ride.

ONLY

This

self-circling

f e a t u r e

will

work

if

t h e engin e idle speed

is s e t c o r r e c t -

ly.

If

idle

speed is set t o o high

-- t h e c r a f t

will con t i n u e in a s t r a i g h t course.

A throttle limiter device may be employed to limit engine rpm and thus craft, speed. Rental outfitsfind this device most useful to restrict *customersnspeed on the water.

Page: 13 - Kawasaki - PWC Jet Ski 1992-1998 Repair Manual - http://www.ReadManuals.Com

good judgement,

govern-

2-1 INTRODUCTION

Personal watercrafting is one of the

fastest	growing leisure	activites in t h e
world.	Riding a personal	watercraft can be

an exciting, exhilarating, and safe exper- ience provided the opera tor exercises prudent behavior and remains in constant con- trol of the vehicle.

Personal watercraft may be likened t o a firearm. Weapons do not injure people, but t h e individual handling them is the t r u e culprit. In a similar manner, if t h e personal watercraft is operated i n an unresponsible manner t h e driver, passengers, and others using the same waterway may be in danger.

The greatest hazard in operating a personal watercraft stems not from the craft itself, but from the behavior of t h e operator. The Personal Watercraft Industry Association {PWIA) and t h e National Marine Manufacturers Association (NMMA) recognize there a r e a number of problems due t o irresponsible craft opera tors contributing lo tarnishment of t h e sport. Specifically, these problems range from alcohol and substance abuse t o excessive noise, speed, and reckless maneuver in Insensitive opera tors can disrupt an otherwise enjoyable day f o r other c r a f t users through misconduct on the water. These individuals of ten endanger their own lives as well as the lives of others by losing full control of their crafk.

Organized events, races, and exhibitions, properly planned and controlled have proven to be a spectaclular event appealing t o a wide range and number of participants and spectators.

Craft Classification

Any c r a f t equipped with propulsion ma- chinery is classified as a motorboat.

Personal watercraft are classified as "Class A inboard boats" by t h e Coast Guard

and therefore are subject to most of the s a m e laws and requirements as more conventional larger craft. A decal, usually affixed somewhere in t h e stern area, lists exceptions the Coast Guard has granted for this type of water vehicle.

Information

In 1989, several s t a t e s recognized the need t o impose specific regulations

ing operation of personal watercraft. Rules and regulations differ from s t a t e to state and are constantly being revised. Therefore, i t would be an impossible task t o present current legislation on personal watercraft activites. Before t h e printing ink for this publication was dry, additions, deletions, and revisions would already be in effect .

For current information, t h e reader may call 1-800-336-BOAT for t h e name and ad-

PWC owners and their friends prepare for a SAFE fun day on the water. By paying attention to U.S. Coast

Guard safety requirements and using

their e&zyment will actually be increased many fold.

2-2 SAFETY

dress of the local Boating Law Adminis-

trator. The reader may also	contact t h e
PWIA Government Relations	Representa-
tive, Washington, D.C.

Regulation Enforcement

The U.S. Coast Guard and s t a t e enforcement officers have the authority to stop any

c r a f t to check for compliance	with federal
or state law. They can order	a craft t o

return to the closest dock and remain out of t h e water until the hazardous condition of t h e craft is corrected.

Examples are:

Inadequate number of Personal Flotation Devices.

M issing/Inoperative f i r e extinguisher. Overloading.

Opera tion at night without proper lights.

Fuel leakage.

Fuel transportation (other than ap- proved fuel tank).

Failure to meet ventilation requirements.

Failure to meet carburetor backfire flame arrester requirements.

Excessive leakage or accumulation of water in the bilge.

The US. Coast Guard and state enforcement officers have the authority to stop any c r a f t if they determine the c r a f t is being operated in a negligent manner. Negligent operation is defined as "the failure to excer- cise the degree of care necessary to prevent the endangering of life, limb, or property of any person".

Examples are:

Operating while under the influence of drugs or alcohol.

Excessive speed in a congested area. Excessive speed in stormy or foggy

condi dons.

Coming too close to another vessel. Operating in a swimming area where

bathers a r e present.

Towing water skiers where obstructions exist or where a fall might cause skier to be struck by another vessel.

Operating in the vicinity of a dam. Cutting through a marine parade or

2-2 MINIMUM LEGAL REQUIREMENTS

FOR EQUIPMENT ONBOARD CRAFT

All personal watercraft owners MUST provide the following equipment;

One approved Type I, 11, III or IV PFD (personal flotation device) for each person on board or being towed on water skis, etc.

An efficient sound producing device.

A 0-1 approved hand portable f i r e extinquisher.

Visual distress signals for nighttime use, if operated on coastal waters.

Personal Flotation Devices (PFDs)

The Coast Guard requires an approved life-saving device be worn by each person on board. Devices approved a r e identified by a tag indicating Coast Guard approval. Such

devices may b e life	preservers, or buoyant
vests. Ring buoys, or buoyant		cushions	a r e
not acceptable.
Life preservers	have been	classified	by

t h e Coast Guard into five type categories. All PFDs presently acceptable on recreational c r a f t fall into one of these five designa- tions. Only fou r of the five caiagories are stipulated by legal requirements. Type V is not acceptable for use on a personal water- c r a f t .

Type I P F D Coast Guard approved life jacket. This type flotation device provides the greatest amount of

regatta.

buoyancy.

A Type III PFD requires the wearer t o be active to remai n upright in the water. This type device is comfortable and allows the wearer to actuoE?y swi m while in the water.

A PFD MUST be US. Coas t Guard approved, in good and serviceable condition, a n d of an appropriate size for the person intending to wear it.

I t is an accepted f a c t t h a t most boating people own life preservers, but too few actually wear them. There is l i t t l e or no excuse for not wearing one because t h e modern comfortable designs available today do not subtrac t from an individual's boating pleasure.

PFD s may have a long serviceable life, if proper c a r e is exercised and t h e device is not abused. Wipe t h e m clean and dry before storing in a well ventilated a r e a during t h e off-season. NEVER use a PFD as a fender. A crushed PFD loses its buoyancy and become s useless.

Type1 PFD has th e g r e a t e s t required buoyancy and is designed to turn most UNCONSCIOUS persons in t h e wate r from a face down position t o a vertical or slightly backward position. The adult size device provides a minimum buoyancy of 22 pounds and t h e child size provides a minimum buoyancy of 11 pounds. The Type I PFD provides t h e g r e a t e s t protection to its wearer and is most effectiv e for all waters and conditions.

Type II PFD is designed to turn it s wear- er in a vertical or slightly backward position in t h e water. The turning actio n is not as pronounced a s with a Type I. The device will not turn a s many different type persons

LEGAL REQUIREMENTS 2-3

under the same conditions a s the Type I. An adult size device provides a minimum buoy- ancy of 15; pounds, t h e medium child size provides a minimum of 11 pounds, and t h e infant and small child sizes provide a min- imum buoyancy of 7 pounds.

Type HI PFD is designed t o permit the wearer to place himself (herself) in a verti-

	h tly backward position.			The Type
	has t h e	s a m e buoyancy			a s t h e
Type 11	P F D but i t	has littl e or		no	turning
ability.	Many of	t h e Type III PFD a r e
designed to be particularly			seful when wa-
t e r skiing, sailing,		hunting, fishing, or en-
gaging in other water sports.			Several of this

type will also provide increased hypothermia p r o t e c t ion.

Type IV PFD is designed to be thrown to a person in t h e water and grasped and held by th e user until rescued. I t is NOT design- e d to b e worn. The most common Type IV PFD is a ring buoy o r a buoyant cushion.

ONE LAST WORD

Common sense d i c t a t e s the "cheap an d eerful" approach does not pay when ap- plied to a lif e preserving device. Select and buy t h e very best. Th e life you save may be

your own.

NOW, THESE WORDS

Due to th e nature and maneuvering characteristic s of personal watercraft , and f r o m a "practicalH standpoint, t h e following paragraph on bells, horns, and whistles hardly apply. The information is included t o m a k e t h e manual "complete" and because accord-

ing to t h e	U S . Coast Guard they a r e requir-
ed. Also,	t h e authors feel t h e			reader		may
"skipper"	or	"crew"	on a larger		c r a f t	and
therefore,	might be required			t o	use	t h e
information presented here.
Bells, Horns and Whistles
All c r a f t		must	c a r r y som e means of

producing an efficien t sound signal and t h e sound must b e audible for a specific distance and duration, depending on t h e size o f th e craft. For personal watercraft , a n audible sound must carry for one half mile and b e of four t o six second duration.

Law enforcemen t c r a f t a r e t h e ONLY boats allowed to use sirens.

Personal watercraf t operators a r e re- quired t o sound fog an d maneuvering signals

2-4 SAFETY

when underway in fog or rain a s a means of corn munication b e tween c r a f t which a r e not visible. This system was devised to a l e r t nearby c r a f t of the presence of other s in t h e wate r and as a means of communicating maneuvering intentions. Signals Indicating maneuvering tactic s a r e short on e second blasts.

One blast indicates the	c r a f t	is	turning	t o
starboard.
Two blasts indicate th e	c r a f t	is	turning	t o
port.

Thre e blasts indicate the c r a f t is in reverse. Five o r more blasts indicate - stay away - danger.

A prolonged blast lasting 4 to 6 seconds duration every tw o minutes indicates a straight- line course in poor visibility.

These signals should b e memorised by every personal w a t e r c r a f t opera tor, not necessarily because t h e operator would give them, but in the even t of a head on collision with say a large powerboat, t h e skipper may

signal his intention t o turn eithe r t o port or starboard using this system of communication.

Fire Extinguishers

Personal w a t e r c r a f t	a r e	classified	a s
"Class A inboard boats"	by t h e C o a s t Guard
and therefore are required		to c a r r y a	B-I
f i r e extinguisher.

All fire extinguishers must bear Underwriter s Laboratory (UL) "Marine Type" ap-

proved labels.	With t h e UL certification,
t h e extinguisher	does not have t o have a

Coas t Guard approval number.

B-I contains 1-1/4gallons foam, or 4 pounds carbon dioxide, or 2 pounds dry chemical agent, or 2-1/2 pounds Halon.

READ labels on fir e extinguishers. If th e extinguisher is ILL. listed, it is approved for marine use.

Any personal watercraf t ca n be rolled over and held under water for a fe w seconds to extinguish t h e fire. Turning th e craft over in t h e wate r will prevent oxygen from entering the engine compartment. Without oxygen, t h e fire will soon exhaust t h e re- maining oxygen i n the compartmen t and then g o out. DO NOT open t h e engine compartmen t until the smoke ha s complete- l y stopped, then open with g r e a t caution and have a fir e extinguisher a t hand.

Personal Watercraftare required to carry a Type B-l fire extinguisher aboard. On many craft, a &mp&&rnent for the extinguisher i s located in the stern where it is readily available.

Visual Distress Signals

Coast Guard Regulations require personal watercraf t t o carry night visual distress signals when used on coastal waters - even

though i t	is illegal	to o p e r a t e	a personal
w a t e r c r a f t a t night.
Coastal	water s	include:	th e G r e a t

Lakes, t h e territorial seas and thos e w a t e r s

directly connec fed t o th e G r e a t	Lakes and
t h e territorial seas, up t o a point	where t h e

water s a r e less khan two miles wide.

These signals assist rescuers in locating and aiding people in distress. This infor-

mation is useful	to every personal water-
c r a f t owner, t o	know how to respond to
others in distress.

For night use: Pyrotechnic visual distres s signaling devices (red flares, hand held or aerial) MUST b e C o a s t Guard Approved, in serviceable condition and stowed to be

readily accessible.	If	the y a r e marked		with
a d a t e showing	the	serviceable	life,	this
date must not have passed.
Coast Guard Approved pyrotechnic de-
vices c a r r y an expiration date.			This	d a t e

can NOT exceed 42 months from the date of manufacture and at such time the device can no longer be counted toward the minimum requirements.

The only non-pyrotechnic visual distress evice approved by the coast guard for use at night is an electric distress light -

- not a flashlight but an approved electric distress light which MUST automatically flash the international SOS distress signal ( ...- - - ...)four to six times each minute.

2-3 MINIMUM LEGAL REQUIREMENTS

FOR REGISTRATION OF CRAFT

Federal regulations require all personal watercraft to be issued a registration num- ber and have the number displayed i n a specific manner on the craft.

The "Certificate of Number" is issued by the state and must be carried on board at all times. The Hull Identification Number (HIN)is necessary to register the craft with the state.

The registration number must be display- as follows:

The figures must be read from left to right.

The figures must be displayed on the forward half of each side of t h e bow of the craft.

The figures must be in bold, block letters of good proportion and must not be less than 3 inches high.

The figures must be of contrasting color to the craft hull, or background.

The figures must be as high above the waterline as practical.

No figures other t h a n those assigned to th e craft can be displayed on the forward half of the craft.

Letters must be separated from num- bers by spaces or hyphens.

Validation decals (if required by state) must be displayed within 6 inches of the registration number.

Elaborate color schemes and custom detailing are very much a part of t h e fun of owning a personal watercraft. HOWEVER, the paint design must not obstruct the regis- trailon numbers or the validation decal. Like an automobile without a license plate,

PRACTICES 2-5

sooner or later a craft with no visible registration numbers will attract t h e attention of t h e law.

Hull Identification Number

lations require all personal watercraft to have a Hull Identification Number (HIN) permanently attached to the craft in two separate locations: on the starboard side of the transom, above the waterline. The HIN must also be displayed in an unexposed location, which is usually left to t h e discretion of the manufacturer.

2-4 SAFETY PRACTICES

MOST IMPORTANT WORDS

IN THIS MANUAL

Under normal vehicle operation -- in an automobile, truck, motorcycle, tractor - if an emergency situation arises in front of the vehi- cle, the immediate response is foot off the throttle - reducing SPEED-- and hit the brake.

WRONG, WRONG, WRONG, in a personal watercraft. Water rushing through the jet pump and out the steering nozzle is the ONLY means of control. Once the throttle is fully backed off, direction of the craft can NOT be changed regardless of how drastic the operator may move the handle bars. The craft will continue on its course.

THEREFORE, if an emergency arises dead ahead, DO NOT back off the throttle cornplete- ly. Reduce speed, but keep control.

Full Throttle Operation

Prolonged operation at full throttle will raise the cylinder head temperature by

The validation decal and registration number are required by almost all states and Canadianprovinces to be displayedport and starboard on theforward portion oftke hull.

2-6	SAFETY
about	1 0 0 above	normal. Some uni ts a r e
equipped with a thermo-switch			engine temp-
e r a t u r e sensor.		This sensor	is connected

directly t o t h e CDI unit and grounded t o the engine kill switch. If the engine tempera- t u r e exceeds a maximum value specifed by

t h e manufacturer, th e ignition	will	be
grounded and t h e engine shut down	to	pre-
v e n t damage through overheating.

3umping Waves

In the very early days of personal water- c r a f t , jumping could cause extensive internal engine damage. When the c r a f t left th e water, unchecked engine rpm rapidly in-

creased	to as high a s 12,000 rpm.	As soon
as t h e	craft re-entered t h e water ,	engine

rprn instantly decreased t o about 6,000 rpm. This sudden increase and decreas e in engine speed dramatically shortened engine life. In those days, repeated jumps were known t o cause bent crankshafts, sheared flywheel

keys,	and broken connecting rods.
Yamaha engineers developed a n rprn lim-
i t e r	system a s an integral	par t of t h e CDI
unit.	This limiter prevents	high engine rpm

and a n almost "runaway" condition, during wave or ram p jumping. On "stockf1, ou t the door factory units, this limiter r e s t r i c t s engine speed t o about 7100 rpm. Thus, wave jumping, using a ramp, and a host of othe r almost unbelievable manuevers can be performed without undue stres s on t h e engine. Today, with an rpm limiter system installed, a bent crankshaft or broken connecting rod i s almost non-existen t.

Kawasaki engineers developed the limiter system to make it very difficult to bypass, as was d o n e many rimes in th e past. No!, we shall not reveal operacion or possibilities for bypass.

Several decals may be affixed	t o the stern of the
hull to indicate compliance with or	exceptions granted
t o normal Coast Guard regulations.

Alcohol and Substance Use

Operating a personal w a t e r c r a f t while under t h e influence of eithe r alcohol o r drugs is bot h illegal and l i f e threatening.

This	f a c t cannot b e		s t a t e d	t o o		strongly.
Such	substances a f f e c t vision			and		slow	re-
actio n times.		The danger is quadrupled					in a
c r a f t	on the	water	compared		t o	on	the
shore.
Age Restrictions
Children under 14			year s	of	a g e should
not o p e r a t e a w a t e r c r a f t unless					accompan-

ied on a t w o passenger c r a f t by a n adul t experienced operator. Specific minimum age limits have been imposed by many states.

Speed Restrictions

Where no speed limits a r e posted, commonsense d i c t a t e s t h e c r a f t should be oper- a t e d s o i t will pose no danger t o othe r water users or t h e operator. Many states now have enforced speed limits for certai n a r e a s and conditions.

When entering "no wake" or 5 mph zones, such as fishing areas, swimming area s or marinas, the operator must slow t o headway 'speed, the slowest speed at which appropriat e steering capability c a n be maintain-

ed.		for law enforce-
Individuals	responsible
men t on t h e	wate r a r e	keeping an e v e r

vigilant eye on personal w a t e r c r a f t i n many areas. Horseplay such as "wetting down" o r "buzzing" other water users may result In a "ticket" fo r negligent operation.

Operation at Night

Personal	w a t e r c r a f t a r e			not	equipped
with lights and		therefore,	it	is	illegal to
o p e r a t e such	a	c r a f t on	the	wate r a f t e r

sunset.

Shallow Water Operation

Under normal conditions, personal water- craft may be operated in very shallow waters, and it is possible to maneuver the craft directly onto a sloping beach.

Caution must b e exercisedwhen moving the craft off a beach to avoid sucking in mud, sand, pebbles, or rocks through t h e intake. Such ingestion could cause damage to the impeller, the vanes in the pump bowl, or clog engine cooling passages.

WARNING

Expelled sand and small pebbles may cause INJURY to persons in thearea.

A grate d sectio n set into the hull bottom helps prevent t h e ingestion of small rocks a n d pebbles.

C a r r y about a foot of stiff wire aboard for use in probing int o t h e impeller are a t o dislodge debris where fingers cannot reach.

Engine Compartment Ventilation

All motorboats (personal w a t e r c r a f t in-

cluded) built a f t e r April 25,		1940 and befor e
August	1, 1980, powered by a gasoline en-
g i n e or	by fuels having	a flashpoint of

110 F or less MUST have th e following, which is quoted from a r e c e n t Coas t Guard publication:

A t	least two	ventilation ducts f i t t e d
with	cowls or	their equivalent for t h e

urpose of properly and efficiently ventilating t h e bilges of every engine an d fuel tank compartment. Each d u c t must be at leas t tw o inches in internal diameter.

There shall b e at leas t on e exhaust duc t installed so as t o extend from t h e lower portion of the bilge to cowls in the open air, and at least one intake duc t installed s o as t o extend t o a point at leas t midway to t h e bilge or at leas t below the level of the carburetor air intake.

Flame Arresters

A f l a m e arrestor, a s th e nam e suggests, safeguards against flame caused by engine backfire.

A gasoline engine installed in a motorboat or motor vessel a f t e r April 25, 1940, excep t outboard motors, must have a Coas t Guard Approved flame arresto r fitted to the carburetor. This requirement applies to personal w a t e r c r a f t because t h e engine is enclosed.

Fuel System

All p a r t s of the fuel system should be selected and inst alled to provide maximum service and protection against leakage.

			PRACTICES				2-7
The capacit y o f t h e			fuel	filte r	must		b e
large	enough to handle		th e	demands of			the
engine as specified		by	t h e	engine		manu-
facturer.
All	fittings and outlets			must c o m e ou t
t h e top of t h e tank.
In	order t o obtain maximum circulation
of air around fuel tanks,			t h e tan k should not
c o m e	in c o n t a c t	with t h e hull				except
through t h e necessary			supports.		The sup-

porting surfaces and hold-downs must fasten t h e tank firmly an d they should be insulated from t h e tank surfaces. This insulation material should be nun-abrasive and nonabsorbent material.

Taking On Fuel

The fuel t a n k should be kep t almost full t o allow fo r expansion, b u t still prevent wate r from entering the system through condensation caused by t e m p e r a t u r e changes. Water droplets forming a r e one of t h e g r e a t e s t enemies of t h e fuel system. By

keeping the t a n k almost full, the	air space
in t h e tank is kept t o a n absolute	minimum

and t h e r e is less room for moisture t o form. I t is a good practic e not to store fuel in t h e tank over an extended period, say fo r six months. Today, fuels contain ingredients that change int o gums when stored for any length of time. These gums and varnish products will cause carburetor problems and poor spark plug performance. An additive (Sta-Bil) i s available and ca n be used t o prevent gums and varnish from forming.

Carburetors on persona! watercraft are required to be fitted wiih a flame arrester because the engine cornpa'-tment is an enclosed area.

Excessive Noise

Every manufacturer designs a stock ex- haust system t o keep noise t o a minimum. A poorly maintained or modified exhaust system will produce excessive and disturbing noise. This is a form of air polution and is illegal in most states.

Automotive Replacement Parts

When replacing fuel, electrical, and oth- e r parts, check t o be sure they a r e marine type and Coast Guard Approved. Automotive parts a r e not made to the high stand- ards of marine parts. The carburetors must NOT leak fuel; electrical equipment MUST

be able to operate in a gas	fume enclosed
a r e a without exploding; etc.	Automotive

parts could cause a fire endangering t h e operator, passengers, and the craft. The part may look t h e same and even have a similar number, but if it is not MARINE i t is not safe to use and will not pass Coast Guard inspection.

Overloading

Each personal watercraft is designed t o carry a specific number of persons. Attempting to board more passangers than the c r a f t is designed t o carry, will upset weight distribution causing a marked decrease in performance and possible loss of control.

2-5 BOATING ACCIDENT REPORTS

New federal and s t a t e regulations require an accident report t o be filed with the nearest s t a t e boating authority within 4 8 hours if a person is lost, disappears, or is injured t o t h e degree of needing medical treatment beyond first aid. The time limit is reduced to 24 hours if the accident results in a loss of life.

Accidents involving only property or equip- ment damage MUST be reported within 10 days, if the damage is in excess of

Some states require reporting of accidents with propery damage less then $500.00 or a total boat loss. A $1,000.00 PENALTY may b e assessed for failure to submit the report.

WORDS OF ADVICE

Take time to make a copy of the report t o keep for your records or for t h e insurance company. Once the report is filed, the Coast Guard will not give out a copy, even to the person who filed the report.

The report must give details of the accident and include:

1-	The date, time, and exact location of
t h e occurrence.
2- The name of each person who died,
was lost, or injured.
3-	The number and name of the vessel.
4-	The names and addresses of t h e own-
e r and operator.
If	the operator cannot file the report for

any reason, each person on board MUST notify the authorities, or determine that the report has been filed.

In	nautical terms,	t h e front of the c r a f t
is the	bow; the rear	is t h e stern; the right

side, when facing forward, is the starboard side; and t h e l e f t side is the port side. One easy way t o remember this basic fundamen- t a l is to consider t h e words "port" and "leftw both have four l e t t e r s and go together.

All directional references in this manual use this terminology. Therefore, t h e direction from which an item is viewed is of no consequence, because starboard and port NEVER change no matter where t h e individual is located, or standing, even on his or her head.

2-6 SECURITY

A s mentioned	in the opening paragraphs
of this chapter,	personal watercrafting is

one of the fastest growing leisure activites in the world. Like most persona! possessions, personal watercraft have value and

valuables a r e subject	t o be lost	t o un-
scrupulous characters	-- thieves.	The best

advice for a personal watercraft owner is "lock i t or lose it".

Do not leave t h e c r a f t unattended on t h e beach or dock. ALWAYS remove t h e kill switch tether from the switch and of course, t h e ignition key, if t h e unit is equipped with these features. Certain aftermarket secur-

ity devices	a r e	available	for installation t o
prevent t h e f t of personal			watercraft. These
include:	A	"secret"	ignition grounding

switch, which grounds one side of the ignition coil, and a hidden fuel shut-off valve.

Most owners transport their c r a f t on trailers or in t h e bed of a pickup truck. If loaded on a trailer, chain and lock the c r a f t t o the trailer. Invest in a hitch lock so t h e trailer cannot be detached from the towing

vehicle. If	t h e c r a f t	is loaded on a pickup
truck, chain	and lock	i t t o the bed, or t o a
large and heavy object.

UNIN

3-1 INTRODUCTION

The efficiency, reliability, fuel economy and enjoyrnent available from engine performance a r e all directly dependent on having t h e engine tuned properly. The importance of performing service work in the sequence detailed in this chapter cannot be overemphasized. Before making any adjustments, check t h e specifications in t h e Ap- pendix. NEVER rely on memory when rnak- ing critica l adjustments.

Before beginning t o tune any engine, check t o b e sure t h e engine has satisfactory compression. An engine with worn or broken piston rings, burned pistons, or scored cylinder walls, cannot be made to perform properly no m a t t e r how much t i m e an d expense is spent on th e tune-up. Poor compression must be correcte d or t h e tune- up will not give th e desired results.

A practical maintenance program t h a t is followed throughout the year, is one of the best methods of ensuring t h e engine will give satisfactory performance at any time.

The e x t e n t of t h e engine tune-up is usu- ally dependent on the tim e lapse since t h e last service. A complet e tune-up of t h e e n t i r e engine would entail almost al l of the

work outlined in this		manual.	A	logical
sequence of	steps will	b e presented		in gen-
era l terms.	If additional information o r

detailed service work is required, th e chap- ter containing t h e instructions will b e refer - enced.

Each year higher compression ratios a r e built into modern marine engines and t h e electrica l systems become more complex, especially with electronic (capacitor discharge) units. Therefore, th e need for reliable, authoritative, and detailed instructions becomes more critical. The information in this chapter and t h e referenced chapter s fulfill t h a t requirement.

3-2 TUNE-UP SEQUENCE

During a major tune-up, a definite sequence of service work should be followed to return th e engine to th e maximum per-

formance desired.		This type of work		should
not b e	confused	with attemptin g t o		locat e
problem	area s of	"why"	t h e engine	is not
per forming satisfactorily.			This work is clas-

sified as "troubleshooting". In many cases, thes e two area s will overlap, because many times a minor o r major tune-up will correc t the malfunction and return the system t o normal operation.

The following list is a suggested se-

quence of tasks		t o perform during t h e tune-
up service	work.		The tasks a r e merely
listed here.	In	most	cases, procedures a r e

A clean, properly tuned,and adequately maintained power unit can multiply by many fold the enjoyment derived fromowning and operating a personal westercraft-

3-2 TUNING

given in subsequent sections of t h i s chapter. For more detailed instructions, see t h e referenced chapter, for the unit being seviced.

1- Perform a compression check of each cylinder. See Ignition Chapter.

2- Inspect the spark plugs to determine their condition. Test for adequate spark at t h e plug. See Ignition Chapter.

3- Start the engine in a body of water or connect a "Flushing Kit" with a garden hose and check the water flow through the engine, See Engine Chapter.

4- Check the carburetor adjustments and the need for an overhaul. See Fuel Chapter.

5- Check the fuel pump for adequate performance and delivery. See Fuel Chapter.

6- Make a general inspection of the ignition system. See Ignition Chapter.

7- Test the cranking motor and the solenoid. See Elec tr ical Chapter .

8- Check the internal wiring.

3-3 COMPRESSION CHECK

A compression check is extremely important, because an engine with low or uneven compression between cylinders CAN- NOT be tuned to operate satisfactorily. Therefore, i t is essential that any compression problem be corrected before proceeding with the tune-up procedure.

If t h e engine shows an y indication of overheating, such as discolored or scorched paint, inspect the piston skirts visually thru

t h e transfer ports, using a mirror and flashlight, for possible scoring. It is possible for a cylinder with satisfactory compression t o be scored slightly.

Checking Compression

Remove the spark plug wires. ALWAYS grasp t h e molded cap and pull it loose with a twisting motion to prevent damage to the connection. Remove both spark plugs and remember from which cylinder they came for evaluation later. Ground both spark plug leads to the engine t o render the ignition system inoperative while performing t h e compression check.

Insert a compression gauge into the forward spark plug opening. Crank the m g h e with the cranking motor, through at least four complete revolutions of the crankshaft, with the throttle at the wide-open position, to obtain the highest possible reading. Repeat the test and record the compression for the other cylinders.

T h e manufacturer specifies the compression pressure for a new engine should be 142.2 psi

(981 kpa) for two cylinder engines, 110psi (759 kpa) for three cylinder engines. A variation between cylinders is far more important than the actual readings. A variation of nmre than 15 psi between the two cylinders indicates the lower compression cylinder is defective. The problem may be worn, broken, or sticking piston rings, SCOI-ec1pistons or worn cy1i11ders.

Use of an engine cleaner will help to free stuck rings and to dissolve accumulated carbon. Several different brand names are available from the local marine or automotive parts house. Follow the directions on the can closely.

Performing a compression. test on. a three-cylinder engine. The spark plug high tension leads have been grounded in the rack on the electrical box -- shown in the next column -- to prevent placing a n unnecessary extraload on, the ignztion coil.

Clear view of the rack for ground*

the high-tension

spark plug leads whenever special teats are mduncted ore the ignition system.

reed on

3-4 SPARK PLUG INSPECTION

Inspect both spark plugs for badly worn electrodes, glazed, broken, blistered, or lead fouled insulators. Replace both the plugs, if either shows signs of excessive wear.

Make an evaluation of the cylinder performance by comparing the spark or "firing" condition with those shown in the Ignition Chapter. Because different engines may require different configurations,an increasednurnberof spark plugs are manufactured to meet the specifications. Check each spark plug to be sure they are both of the same manufacturer and have the same heat range rating. If the new spark plugs are not of the same heat range, misfiring of the engine may occur.

w h e n purchasing new spark WAYS ask the dealer if there has b

r the engine being serviced. The standard is 0.030" for all series

engines- covered in this manual.

Crank the engine through several revolutions to blow out any material which might have become dislodge during cleaning.

Install the spark plugs and tighten them to

a torque value of 14 ft Ibs (20Nrn). ALWAYS use a new gasket and wipe the seats in the head

clean. The gasket must be fully compressed on clean seats to complete the heat transfer process and to provide a gas tight seal in the cylinder. If the torque value is too high, the heat will dissipate too rapidly. Conversely, if the torque value is too low, heat will not dissipate fast enough.

Broken Reed

A broken reed is usually caused by m e t a l fatigue over a long period of time. The failure may also be due to the reed flexing

After a compression check or inspe&ion of the spark plugs, the high-tension leads should be firmly connected

ELECTRICAL SUPPLY 3-3

too far because the reed stop has not been adjusted properly or the stop has become distorted.

If the reed is broken, the loose piece MUST be located and removed, before the engine is returned to service. The piece of reed may have found its way into the crankcase, behind the by-pass cover. If the broken piece cannot be located, the engine must b e completely disassembled until it is located and removed.

An excellent check for a broken

an operating engine is to hold an ordinary business card in front of t h e carburetor. Under normal operating conditions, a very small amount of fine mist will be noticeable, but if fuel begins to appear rapidly on the card from the carburetor, one of the reeds is broken and causing the backflow through the carburetor onto the card.

A broken reed will cause t h e engine to operate roughly and w i t h a "popff back

through the carburetor.

The reeds must NEVER be turned over in an attempt to correct a problem. Such action would cause the reed to flex In the opposite direction and t h e reed would break in a very short time.

3-5 ELECTRICAL POWER SUPPLY

Remove the battery from the engine compartment for service. Inspect and ser- vice the battery, cables and connections. Check for signs of corrosion. Inspect the battery case for cracks or bulges, dirt, acid, and electrolyte leakage.

Make sure the breather pipe is attached to the battery and not pinched by any part of the engine compartment.

Removing/installing the intake manifold on a Model 900 Series engine prior to or following reed block service.

to each plug, and then covered with the rubber boot.

Theprocedure is basically the same for other engines.

3-4	TUNING
Clea n t h e t o p of t h e battery .							Th e t o p of
a 12-volt		b a t t e r y			should b e k e p t			especially
c l e a n of acid film and dirt, becaus e of									t h e
high	voltag e		betwee n			t h e b a t t e r y		t e r m i n a l s
and	preven t		c o n t a c t			b e t w e e n t h e		a c i d	and
t h e	t w o rubber hold down bands.							F o r	b e s t
results, f i r s t			wash		t h e b a t t e r y		with dilute d
a m m o n i a o r			baking soda solution					t o neutra -
lize any aci d present.						Flush t h e solution o f f
t h e	b a t t e r y		wit h		c l e a n water.			Kee p	t h e
v e n t plugs		tigh t		t o	p r e v e n t t h e		neutralizin g
	o r	wate r		fro m e n t e r i n g t h e cells.

"MaintenanceFree Batteries"

Many batteries installed in personal watercraft are considered "Maintenance Free"batteries and do not require regular maintenance.

Standard Batteries

If the battery installed in the craft being serviced is not a "Maintenance Free" battery

proceed with the following tasks.					a pair of
Remov e e a c h		filler	c a p using
pliers. Fill	e a c h	cell	t o	t h e proper leve l
wit h distilled	water. Th e			level of e l e c t r o -
l y t e should b e b e t w e e n			t h e	upper	a n d lower

Due to t h e violent maneuvers experienced by a personal watercraft -- more so than any other type eraft - the battery MUST be extremely well secured with NO movement possible.

level marks	during o p e r a tion. When filling
t h e b a t t e r y ,	fill	to t h e	upper line and allo w
t h e b a t t e r y	to	stan d	for t w e n t y minutes.
C h e c k t h e level again			and replenish as nec-

essary.

U s e a t e m p e r a t u r e c o r r e c t e d hydromete r

to test t h e			s p e c i f i c g r a v i t y of t h e							e l e c t r o -
lyte.	A t 20		C (68		F) t h e		hydromete r				read-
ing should		b e		1.26	o n	t h e scale.				If	it is
necessary		t o c h a r g e t h e					b a t t e r y ,		l e a v e t h e
filler	c a p s lightly				resting		on	t h e	cel l		open-
ings	to allow			the	g a s e s		t o	escape.			T h e
charging c u r r e n t should not e x c e e d										1.9 a m p s
for 10 hours.
A f t e r charging,					push	e a c h		filler cap i n t o
plac e	and wipe t h e				t o p of		t h e b a t t e r y				c l e a n
b e f o r e installation.
C l e a n		t h e		b a t t e r y		post s		and		b a t t e r y

c a b l e end s with a wire brush t o ensur e good,

clean connections. C l e a n t h e t o p s u r f a c e o f
t h e b a t t e r y an d identify t h e "POS"	o r "+"
an d WEG" o r "-" embosse d symbols.	Cor-

r e c t l y c o n n e c t t h e b a t t e r y c a b l e s to t h e

b a t t e r y observing polarity.	If t h e cable s a r e
c o n n e c t e d backwards, the	ignition s y s t e m

WILL be destroye d t h e f i r s t t i m e t h e		engin e
is started .
C h e c k t o be sur e	the b a t t e r y is f a s t e n e d
securel y In position.	Th e hold-down	rubbe r

s t r a p s should b e tigh t enough to preven t any

movemen t of t h e bafctery In t h e holder					under
t h e	most	violent	maneuver s of the		water-
c r a f t .		b a t t e r y	post s	or c a b l e t e r m i n a l s
	If the
a r e	corroded, t h e		c a b l e s	should be c l e a n e d

s e p a r a t e l y w i t h a baking soda solution and a wire brush. Apply a thin coatin g of Multipurpose L u b r i c a n t to th e posts and cable

clamp s b e f o r e making the connections.				T h e
lubricant will help to preven t corrosion.
Jumper Cables
If booster	b a t t e r i e s a r e used for		s t a r t i n g
a n engin e t h e	jumper	c a b l e s must	be	con-
n e c t e d c o r r e c t l y a n d		in t h e proper sequenc e

to p r e v e n t d a m a g e t o e i t h e r b a t t e r y , o r t h e r e c t i f i e r diodes.

ALWAYS c o n n e c t a c a b l e fro m t h e posi- t i v e t e r m i n a l s of t h e dea d b a t t e r y t o t h e positive t e r m i n a l of t h e good b a t t e r y FIRST.

NEXT,	c o n n e c t o n e e n d of		t h e o t h e r		c a b l e t o
t h e negative t e r m i n a l of			t h e	good	battery .
Finally,	c o n n e c t	t h e o t h e r end		of t h e c a b l e
to t h e	f a r side	of t h e ENGINE for			a good
ground.	By making t h e		ground connectio n

on t h e engine, a n y spar k c r e a t e d will no t b e

nea r	t h e battery .	An a r c	nea r t h e b a t t e r y
could	cause an	explosion,	destroyin g the

b a t t e r y and causing seriou s personal injury.

If a	trickl e c h a r g e r	is used on	a dea d
b a t t e r y	installed in t h e	c r a f t , o n e	battery

lea d MUST b e disconnected prior to connectin g t h e charger, to p r e v e n t destroying t h e diodes in t h e rectifier .

NEVER use a trickle c h a r g e r as a booste r to s t a r t t h e engin e becaus e t h e diodes in the r e c t i f i e r will b e DAMAGED.

3-6	CARBURETOR ADJUSTMENT
Fuel and Fuel Tanks
	Take t i m e to chec k t h e fuel tan k and all
of	t h e fuel lines, fittings,	couplings, valves,
flexible t a n k fill an d vent.		Tur n on t h e fuel
supply valve. If gas was no t drained at t h e

en d of t h e previous season, m a k e a c a r e f u l inspection for gum formation. When gasolin e is allowed to stand fo r long periods of time, particularl y in t h e p r e s e n c e of copper , gumm y deposits form. This gum can clog the filters, lines, and passageways- in t h e carburetor .

Draining Fuel Tank

If the condition of the fuel is in doubt, drain, clean, and fill the tank with fresh fuel.

CARBURETOR ADJUSTMENT 3-5

RemovingJinstalling the fuel tank in a Model 750SX atand-up craft in order to drain fuel which may have aged and "soured".HOWEVER, siphoning is more practical.

The illustration at the top of this column shows a fuel tank being removed with the intention of draining the old fuel. Using a siphon method, as mentioned in the picture caption, is a much more practical method.

Add a 50:l oil mixture to the first fuel at the beginning of a new season in addition to die oil supplied by the oil injection system.

Common set ofjumper cables for use with a second battery to crank and atart the engine. EXTBEME care should be exercised when using a second battery, as explained in the text.

Typical setup- for. the choke cable and throttle cable adjustment through the locknut at each bracket. Chapter 6 - Fuel and Oil covers adjustment of both cublea. The bracket and routing of the cables will differdepending on the Model Series being serviced.

tached.

3-6 TUNING

Low Speed and Idle Mixture Adjustment

The idle mixture and idle speed are set at t h e factory. Due t o local conditions, i t may be necessary t o adjust t h e carburetor while the c r a f t is operating in a test tank or secured in a body of water. For maximum performance, th e idle mixture and th e idle rpm should be adjusted under actual operat - ing conditions.

Set t h e low speed adjustment screw at t h e specified number of turns open from a lightly seated position. Refe r t o the Appen- dix for th e model being serviced.

Start the engine and allow i t to warm to operating temperature.

CAUTION

Water must ciroilate from the jet pump to and from the engine anytime the engine Is operating. Just a few minutes without cool- ing circulating water may cause extensive

or seizure of the engine.

NEVER, AGAIN NEVER, o p e r a t e t h e en- gine at high speed with a flush device at-

An engine operating a t high speed wit h such a device attached, would RUNAWAY from lack of a load on t h e impelle r shaft, causing extensive damage.

Connect a tachometer t o the engine.

SCREW

Open clear view of a Keihin CDK-40 carburetor with location, of the low-speed and highspeed adjustment screws and the throttle stop screw clearly indicated.

Maximum engine performance can only be obtained through proper tuning using a tachometer.

SPECIAL WORDS ON

TACHOMETERS AND

CONNECTIONS

A tachometer connected to the engine must be used to accurately determine engine speed during idle and high-speed adjustments.

Theoretically, it should be possible to connect a tachometer to any engine and receive an accurate couni of crankshaft, revolutions -- RIGHT? WRONG!

Unfortunately, this is not the case. Tachometer manufacturers admit, on certain two-stroke applications where points, and an ignition coil

are NOT used, an attempt to connect a tachom- eter to the unit could "go up in smoke".

The general rules for connecting a tachometer to a marine two-stroke engine are:

1- The tachometer MUST be calibrated at the factory for two-stroke applications. Some tachometers have a dial indicator which may simply be switched from two-stroke to fourstroke and back again.

2- A tachometer may have as many as FOUR leads. The meter will always have a minimuan of an input lead and a ground lead. The colors of these leads may vary between manufacturers, but the instructions provided with the metw will (or should), identify these

lead is connected to the p i - side of the ignition coil and is connected to a suitable

engine ground.

3- Some tachometers have a third wire

which is considere	ot" lead. The "hot"
lead is attached to	TIVE battery termi-

nal. On other tachometers, this "hot" lead is only used for an internal light bulb to illuminate the meter face. On still other tachometers this

"hot" lead is necessary to the operation of the meter.

ain, the instructions with the tachometer should identify the "hot"lead.

4- A fourth lead from the tachometer is used as the ground lead to the light bulb.

FIRST, last, and ALWAYS, check the tachometer manufacturer's instructions for use with a two-stroke unit.

Procedure

With the engine running, slowly turn the t h r o t t l e stop screw until t h e engine idles a t 1,500 rpm. Then rotate the low speed screw in or out I/8th turn until t h e cylinders fire evenly and engine rprn increases. Readjust t h e throttl e stop scew to reduce the rpm to idle speed.

High Speed Screw Adjustment

Se t th e high speed adjustment screw at the specified number of turns open fro m a lightly seated position. R e f e r to t h e Appendix for th e model being serviced. This is th e best setting for sea level. For operating a t higher elevations, a leaner mixture is ob- tained by rotating the s c r e w CLOCKWISE slightly, 11% t u r n at a time.

3-7 FUEL PUMPS

Many times, a defective fuel pump dia- phragm is mistakenly diagnosed as a problem in the ignition system. The most common problem is a tiny pin-hole in the diaphragm. Such

Typical installation of the remote fuel pump installed on an outboard bulkhead in the engine compartment of a

Model 650 Series watercraft with a Keihin CDK-34 carburetor.

FUEL PUMPS 3-7

Close view of the fuel pump diaphragm from aKeihIn carburetor with integral fuel pump. The diaphragm, must be carefully inspected during a carburetor overhaul for the tiniest hole or tear. Such damage isill "wetfoul* thespark plug at idle speed.

a small hole will permit gas to enter the crank- case and set foul the spark plugs at idle-speed.

-speed operation, gas quantity is limited, the plug is not fouled and will therefore fire in a satisfactory manner.

Remote Fuel Pump

At press time, the only engine covered in this manual with a remote fuel pump was the Model 650SX, with a Keihin GDK-34 carburc- tor. This remote fuel pump is shown in a typical installation on an outboard bulkhead in the engine compartment of a Model 650SX watercraft. To service a remote fuel pump, see Chapter 6 -- Fuel and Oil.

Integral Fuel Pump

Again, at press h e , all other engines covered in this manual were equipped with Keihin

FUEL

PUMP

Back side -- fuel pump side -- of a rack of triple

Keihin carburetors from a Model 900 Series watere~ufl.

3-8 TUNING

carburetors - all having an integral fuel pump with one exception - o n a triple carbureto r installation, the center carburetor does not have th e integral fuel pump. Fuel to this carburetor is supplied by the p u m p on the No. 1 and No. 3 carburetor.

Twi n cylinder engines may have a single carburetor serving both cylinders -- Model 550 Series, Model 650 and some Model 750 Series engines o r two carburetors -- each serving a single cylinder.

If the fuel pump fails to perform properly, an insufficient fuel supply will be delivered to the carburetor. Thi s lack of fuel will cause the engine to r u n lean, lose rpm or cause piston scoring.

NEVER use liquid Neoprene on fuel line fittings. Always use Permatex when making fuel line connections. Permatex is available a t almost all marine and hardware stores.

To service th e fiiel pump, see Chapter 6 ,

Fuel and Oil.

3-8 CRANKING MOTOR AND SOLENOID

Cranking Motor Test

Check to be sure the battery is fully charged. Would you believe, many cranking motors a r e needlessly disassembled, when the battery is actually the culprit.

Lubricate the pinion gear and screw shaft with No. 10 oil.

C o n n e c t one lead of a voltmeter to t h e positive terminal of th e cranking motor. Connect the other mete r lead to a good ground o n the engine. Check the battery voltage u n d e r load by d e p r e s s i n g t h e ignition switch a n d observing the voltmeter reading.

If the reading is 9-1/2 volts or greater , and t h e cranking motor fails to operate, repair or replace the unit. See t h e Electrical Chapter .

Solenoid Test

An ohmmeter is required for thi s test. Select t h e RxlOOO ohm scale. Calibrat e t h e meter by making c o n t a c t with th e mete r leads to each other, and the n rotating t h e calibration knob on t h e meter until the

needle indicates z e r o ohms.				Separat e	t h e
mete r leads.
Make contac t with th e Red mete r					lead
t o on e of t h e large			terminals	on t h e sole-
noid.	Make	c o n t a c t	with th e	Black m e t e r
lead	t o t h e	other large solenoid terminal.
NEVER connec t th e			b a t t e r y	leads t o	the

large terminals of t h e solenoid, o r t h e m e t e r will be damaged.

Using batter y jumper leads, connect the

positive b a t t e r y			lead t o t h e small terminal
of th e solenoid.			Connect		the	negative			bat-
t e r y lead t o t h e small terminal						of t h e solen-
oid.	If the mete r			needle	indicates			contin-
uity,	t h e	solenoid		is serviceable.				If	t h e
mete r	fails to indicate continui ty, t h e solen-
oid is defective and MUST b e replaced.
3-9 JET PUMP
Very fe w personal wa Lercraft							a r e equip-
ped with a reverse gate.					However,			if	t h e
uni t being serviced has a reverse
g a t e MUST be properly adjusted							to	obtain
maximum		performance			from		the	craft .

When properly adjusted, t h e g a t e will permi t t h e pump to deliver its full potential of thrust with no drag.

Gate Position

The shif t rod lever adjustment should be

checked		from t i m e t o t i m e t o ensure t h e
g a t e	is	firmly against the pump housing,
when th e		unit	is in t h e FORWARD position
(wide open).
With		the	g a t e	against the	housing, any
r a t t l e	noises		will	be avoided	a s t h e c r a f t

moves through th e water. Proper position-

ing of the g a t e in		forward	gea r will prevent
wave	action from accidently shifting th e
g a t e	into reverse	as the	c r a f t is operate d

through violent maneuvers.

A simple "tuning" task with t h e jet pump is to make a thorough check of th e linkage and g a t e movement. Such a check will ensure maximum thrust and use of the horsepower developed by t h e engine.

Impeller

Excessively rounded jet impeller edges will reduce t h e efficiency of the jet drive.

The t e r m cavitation "burn" is a common expression used throughout t h e world among people working with pumps, Impeller blades, and forceful wate r movement.

llBurns" on the impeller blades are caused by cavitation a i r bubbles exploding with considerable force against th e impeller blades. The edges of t h e blades may develop small "dime size" a r e a s resembling a porus sponge, as t h e aluminum materia l is actually "eaten" by the condition just described.

4-1 INTRODUCTION

The watercraf t being prepared for service probably represents a sizeable invest- ment In order to p r o t e c t this investment

and for th e owner to receive t h e maximum
amount of	enjoyment from t h e c r a f t it must
be care d	for properly while being used and

when i t is o u t of th e water. Always stor e th e watercraf t with t h e bow higher than t h e ster n and be sure to remove t h e inner hull drain plug/s. If you use any type of cover to

o t e c t	craft,	plastic, canvas, whatever,	b e
r e to	allow	for some movement of	a i r

through the hull. Proper ventilation will assure evaporation of any condensation t h a t form due to changes in temperatur e

GOOD WORDS

The authors e s t i m a t e 75% of engine re-

pair work c a n be		directly or	indirectly		at-
tributed t o lack of proper			c a r e	for	th e
engine.	This is	especially	tru e	of	c a r e
during	the off-season period.		There is no

way on this green earth for a mechanical engine, particularly a marine engine, to be left sitting idle for an extended period of time, say for six months and then be ready for Instant satisfactory service.

Imagine, if you will, leaving your automobile for six months, and then expecting to

turn the key, have i t roar to	life, and b e
able to drive off in t h e s a m e	manner a s a
daily occurrence.
I t is critical for a marine	engine t o be

run a t least once a month, preferably, in t h e water, but if this is not possible, then a flush a t t a c h m e n t MUST be connected e i t h e r directly to the engine block or in t h e hose line from th e jet pump to t h e engine.

Move t h e c r a f t to a body of water or connect a garden hose to t h e engine cooling pply fitting or flush fitting on t h e

cylinder head.

Start t h e engine and allow the rpm's to stabilize at idle speed FOR JUST A FEW SECONDS,and then turn t h e water on.

Adjust the water flow until a small trickle is discharged from the bypass outlet on the port side of th e hull.

When t h e engine is to be shut down tur n t h e water off FIRST -- raise t h e aft portion of t h e hull - WHILE THE ENGINE IS OPER-

ATING AT IDLE -- "rev" the engine just a COUPLE times t o clea r wate r from t h e exhaust system -- and then shut i t down.

NEVER allow t h e engine to operat e without cooling water for more than 15 seconds.

Operating the engine for more than 15 seconds without circulating water, will quickly lead to an overheat condition. If the engine is not shut down almost immediately, serious and expensive damage may be caused to internal engine components.

It is quite possible for the engine to "freeze" ecause of excessive heat. In such cases it becomes impossible to rotate the crank-

shaft and a complete removal, tear down, and overhaul is necessary.

A 'squaredowey 750Series enginecomportment. Thereis no substitute and few valid excuses for not developing good habits leading to regular maintenancepractices. The results of a goodprogram are always evident in top performance, maximumenjoywnt, and 'prideo f w h i p ' , oB.cctminimum coat.