Mercury 75, 75 MARATHON, 75 SEA PRO, 115, 125 Service Manual

SERVICE

MANUAL

MODELS

Printed in U.S.A.

75 • 75 MARATHON • 75 SEA PRO

90 • 100 • 115 • 125 • 65/80 JET

With Serial Numbers

United States 0D283222 and Above. . .

Belgium 09793577 and Above. . . . . . . .

1997, Mercury Marine

90-830234R3 DECEMBER 1997

Notice

Throughout this publication, “Dangers”, “Warnings”
and “Cautions” (accompanied by the International
HAZARD Symbol
to special instructions concerning a particular service
or operation that may be hazardous if performed in­correctly or carelessly.

FULLY!

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 - Immediate hazards which WILL result
in severe personal injury or death.

) are used to alert the mechanic

OBSERVE THEM CARE-

DANGER

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.

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

Any time the intake or exhaust openings are exposed
during service they should be covered to protect
against accidental entrance of foreign material which
could enter the cylinders and cause extensive inter­nal damage when the engine is started.

It is important to note, during any maintenance proce­dure replacement fasteners must have the same
measurements and strength as those removed.
Numbers on the heads of the metric bolts and on the
surfaces of metric nuts indicate their strength. Ameri­can bolts use radial lines for this purpose, while most
American nuts do not have strength markings. Mis­matched or incorrect fasteners can result in damage
or malfunction, or possibly personal injury. There­fore, fasteners removed should be saved for reuse in
the same locations whenever possible. Where the
fasteners are not satisfactory for re-use, care should
be taken to select a replacement that matches the
original.

Cleanliness and Care of
Outboard Motor

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.

i90-830234R3 DECEMBER 1997

Whenever components are removed for service,
they should be retained in order. At the time of instal­lation, they should be installed in the same locations
and with the same mating surfaces as when re­moved.

Before raising or removing and outboard engine from
a boat, the following precautions should be adhered
to:

How To Use This Manual

The manual is divided into SECTIONS (shown, right)
which represents major components and systems.

Some SECTIONS are further divided into PARTS.
Each P ART has a title page. A “T able of Contents” for
the particular P ART is printed on the back page of the
title page.

1. Check that flywheel is secured to end of crank­shaft with a locknut and lifting eye is threaded into
flywheel a minimum of 5 turns.

2. Connect a hoist of suitable strength to the lifting
eye.

In addition, personnel should not work on or under an
outboard which is suspended. Outboards 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.

Propeller Information

For in-depth information on marine propellers and
boat performance – see your Authorized Dealer for
the illustrated “What Y ou Should Know About Quick­silver Propellers... and Boat Performance Informa­tion” (90-86144).

SECTIONS and PARTS are listed on the “Service
Manual Outline” sheet which immediately follows the
cover of this book.

Page Numbering

Two number groups appear at the bottom of each
page. The example below is self-explanatory.

90-830234 R3 NOVEMBER 1997

Revision No. 3

Month of Printing

Year of Printing

EXAMPLE:

LOWER UNIT - 6A-7

Section Description

Section Number

Part of Section Letter

Page Number

ii 90-830234R3 DECEMBER 1997

Service Manual Outline

Section 1 - Important Information

A - Specifications
B - Maintenance
C - General Information
D - Outboard 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 - Carburetor
C - Oil Injection
D - Emissions

Section 4 - Powerhead
Section 5 - Mid-Section

A - Clamp/Swivel Brackets & Drive Shaft Housing
B - Power Trim (S/N-USA 0G360002/BEL-9934136 and Below)
C - Power Trim (S/N-USA 0G360003/BEL-9934137 and Above)
D - Shock Absorber
E - Manual Tilt

Section 6 - Lower Unit

A - Lower Unit
B - Jet Drive

Section 7 - Attachments/Control Linkage

A - Throttle/Shift Linkage
B - Tiller Handle

Section 8 - Manual Starter

Important
Information

1

Electrical

2

Fuel System

3

Powerhead

4

Mid-Section

5

Lower Unit

6

Attachments/
Control Linkage

7

Manual Starter

8

90-830234R3 DECEMBER 1997

iii

IMPORTANT
INFORMATION

1

A

SPECIFICATIONS

52485

Table of Contents

Master Specifications 1A-1. . . . . . . . . . . . . . . . . . . . .

Page

1A-0 - IMPORTANT INFORMATION 90-830234R3 DECEMBER 1997

Master Specifications

Model 65/80 Jet/75/90/100/115/125

HORSEPOWER

(KW)

OUTBOARD

WEIGHT

CYLINDER

BLOCK

STROKE Length 2.93 in. (74.42mm)

CYLINDER

BORE

PISTON Piston Type

REEDS Reed Stand Open (Max.)

TEMPERATURE

SWITCH

Model 75
Model 65 Jet/90
Model 100
Model 80 Jet/115
Model 125

Model 65 Jet
Model 75/90
Model 80 Jet
Model 100/115/125

Model 65 Jet/75/90

Type
Displacement

Model 80 Jet/100/115/125

Type
Displacement

Diameter (Standard)
Taper/Out of Round Maximum
Bore Type

Standard

0.015 in. (0.381mm) Oversize

0.030 in. (0.762mm) Oversize

Reed Stop (Max.)

T emperature Normal
190°F ± 8° (88°C ± 4°C)
170°F ± 8° (77°C ± 4°C)

75 (55.9)

90 (67.1)
100 (74.6)
115 (85.8)
125 (93.2)

315 lbs. (143kg)
305 lbs. (139kg)
357 lbs. (162kg)
348 lbs. (158kg)

In-line 3 Cylinder, 2 Cycle, Loop Charged

84.6 cu. in. (1387cc)

In-Line 4 Cylinder, 2 Cycle, Loop Charged

112.8 cu. in. (1848.8cc)

3.50 in. (88.9mm)

0.003 in. (0.076mm)
Cast Iron

Aluminum

3.495 in. (88.773mm)

3.510 in. (89.154mm)

3.525 in. (89.535mm)

0.020 in. (0.50mm)
Not Adjustable

Open – No Continuity

Closed – Continuity

Open – No Continuity

GEAR

HOUSING

FUEL

SYSTEM

Model 75/90

Gear Ratio
Gearcase Capacity
Forward Gear - No. of Teeth-Type
Pinion Gear - No. of Teeth-Type
Pinion Height
Forward Gear Backlash
Water Pressure @ RPM

Model 100/115/125

Gear Ratio
Gearcase Capacity
Forward Gear - No. of Teeth-Type
Pinion Gear - No. of Teeth-Type
Pinion Height
Forward Gear Backlash
Water Pressure @ RPM

Fuel
Recommended Gasoline
Recommended Oil
Gasoline/Oil Ratio
Fuel Pressure – @ Idle

– @ WOT

2.3:1

22.5 fl. oz. (655ml)

30
13

0.025 in. (0.64mm)

0.012 in. to 0.019 in. (0.30mm to 0.48mm)
10 to 15 PSI (69 to 103 kPa) @

5250 RPM

2.07:1

22.5 fl. oz. (655ml)
29
14

0.025 in. (0.64mm)

0.015 in. – 0.022 in. (0.38mm – 0.55mm)
10 – 15 PSI @ 5250 RPM

Gasoline and Oil

Unleaded 87 Octane Minimum

Quicksilver TC-W II or TC-W3 Outboard Oil

50:1 (25:1 Break-In)

3-1/2 PSI

6 PSI

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1A-1

Model 65/80 Jet/75/90/100/115/125

OIL

INJECTION

STARTING

SYSTEM

Model 65 Jet/75/90

Oil Tank Capacity/Approx. Time
Max. Run Time Per Tank @ WOT
Oil Remaining When Alarm Sounds
Max. Run Time @ W.O.T. After
Alarm Sounds
Gasoline/Oil Ratio @ Idle
Gasoline/Oil Ratio @ W.O.T
Output @ 700 RPM for 15 Minutes
with Pump @ Full Open

Model 80 Jet/100/115/125

Oil Tank Capacity/Approx. Time
Max. Run Time Per Tank @ WOT
Oil Remaining When Alarm Sounds
Max. Run Time @ W.O.T. After
Alarm Sounds
Gasoline/Oil Ratio @ Idle
Gasoline/Oil Ratio @ W.O.T
Output @ 700 RPM for 15 Minutes
with Pump @ Full Open

Manual Start - Commercial 75
Manual Start - All Electric Models
Electric Start - Model 65 Jet/75/90

Starter Draw (Under Load)
Starter Draw (No Load)

1 gallon (3.78 liters)

6 Hours

1 qt. (.95 liters)
1 Hour Approx.

80:1
50:1

22cc Min.

1.4 gal. (5.3Liter)
5 hrs.

1 qt. (0.95Liter)

50 min.

80:1
50:1

29cc Minimum

Recoil Starter

Emergency Starter Rope

120 Amperes

75 Amperes

Electric Start - Model 80Jet/100/115/125

Starter Draw (Under Load)
Starter Draw (No Load)

Battery Rating

150 Amperes

75 Amperes

Min. Reserve Cap. Rating of 100 Min. and

CCA of 350 Amperes

1A-2 - IMPORTANT INFORMATION 90-830234R3 DECEMBER 1997

Model 65/80 Jet/75/90/100/115/125

CHARGING

SYSTEM

Alternator Model

3 Cyl. Manual – Black & Red Stator
3 Cyl. Electric – Black Stator

Stamped 398-9710A3
Serial Number

USA 0D283222 – 0G280043
Belgium 09793577 – 09879064

3 Cyl. Electric – Black Stator

Stamped 398-9873A24
Serial Number

USA 0G280044 – 0G404505
Belgium 09879065 – 09916672

3 Cyl. Electric – Red Stator

Stamped 398-832075A3
Serial Number

USA 0G404506 and Above
Belgium 09916673 and Above

4 Cyl. Electric – Black Stator

Stamped 398-9710A31
Serial Number

USA 0D283222 – 0G301750
Belgium 09793577 – NA

Alternator Output @ 5250 RPM

10 Amperes
16 Amperes

14 Amperes

16 Amperes

16 Amperes

IGNITION

SYSTEM

C
A
R
B
U
R
E
T
O
R

4 Cyl. Electric – Black Stator

Stamped 398-9710A33
Serial Number

USA 0G301751 – 0G404616
Belgium NA – 09916721

4 Cyl. Electric – Red Stator

Stamped 398-832075A3
Serial Number

USA 0G404617 and Above
Belgium 09916722 and Above

Model 65 Jet/75/90

Type
Spark Plug Type (NGK)
Spark Plug Gap
Optional (Inductor Plug)

Model 80 Jet/100/115/125

Type
Spark Plug Type
Spark Plug Gap
Optional (Inductor Plug)

Idle RPM
Wide Open Throttle (WOT) RPM

– Model 75/80 Jet/100/115/125

– Model 65 Jet/90
Idle Mixture Screw Adjustment
(Preset - Turns Out)
Model 75Work/75
Model 65 Jet/90
Model 80 Jet/100/115/125
Float Setting

Float Weight

16 Amperes

16 Amperes

Capacitor Discharge

NGK BUHW-2

Surface Gap

NGK BUZHW-2

Capacitor Discharge

NGK BP8H-N-10

0.040 in. (1.0mm)
BPZ8H-N-10

675 ± 25 RPM

4750 – 5250
5000 – 5500

1-1/8 ± 1/4 TURN
1-1/4 ± 1/4 TURN

1 – 1-1/2 TURNS

9/16 in. (± 0.015 in.)

12.29mm (± 0.38 mm)

7 Grams (± 0.4 Grams)

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1A-3

Main Jet

– Model 75

WME-29 – Carb #1

Model 65/80 Jet/75/90/100/115/125

– Carb #2
– Carb #3

.050
.052
.050

WME-41/46– Carb #1

– Carb #2
– Carb #3

WME-59 – Carb #1

– Carb #2
– Carb #3

WME-59 – Carb #3A
WME-75 – Carb #1

– Carb #2
– Carb #3

WME-77 – Carb #1

– Carb #2
– Carb #3

– Model 75 Work

WME-30 – Carb #1

– Carb #2
_ Carb #3

WME-47/48/76

– Carb #1
– Carb #2
– Carb #3

.052
.052
.052

.052
.054
.052
.054

.052
.054
.054

.054
.054
.054

.050
.052
.050

.054
.054
.054

WME-60/61 – Carb #1

– Carb #2
– Carb #3

– Model 65 Jet/90

WME-31 – Carb #1

– Carb #2
– Carb #3

WME-49/62 – Carb #1

– Carb #2
– Carb #3

WME-62-3A – Carb #3
WME-78 – Carb #1

– Carb #2
– Carb #3

.054
.054
.054

.062
.064
.062

.062
.064
.062
.064

.062
.064
.064

1A-4 - IMPORTANT INFORMATION 90-830234R3 DECEMBER 1997

Model 65/80 Jet/75/90/100/115/125

C
A
R
B
U

– Model 100

WME-32 – Carb #1

– Carb #2
– Carb #3
– Carb #4

.046
.048
.052
.052

R
E
T
O
R

WME-50 – Carb #1

– Carb #2
– Carb #3
– Carb #4

WME-50-3A – Carb #3
WME-79 – Carb #1

– Carb #2
– Carb #3
– Carb #4

.048
.050
.048
.052
.050

.048
.050
.050
.052

Model 115

WME-33 – Carb #1

– Carb #2
– Carb #3
– Carb #4

.052
.056
.056
.060

Model 80Jet/115

WME-40 – Carb #1

– Carb #2
– Carb #3
– Carb #4

.066
.068
.068
.070

WME-40 – Carb #1A

– Carb #2A
– Carb #3A
– Carb #4A

WME-51 – Carb #1

– Carb #2
– Carb #3
– Carb #4

WME-51-3A – Carb #3
WME-80 – Carb #1

– Carb #2
– Carb #3
– Carb #4

.060
.070
.070
.074

.062
.062
.060
.064
.062

.060
.064
.062
.064

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1A-5

Model 65/80 Jet/75/90/100/115/125

C
A
R
B
U
R
E

Model 125

WME-34 – Carb #1

– Carb #2
– Carb #3

– Carb #4
T
O
R

WME-52 – Carb #1

– Carb #2

– Carb #3

– Carb #4

WME-52-3A – Carb #3

.

.066
.068
.070
.072

.070
.080
.078
.082
.080

M

WME-81 – Carb #1

– Carb #2

– Carb #3

– Carb #4

.070
.080
.080
.082

Vent Jet

WME-46/47/48/49

.094

WME-32/33/34/40/50/51/52/59/60/61/62/

75/76/77/78/79/80/81

T

I

I
N
G

Idle (All Models 1994/1995/1996/1997)

Model 65 Jet/75/90
Model 80 Jet/100/115/125

Maximum BTDC (1994/1995)

@ Cranking Speed

– Model 75

2° ATDC – 6° BTDC
4° ATDC – 2° BTDC

– Model 65/80 Jet/90/100/115/125

None

20° BTDC
22° BTDC

@ 3000 RPM

– Model 75
– Model 65/80 Jet/90/100/115/125

18° BTDC
20° BTDC

Maximum BTDC (1996/1997)

@ Cranking Speed

– Model 75
– Model 65/Jet/90
– Model 80 Jet/100/115/125

20° BTDC
22° BTDC
25° BTDC

@ 3000 RPM

– Model 75
– Model 65/Jet/90
– Model 80 Jet/100/115/125

18° BTDC
20° BTDC
23° BTDC

Firing Order
1994/1995

Model 65 Jet/75/90
Model 80 Jet/100/115/125

1-3-2

1-3-2-4

1996/1997/1998

Model 65 Jet/75/90
Model 80 Jet/100/115/125

1A-6 - IMPORTANT INFORMATION 90-830234R3 DECEMBER 1997

1-2-3

1-3-2-4

IMPORTANT
INFORMATION

1

C

GENERAL INFORMATION

B

Table of Contents

Table of Contents 1C-0. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Serial Number Location 1C-1. . . . . . . . . . . . . . . . . . . . . . .

Conditions Affecting Performance 1C-1. . . . . . . . . . . . . .

Weather 1C-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Boat 1C-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Engine 1C-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Following Complete Submersion 1C-3. . . . . . . . . . . . . . .

Submerged While Running 1C-3. . . . . . . . . . . . . . . . .

Salt Water Submersion 1C-3. . . . . . . . . . . . . . . . . . . .

Fresh Water Submersion 1C-3. . . . . . . . . . . . . . . . . .

Propeller Selection 1C-4. . . . . . . . . . . . . . . . . . . . . . . . . . .

Propeller Installation 1C-4. . . . . . . . . . . . . . . . . . . . . . . . . .

Power Trim System 1C-5. . . . . . . . . . . . . . . . . . . . . . . . . . .

General Information 1C-5. . . . . . . . . . . . . . . . . . . . . . .

Power Trim Operation 1C-5. . . . . . . . . . . . . . . . . . . . . .

Trim “In” Angle Adjustment 1C-6. . . . . . . . . . . . . . . . .

Compression Check 1C-6. . . . . . . . . . . . . . . . . . . . . . . . . .

Painting Procedures 1C-7. . . . . . . . . . . . . . . . . . . . . . . . . .

Cleaning & Painting Aluminum Propellers & Gear

Housings 1C-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Decal Application 1C-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Decal Removal 1C-8. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Instructions for “Wet” Application 1C-8. . . . . . . . . . . .

Page

90-830234R3 DECEMBER 19971C-0 - IMPORTANT INFORMATION NOVEM

Serial Number Location

The Outboard serial number is located on the lower
starboard side of the engine block. A serial number
is also located on the starboard side of the swivel
bracket.

a

OGXXXXXX

19XX
XXXX

b
c

e

XX

a - Serial Number
b - Model Year
c - Model Description
d - Year Manufactured
e - Certified Europe Insignia

d

Conditions Affecting
Performance

Weather

Corporations internationally have settled on adop­tion of I.S.O. (International Standards Organization)
engine test standards, as set forth in I.S.O. 3046
standardizing the computation of horsepower from
data obtained on the dynamometer, correcting all val­ues to the power that the engine will produce at sea
level, at 30% relative humidity at 77° F (25° C) tem­perature and a barometric pressure of 29.61 inches
of mercury.

Summer Conditions of high temperature, low baro­metric pressure and high humidity all combine to re­duce the engine power. This, in turn, is reflected in
decreased boat speeds--as much as 2 or 3 miles­per-hour (3 or 5 Km per-hour) in some cases. (Refer
to previous chart.) 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.

Accompanying this weather-inspired loss of power is
a second but more subtle loss. At rigging time in early
spring, the engine was equipped with a propeller that
allowed the engine to turn within its recommended
RPM range at full throttle. With the coming of the
summer weather and the consequent drop in avail­able horsepower, this propeller will, in ef fect, become
too large. Consequently , the engine operates at less
than its recommended RPM.

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.

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1C-1

Due to the horsepower/RPM characteristics of an en­gine, this will result in further loss of horsepower at
the propeller with another decrease in boat speed.
This secondary loss, however, can be regained by
switching to a smaller pitch propeller that allows the
engine to again run at recommended RPM.

For boaters to realize optimum engine performance
under changing weather conditions, it is essential
that the engine have the proper propeller to allow it
to operate at or near the top end of the recommended
maximum RPM range at wide-open-throttle with a
normal boat load.

Not only does this allow the engine to develop full
power, but equally important is the fact that the en­gine also will be operating in an RPM range that dis­courages damaging detonation. This, of course, en­hances overall reliability and durability of the engine.

B

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)

(1.)Generally increases top speed.
(2.) If in excess, can cause the boat to por-

poise.

(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)

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 a sharp edge or angle on the gear case
or from an irregularity in the propeller blade itself.
These vapor bubbles flow back and collapse when
striking the surface of the propeller blade resulting in
the erosion of the propeller blade surface. If allowed
to continue, eventual blade failure (breakage) will
occur.

(1.)Improves ease of planing off.
(2.)Generally improves rough water ride.
(3.)If excessive, can make the boat veer left

and right (bow steer).

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.

1. 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.

2. 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.

3. Surface Roughness: Moss, barnacles, etc., on

boat or corrosion of outboard’s gear housing in­crease skin friction and cause speed loss. Clean
surfaces when necessary.

Engine

DETONATION

Detonation in a 2-cycle engine resembles the “ping­ing” heard in an automobile engine. It can be other­wise described as a tin-like “rattling” or “plinking”
sound.

Detonation is an explosion of an unburned portion of
the fuel/air charge after the spark plug has fired. Det­onation creates severe shock waves in the engine,
and these shock waves often find or create a weak­ness: The dome of a piston, cylinder head/gasket,
piston rings or piston ring lands, piston pin and roller
bearings.

A few of the most common causes of detonation in a
marine 2-cycle application are as follows:

• Over-advanced ignition timing.

• Use of low octane gasoline.

• Propeller pitch too high (engine RPM below rec-

ommended maximum range).

• Lean fuel mixture at or near wide-open-throttle.

• Spark plugs (heat range too hot - incorrect reach

- cross-firing).

• Inadequate engine cooling (deteriorated cooling
system).

• Combustion chamber/piston deposits (result in
higher compression ratio).

90-830234R3 DECEMBER 19971C-2 - IMPORTANT INFORMATION NOVEM

Detonation usually can be prevented if:

1. The engine is correctly set up.

Fresh Water Submersion (Special
Instructions)

2. Diligent maintenance is applied to combat the
detonation causes.

51115

Damaged Piston Resulting from Detonation

Following Complete
Submersion

Submerged While Running (Special
Instructions)

1. Recover engine as quickly as possible.

2. Remove cowling.

3. Flush exterior of outboard with fresh water to re­move mud, weeds, etc. DO NOT attempt to start
engine if sand has entered powerhead, as pow­erhead will be severely damaged. Disassemble
powerhead if necessary to clean components.

4. Remove spark plugs and get as much water as
possible out of powerhead. Most water can be
eliminated by placing engine in a horizontal posi­tion (with spark plug holes down) and rotating fly­wheel.

5. Pour alcohol into carburetor throats (alcohol will
absorbed water). Again rotate flywheel.

6. Turn engine over and pour alcohol into spark plug
openings and rotate flywheel.

7. Turn engine over (place spark plug openings
down) and pour engine oil into throat of carbure­tors while rotating flywheel to distribute oil
throughout crankcase.

8. Again turn engine over and pour approximately
one teaspoon of engine oil into each spark plug
opening. Again rotate flywheel to distribute oil in
cylinders.

9. Remove and clean carburetors and fuel pump
assembly.

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 turn over 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.

Salt Water Submersion (Special
Instructions)

Due to the corrosive effect of salt water on internal
engine components, complete disassembly is nec­essary before any attempt is made to start the en­gine.

10. Dry all wiring and electrical components using
compressed air.

1 1. Disassemble the engine starter motor and dry the

brush contacts, armature and other corrodible
parts.

12. Reinstall spark plugs, carburetors and fuel pump.

13. 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.

14. If engine fails to start, determine cause (fuel,
electrical or mechanical). Engine should be run
within 2 hours after recovery of outboard from
water, 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.

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1C-3

B

Propeller Selection

For in-depth information on marine propellers and
boat performance - written by marine engineers - see
your Authorized Dealer for the illustrated “What Y ou

Should Know About Quicksilver Propellers... and
Boat Performance Information” (Part No.

90-86144).
For best all around performance from your outboard/

boat combination, select a propeller that allows the
engine to operate in the upper half of the recom­mended full throttle RPM range with the boat normal­ly loaded (refer to Specifications). This RPM range
allows for better acceleration while maintaining maxi­mum boat speed.

3. After initial propeller installation, the following
common conditions may require that the propel­ler be changed to a lower pitch:

a. Warmer weather and great humidity will

cause an RPM loss.

b. Operating in a higher elevation causes an

RPM loss.

c. Operating with a damaged propeller or a dirty

boat bottom or gear housing will cause an
RPM loss.

d. Operation with an increased load (additional

passengers, equipment, pulling skiers, etc.).

If changing conditions cause the RPM to drop below
the recommended range (such as warmer, more hu­mid weather, operation at higher elevations, in­creased boat load or a dirty boat bottom/gear case)
a propeller change or cleaning may be required to
maintain performance and ensure the outboard’s du­rability .

Check full-throttle RPM using an accurate tachome­ter with the engine trimmed out to a balanced-steer­ing condition (steering effort equal in both directions)
without causing the propeller to “break loose”.

Refer to “Quicksilver Accessory Guide” for a com­plete list of available propellers.

1. Select a propeller that will allow the engine to op­erate at or near the top of the recommended full
throttle RPM range (listed in “Specifications,”
preceding) with a normal load. Maximum engine
speed (RPM) for propeller selection exists when
boat speed is maximum and trim is minimum for
that speed. (High RPM, caused by an excessive
trim angle, should not be used in determining cor­rect propeller.) Normally , there is a 150-350 RPM
change between propeller pitches.

2. If full throttle operation is below the recom­mended range, the propeller MUST BE changed
to one with a lower pitch to prevent loss of per­formance and possible engine damage.

Propeller Installation

WARNING

If the propeller shaft is rotated while the engine
is in gear, there is the possibility that the engine
will crank over and start. To prevent this type of
accidental engine starting and possible serious
injury caused from being struck by a rotating pro­peller, always shift outboard to neutral position
and remove spark plug leads when you are serv­icing the propeller.

1. Shift outboard to neutral (N) position.

2. Remove leads from spark plugs to prevent en­gine from starting.

3. Coat the propeller shaft with Quicksilver Anti–
Corrosion Grease.

IMPORTANT: To prevent the propeller hub from
corroding and seizing to the propeller shaft, es­pecially in salt water, always apply a coat of
Quicksilver Anti-Corrosion Grease to the entire
shaft at the recommended maintenance intervals
and also each time the propeller is removed.

4. Flo-Torque I Drive Hub Propellers
washer (a), propeller (b), continuity washer (c),
thrust hub (d), propeller nut retainer (e), and pro­peller nut (f) onto the shaft.

– Install thrust

e

d

f

c

90-830234R3 DECEMBER 19971C-4 - IMPORTANT INFORMATION NOVEM

b

a

5. Flo-Torque II Drive Hub Propellers – Install for­ward thrust hub (a), replaceable drive sleeve (b),
propeller (c), thrust hub (d), propeller nut retainer
(e) and propeller nut (f) onto the shaft.

can result in loss of boat control as the outboard
can turn freely . The boat can now “spin out” or go
into a very tight maximum turn which, if unex­pected, can result in occupants being thrown
within the boat or out of the boat.

e

f

d

6. Place a block of wood between gear case and
propeller and torque propeller nut to 55 lb. ft. (75
N·m).

7. Secure propeller nut by bending three of the tabs
into the thrust hub grooves.

b

c

a

Power Trim System

General Information

The power trim system is filled at the manufacturer
and is ready for use.

Trim outboard through entire trim and tilt range sev­eral times to remove any air from the system.

The trim system is pressurized and is not externally
vented.

Consider the following lists carefully:

TRIMMING IN OR DOWN CAN:

1. Lower the bow.

2. Result in quicker planing off, especially with a
heavy load or a stern heavy boat.

3. Generally improve the ride in choppy water.

4. Increase steering torque or pull to the right (with
the normal right hand rotation propeller).

5. In excess, lower the bow of some boats to a point
where they begin to plow with their bow in the wa­ter while on plane. This can result in an unex­pected turn in either direction called “bow steer­ing” or “over steering” if any turn is attempted or if
a significant wave is encountered.

WARNING

Avoid possible serious injury or death. Adjust
outboard to an intermediate trim position as
soon as boat is on plane to avoid possible ejec­tion due to boat spin-out. Do not attempt to turn
boat when on plane if outboard is trimmed ex­tremely in or down and there is a pull on the steer­ing wheel or tiller handle.

Power Trim Operation

With most boats, operating around the middle of the
“trim” range will give satisfactory results. However, to
take full advantage of the trimming capability there
may be times when you choose to trim your outboard
all the way in or out. Along with an improvement in
some performance aspects comes a greater respon­sibility for the operator, and this is being aware of
some potential control hazards. The most significant
control hazard is a pull or “torque” that can be felt on
the steering wheel or tiller handle. This steering
torque results from the outboard being trimmed so
that the propeller shaft is not parallel to the water sur­face.

W ARNING

Avoid possible serious injury or death. When the
outboard is trimmed in or out beyond a neutral
steering condition, a pull on the steering wheel or
tiller handle in either direction may result. Failure
to keep a continuous firm grip on the steering
wheel or tiller handle when this condition exists

TRIMMING OUT OR UP CAN:

1. Lift the bow higher out of the water.

2. Generally increase top speed.

3. Increase clearance over submerged objects or a
shallow bottom.

4. Increase steering torque or pull to the left at a nor­mal installation height (with the normal right hand
rotation propeller).

5. In excess, cause boat “porpoising” (bouncing) or
propeller ventilation.

6. Cause engine overheating if any water intake
holes are above the water line.

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1C-5

B

Trim “In” Angle Adjustment

Compression Check

Some outboard boats, particularly some bass boats,
are built with a greater than normal transom angle
which will allow the outboard to be trimmed further
“in” or “under”. This greater trim “under” capability is
desirable to improve acceleration, reduce the angle
and time spent in a bow high boat, altitude during
planing off, and in some cases, may be necessary to
plane off a boat with aft live wells, given the variety of
available propellers and height range of engine in­stallations.

However, once on plane, the engine should be
trimmed to a more intermediate position to a avoid a
bow-down planing condition called “plowing”. Plow­ing can cause “bow steering” or “over steering” and
inefficiently consumes horsepower . In this condition,
if attempting a turn or encountering a diagonal, mod­erate wake, a more abrupt turn than intended may re­sult.

In rare circumstances, the owner may decide to limit
the trim in. This can be accomplished by reposition­ing the tilt stop pins into whatever adjustment holes
in the transom brackets is desired.

WARNING

1. Remove spark plugs.

2. Install compression gauge in spark plug hole.

3. Hold throttle plate at W.O.T.

4. Crank the engine over until the compression
reading peaks on the gauge. Record the reading.

5. Check and record compression of each cylinder.
The highest and lowest reading recorded should
not differ by more than 15% (see example chart
below). A reading below 120 psi might indicate a
total engine wear problem.

Example of compression test differences

Maximum (psi)

180 162
150 127.5

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 tuneup.

Minimum (psi)

Avoid possible serious injury or death. Adjust
outboard to an intermediate trim position as
soon as boat is on plane to avoid possible ejec­tion due to boat spin-out. Do not attempt to turn
boat when on plane if outboard is trimmed ex­tremely in or down and there is a pull on the steer­ing wheel or tiller handle.

a

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.”

a - Stainless Steel T ilt Pin (P/N 17-49930A1)

90-830234R3 DECEMBER 19971C-6 - IMPORTANT INFORMATION NOVEM

Painting Procedures

3. Sand blistered area with 3M 180 grit sandpaper
or P180 Gold Film Disc to remove paint blisters
only. Feather edge all broken paint edges.

Cleaning & Painting Aluminum
Propellers & Gear Housings

WARNING

Avoid serious injury from flying debris. A void se­rious injury from airborne particles. Use eye and
breathing protection with proper ventilation.

PROPELLERS

1. Sand the entire area to be painted with 3M 120
Regalite Polycut or coarse Scotch-Brite, disc or
belts.

2. Feather edges of all broken paint edges. Try not
to sand through the primer.

3. Clean the surface to be painted using PPG
Industries DX330 Wax and Grease Remover or
equivalent (Xylene or M.E.K.).

4. If bare metal has been exposed, use Quicksil­ver’s Light Gray Primer.

5. Allow a minimum of 1 hour dry time and no more
than 1 week before applying the finish coat.

6. Apply the finish coat using Quicksilver’s EDP
Propeller Black.

GEAR HOUSINGS

The following procedures should be used in refinish­ing gear housings. This procedure will provide the
most durable paint system available in the field. The
materials recommended are of high quality and
approximate marine requirements. The following
procedure will provide a repaint job that compares
with a properly applied factory paint finish. It is rec­ommended that the listed materials be purchased
from a local Ditzler Automotive Finish Supply Outlet.
The minimum package quantity of each material
shown following is sufficient to refinish several gear
housings.

Procedure:

4. Clean gear housing thoroughly with (DX-330)
wax and grease remover.

5. Spot repair surfaces where bare metal is ex­posed with (DX-503) alodine treatment.

IMPORTANT: Do not use any type of aerosol
spray paints as the paint will not properly adhere
to the surface nor will the coating be sufficiently
thick to resist future paint blistering.

6. Mix epoxy chromate primer (DP-40) with equal
part catalyst (DP-401) per manufacturers
instructions, allowing proper induction period for
permeation of the epoxy primer and catalyst.

7. Allow a minimum of one hour drying time and no
more than one week before top coating assem­blies.

8. Use Ditzler Urethane DU9000 for Mercury Black,
DU34334 for Mariner Grey, and DU35466 for
Force Charcoal, and DU33414M for Sea Ray
White. Catalyze all three colors with Ditzler DU5
catalyst mixed 1:1 ratio. Reduce with solvents
per Ditzler label.

CAUTION

Be sure to comply with instructions on the label
for ventilation and respirators. Using a spray
gun, apply one half to one mil even film thick­ness. Let dry , flash off for five minutes and apply
another even coat of one half to one mil film thick­ness. This urethane paint will dry to the touch in
a matter of hours, but will remain sensitive to
scratches and abrasions for a few days.

9. The type of spray gun used will determine the
proper reduction ratio of the paint.

IMPORT ANT : Do not paint sacrificial zinc trim tab
or zinc anode.

10. Cut out a cardboard “plug” for trim tab pocket to
keep paint off of mating surface to maintain good
continuity circuitry between trim tab and gear
housing.

1. Wash gear housing with a muriatic acid base
cleaner to remove any type of marine growth,
and rinse with water, if necessary.

2. Wash gear housing with soap and water, then
rinse.

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1C-7

B

Decal Application

Decal Removal

DECAL APPLICATION

1

1. Mix

/2 ounce (16 ml) of dish washing liquid in one
gallon (4 l) of cool water to use as wetting solu­tion.

1. Mark decal location before removal to assure
proper alignment of new decal.

2. Carefully soften decal and decal adhesive with a
heat gun or heat blower while removing old decal.

3. Clean decal contact area with a 1:1 mixture of iso­propyl alcohol and water.

4. Thoroughly dry decal contact area and check for
a completely cleaned surface.

Instructions for “Wet” Application

NOTE: The following decal installation instructions

are provided for a “Wet” installation. All decals
should be applied wet.

TOOLS REQUIRED

1. Plastic Squeegee*

2. Stick Pin

3. Dish Washing Liquid/Detergent without am-
monia** “Joy” and “Drift” are known to be com­patible for this process.

** Automotive Body Filler Squeegee
** Do not use a soap that contains petroleum based

solvents.

SERVICE TIP: Placement of decals using the
“Wet” application will allow time to position de­cal. Read entire installation instructions on this
technique before proceeding.

NOTE: Leave protective masking, if present, on the

face of decal until final steps of decal installation. This
will ensure that the vinyl decal keeps it’s shape during
installation.

2. Place the decal face down on a clean work sur­face and remove the paper backing from “adhe­sive side” of decal.

3. Using a spray bottle, flood the entire “adhesive
side” of the decal with the pre-mixed wetting solu­tion.

4. Flood area where the decal will be positioned
with wetting solution.

5. Position pre-wetted decal on wetted surface and
slide into position.

6. Starting at the center of the decal, “lightly”
squeegee out the air bubbles and wetting solu­tion with overlapping strokes to the outer edge of
the decal. Continue going over the decal surface
until all wrinkles are gone and adhesive bonds to
the cowl surface.

7. Wipe decal surface with soft paper towel or cloth.

8. Wait 10 - 15 minutes.

9. Starting at one corner, “carefully and slowly” pull
the masking off the decal surface at a 180° angle.

NOTE: T o remove any remaining bubbles, pierce the
decal at one end of the bubble with stick pin and
press out the entrapped air or wetting solution with
your thumb (moving toward the puncture).

TEMPERATURE
IMPORTANT: Installation of vinyl decals should

not be attempted while in direct sunlight. Air and
surface temperature should be between 60°F
(15°C) and 100°F (38°C) for best application.

SURFACE PREPARATION
IMPORT ANT : Do not use a soap or any petroleum

based solvents to clean application surface.

Clean entire application surface with mild dish wash­ing liquid and water. Rinse surface thoroughly with
clean water.

90-830234R3 DECEMBER 19971C-8 - IMPORTANT INFORMATION NOVEM

IMPORTANT
INFORMATION

1

D

OUTBOARD INSTALLATION

Table of Contents

Page

Determining Recommended Outboard

Mounting Height 1D-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Notice to Installer and Owner 1D-2. . . . . . . . . . . . . . . . . .

Boat Horsepower Capacity 1D-2. . . . . . . . . . . . . . . . .

Outboard Remote Control 1D-2. . . . . . . . . . . . . . . . . .

Selecting Accessories For The Outboard 1D-2. . . . .

Selecting Steering Cables and Remote Control

Cables 1D-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Locate Center line Of The Outboard 1D-3. . . . . . . . .

Drilling Outboard Mounting Holes 1D-3. . . . . . . . . . . .

Lifting Outboard 1D-4. . . . . . . . . . . . . . . . . . . . . . . . . . .

Fastening Outboard To The Transom 1D-4. . . . . . . .

Single Steering Cable and Steering Link

Rod Installation 1D-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Installing Ride Guide Steering Cable to the

Outboard 1D-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Steering Link Rod Installation 1D-5. . . . . . . . . . . . . . .

Co-Pilot Installation (Tiller Handle models) 1D-6. . . . . . .

Remote Control Installation 1D-7. . . . . . . . . . . . . . . . . . . .

Required Side Mount Remote Control or Ignition

Key Switch Assembly 1D-7. . . . . . . . . . . . . . . . . . . . . . . . .

Boats Equipped with Side Mount

Remote Control 1D-7. . . . . . . . . . . . . . . . . . . . . . . . . . .

Boats Equipped with Panel Or Console Mount

Remote Control 1D-7. . . . . . . . . . . . . . . . . . . . . . . . . . .

Connecting Remote Wiring Harness to the Engine 1D-7
Shift and Throttle Cable Installation to the Outboard1D-8

Shift Cable Installation 1D-8. . . . . . . . . . . . . . . . . . . . .

Throttle Cable Installation 1D-9. . . . . . . . . . . . . . . . . .

Battery Connections 1D-10. . . . . . . . . . . . . . . . . . . . . . . . .

Set Up Instructions For Oil Injection System 1D-10. . . .

Filling The Oil Injection System 1D-10. . . . . . . . . . . . .

Bleeding Air From The Oil Injection System 1D-11. .

Adjusting The Oil Injection Pump 1D-11. . . . . . . . . . .

Trim Tab Adjustment 1D-12. . . . . . . . . . . . . . . . . . . . . . . . .

90-830234R3 DECEMBER 19971D-0 - IMPORTANT INFORMATION

Notice to Installer and Owner

Outboard Remote Control

This manual as well as safety labels posted on the
outboard use the following safety alerts to draw your
attention to special safety instructions that should be
followed.

W ARNING

WARNING – Hazards or unsafe practices which
COULD result in severe personal injury or death.

CAUTION

CAUTION – Hazards or unsafe practices which could
result in minor injury or product or property damage.

Boat Horsepower Capacity

U.S. COAST GUARD CAPACITY

MAXIMUM HORSEPOWER XXX
MAXIMUM PERSON

CAPACITY (POUNDS) XXX
MAXIMUM WEIGHT

CAPACITY XXX

Do not overpower or overload your boat. Most boats
will carry a required capacity plate indicating the
maximum acceptable power and load as determined
by the manufacturer following certain federal guide­lines. If in doubt, contact your dealer or the boat man­ufacturer.

W ARNING

Using an outboard that exceeds the maximum
horsepower limit of a boat can: 1. cause loss of
boat control 2. place too much weight at the tran­som altering the designed flotation characteris­tics of the boat or 3. cause the boat to break apart
particularly around the transom area. Overpow­ering a boat can result in serious injury , death, or
boat damage.

The remote control connected to your outboard must
be equipped with a start-in-gear protection device.
This prevents the engine from starting when the out­board is in gear.

WARNING

Avoid serious injury or death from a sudden un­expected acceleration when starting your en­gine. The design of this outboard requires that
the remote control used with it must have a built
in start-in-gear protection device.

Selecting Accessories For
The Outboard

Genuine Mercury Marine Quicksilver Accessories
have been specifically designed and tested for your
outboard.

Mercury Marine Quicksilver accessories are avail­able from Mercury Marine dealers.

Some accessories not manufactured or sold by Mer­cury Marine are not designed to be safely used with
your outboard or outboard operating system. Acquire
and read the installation, operation, and mainte­nance manuals for all your selected accessories.

WARNING

Check with your dealer before installation of ac­cessories. The misuse of acceptable accesso­ries or the use of unacceptable accessories can
result in serious injury , death, or product failure.

Selecting Steering Cables
and Remote Control Cables

Refer to “Quicksilver Accessories Guide” to deter­mine correct length of steering cables and remote
control cables.

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1D-1

IMPORT ANT : Steering cables and remote control
cables must be the correct length. Sharp bends
on too-short cables result in “kinks”; too-long
cables require unnecessary bends and/or loops.
Both conditions place extra stress on the cables.

Determining Recommended

WARNING

Outboard Mounting Height

26 in.

(660m
m)

25 in.

(635m
m)

24 in.

(609m
m)

23 in.

(584m
m)

e

e

22 in.

(560m
m)

21 in.

(533m
m)

20 in.

(508m
m)

19 in.

(482m
m)

Boat instability can occur at high speeds by
installing engine at the wrong transom height.
Contact the boat manufacturer for their recom­mendations for a specific engine installation.

b

c

a

d

10

NOTE: Add 5 in. (127mm) for XL models and 10 in.

(254mm) for XXL models to listed outboard mounting
height.

a. This solid line is recommended to determine

the outboard mounting height.

IMPORTANT: Increasing the height of outboard
generally will provide the following: 1) Less
steering torque, 2) more top speed, 3) greater
boat stability , but, 4) will cause more prop “break
loose” which may be particularly noticeable
when planing off or with heavy load.

b. These broken lines represent the extremes of

known successful outboard mounting height
dimensions.

c. This line may be preferred to determine out-

board mounting height dimension, if maxi­mum speed is the only objective.

20 30 40 50 60 70 80

f

d. This line may be preferred to determine out-

board mounting height dimension for dual
outboard installation.

e. Outboard mounting height (height of out-

board transom brackets from bottom of boat
transom). For heights over 22 in. (560mm), a
propeller, that is specifically designed for sur­facing operation, such as the “Laser” and “Mi­rage” series, usually are preferred.

f. Maximum boat speed anticipated.

90-830234R3 DECEMBER 19971D-2 - IMPORTANT INFORMATION

Locating Center Line Of The
Outboard

Locate (and mark with pencil) the vertical centerline
(a) of boat transom.

BA

a

DC

a - Centerline of Transom

NOTE: When drilling into a fiberglass boat, place
masking tape directly onto boat where mounting
holes will be drilled to help prevent fiberglass from
chipping.

Use a 17/32 inch (13.5mm) diameter drill bit and drill
4 mounting holes perpendicular to and thru transom.

IMPORTANT: If using “Transom Drilling Fixture”
(part number 91–98234A2), use drill guide holes
marked “A” when drilling outboard mounting
holes.

NOTE: Dimensions “A” & “B” and “C” & “D” are equal

length.

IMPORT ANT : During installation of dual outboards,

the following is recommended. A minimum of 221/2
inches (570mm) centerline to centerline width is rec­ommended. This is required to alleviate cowling in­terference during lock to lock turns if one outboard
would be in the full tilt position, while the other out­board(s) are in the vertical running position.

Drilling Outboard Mounting Holes

IMPORT ANT : Before drilling any mounting holes,
carefully read “Determining Recommended Out­board Mounting Height,” preceding. There is a
3/4 inch (19mm) difference between outboard
mounting holes in transom brackets.

WARNING

DO NOT, under any circumstances, allow upper
outboard mounting bolts to be closer than 1 inch
(25.4mm) from top of boat transom. Upper
mounting bolts must never be installed thru
shims.

b

a

a – Centerline of Transom
b – Transom Drilling Fixture (91–98234A2)

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1D-3

Lifting Outboard

Installing Outboard To Boat

WARNING

Verify that the lifting ring is threaded into the fly­wheel a minimum of 5 turns and that hoist has a
maximum lift capacity over 500 lbs. (227 kg) BE­FORE lifting outboard.

1. Electric Start Models – Remove plastic cap from

center of flywheel. Thread lifting ring into flywheel
hub a minimum of 5 turns. Replace plastic cap af­ter installation.

b

a

Transom

IMPORT ANT : If boat is equipped with thru tilt tube
steering, steering cable end must be installed
into tilt tube of outboard (port outboard only for
dual outboard installations) before securing out­board to transom. Refer to ”Steering Cable and
Steering Link Rod Installation” following.

Refer to “Determining Recommended Outboard Mo­tor Mounting Height”, preceding and position out­board on boat transom, to align mounting holes in
transom bracket that will place the outboard nearest
to the recommended mounting height.

CAUTION

Marine sealer must be used on shanks bolts to
make a water-tight installation.

IMPORT ANT: DO NOT use an impact driver when
tightening transom bolts.

Apply marine sealer to shanks of mounting bolts (not
threads) and secure outboard to transom with 4 bolts,
flat washers and locknuts, as shown. Be sure that in­stallation is water-tight.

a - Lifting Ring
b - Plastic Cap – Replace After Installation

2. Manual Start Models – Use lifting eye on engine

and lift outboard on boat transom.

WARNING

Before operation, the outboard must be correctly
installed with four mounting bolts shown. Failure
to correctly fasten outboard could result in out­board ejecting off boat transom causing serious
injury, death, or property damage.

a

b

c

b

c

a - 1/2 Inch Diameter Bolts
b - Flat W ashers
c - Locknuts

a

90-830234R3 DECEMBER 19971D-4 - IMPORTANT INFORMATION

Single Steering Cable and

Steering Link Rod Installation

Steering Link Rod
Installation

NOTE: These instructions are for single cable–single

outboard installations. Instructions for mounting dual
engines are included with the applicable dual engine
attaching kit. Refer to “Quicksilver Accessories
Guide” to determine correct kit.

Refer to “Quicksilver Accessories Guide” to deter­mine correct length of steering cable.

IMPORTANT: Steering cable must be correct
length. Sharp bends on too-short of a cable re­sult in “kinks;” too-long of a cable require unnec­essary bends and/or loops. Both conditions
place extra stress on the cable.

Install steering mount and steering wheel in accor­dance with installation instructions that accompany
each.

Installing Ride Guide Steering Cable
To The Outboard

IMPORTANT: Before installing steering cable in
tilt tube, lubricate entire cable end with Quicksil­ver 2-4-C Marine Lubricant.

IMPORT ANT: The steering link rod that connects
the steering cable to the engine must be fastened
using special washer head bolt (“a” – Part Num­ber 10-14000) and self locking nuts (“b”& “c”–
Part Number 11-34863). These locknuts must
never be replaced with common nuts (non lock­ing) as they will work loose and vibrate off free­ing the link rod to disengage.

WARNING

Disengagement of a steering link rod can result
in the boat taking a full, sudden, sharp turn. This
potentially violent action can cause occupants to
be thrown overboard exposing them to serious
injury or death.

3. Assemble steering link rod to steering cable with
two flat washers (d) and nylon insert locknut (“b”
– Part Number 1 1-34863). Tighten locknut (b) un­til it seats, then back nut off 1/4 turn.

4. Assemble steering link rod to engine with special
washer head bolt (“a” – Part Number 10-14000)
and nylon insert locknut (“c”– Part Number
11-34863). First torque bolt (a) to 20 lb. ft. (27.0
N·m), then torque locknut (c) to 20 lb. ft. (27.0
N·m).

NOTE: Ride Guide steering cable is lubricated at the
factory and requires no additional lubrication at initial
installation.

1. Lubricate seal (a) inside of outboard tilt tube and
entire cable end (b) with Quicksilver 2-4-C Ma­rine Lubricant.

2. Insert steering cable end thru outboard tilt tube
and secure steering cable to tilt tube with steering
cable attaching nut (c), as shown. Torque nut to
35 lb. ft. (47.5 N·m).

95

c

95

a

b

a

d

b

c

WARNING

After installation is complete (and before operat­ing outboard), check that boat will turn right
when steering wheel is turned right and that boat
will turn left when steering wheel is turned left.
Check steering thru full range (left and right) and
at all tilt angles to assure interference-free move­ment.

95

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1D-5

2-4-C With Teflon (92-825407A12)

Co-Pilot Installation (Tiller
Handle models)

WARNING

Avoid possible serious injury or death from loss
of boat control. The Co-pilot assembly must be
installed and adjusted to maintain sufficient
steering friction to prevent the outboard from
steering into a full turn if the tiller handle is re­leased.

1. Thread the friction collar (a) onto the starboard
side of the tilt tube. Tighten securely and position
the adjustment knob toward front of outboard.

2. Insert pilot rod (b) into the friction collar.

a

IMPORT ANT : The co-pilot link rod (c) must be fas­tened using self locking nylon insert locknuts
(“f”& “g”– Part Number 11-45592).These lock­nuts must never be replaced with common nuts
(non locking) as they will work loose and vibrate
off freeing the link rod to disengage.

WARNING

Disengagement of the co-pilot link rod can result
in the boat taking a full, sudden, sharp turn. This
potentially violent action can cause occupants to
be thrown overboard exposing them to serious
injury or death.

3. Lubricate both ends of the link rod with Quicksil­ver 2-4-C w/Teflon Marine Lubricant. Install link
rod between the tiller handle mount and pilot rod
as shown.

b

f

e

d

c

e

g

c - Co-Pilot Link Rod
d - Spacer (Hidden) - Place in the Upper Mounting Hole

For The Link Rod.
e - Flat W asher
f - Locknut - Torque to 120 lb. in. (13.6 N·m)
g - Locknut - T ighten Until it Seats; DO NOT exceed 120 lb.

in. (13.6 N·m), Then Back Off The Locknut 1/4 Turn.

90-830234R3 DECEMBER 19971D-6 - IMPORTANT INFORMATION

Remote Control Installation

Shift and Throttle Cable

Refer to “Quicksilver Accessories Guide” to deter­mine correct length of remote control cables.

IMPORT ANT : Remote control cables must be cor­rect length. Sharp bends on too-short cables re­sult in “kinks;” too-long cables require unneces­sary bends and/or loops. Both conditions place
extra stress on the cables.

IMPORTANT: Install control cables to remote
control and mount remote control BEFORE at­taching control cables to engine. Refer to instal­lation instructions included with remote control.

Required Side Mount
Remote Control or Ignition
Key Switch Assembly

Boats Equipped with Side Mount
Remote Control

A Quicksilver Commander 2000 series Side Mount
Remote Control equipped with a warning horn must
be used with this outboard. This warning horn is nec­essary for the engine warning system.

Installation To The Outboard

Install the shift cable and throttle cable into the re­mote control and mount the remote control following
instructions which are provided the remote control.

NOTE: Install the shift cable before the throttle cable.
The shift cable is the first cable to move when the re­mote control handle is moved into gear.

Shift Cable Installation

1. Pull up the cowl seal and remove the port side
rubber grommet (a).

a

2. Position the remote control and outboard into
neutral.

3. Slide shift actuator (b) toward the rear of engine
(reverse gear) until resistance is felt. Measure
distance (c) between mounting stud and barrel
retainer.

a

a -Warning Horn

Boats Equipped with Panel Or
Console Mount Remote Control

A Quicksilver Ignition Key/Choke Assembly
equipped with a warning horn must be used with this
engine. This warning horn is necessary for the en­gine warning system.

a

4. Push the cable end (d) in (towards cable barrel)
until resistance is felt. Adjust the cable barrel (e)
to attain distance (c).

e

d

c

b

a - Warning Horn

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1D-7

5. Place cable barrel into retainer and fasten the
cable end to mounting stud with nylon washer (f)
and locknut (g). Tighten locknut against the nylon
washer, then back-off the locknut 1/4 turn.

6. Check shift cable adjustments as follows:

a. With remote control in forward the propshaft

should lock solidly in gear. If it does not, ad­just the cable barrel closer to the cable end
guide.

3. Adjust throttle cable barrel (b) so the barrel will be
able to slip into the retainer when the cable end
is on the mounting stud and there is a slight pre­load against the stop.

4. Check preload on throttle cable by placing a thin
piece of paper between adjustment screw and
stop. Preload is correct when the paper can be re­moved without tearing, but has some drag in it.
Readjust cable barrel if necessary.

5. Place the throttle cable barrel into the top retainer
hole and the cable end on the cable mounting
stud. Fasten throttle cable to the mounting stud
with nylon washer (c) and locknut (d). Tighten
locknut against the nylon washer, then back-off
the locknut 1/4 turn.

6. Lock the cable barrels in-place with cable latch
(e).

b. Shift remote control into neutral. The prop-

shaft should turn freely without drag. If not,
adjust the barrel away from the cable end
guide. Repeat steps a and b.

c. Shift remote control into reverse while turning

propeller. The propshaft should lock solidly in
gear. If not, adjust the barrel away from the
cable end guide. Repeat steps a thru c.

d. Return remote control handle to neutral. The

propeller should turn freely without drag. If
not, adjust the barrel closer to the cable end
guide. Repeat steps a thru d.

Throttle Cable Installation

NOTE: Attach Shift cable to engine prior to attaching

throttle cable.

1. Position the remote control handle into neutral
detent.

2. Position adjustment screw (a) against the stop.

a

b

d

c

e

7. Lubricate the port side rubber grommet and rein­stall into cowl. Slip the grommet over the control
cables. Push the cowl seal back into place.

90-830234R3 DECEMBER 19971D-8 - IMPORTANT INFORMATION

NOTE: The rubber grommet has to be lubricated to
ease installation.

f

f

f – Lubricant

Connecting Remote Wiring
Harness To The Engine

1. Pull up the cowl seal (a) and remove the star­board side rubber grommet (b).

b

a

2. Take hold of the engine connector (c) and install
the remote wiring harness plug (d). Connect
additional wire leads (if equipped) as shown.

NOTE: The rubber grommet can to be lubricated to
ease installation.

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1D-9

c

d

3. Push the connector and plug into the holder (e).

e

Battery Connections

CAUTION

For dual outboard installations, the black (–) bat­tery cable of each engines starter motor ground
circuit, MUST BE connected to each other by a
common circuit (cable) capable of carrying the
starting current of each engine’s starter motor.
[i.e. A locally obtained battery cable connected
between the negative (–) terminal of each out­boards cranking battery].

CAUTION

Failure to observe correct polarity when con­necting battery cables to battery, will result in
damage to the charging system.

4. Insert the battery cables and remote wiring har­ness into the rubber grommet. Reinstall the star­board side rubber grommet into the cowl. Push
the cowl seal back in place.

1. Connect battery cables (from engine) to battery.
Connect red battery cable to positive terminal
and black battery cable to negative (–) battery
terminal.

Set Up Instructions For Oil
Injection System

CAUTION

Oil injected engines additionally , must be run on
a 50:1 gasoline/oil mixture during the engine
break-in period. Refer to engine break-in proce­dure in the Operation & Maintenance Manual.

CAUTION

If an electric fuel pump is to be used on engines
with oil injection, the fuel pressure at the engine
must not exceed 4 psig. If necessary, install a
pressure regulator between electrical fuel pump
and engine and set at 4 psig maximum.

90-830234R3 DECEMBER 19971D-10 - IMPORTANT INFORMATION

Filling The Oil Injection System

1. Open the cowl cap (a). Turn the oil fill cap (b) to
the left and remove.

a

Bleeding Air From The Oil Injection
System

IMPORT ANT : If air exists in either the oil pump in­let hose (a) or oil pump outlet hose (b), the air
MUST BE bled from the hose(s) or engine dam­age may occur.

BLEEDING AIR FROM THE OIL PUMP INLET
HOSE

b

2. Use the dipstick (c) to check oil level.

3. Hook the dipstick (d) on the tank during filling.

c

d

4. Slowly fill the oil tank with the specified oil. Do Not
overfill – add only enough oil to bring the oil level
up to the bottom of the fill neck (e).

Note:The oil tank capacity for three cylinder models
is 3.2 qt. (3.0 liters) and four cylinder models is 5.13
qt. (4.9 liters).

5. Install oil filler cap (b) and re-tighten. Reinstall the
cowl cap.

1. With the engine not running, place a shop towel
below the oil pump.

2. Loosen bleed screw (c) four turns and allow oil to
flow out of the bleed hole until no air bubbles exist
in the inlet hose (a).

BLEEDING AIR FROM THE OIL PUMP OUTLET
HOSE

3. If any air bubbles are present in the outlet hose
(b), they can be purged from the hose by remov­ing link rod (d) from the oil pump and rotating the
pump arm (e) full clockwise while operating en­gine at 1000 to 1500 RPM.

b

c

e

b

FULL

90-830234R3 DECEMBER 1997 IMPORTANT INFORMATION - 1D-11

a

d

e

Adjusting The Oil Injection Pump

Trim Tab Adjustment

When carburetor linkage is at idle position, alignment
mark (a) on oil injection arm should be in-line with
mark (b) on pump as shown. If necessary , adjust link
rod (c).

b

Propeller steering torque will cause your boat to pull
in one direction. This steering torque is a normal thing
that results from your outboard not being trimmed so
the propeller shaft is parallel to the water surface.
The trim tab can help to compensate for this steering
torque in many cases and can be adjusted within lim­its to reduce any unequal steering effort.

NOTE: Trim tab adjustment will have little effect re­ducing steering torque if the outboard is installed with
the anti-ventilation plate approximately 2 inches
(50mm) or more above the boat bottom.

Operate your boat at normal cruising speed, trimmed
to desired position. Turn your boat left and right and
note the direction the boat turns more easily.

If adjustment is necessary, loosen trim tab bolt and
make small adjustments at a time. If the boat turns
more easily to the left, move the trailing edge of trim
tab to the left. If the boat turns more easily to the right
move the trailing edge of trim tab to the right. Retigh­ten bolt and retest.

c

a

90-830234R3 DECEMBER 19971D-12 - IMPORTANT INFORMATION

ELECTRICAL

2

A

IGNITION

53970

Table of Contents

Page

Special Tools 2A-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 Cylinder Electrical Components

(USA-0G127499/BEL-9836632 & BELOW) 2A-2. . . . . .

Electrical Components
(USA-0G127500 thru 0G437999)(BEL-9836633 thru

9926999) 2A-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 Cylinder Electrical Components

(USA-S/N-0G438000/BEL-9937000 & UP) 2A-6. . . . . . .

4 Cylinder Electrical Components

(S/N-USA-437999/BEL-9926999 & BELOW) 2A-8. . . . .

4 Cylinder Electrical Components

(USA-S/N-0G438000/BEL-9937000 & UP) 2A-10. . . . . .

Description 2A-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Test Procedures 2A-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Direct Voltage Adapter (DVA) Tests 2A-12. . . . . . . . .

Test Sequence 2A-13. . . . . . . . . . . . . . . . . . . . . . . . . . .

Ignition System DVA Specifications Test Chart 2A-14. .

3 Cylinder Stators
75 Manual with 9 Ampere Stator 398-9873A20,
USA-0D283222 thru 0G227199
75/90 Electric with 16 Ampere Stator
398-9710A3, USA-0D283222 thru 0G280043

Belgium-09793577 thru 09879064 2A-14. . . . . . . . . .

4 Cylinder with 16 Ampere Stator 398-9710A31
USA-0D283222 thru 0G301750

Belgium-09793577 thru 09885527 2A-14. . . . . . . . . .

3 Cylinder Stators
75 Manual with 9 Ampere Stator 398-9873A21,
USA-0D227200 and Above
75/90 Electric with 14 Ampere Stator
398-9873A24, USA-0G280044 thru 0G404505

Belgium-09879065 thru 09916672 2A-15. . . . . . . . . .

Page

4 Cylinder with 16 Ampere Stator 398-9710A33
USA-0G301751 and Above

Belgium - 09885528 thru 09916721 2A-15. . . . . . . . .

ADI Ignition using a RED Stator with an

Adapter Module 2A-17. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

RED Stator with Adaptor and Ignition Coils 2A-18. . . . .

RED Stator DVA Test 2A-18. . . . . . . . . . . . . . . . . . . . .

Electric Start Engines 2A-18. . . . . . . . . . . . . . . . . . . . .

Manual Start Engines 2A-18. . . . . . . . . . . . . . . . . . . . .

Troubleshooting Procedures 2A-18. . . . . . . . . . . . . . .

Theory of Operation 2A-19. . . . . . . . . . . . . . . . . . . . . . . . .

Capacitor Charging #1 CDM 2A-20. . . . . . . . . . . . . . .

Capacitor Charging #2 & #3 CDM 2A-21. . . . . . . . . .

#1 Cylinder Trigger Circuit 2A-22. . . . . . . . . . . . . . . . .

Ignition Coil Circuit 2A-23. . . . . . . . . . . . . . . . . . . . . . .

Stop Circuit 2A-24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Rev Limiter Circuit 2A-25. . . . . . . . . . . . . . . . . . . . . . . .

RED Stator with CDM 2A-26. . . . . . . . . . . . . . . . . . . . . . . .

Ignition Component Description 2A-26. . . . . . . . . . . .

CDM (P/N 827509) 2A-27. . . . . . . . . . . . . . . . . . . . . . .

Spark Gap Tester P/N 91-850439 2A-27. . . . . . . . . .

CDM Test Harness 84-825207A2 2A-27. . . . . . . . . . .

Direct Voltage Adaptor (DVA) Test 2A-32. . . . . . . . . .

Resistance Tests 2A-34. . . . . . . . . . . . . . . . . . . . . . . . .

Ignition (Key) Switch Test 2A-35. . . . . . . . . . . . . . . . . .

Flywheel Removal and Installation 2A-35. . . . . . . . . . . . .

Stator Removal and Installation 2A-36. . . . . . . . . . . . . . .

Trigger Removal and Installation 2A-39. . . . . . . . . . . . . .

Ignition Coil Removal and Installation 2A-41. . . . . . . . . .

Switch Box Removal and Installation 2A-42. . . . . . . . . . .

2A-0 - ELECTRICAL 90-830234R3 DECEMBER 1997

Special Tools

1. Flywheel Holder 91-52344

4. Spark Gap Tester 91-63998A1

2. Flywheel Puller 91-73687A1

3. Volt/Ohm/DVA Meter 91-99750

5. CDM Test Harness 84-825207A2

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-1

3 Cylinder Electrical Components
(USA-0G127499/BEL-9836632 & BELOW)

IMPORTANT : All eyelet electrical connections should be coated with LIQUID NEOPRENE after respec­tive screw, bolt or nut is tightened.

2

20

19

4

22

18

15

21

2526

16

24

23

17

3

14

11

10

9

13

12

1

5

8

6

7

32

27

29

33

2A-2 - ELECTRICAL 90-830234R3 DECEMBER 1997

28

34

31

25

30

36

Liquid Neoprene(92-25711--2)

35

3 Cylinder Electrical Components

REF

34

(USA-0G127499/BEL-9836632 & BELOW)

.

QTY. DESCRIPTION lb. in. lb. ft. N·m

NO.

1 1 IGNITION PLA TE
2 1 SWITCH BOX ASSEMBL Y
3 1 SCREW(10-16 x 7/16 IN.) Drive Tight
4 3 SCREW(M5 x .8 x 30) 40 4.5
5 1 ST AR TER SOLENOID
6 2 GROMMET
7 2 BUSHING
8 2 NUT(8-32) 20 2.3

9 2 SCREW 40 4.5
10 2 WASHER
11 1 WIRE(BLACK)
12 2 LOCKWASHER(1/4 IN.)
13 2 NUT(1/4-20) 50 5.6
14 3 SCREW 13.5 18.3
15 1 HIGH TENSION CABLE
16 3 PROTECTOR

3 SP ARK PLUG(NGK #BUHW -2) 20 27

17 3 SP ARK PLUG(BELGIUM/CANADA)(NGK#BUZHW-2) 20 27

3 SP ARK PLUG(BELGIUM/CANADA)(NGK#BUZHW) 20 27
18 1 VOL TAGE REGULAT OR
19 2 SCREW 70 7.9
20 1 HARNESS
21 3 IGNITION COIL ASSEMBLY
22 6 NUT 30 3.4
23 1 CABLE–ignition coil(BLACK - 3-1/4 IN.)
24 1 RECTIFIER
25 2 SCREW 30 3.4
26 3 NUT 20 2.3
27 1 COVER
28 6 SCREW 20 2.3
29 6 WASHER
30 1 TERMINAL BLOCK
31 2 SCREW Drive Tight
32 1 COVER
33 3 SCREW 30 3.4

1 BA TTERY CABLE (POSITIVE)

1 BA TTERY CABLE (NEGATIVE)
35 1 ENGINE HARNESS (ELECTRIC)
36 1 FUSE(20 AMP)

TORQUE

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-3

Electrical Components
(USA-0G127500 thru 0G437999)(BEL-9836633 thru 9926999)

3

2

Quicksilver Lubrication/Sealant
Application Points

25

1

4

6

5

17

16

18

15

20

Liquid Neoprene (92-25711--2)

12

11

10

14

7

13

8

19

9

30

29

27

31

28

22

26

21

24

33

25

23

32

34

35

IMPORT ANT : All eyelet electrical connections should be coated with LIQUID NEOPRENE after respective
screw, bolt or nut is tightened

2A-4 - ELECTRICAL 90-830234R3 DECEMBER 1997

Electrical Components

REF

12

20

(USA-0G127500 thru 0G437999)(BEL-9836633 thru 9926999)

.

QTY. DESCRIPTION lb. in. lb. ft. N·m

NO.

1 1 HARNESS
2 1 SWITCH BOX
3 1 SCREW (M5 x 12)
4 3 SCREW (M5 x .8 x 30) 40 4.5
5 1 VOLTAGE REGULATOR
6 2 SCREW 70 7.9
7 1 STARTER SOLENOID
8 2 BUSHING

9 2 NUT (8-32) 20 2.3
10 2 SCREW 40 4.5
11 2 WASHER

1 WIRE (BLACK – 3-1/2 IN.)(Use where Applicable)
1 WIRE (BLACK – 5 IN.)
1 WIRE (BLACK – 6 IN.)

1 WIRE (RED – 7-1/2 IN.)(Use where Applicable)
13 2 LOCKWASHER (5/16 IN.)
14 2 NUT (5/16-8) 50 5.6
15 3 SCREW 13.5 18.3
16 1 HIGH TENSION CABLE
17 3 PROTECTOR

3 SPARK PLUG (NGK #BUHW-2) 20 27
18

19 1 IGNITION PLATE

21 3 IGNITION COIL ASSEMBLY
22 6 NUT 30 3.4
23 1 RECTIFIER
24 2 SCREW 30 3.4
25 2 NUT 20 2.3
26 1 COVER
27 6 SCREW 20 2.3
28 6 WASHER
29 1 COVER
30 3 SCREW (M5 x .08 x 30) 30 3.4

31

32 1 TERMINAL BLOCK DOUBLE QTY.’S
33 2

34 1 ENGINE HARNESS (ELECTRIC)
35 1 FUSE (20 AMP)

3 SPARK PLUG (BELGIUM/CANADA)(NGK#BUZHW-2) 20 27

3 SPARK PLUG (BELGIUM/CANADA)(NGK#BUZHW) 20 27

1 CABLE–ignition coil (BLACK - 7 IN.)

1 CABLE–ignition coil (BLACK - 3-1/4 IN.)

1 BATTERY CABLE (POSITIVE)

1 BATTERY CABLE (POSITIVE-ELEC.-NON/OIL)

1 BATTERY CABLE (NEGATIVE)

SCREW FOR ELECTRIC MODELS Drive Tight

TORQUE

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-5

3 Cylinder Electrical Components
(USA-S/N-0G438000/BEL-9937000 & UP)

IMPORTANT : All eyelet electrical connections should be coated with LIQUID NEOPRENE after respec­tive screw, bolt or nut is tightened.

6

33

9

10

15

35

30

18

14

17

30

31

27
24

32

26

19

28

20

22

25

29

16

1

34
23

36

21

6

4

7

5

3

2

10

9

8

13

6

11

25

2A-6 - ELECTRICAL 90-830234R3 DECEMBER 1997

Liquid Neoprene(92-25711--2)

12

3 Cylinder Electrical Components

REF

19

(USA-S/N-0G438000/BEL-9937000 & UP)

.

QTY. DESCRIPTION lb. in. lb. ft. N·m

NO.

1
2
3
4

5
6
7

8

9
10
11
12
13
14
15
16
17
18

20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36

1 IGNITION PLATE
3 SCREW(M8 x 30)
3 WASHER
3 BUSHING

3 GROMMET
4 SCREW(M5 x 12) ELECTRIC

1

CLAMP
1 CABLE(10 IN.)
2 SCREW(M5 x 12)
2 WASHER
1 HARNESS-Engine
1 FUSE ELECTRIC
1 HARNESS-Ignition
1 BA TTERY CABLE (POSITIVE)
1 BOOT
3 CDM
3 HI–TENSION CABLE
3 BOOT

3 SP ARK PLUG(NGK #BUHW -2) 20
3 SP ARK PLUG(BELGIUM/CANADA)(NGK#BUZHW) 20
6 SCREW(M6 x 16)
1 STARTER SOLENOID
2 BUSHING
2 GROMMET
2 NUT(8-32) ELECTRIC
1 CABLE
2 LOCKWASHER(5/16 IN.)
2 NUT(5/16-8)
2 SCREW(M6 x 25)
1 VOL TAGE REGULAT OR
1 STA–STRAP
2 SCREW(M6 x 35)
1 J CLIP
1 CABLE
2 CLAMP
1 HARNESS-Engine (MANUAL)
1 WASHER

TORQUE

27
27

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-7

4 Cylinder Electrical Components
(S/N-USA-437999/BEL-9926999 & BELOW)

13

12

5

3

6

9

8

7

4

10

11

17

21

22

20

18

19

2

34

33

32

38

37

30

31

36

35

1

28

14

16

15

29

25

IMPORTANT : All eyelet electrical connections should be coated with LIQUID NEOPRENE after respec­tive screw, bolt or nut is tightened.

Liquid Neoprene (92-25711--2)

27

24

23

25

26

2A-8 - ELECTRICAL 90-830234R3 DECEMBER 1997

4 Cylinder Electrical Components

REF

7

8

18

27

29

35

(S/N-USA-437999/BEL-9926999 & BELOW)

.

QTY. DESCRIPTION lb. in. lb. ft. N·m

NO.

– 2 PLUG–female wires
1 1 IGNITION PLATE
2 1 SWITCH BOX ASSEMBLY
3 13 NUT 20 2.3
4 4 SCREW 40 4.5
5 1 J-CLIP
6 1 PRIMARY HARNESS ASSEMBLY

4 SPARK PLUG (NGK #BP8H-N-10) 20 27
4 SPARK PLUG (CAN/BEL-NGK#BPZ8H-N-10) 20 27

HIGH TENSION CABLE

1

(S/N–USA–0G301750/BEL–9885504 & BELOW)

HIGH TENSION CABLE

1

(S/N–USA–0G301751/BEL–9885505 & UP)

9 4 PROTECTOR
10 1 VOLTAGE REGULATOR
11 2 SCREW 70 7.9
12 4 IGNITION COIL ASSEMBLY
13 8 NUT 20 2.3
14 1 COVER
15 5 SCREW 20 2.3
16 5 WASHER
17 1 HARNESS

1 CABLE (6-1/2 IN.)

1 CABLE (4-3/4 IN.)
19 2 SCREW 30 3.4
20 3

21 1 TERMINAL BLOCK
22 4 SCREW 13.5 18.3
23 2 TERMINAL BLOCK
24 4 SCREW Drive Tight
25 1 ENGINE WIRING HARNESS
26 1 FUSE (20 AMP)

28 1 COVER

30 1 STARTER SOLENOID
31 2 BUSHING
32 2 SCREW 40 4.5
33 2 WASHER
34 AR WIRE (BLACK)

36 2 NUT 20 2.3
37 2 LOCKWASHER (5/16 IN.)
38 2 NUT (5/16-18)

NUT Use Where Applicable 20 2.3

1 BATTERY CABLE (POSITIVE)

1 BATTERY CABLE (NEGATIVE)

3 SCREW (50 MM) 30 3.4

1 SCREW (30 MM) 40 4.5

1 WIRE (RED - 4-1/4 IN.)(Use where applicable)

1 WIRE (RED - 11-1/2 IN.)

TORQUE

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-9

4 Cylinder Electrical Components
(USA-S/N-0G438000/BEL-9937000 & UP)

IMPORTANT : All eyelet electrical connections should be coated with LIQUID NEOPRENE after respec­tive screw, bolt or nut is tightened.

15

14

17

32

33

27

31

26

26

27

22

24

29

33

6

7

1

34

22

21

35

34

13

30

19

20

16

6

6

7

5

3

2

7

6

8

11

11

4

25

2A-10 - ELECTRICAL 90-830234R3 DECEMBER 1997

Liquid Neoprene (92-25711--2)

4 Cylinder Electrical Components

REF

15

18

(USA-S/N-0G438000/BEL-9937000 & UP)

.

QTY. DESCRIPTION lb. in. lb. ft. N·m

NO.

1 1 IGNITION PLA TE
2 3 SCREW (M8 x 30)
3 3 WASHER
4 3 BUSHING

5 3 GROMMET
6 5 SCREW (M5 x 12)
7 2 WASHER
8 1 CLAMP

9 1 CABLE (10 IN.)
10 1 HARNESS-Engine
11 1 FUSE
12 1 HARNESS-Ignition
13 1 BA TTERY CABLE (POSITIVE)
14 1 BOOT

4 CDM (S/N-USA-0G589999/BEL-9973099 & BELOW)

4 CDM (S/N-USA-0G590000/BEL-9973100 & UP)
16 4 HI–TENSION CABLE
17 4 BOOT

4 SP ARK PLUG (NGK #BP8H-N-10) 20 27

4 SP ARK PLUG (NGK#BPZ8H-N-10) 20 27
19 8 SCREW (M6 x 16)
20 1 STARTER SOLENOID
21 2 BUSHING
22 2 GROMMET
23 2 NUT (8-32)
24 2 LOCKWASHER (5/16 IN.)
25 2 NUT (5/16-8)
26 2 SCREW (M6 x 25)
27 1 WASHER
28 1 VOL TAGE REGULAT OR
29 2 SCREW (M6 x 35)
30 1 J CLIP
31 1 CABLE
32 2 CLAMP
33 1 STA–STRAP
34 1 WASHER
35 1 CABLE

TORQUE

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-11

Description

The outboard ignition system is alternator-driven
with distributor-less capacitor discharge. Major com­ponents of the ignition system are the flywheel, sta­tor, trigger , switch box, ignition coils and spark plugs.

Test Procedures

Direct Voltage Adapter (DVA) Tests

WARNING

The stator assembly is mounted stationary below the
flywheel and has 2 capacitor charging coils. The
flywheel is fitted with permanent magnets inside the
outer rim. As the flywheel rotates the permanent
magnets pass the capacitor charging coils. This
causes the capacitor charging coils to produce AC
voltage. The AC voltage then is conducted to the
switch box where it is rectified and stored in a
capacitor.

The trigger assembly (also mounted under the fly­wheel) has 3 coils – 3 cylinder models and 2 coils for
4 cylinder models. The flywheel has a second set of
permanent magnets (located around the center hub).
As the flywheel rotates the second set of magnets
pass the trigger coils. This causes the trigger coils to
produce an AC voltage that is conducted to an elec­tric Silicon Controlled Rectifier (SCR) in the switch
box.

The switch discharges the capacitor voltage into the
ignition coil at the correct time and firing order
sequence.

Capacitor voltage is conducted to the primary side of
the ignition coil. The ignition coil multiplies this volt­age high enough to jump the gap at the spark plug.

The preceding sequence occurs once-per-engine­revolution for each cylinder.

Spark timing is changed (advanced/retarded) by ro­tating the trigger assembly which changes each trig­ger coil position in relation to the permanent magnets
on the flywheel center hub.

DANGER - HIGH VOL T AGE/SHOCK HAZARD! Do
not touch ignition components and/or metal test
probes while engine is running and/or being
“cranked.” STAY CLEAR OF SPARK PLUG
LEADS. T o assure personal safety, each individu­al spark plug lead should be grounded to engine.

CAUTION

T o protect against meter and/or component dam­age, observe the following precautions:

• 400 VDC* test position (or higher) MUST BE

used for all tests.

• INSURE the Positive (+) lead/terminal of DVA

is connected to the Positive (+) receptacle of
meter.

• DO NOT CHANGE meter selector switch posi-

tion while engine is running and/or being
“cranked.”

• Switch box MUST BE GROUNDED during

tests. Running or “cranking” engine with
switch box ungrounded may damage switch
box.

* If using a meter with a built-in DVA, the DVA/400 VDC test

position should be used.

NOTE: T est leads are not supplied with the DVA. Use
test leads supplied with meter.

Test procedures and specifications are provided for
checking primary ignition voltage while the en­gine is running and/or being “cranked.”

IMPORT ANT : If the engine misfires, runs rough or
does not start, the ignition system should be
checked using a Multi-Meter/DVA Tester
(91-99750), or a voltmeter (capable of measuring
400 volts DC, or higher) and Direct V oltage Adap­tor (91-89045).

2A-12 - ELECTRICAL 90-830234R3 DECEMBER 1997

TROUBLESHOOTING TIPS:
3 CYLINDER MODELS –

1. Intermittent, weak, or no spark output at one
spark plug usually indicates a bad GROUND,

SPARK PLUG, COIL, SWITCH BOX or TRIG­GER.

2. Intermittent, weak, or no spark output at all three
spark plugs usually indicates a bad STATOR,

SWITCH BOX or STOP CIRCUIT. A defective
WHITE/BLACK Lead for the trigger will also
cause intermittant, weak or no spark at all 3
cylinders as this lead is the return path for all
3 triggers.

TROUBLESHOOTING TIPS:
4 CYLINDER MODELS –

2-A) Check switch box “stop” circuit. (See Test
Chart).

1. Intermittent, weak, or no spark output at two
spark plugs usually indicates a bad TRIGGER.

2. Intermittent, weak, or no spark output at all four
spark plugs usually indicates a bad STATOR,

SWITCH BOX or STOP CIRCUIT.

3. Intermittent, weak, or no spark at any one spark
plug usually indicates a bad GROUND, SPARK

PLUG, COIL, or SWITCH BOX.

Test Sequence

1-A) Check primary input voltage to coils. (See
Test Chart).

1. If voltage readings to coil(s) are BELOW specifi­cation, proceed with Step 2-A.

2. If voltage readings to coil(s) are WITHIN specifi­cations, proceed with Step 1-B.

1-B) Check coils for spark. [Connect Spark Gap
Tester (91-63998A1) between coil high voltage
tower and spark plug.]

1. No spark or weak spark. COIL is bad.

2. Spark is OK, proceed with Step 1-C.

1-C) If Step 1-A and 1-B check OK, replace spark
plugs.

If problem exists after replacing spark plugs, proceed
with Step 1-D.

1-D) If Steps 1-A, 1-B, and 1-C check OK, check ig­nition timing.

1. If ignition timing does not check to specification
(or a sudden or unexplained timing change oc­curs) check trigger advance linkage for loose
and/or broken parts and check trigger magnet
ring (on flywheel hub) for looseness and/or a shift
in position.

1. If reading is BELOW specifications, proceed with

Step 2-B.

2. If reading is ABOVE specifications, the Trigger
or Switch Box is bad (test trigger as outlined in
this service manual section; if trigger checks OK,
replace switch box and repeat check).

3. If reading is WITHIN specifications, proceed with

Step 3-A.

2-B) Check ignition switch/wiring, as follows:

CAUTION

To prevent engine from starting, remove spark
plug leads from ALL spark plugs and ground
leads to engine.

1. Disconnect ignition switch and stop switch
leads from switch box and isolate the leads.

2. Repeat check in Step 2-A.

3. If reading is still BELOW specification, proceed
with Step 3-A.

4. If reading is WITHIN specification, either the ig-

nition switch, stop switch, or wiring is bad.

3-A) Check stator low speed and high speed in­put to switch box. (See Test Chart).

1. If either the low speed or high speed reading to
switch box is BELOW specification, Stator or
Switch Box is bad (test stator as outlined in this
service manual section; if stator checks to speci­fication replace switch box and repeat check).

2. If both the low speed and high speed reading are
WITHIN specification, replace switch box and re­peat test.

2. If ignition checks to specification and engine
does not run or runs poorly , trouble exists with

fuel system or engine mechanical.

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-13

Ignition System DVA Specifications Test Chart

g

g

gg

Sw. Box

20 VDC or

g

g

gg

Sw. Box

20 VDC or

IMPORTANT: BEFORE attempting the ignition system checks, following, read the preceding pages of
these instructions to become familiar with the proper test sequence and procedures (particularly any
“Safety Warnings” and “Cautions”). ALL tests are performed with lead wires connected – terminals
exposed. SWITCH BOX MUST BE GROUNDED (CASE TO ENGINE BLOCK) FOR ALL TESTS – IF NOT,
SWITCH BOXES MAY BE DAMAGED.

3 Cylinder Stators
75 Manual with 9 Ampere Stator 398-9873A20, USA-0D283222 thru 0G227199
75/90 Electric with 16 Ampere Stator 398-9710A3, USA-0D283222 thru 0G280043

Belgium-09793577 thru 09879064

ADI
Test
Seq. Test

1-A Coil Primary 400 VDC* Coil (+) Terminal Coil (–) Terminal 150-250 180-280
2-A
3-A

4-A
3-A

4-A

5-A

Sw. Box –
Stop Circuit

Stator –
Low Speed

Stator –
High Speed

–

Bias

Selector Sw.

Position

400 VDC*

400 VDC*

400 VDC*

40 VDC

Black/Yellow (3)

Sw. Box Terminal

Blue Sw.

Box Terminal

Red Sw.

Box Terminal

Ground

DVA Leads

Red Black

Ground 200-360 200-360

Ground 200-300 200-330

Ground 20-90 130-300

[See Note (1)]

White/Black

Sw. Box Terminal

Voltage

Readin

@ 300-1000

(1)

RPM

2-10 10-30

Voltage Reading

@ 1000-4000

RPM

4 Cylinder with 16 Ampere Stator 398-9710A31
USA-0D283222 thru 0G301750
Belgium-09793577 thru 09885527

ADI
Test
Seq. Test

1-A Coil Primary 400 VDC* Coil (+) Terminal Coil (–) Terminal 150-250 180-280
2-A
3-A

4-A
3-A

4-A

5-A

Sw. Box –
Stop Circuit

Stator –
Low Speed

Stator –
High Speed

–

Bias

Selector Sw.

Position

400 VDC*

400 VDC*

400 VDC*

40 VDC

Black/Yellow (3)

Sw. Box Terminal

Blue Sw.

Box Terminal

Red Sw.

Box Terminal

Ground

DVA Leads

Red Black

Ground 200-360 200-360

Ground 200-300 190-310

Ground 20-90 140-310

[See Note (1)]

White/Black

Sw. Box Terminal

Voltage

Readin

@ 300-1000

(1)

RPM

2-10 10-30

Voltage Reading

@ 1000-4000

RPM

(1) Using meter only, REVERSE LEAD POLARITY; connect leads as specified.

* If using a meter with a built-in DVA, place selector switch in the DVA/400 VDC position.

2A-14 - ELECTRICAL 90-830234R3 DECEMBER 1997

3 Cylinder Stators

Test

Sw

@ 300

@ 1000

@ 4000

Sw. Box

20 VDC or

Test

Sw

@ 300

@ 1000

@ 4000

Sw. Box

20 VDC or

75 Manual with 9 Ampere Stator 398-9873A21, USA-0D227200 and Above
75/90 Electric with 14 Ampere Stator 398-9873A24, USA-0G280044 thru
0G404505 Belgium-09879065 thru 09916672

ADI

Seq. Test

1-A Coil Primary 400 VDC*

2-A

3-A
4-A

3-A
4-A

5-A

Sw. Box –
Stop Circuit

Stator –
Low Speed

Stator –
High Speed

–

Bias

Selector

.

Position

400 VDC*

400 VDC*

400 VDC*

40 VDC

DVA Leads

Red Black

Coil (+)

Terminal

Black/Yellow

(3)

Sw. Box

Terminal
Blue Sw.

Box Terminal

Red Sw.

Box Terminal

[See Note (1)]

Ground

Coil (–) Terminal 145-175 210-250 200-240

Sw. Box Terminal

Ground 215-265 280-340 260-320

Ground 215-265 280-340 260-320

Ground 10-15 45-55 205-255

White/Black

4 Cylinder with 16 Ampere Stator 398-9710A33
USA-0G301751 and Above
Belgium - 09885528 thru 09916721

Voltage

RPM

2-10 10-30 10-30

Voltage

RPM

Voltage

RPM

ADI

Seq. Test

1-A Coil Primary 400 VDC*

2-A

3-A
4-A

3-A
4-A

5-A

(1) Using meter only, REVERSE LEAD POLARITY; connect leads as specified.

* If using a meter with a built-in DVA, place selector switch in the DVA/400 VDC position.

Sw. Box –
Stop Circuit

Stator –
Low Speed

Stator –
High Speed

–

Bias

Selector

.

Position

400 VDC*

400 VDC*

400 VDC*

40 VDC

DVA Leads

Red Black

Coil (+)

Terminal

Black/Yellow

(3)

Sw. Box

Terminal
Blue Sw.

Box Terminal

Red Sw.

Box Terminal

[See Note (1)]

Ground

Coil (–) Terminal 110-140 250-300 215-265

Sw. Box Terminal

Ground 160-200 315-385 270-330

Ground 160-200 315-385 270-330

Ground 8-10 27-33 165-205

White/Black

Voltage

RPM

2-10 10-30 10-30

Voltage

RPM

Voltage

RPM

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-15

WARNING

When testing or servicing the ignition system,
high voltage is present, be extremely cautious!
DO NOT TOUCH OR DISCONNECT any ignition
parts while engine is running, while key switch is
on, or while battery cables are connected.

CAUTION

Failure to comply with the following items may
result in damage to the ignition system.

1. DO NOT reverse battery cable connections.
The battery negative cable is (-) ground.

2. Use an ohmmeter and perform the following
tests.

IMPORTANT: If stator is mounted on engine,
black stator lead must be grounded to power­head when testing.

3 CYLINDER STATORS
75 MANUAL WITH 9 AMPERE STATOR
398-9873A20
USA-0D283222 THRU 0G227199
75/90 ELECTRIC WITH 16 AMPERE STATOR
398-9710A3
USA-0D283222 THRU 0G280043
BELGIUM-09793577 THRU 09879064

2. DO NOT “spark” battery terminals with bat­tery cable connections to check polarity.

3. DO NOT disconnect battery cables while en­gine is running.

4. DO NOT crank engine when switch box is not
grounded to engine.

A process of elimination must be used when check­ing the ignition system without a Multi-Meter/DVA
T ester (91-99750) or a voltmeter (capable of measur­ing 400 volts DC, or higher) and Direct Voltage Adap­tor (91-89045), as the switch box and ignition coils
cannot be thoroughly checked with conventional test
equipment.

All other components can be tested with an ohmme­ter. Before troubleshooting the ignition system, check
the following:

1. Make sure that electrical harness, ignition switch
and/or emergency stop 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.

STATOR LOW AND HIGH SPEED OHM TEST

NOTE: Stator can be tested without removing from

engine.

1. Disconnect stator leads from switch box.

T est Leads

Between Blue Stator Lead
and Red Stator Lead
(Low Speed)

Between Red Stator Lead
and Engine Ground*
(Hi-Speed)

Resistance

(OHMS)

3600-4200

90-140

Scale Reading
(x__________)

3.6-4.2

(R x 1000)

90-140
(R x 1)

4 CYLINDER WITH 16 AMPERE STATOR
398-9710A31
USA-0D283222 THRU 0G301750
BELGIUM-09793577 THRU 09885527

T est Leads

Between Blue Stator Lead
and Blue/Wht Stator Lead
(Low Speed)

Between Red Stator Lead
and Red/White Stator Lead
(Hi-Speed)

Resistance

(OHMS)

6800-7600

90-140

Scale Reading
(x__________)

6.8 - 7.6

(R x 1000)

90-140
(R x 1)

3 CYLINDER STATORS
75 MANUAL WITH 9 AMPERE STATOR
398-9873A21
USA-0D227200 AND ABOVE
75/90 ELECTRIC WITH 14 AMPERE STATOR
398-9873A24
USA-0G280044 – 0G404505
BELGIUM-09879065 – 09916672

T est Leads

Between Blue Stator Lead
and Red Stator Lead
(Low Speed)

Between Red Stator Lead
and Engine Ground*
(Hi-Speed)

Resistance

(OHMS)

1 100-1600

30-35

Scale Reading
(x__________)

1.1-1.6

(R x 1000)

30-35

(R x 1)

2A-16 - ELECTRICAL 90-830234R3 DECEMBER 1997

* Connect test lead to BLACK stator lead if stator is

removed from engine.

TRIGGER TEST

1. Disconnect all trigger leads from switch box.

4 CYLINDER WITH 16 AMPERE STATOR
398-9710A33
USA-0G301751 – 0G404616
BELGIUM - 09885528 – 09916721

T est Leads

Between Blue Stator Lead
and Blue/Wht Stator Lead
(Low Speed)

Between Red Stator Lead

and Red/White Stator Lead

(Hi-Speed)

Resistance

(OHMS)

1000-1400

15-30

Scale Reading
(x__________)

1.0-1.4

(R x 1000)

15-30

(R x 1)

NOTE: Above readings are for a cold engine (room
temperature). Resistance will increase slightly, if en­gine is warm.

3. If meter readings are other than specified, re­place stator assembly.

IGNITION COIL TEST
IMPORTANT: Ohmmeter tests can only detect

certain faults in the ignition coil. Replace ignition
coil, if ohmmeter readings (listed in chart, follow­ing) are not as specified. If coil tests OK, and coil
is still suspected of being faulty , use Multi-Meter/
DVA Tester (91-99750) or a voltmeter (capable of
measuring 400 volts DC, or higher) and Direct
Voltage Adaptor (91-89045) to thoroughly check
coil.

1. Disconnect wires from coil terminals.

2. Pull spark plug lead out of coil tower.

2. Use an Ohmmeter and perform the following
tests.

3 CYLINDER TRIGGER SPECIFICATIONS

T est Leads

Between Brown Trigger Lead
and White/Black Trigger
Lead

Between White Trigger Lead
and White/Black Trigger
Lead

Between Violet Trigger Lead
and White/Black Trigger
Lead

Resistance

(OHMS)

1 100-1400

1 100-1400

1 100-1400

Scale Reading
(x__________)

1 1-14

(R x 100)

1 1-14

(R x 100)

1 1-14

(R x 100)

NOTE: Above readings are for a cold engine (room
temperature). Resistance will increase slightly, if en­gine is warm.

4 CYLINDER TRIGGER SPECIFICATIONS

T est Leads

Between Brown Trigger Lead
and Black Trigger Lead

Between White Trigger Lead
and Violet Trigger Lead

Resistance

(OHMS)

700-1000

700-1000

Scale Reading
(x__________)

7-10

(R x 100)

7-10

(R x 100)

NOTE: Above readings are for a cold engine (room
temperature). Resistance will increase slightly, if en­gine is warm.

3. If meter readings are not as specified, replace
trigger.

3. Use an ohmmeter and perform the following
tests.

T est Leads

Between (+) and
(–) Coil Terminals

Between Coil Tower and
(–) Coil Terminal

* The primary DC resistance of these coils generally is less

than one (1) OHM. If a reading resembling a short is
obtained, this would be acceptable.

** Copper wire is an excellent conductor, but it will have a

noticeable difference in resistance from cold to hot
temperatures. Reasonable variations from these readings
are acceptable.

Resistance

(OHMS)

.02-.04*

800-1100**

4. If meter readings are not as specified, replace
ignition coil.

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-17

Scale Reading
(x__________)

.02-.04*

(R x 1)

8-11**

(R x 100)

ADI Ignition using a RED
Stator with an Adapter
Module

Red stators require an adapter module that is con­nected between the stator and switch box. Without
the adapter module, the voltage supplied by the sta­tor would exceed the voltage capability of the switch
box.

RED Stator with Adaptor and Ignition Coils

RED Stator DVA Test

Selector

Test

Coil Primary 400 VDC*

Stop Circuit 400 VDC*

Blue Sw. Box

Terminal

Blue/White Sw.

Box Terminal

Switch Box

Bias

Switch

Position

400 VDC*

400 VDC*

20 VDC or 40

VDC

RED DVA

Lead

Coil (+)

Terminal

Black/Yellow

Sw. Box

Terminal

Blue Sw. Box

Terminal

Blue/White Sw.

Box Terminal

Ground (1)

BLACK DV A

Lead

Coil (–)

Terminal

Ground

Ground

Ground

White/Black

Switch Box

Terminal (1)

V oltage

@ 300 RPM

130 Volts
Minimum

190 Volts
Minimum

190 Volts
Minimum

190 Volts
Minimum

2 to 10 10 to 30 10 to 30

Voltage

@ 1000 RPM

195 to 275 195 to 275

275 to 320 260 to 320

275 to 320 260 to 320

275 to 320 260 to 320

(1) Using meter only, REVERSE LEAD POLARITY; connect leads as specified

NOTE: If using a meter with a built -in DVA, place selector switch in the DVA/400 VDC position.

Electric Start Engines

Red Stator Resistance Test

(all wires disconnected)

Positive Meter

Lead (+)

Connect to
White/Green
stator lead

Connect to
Yellow stator
lead

Negative

Meter Lead (–)

Connect to
Green/White
stator lead

Connect to
Yellow stator
lead

R x 1 Ohms

Scale

660 - 710

0.165 - 0.181

NOTE: Resistance varies greatly with temperature.
Measurements should be made within an ambient

°

range of 65 to 85 degrees F

.

NOTE: The stator for manual start engines have a
BLUE/WHITE and a BLACK wire which provide pow­er for the over-heat horn and overspeed limiter mod­ule.

Troubleshooting Procedures

ALL MODELS –

Voltage

@ 4000 RPM

Manual Start Engines

Red Stator Resistance Test

(all wires disconnected)

Positive Meter

Lead (+)

Connect to
White/Green
stator lead

Connect to
Blue/White

Connect to
Yellow stator
lead

2A-18 - ELECTRICAL 90-830234R3 DECEMBER 1997

Negative

Meter Lead (–)

Connect to
Green/White
stator lead

Connect to
Black

Connect to
Yellow stator
lead

R x 1 Ohms

Scale

660 - 710

130 - 145

0.17 - 0.19

If the DVA reading is HIGH (particularly @ 1000
RPM) the ADAPTER MODULE is defective.

If the DVA reading is LOW, the stator, adapter mod­ule or switch box may be defective. Refer to the par­ticular engine model procedure, following, to isolate
the problem.

3 CYLINDER MODELS –

4 CYLINDER MODELS –

• Disconnect the BLUE adapter lead from the
switch box.

• Connect the DVA meter between the BLUE
adapter lead and ground.

• Crank the engine (manual or electric).

• If the DV A is normal (190 to 260 volts), the switch

box is defective.

• If the DVA reading is still low, either the stator or
the adapter is defective.

• Disconnect the GREEN/WHITE and WHITE/
GREEN stator leads from the adapter.

• Measure the resistance between the GREEN/
WHITE and WHITE/GREEN stator leads.

• If the resistance is normal (660 to 710 ohms), the
adapter is defective.

• If the resistance is incorrect, the stator is defec-
tive.

• Disconnect the BLUE adapter lead from the
switch box.

• Connect the DVA meter between the BLUE
adapter lead and ground.

• Crank the engine (manual or electric).

• If the DV A reading is normal, reconnect the BLUE

adapter lead to the switch box.

• Disconnect the BLUE/WHITE adapter lead from
the switch box.

• Connect the DVA meter between the BLUE/
WHITE adapter lead and ground.

• Crank the engine (manual or electric).

• If the DVA reading is normal (190 to 260 volts),

the switch box is defective.

• If either of the DV A readings is still low , either the
stator or the adaptor is defective.

• Disconnect the GREEN/WHITE and WHITE/
GREEN stator leads from the adapter.

• Measure the resistance between the GREEN/
WHITE and WHITE/GREEN stator leads.

• If the resistance is normal (660 to 710 ohms), the
adapter is defective.

• If the resistance is incorrect, the stator is defec-
tive.

Theory of Operation

This outboard ignition system is alternator driven
(distributor-less) capacitor discharge system. Major
components of the ignition system are the flywheel,
stator, trigger, capacitor discharge modules (CDM’s)
and spark plugs. Each capacitor discharge module
functions as a combination switchbox and secondary
ignition coil.

NOTE: The following schematics are for 3 cylinder
models. The circuitry would be very similar for the 4
cylinder models with the addition of a another CDM.
3 cylinder models have 3 trigger coils and 4 cylinder
models have 4 trigger coils.

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-19

Capacitor Charging #1 CDM

The STATOR assembly is mounted to the block
below the flywheel and has 3 CAP ACITOR CHARG­ING COILS wound in series. The FL YWHEEL is fitted
with 6 permanent magnets inside the outer rim. The
flywheel rotates the permanent magnets past the
capacitor charging coils causing the coils to produce

AC voltage (260-320 volts). The AC voltage is then
conducted to the CAPACITOR DISCHARGE MOD­ULES (CDM), where it is rectified (DC) and stored in
a capacitor. The stator voltage return path is through
the ground wire of the other CDM and back through
that CDM’s charging coil wire to the capacitor
charging coils.

a

N

j

b

S

N

N

S

+

3

N

S

_

+

2

S

N

YEL
YEL

BLK

_

1

+

_

S

WHT/GRN

BRN

WHT

S

S

N

GRN/WHT

N

BLK/YEL

WHT/GRN

PPL

BLK

d

c

e

i

Return Voltage
Source Voltage
Trigger Voltage

a - Battery Charging Coils
b - Trigger Coils
c - Capacitor Charge Coils
d - CDM #1
e - CDM #2

CAPACITOR-

COIL-

SCR-

DIODE-

BRN

BLK

BLK/YEL

BLK/YEL

PPL

BLK

BRN

h

f - CDM #3
g - Rev. Limiter (Not Used On All Models)
h - To Ignition Switch
i - Stop Switch
j - To Voltage Regulator

f

g

2A-20 - ELECTRICAL 90-830234R3 DECEMBER 1997

Capacitor Charging #2 & #3 CDM

The flywheel rotates the permanent magnets past
the capacitor charging coils causing the coils to pro­duce AC voltage (260-320 volts). The opposite volt­age pulse is then conducted to the CAP ACITOR DIS­CHARGE MODULES (CDM), where it is rectified
(DC) and stored in a capacitor. The stator voltage re­turn path is through the ground wire of the other CDM
and back through that CDM’s charging coil wire to the
capacitor charging coils.

NOTE: #1 CDM stator voltage return path is through
either CDM #2 or #3. The return path for CDM #2 and
#3 is through CDM #1, if #1 stator wire is discon­nected the engine will die (the stator circuit is incom­plete and the capacitors cannot be charged).

WHT/GRN

WHT

b

S

S

N

GRN/WHT

N

BLK/YEL

WHT/GRN

PPL

BLK

d

c

e

a

N

S

N

S

YEL

j

YEL

BLK

S

N

+

3

N

S

_

+

2

N

_

1

+

_

S

BRN

i

Return Voltage
Source Voltage
Trigger Voltage

CAPACITOR-

COIL-

SCR-

DIODE-

a - Battery Charging Coils
b - Trigger Coils
c - Capacitor Charge Coils
d - CDM #1
e - CDM #2

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-21

BRN

BLK

BLK/YEL

BLK/YEL

PPL

BLK

BRN

h

f - CDM #3
g - Rev. Limiter (Not Used On All Models)
h - To Ignition Switch
i - Stop Switch
j - To Voltage Regulator

f

g

#1 Cylinder Trigger Circuit

The TRIGGER assembly (also mounted under the
flywheel) has one coil for each cylinder. These coils
are mounted adjacent to the flywheel center hub. The
center hub of the flywheel contains a permanent
magnet with two north-south transitions.

As the flywheel rotates, the magnet north-south tran­sitions pass the trigger coils. This causes the trigger
coils to produce a voltage pulse which is sent to the
respective capacitor discharge module (CDM). A
positive voltage pulse (N-S) will activate the electron-

ic switch (SCR) inside the capacitor discharge mod­ule (CDM). The switch discharges the capacitor volt­age through the coil primary windings. The return
voltage pulse exits the CDM through the ground wire
and returns through the trigger ground.

NOTE: 4 cylinder models have 4 triggers.

WHT

b

S

S

N

GRN/WHT

N

BLK/YEL

WHT/GRN

PPL

BLK

d

c

e

a

N

S

N

S

YEL

j

YEL

BLK

S

N

+

3

N

S

_

+

2

N

_

1

+

_

S

WHT/GRN

BRN

i

BRN

BLK

BLK/YEL

Return Voltage
Source Voltage

Trigger Voltage

a - Battery Charging Coils
b - Trigger Coils
c - Capacitor Charge Coils
d - CDM #1
e - CDM #2

CAPACITOR-

COIL-

SCR-

DIODE-

BLK/YEL

PPL

BLK

BRN

h

f - CDM #3
g - Rev. Limiter (Not Used On All Models)
h - To Ignition Switch
i - Stop Switch
j - To Voltage Regulator

2A-22 - ELECTRICAL 90-830234R3 DECEMBER 1997

f

g

Ignition Coil Circuit

As the capacitor voltage flows through the primary
windings of the ignition coil, a voltage is induced into
the ignition coil secondary windings. This secondary
voltage rises to the level required to jump the spark
plug gap and return to ground. This secondary volt­age can, if necessary, reach approximately 40,000
volts. To complete the secondary voltage path, the
released voltage enters the ground circuit of CDM
module.

WHT/GRN

WHT

b

S

S

N

GRN/WHT

N

BLK/YEL

WHT/GRN

PPL

BLK

d

c

e

a

N

S

N

S

YEL

j

YEL

BLK

S

N

+

3

N

S

_

+

2

N

_

1

+

_

S

BRN

i

Return Voltage
Source Voltage
Trigger Voltage

CAPACITOR-

COIL-

SCR-

DIODE-

a - Battery Charging Coils
b - Trigger Coils
c - Capacitor Charge Coils
d - CDM #1
e - CDM #2

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-23

BRN

BLK

BLK/YEL

BLK/YEL

PPL

BLK

BRN

h

f - CDM #3
g - Rev. Limiter (Not Used On All Models)
h - To Ignition Switch
i - Stop Switch
j - To Voltage Regulator

f

g

Stop Circuit

T o stop the engine, the stop switch is closed allowing
the capacitor charge current from the stator to drain
directly to ground.

NOTE:

The CDM contains a zener diode (not shown
for clarity). This diode prevents overcharging of the
capacitor (and possible failure) if the SCR does not
receive a trigger pulse.

a

N

S

N

S

YEL

j

YEL

BLK

S

N

+

3

N

S

_

+

2

N

_

1

+

_

S

WHT/GRN

b

S

S

N

GRN/WHT

N

BLK/YEL

WHT/GRN

PPL

BLK

d

c

e

Return Voltage
Source Voltage
Trigger Voltage

a - Battery Charging Coils
b - Trigger Coils
c - Capacitor Charge Coils
d - CDM #1
e - CDM #2

CAPACITOR-

COIL-

SCR-

DIODE-

BRN

WHT

i

BRN

BLK

BLK/YEL

BLK/YEL

PPL

h

f - CDM #3
g - Rev. Limiter (Not Used On All Models)
h - To Ignition Switch
i - Stop Switch
j - To Voltage Regulator

BLK

BRN

f

g

2A-24 - ELECTRICAL 90-830234R3 DECEMBER 1997

Rev Limiter Circuit

The rev limiter is activated through the PURPLE wire
when the key switch is rotated to the “on” position.
The rev limiter uses a trigger signal (BROWN WIRE)
to determine engine speed or rpm. If the engine
speed exceeds the specified rpm, the rev limiter will
ground out the CDM capacitor charge. The capacitor
voltage flows through the BLACK/YELLOW wires
into the rev limiter and to engine ground through the
BLACK wire.

WHT/GRN

WHT

b

S

S

N

GRN/WHT

N

BLK/YEL

WHT/GRN

PPL

BLK

d

c

e

a

N

S

N

S

YEL

j

YEL

BLK

S

N

+

3

N

S

_

+

2

N

_

1

+

_

S

BRN

i

Return Voltage
Source Voltage
Trigger Voltage

CAPACITOR-

COIL-

SCR-

DIODE-

a - Battery Charging Coils
b - Trigger Coils
c - Capacitor Charge Coils
d - CDM #1
e - CDM #2
f - CDM #3
g - Rev Limiter
h - PURPLE Lead to Ignition Switch

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-25

BLK

BLK/YEL

BRN

BLK/YEL

f

PPL

BLK

BRN

g

h

RED Stator with CDM

Ignition Component Description

CAPACITOR DISCHARGE MODULE (CDM)

Each module contains an ignition coil and amplifier
circuitry which produces approximately 45,000 volts
at the spark plugs.

TRIGGER COIL

FLYWHEEL

Contains 6 magnets (12 pole) around circumference.
Has one magnet on inner hub for trigger. Outer mag­nets are for battery charge coils and ignition charge
coils.

NOTE: Electric start model flywheel shown.

IMPORTANT: Before replacing ignition compo­nents:

1. Verify plug-in connectors are fully en­gaged.

Located under flywheel. Is charged by single magnet
on flywheel hub. Trigger pulses are sent to CDM.

STATOR ASSEMBLY

Located under the flywheel in the stator assembly are
12 coils (6 for manual stator), 3 ignition charge coils
and 9 auxiliary(3 for manual) power coils wound in
series that provide voltage to the CDM’s and battery/
auxiliary circuits respectively.

2. Check that electrical components are
grounded to ignition plate and that igni­tion plate is grounded to cylinder block.

3. Check for open or short circuits in wiring
harness.

2A-26 - ELECTRICAL 90-830234R3 DECEMBER 1997

CDM (P/N 827509) Trouble Shooting Flowchart

Chart 1

Step

1

2

3

4

Action Value Yes No Tools

Verify High Tension Leads, Spark
Plug and Spark Boots are in good
condition. Inspect wires for chafing.

Visual Inspection

Verify 4 Pin Connector Integrity

Visual Inspection

Verify Ground from CDM connector
to block

Test all CDMs at Cranking with
Spark Gap Tester

Spark on All CDMs?

Will spark jump a 7/16 in.
(11.11 mm) gap?

– Step 2 Replace

– Step 3 Repair/Re-

0.2 Ohms
and below

7/16 in.
(11.11 mm)
gap

Failed Com­ponent

Step 2

place Con­nector Com­ponents

Step 3

Step 4 Correct

Ground Path
Step 4

If at least
one CDM
has spark,
continue with
Chart #3

Continue
with Chart #2

High Tension
lead pin
P/N
84-813706A56

–

DVA/Multimeter
P/N 91-99750
Test Harness
P/N
84-825207A2

Spark Gap Tes­ter
P/N 91-850439

CDM (P/N 827509)

a - Ground
b - Black/Yellow
c - Trigger Connection
d - Stator Connection

Spark Gap Tester P/N 91-850439

ABCD

CDM Test Harness 84-825207A2

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-27

55117

CDM Stop Diode Trouble Shooting

2 Cyl.:
CDM #1 gets its charging ground path through CDM #2
CDM #2 gets its charging ground path through CDM #1
A shorted Stop Diode in either CDM would prevent the opposite one from sparking.

12

3 Cyl.:
CDM #1 gets its charging ground path through CDM #2 or #3
CDM #2 and #3 get their charging ground path through CDM #1
A shorted Stop Diode in CDM #1 would prevent CDMs #2 and #3 from sparking.
A shorted Stop Diode in CDM #2 or #3 would prevent CDM #1 from sparking.

123

4 Cyl.:
CDM #1 and #2 get their charging ground path through CDM #3 or #4
CDM #3 and #4 get their charging ground path through CDM #1 or #2
A shorted Stop Diode in CDM #1 or #2 would prevent CDMs #3 and #4 from sparking.
A shorted Stop Diode in CDM #3 or #4 would prevent CDM #1 and #2 from sparking.

12 34

6 Cyl.:
All CDMs get their charging ground path independently through the stator’s white leads.
A shorted Stop Diode in any one CDM will prevent at least 2 other CDMs from sparking

135 246

2A-28 - ELECTRICAL 90-830234R3 DECEMBER 1997

CDM Trouble Shooting Flowchart

Chart #2 (No Spark on any CDM)

Step

1 With the key switch ON:

Verify continuity between BLK/YEL
harness wire and ground.

This Test Checks:

Lanyard Switch
Key Switch
Rev Limiter (external)
Chafed BLK/YEL wire
CDM Stop Circuit
Check Stator

2

Resistance between GRN/WHT
and WHT/GRN

Open circuit voltage at cranking
should be no less than 100 Volts
on the DVA

Check Trigger/Crank Shaft Posi-

3

tion Sensor Output:

Cranking with CDM disconnected.

Cranking with CDM connected.

Action Value Yes No Tools

NO continuity Step 2 Repair or

Replace Com­ponent

Run Engine
Verify Repair

Step 6

660-710
Ohms
2, 3 & 4 Cyl.
Models

990 - 1210
Ohms 6 Cyl.

1 Volt and
above - CDM
disconnected.

0.2 - 5 Volts­CDM
connected.

Step 3 Replace

Stator
Run Engine

Verify Repair
Step 6

Step 5 2, 3, & 4 Cyl

Replace Trig­ger

Run Engine
Verify Repair

Step 6
6 Cyl. - Step 4

DVA/Multimeter
P/N 91-99750

DVA/Multimeter
P/N 91-99750

DVA/Multimeter
P/N 91-99750

TPI/CDM Test
Harness
84-825207A2

4 V-6 Models

Resistance Check Crank Position
Sensor

Test all CDMs at Cranking with

5

Spark Gap Tester

Spark on All CDMs?

Will spark jump a 7/16 in.
(11.11 mm) gap?

If mis-firing is in a repeatable

6

range:
Perform DVA readings on stator

and trigger at all running speeds.*

* Note: Stator tests will only isolate problem down to
a charging pair. Further testing is necessary to deter­mine faulty CDM. Disconnecting one CDM of the
charging pair is recommended.

900 - 1300
Ohms

7/16 in.
(11.11 mm)
gap

Stator:
200 Volts and
above

Trigger:
2 Volts and
above

Step 5 Replace

Crank Posi­tion Sensor

Run Engine
Verify Repair

Step 6

Step 6 Verify All Pre-

ceding Steps

Run Engine

Verify Repair

END

Refer to *Note
Below

DVA/Multimeter
P/N 91-99750

Spark Gap Tes­ter P/N
91-850439

DVA/Multimeter
P/N 91-99750

TPI/CDM Test
Harness
84-825207A2

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-29

CDM Trouble Shooting Flowchart

Chart #3 (At least one CDM has spark)

Step

1

2

3

Action Value Yes No Tools

Resistance Check ALL CDMs Refer to chart Step 3 Replace any

CDMs that
do not pass
specifica­tions even if
they fire

Step 2

Test all CDMs at Cranking with
Spark Gap Tester

Spark on All CDMs

Will spark jump a 7/16 in.
(11.11 mm) gap?

Check Trigger Output:

Cranking with CDM disconnected.

Cranking with CDM connected.

7/16 in.
(11.11 mm)
gap

1 Volt and

above - CDM

disconnected.

0.2 - 5 Volts ­CDM
connected.

Run Engine
Verify Repair

Step 6

Step 5 2, 3, & 4 Cyl

Step 3 Spark Gap Tes-

- Replace
Trigger

Run Engine
Verify Repair

Step 6
6 Cyl–Step 4

DVA/Multimeter
P/N 91-99750

ter
P/N 91-850439

DVA/Multimeter
P/N 91-99750

TPI/CDM Test
Harness
84-825207A2

4 V6 Models

Resistance Check Crank Position
Sensor

Test all CDMs at Cranking with

5

Spark Gap Tester

Spark on All CDMs?

Will spark jump a 7/16 in.
(11.11 mm) gap?

If mis-firing is in a repeatable

6

range:
Perform DVA readings on stator

and trigger at all running speeds.*

* Note: Stator tests will only isolate problem down to
a charging pair. Further testing is necessary to deter­mine faulty CDM. Disconnecting one CDM of the
charging pair is recommended.

900 - 1300
Ohms

7/16 in.
(11.11 mm)
gap

Stator:
200 Volts and
above

Trigger:
2 Volts and
above

Step 5 Replace

Crank Posi­tion Sensor

Run Engine
Verify Repair

Step 6

Run Engine
Verify Repair

Step 6

Run Engine
Verify Repair

END

Replace any
non-firing
CDMs

Step 6

Refer to
*Note Below.

DVA/Multimeter
P/N 91-99750

Spark Gap Tes­ter
P/N 91-850439

DVA/Multimeter
P/N 91-99750

TPI/CDM Test
Harness
84-825207A2

2A-30 - ELECTRICAL 90-830234R3 DECEMBER 1997

CAPACITOR DISCHARGE MODULE
IMPORTANT: Spark plug wires are screwed into CDM.

ABCD

a - Ground
b - Black/Yellow
c - Trigger Connection
d - Stator Connection

A resistance check is required and can be performed on the CDM as follows:

NOTE: This test can be performed using the test harness (P/N 84-825207A2). Do Not connect the test harness

plug to the stator/trigger engine wire harness.

CAPACITOR DISCHARGE MODULE

Circuit Test

Stop Diode

Forward Bias

Stop Diode

Reverse Bias

Return Ground

Path Diode,

Reverse Bias

Return Ground

Path Diode,

Forward Bias

CDM Trigger Input

Resistance

Coil Secondary

Impedance

Connect Negative

(–)

Meter Lead To:

Green (D)/ or

Green test harness

lead

Black/Yellow (B)/ or

Black/Yellow test

harness lead

Green (D)/ or

Green test harness

lead

Ground Pin (A)/ or
Black test harness

lead

Ground Pin (A)/ or
Black test harness

lead

Ground Pin (A) or

Black test harness

lead

Connect Positive

(+)

Meter Lead To:

Black/Yellow (B)/ or

Black/Yellow test

harness lead

Green (D)/ or

Green test harness

lead

Ground Pin (A) or

Black test harness

lead

Green (D)/ or

Green test harness

lead

White (C)/ or White

test harness lead

Spark Plug

Terminal

(At Spark Plug

Boot)

Ohms

Scale

R x 100

Diode Reading*

R x 100

Diode Reading*

R x 100

Diode Reading*

R x 100

Diode Reading*

R x 100

Results:

Continuity

No Continuity

No Continuity

Continuity

1000 - 1250

Ohms

R x 100 900 - 1200 Ohms

*Diode Readings: Due to the differences in test meters, results other than specified may be obtained. In such
a case, reverse meter leads and re-test. If test results then read as specified CDM is O.K. The diode measure­ments above will be opposite if using a Fluke equivalent multimeter.

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-31

Direct Voltage Adaptor (DVA) Test

CAUTION

5. Test Stator and Trigger voltage to CDM:
a. Install test harness 84-825207A2 between

ignition harness and CDM.

DVA checks can be made while cranking engine
with starter motor. To prevent engine from start­ing while being cranked, all spark plugs must be
removed.

CAUTION

T o protect against meter and/or component dam­age, observe the following precautions:

• INSURE that the Positive (+) meter lead is

connected to the DVA receptacle on the
meter.

• DO NOT CHANGE meter selector switch posi-

tion while engine is running and/or being
“cranked”.

NOTE: Each CDM is grounded through the engine

wiring harness via the connector plug. It is not neces­sary to have the CDM mounted on the ignition plate
for testing.

1. Remove all spark plugs.

2. Insert spark gap tool (P/N 91-63998A1) into each
spark plug boot and attach alligator clips to a
good engine ground.

a

a - Stator/Trigger Harness
b - Test Harness 84-825207A2
c - Capacitor Discharge Module

c

b

b. Test each CDM.

Red Stator Output Test

@ Cranking Speed

Positive Meter

Lead (+)

Connect to
Green Test
Harness Lead

Negative

Meter Lead (–)

Connect to
Black Test
Harness Lead

400 DVA Scale

DVA

Reading

100 - 350

If only one CDM stator reading is below specifica­tions, replace that CDM. If all CDM stator voltage
readings are low, go to Testing Stator Resistance.

3. Disconnect remote fuel line from engine.

4. Make sure all CDMs are plugged in.

2A-32 - ELECTRICAL 90-830234R3 DECEMBER 1997

c. Test each CDM.

Test each CDM.

Stop Circuit Test

@ Cranking Speed

Positive Meter

Lead ( +)

Connect to
Black/Yellow
Test Harness
Lead

Negative

Meter Lead (–)

Connect to
Black Test
Harness Lead

400 DVA Scale

DVA

Reading

100 - 300

If CDM Stop Circuit reading is below specifications,
replace that CDM.

Trigger Output Test

@ Cranking Speed

Positive Meter

Lead (+)

White Test
Harness Lead

Negative

Meter Lead (–)

Black Test
Harness Lead

2 DVA Scale

DVA

Reading

0.2 - 5.0

If reading is below specifications replace trigger. If
reading is above specifications check CDM.

NOTE: If voltage remains low after installing a new
trigger, replaced CDM.

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-33

ENGINE RUNNING AT IDLE:

R x 10 Ohms

It is not necessary to perform this test if the voltage
output was tested in the previous step CRANKING
ENGINE.

Resistance Tests

RED STATOR

1. Disconnect stator leads.

Red Stator Output Test 400 DVA Scale

Positive Meter

Lead (+)

Connect to
Green Test
Harness Lead

Stop Circuit Output Test 400 DVA Scale

Positive Meter

Lead (+)

Connect to
Black/Yellow
Test Harness
Lead

Negative

Meter Lead (–)

Connect to
Black Test
Harness Lead

Negative

Meter Lead (–)

Connect to
Black Test
Harness Lead

DVA

Reading

200 - 350

DVA

Reading

200 or Higher

If stator output is low, go to T esting Stator Resistance.

Trigger Output Test 20 DVA Scale

Positive Meter

Lead (+)

White Test
Harness Lead

Negative

Meter Lead (–)

Black Test
Harness Lead

DVA

Reading

2 - 8 Volts

If reading is below specifications replace trigger. If
reading is above specifications check CDM.

NOTE: Resistance varies greatly with temperature.
Measurements should be taken with an ambient tem­perature range of 65 to 85 degrees F.

Red Stator Resistance Test

Positive Meter

Lead (+)

Connect to
White/Green
stator lead

Connect to
White/Green
stator lead

Connect to
Green/White
stator lead

Negative

Meter Lead (–)

Connect to
Green/White
stator lead

Connect to
engine ground

Connect to
engine ground

Scale

660-710

No continuity

No continuity

IMPORTANT: If all CDM stator output voltage is
low and stator resistance tests are within specifi­cations, then each CDM (one at a time) must be
replaced with a CDM known to be good until sta­tor output voltage returns to proper levels. This
process of elimination will reveal a defective
CDM.

NOTE: If voltage remains low after installing a new

trigger, replace CDM.

RX10

TRIGGER

A resistance test is not used on the trigger. Test trig­ger as outlined under “Testing Voltage Output to
CDM” - “Trigger Output Test”.

2A-34 - ELECTRICAL 90-830234R3 DECEMBER 1997

Ignition (Key) Switch Test

KEY

1. Disconnect remote control wiring harness and
instrument panel connector.

NOTE: Wiring diagram for control boxes is located in
SECTION 2D.

2. Set ohmmeter on R x 1 scale for the following
tests:

COMMANDER KEY SWITCH

(PUR)

A

(BLK)

M

S

(YEL/BLK)

(YEL/RED)

BLK BLACK
PUR PURPLE
RED RED
YEL  YELLOW

(BLK/YEL)

(RED)

M

B

C

2. Disconnect spark plug leads from spark plugs.

3. While holding flywheel with Flywheel Holder
(91-52344), remove flywheel nut and washer.

a

51123

a - Flywheel Holder (91-52344)

CONTINUITY SHOULD BE INDICATED

AT THE FOLLOWING POINTS

POSITION

OFF

RUN

START

CHOKE*

* Key switch must be positioned to “RUN” or “START” and key

pushed in to actuate choke, for this continuity test.

BLK BLK/YEL RED YEL/RED PUR YEL/BLK

3. If meter readings are other than specified in the
preceding test, verify that switch and not wiring is
faulty. If wiring checks OK, replace switch.

Flywheel Removal and
Installation

4. Install Crankshaft Protector Cap (91-24161) on
the end of crankshaft, then install Flywheel Puller
(91-73687A1) into flywheel.

5. Remove flywheel.

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.

a

b

51124

a - Flywheel Puller
b - Flywheel

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.

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-35

INSTALLATION

Stator Removal and

WARNING

Engine could possibly start when turning fly­wheel during installation; therefore, disconnect
(and isolate) spark plug leads from spark plugs
to prevent engine from starting.

1. Disconnect spark plug leads from spark plugs.

2. Place flywheel key into slot in crankshaft.

a

Installation

REMOVAL

1. Remove flywheel; refer to “Flywheel Removal.”

2. Remove screws.

a

53973

a - Screws

53973

a - Flywheel Key

3. Align slot in flywheel center bore with flywheel
key and install flywheel onto crankshaft.

4. Install washer and locknut.

5. Hold flywheel with Flywheel Holder (91-52344);
torque locknut to 100 lb. ft. (136 N·m).

a

51123

3. Remove starter motor as outlined in Section 2B.

4. Remove sta-straps.

5. Disconnect stator leads from switch box and re­move stator.

3 Cylinder Models

b

a

a - Flywheel Holder (91-52344)

6. Install flywheel cover.

2A-36 - ELECTRICAL 90-830234R3 DECEMBER 1997

a - Sta-Strap
b - Switch Box Bullet Connectors (Disconnect)

53972

4 Cylinder Models

INSTALLATION

a - Sta-Strap
b - Stator Harness
c - Switch Box

c

T wo styles of stators are currently being used on
1994 through 1996 model 75 - 125 outboards.
These stators can be identified by a large rim or

a

small rim on the underside of the stator where the
stator harness exits the stator. These stators
MUST BE INSTALLED AS SHOWN RESPECTIVE­LY OR PREMATURE STATOR FAILURE MAY OC­CUR AS A RESUL T OF ST ATOR INTERFERANCE
WITH THE ENGINE BLOCK.

Small Rim Stator

b

53970

b

a

c

d

d

e

d

d

51

Front of Engine

51

a - Small Rim
b - Exhaust Cover Bolt
c - High/Low Speed Winding Module of Stator
d - Stator Screws [Apply Loctite 222 to threads] [Torque

screws to 60 lb. in. (6.8 N·m)]

e - Stator Harness

Loctite 222 (92-809818)

54132

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-37

Large Rim Stator

1. Install stator as shown.

b

a

b

c

51

d

a

c

53973

51

Loctite 222 (92-809818)

d

a - Screws; apply Loctite 222 on threads (unless Patch Screw

used) and torque to 60 lbs. in. (6.6 N·m)
b - Stator
c - Stator Harness

d

e

d

d

d - Trigger Harness

2. Connect stator leads; refer to wiring diagrams in

Section 2D.

3. Install sta-strap.

4. Install starter motor; refer to Section 2B.

51

Front of Engine

51

a - Large Rim Stator
b - Flywheel Cover Stud
c - High/Low Speed Winding Module of Stator
d - Stator Screws [Apply Loctite 222 to threads] [Torque

screws to 60 lb. in. (6.8 N·m)]

e - Stator Harness

Loctite 222 (92-809818)

54132

2A-38 - ELECTRICAL 90-830234R3 DECEMBER 1997

4 Cylinder Models

c

a

b

53970

a - Sta-Strap
b - Stator Harness
c - Switch Box

5. Install flywheel; refer to “Flywheel Installation”,
preceding.

5. Disconnect trigger leads from switch box and re­move trigger.

3 Cylinder Models

a

b

c

53972

a - Sta-straps
b - Bullet Connectors; Disconnect Trigger Leads
c - Trigger Harness

4 Cylinder Models

Trigger Removal and
Installation

REMOVAL

1. Remove flywheel and stator; refer to “Flywheel”
and “Stator” removal, preceding.

2. Disconnect link arm and remove trigger.

b

a

c

a

b

53970

a - Sta-Strap
b - Trigger Harness
c - Switch Box

a - Link Arm
b - Trigger

3. Remove starter motor; refer to Section 2B.

4. Remove sta-strap.

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-39

19459

INSTALLATION

4 Cylinder Models

1. Install trigger and connect link arm.

a

b

19459

a - Trigger
b - Link Arm

2. Connect trigger leads to switch box; refer to wir­ing diagrams in Section 2D.

3. Install sta-strap.

4. Install starter motor; refer to Section 2B.

3 Cylinder Models

c

a

b

53970

a - Sta-Strap
b - Trigger Harness
c - Switch Box

5. Install stator; refer to “Stator Installation,” preced­ing.

6. Install flywheel; refer to “Flywheel Installation,”
preceding.

b

a - Sta-Straps
b - Bullet Connectors; Connect Trigger Leads
c - Trigger Harness

a

c

53792

2A-40 - ELECTRICAL 90-830234R3 DECEMBER 1997

Ignition Coil Removal and
Installation

Refer to wiring diagrams in Section 2D when con­necting wires.

3 Cylinder Models

Refer to wiring diagrams in Section 2D when con­necting wires.

4 Cylinder Models

a

a

d

d

b

c

d

e

c

d

e

c

d

d

e

a - Coils
b - Cover
c - Hex Nuts; coat with Quicksilver Liquid Neoprene
d - Bolts; torque to 20 lb. in. (2.3 Nm)
e - Coil Tower Boots; form a water tight seal between coil

tower and spark plug lead using Quicksilver Insulating
Compound

53974

d

b

c

d

e

d

e

c

d

e

c

d

e

53975

25

a - Coils
b - Cover
c - Hex Nuts; coat with Quicksilver Liquid Neoprene
d - Bolts; torque to 20 lb. in. (2.3 N·m)
e - Coil Tower Boots; form a water tight seal between coil

tower and spark plug lead using Quicksilver Insulating
Compound

Liquid Neoprene (92-25711--2)

90-830234R3 DECEMBER 1997 ELECTRICAL - 2A-41

Switch Box Removal and
Installation

Refer to wiring diagrams in Section 2D when con­necting wires.

3 Cylinder Models

d

a

b

3 Cylinder Models w/CDM Ignition

a

b

c

a - Bolts [Torque to 40 lb. in. (4.5 N·m)]
b - Bullet Connectors
c - Sta-Strap
d - Switch Box

4 Cylinder Models

a

c

c

53971

55418

a - CDM
b - Bolt – Torque to 60 lb. in. (6.8 N·m)

4 Cylinder Models w/CDM Ignition

a

d

c
b

a - Switch Box
b - J-Clip
c - Bolt [Torque to 40 lb. in. (4.5 N·m)]
d - Screw (Secure coil ground wires under screw)

2A-42 - ELECTRICAL 90-830234R3 DECEMBER 1997

53970

a - CDM
b - Bolt – Torque to 60 lb. in. (6.8 N·m)

b

55419

ELECTRICAL

2

B

11669

CHARGING AND STARTING SYSTEM

Table of Contents

Specifications 2B-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Special Tools 2B-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Battery 2B-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Precautions 2B-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Operating Engine Without Battery 2B-2. . . . . . . . . . .

Specific Gravity Readings 2B-2. . . . . . . . . . . . . . . . . .

Electrolyte Level 2B-3. . . . . . . . . . . . . . . . . . . . . . . . . .

Charging a Discharged Battery 2B-3. . . . . . . . . . . . . .

Winter Storage of Batteries 2B-4. . . . . . . . . . . . . . . . .

BLACK Stator Battery Charging System

Troubleshooting 2B-4. . . . . . . . . . . . . . . . . . . . . . . . . . .

9 Ampere (Manual Start) BLACK Stator Output

Test 2B-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

BLACK Stator Ohms Test

(Alternator Coils Only) 2B-5. . . . . . . . . . . . . . . . . . . . .

BLACK Stator 14 and 16 Ampere Alternator

System Test 2B-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Tachometer Terminal Block 2B-6. . . . . . . . . . . . . . . . .

Tachometer Terminal Block 2B-6. . . . . . . . . . . . . . . . .

RED Stator Battery Charging System

Troubleshooting 2B-6. . . . . . . . . . . . . . . . . . . . . . . . . . .

Page

Page

3 Cylinder 14 and 16 Ampere BLACK Stator

Battery Charging Wiring Diagram 2B-9. . . . . . . . . . . .

4 Cylinder 14 and 16 Ampere BLACK Stator

Battery Charging Wiring Diagram) 2B-10. . . . . . . . . .

3 Cylinder Battery Charging Diagram
(with BLACK STATOR) with Battery Isolator 2B-11. .
3 Cylinder Battery Charging Diagram

(with RED STATOR) with Battery Isolator 2B-12. . . .

4 Cylinder Battery Charging Diagram

(with BLACK Stator) with Battery Isolator 2B-13. . . .

4 Cylinder Battery Charging Diagram

(with RED Stator) with Battery Isolator 2B-14. . . . . .

Rectifier Test 2B-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Starting System 2B-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Starting System Components 2B-16. . . . . . . . . . . . . .

Description 2B-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Troubleshooting the Starting Circuit 2B-16. . . . . . . . .

Starting Circuit Troubleshooting Flow Chart 2B-17. .

Starter Motor 2B-19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removal 2B-19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Disassembly 2B-19. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Starter Cleaning, Inspection and Testing 2B-20. . . . .

T esting 2B-20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Brush Replacement 2B-22. . . . . . . . . . . . . . . . . . . . . . .

2B-0 - ELECTRICAL 90-830234R3 DECEMBER 1997

Specifications

STARTING

SYSTEM

CHARGING

SYSTEM

Manual Start - Commercial 75
Manual Start - All Electric Models
Electric Start - Model 65 Jet/75/90

Starter Draw (Under Load)
Starter Draw (No Load)

Electric Start - Model 80Jet/100/115/125

Starter Draw (Under Load)
Starter Draw (No Load)

Battery Rating

Alternator Model

3 Cyl. Manual – Black & Red Stator
3 Cyl. Electric – Black Stator

Stamped 398-9710A3
Serial Number

USA 0D283222 – 0G280043
Belgium 09793577 – 09879064

3 Cyl. Electric – Black Stator

Stamped 398-9873A24
Serial Number

USA 0G280044 – 0G404505
Belgium 09879065 – 09916672

Recoil Starter

Emergency Starter Rope

120 Amperes

75 Amperes

150 Amperes

75 Amperes

Min. Reserve Cap. Rating of 100 Min. and

CCA of 350 Amperes

Alternator Output @ 5250 RPM

10 Amperes
16 Amperes

14 Amperes

3 Cyl. Electric – Red Stator

Stamped 398-832075A3
Serial Number

USA 0G404506 and Above
Belgium 09916673 and Above

4 Cyl. Electric – Black Stator

Stamped 398-9710A31
Serial Number

USA 0D283222 – 0G301750
Belgium 09793577 – 09885527

4 Cyl. Electric – Black Stator

Stamped 398-9710A33
Serial Number

USA 0G301751 – 0G404616
Belgium 09885528 – 09916721

4 Cyl. Electric – Red Stator

Stamped 398-832075A3
Serial Number

USA 0G404617 and Above
Belgium 09916722 and Above

16 Amperes

16 Amperes

16 Amperes

16 Amperes

90-830234R3 DECEMBER 1997 ELECTRICAL - 2B-1

Special Tools

Operating Engine Without Battery

1. Volt/Ohm/DVA Meter 91-99750

2. Hydrometer (obtain locally)

3. Ammeter (obtain locally)

Battery

Precautions

If desired (or in an emergency), engines equipped
with an alternator can be started and operated with­out a battery (either disconnected or removed) if
“Warning”, below, is followed.

WARNING

Before operating engine with battery leads dis­connected from battery, disconnect stator leads
(YELLOW) from rectifier. Insulate (tape) stator
lead ring terminals.

Specific Gravity Readings

Use a hydrometer to measure specific gravity of elec­trolyte in each cell.

a

When charging batteries, an explosive gas mixture
forms in each cell. A portion of this gas escapes thru
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 cables on bat­tery terminals.

CAUTION

If battery acid comes into contact with skin or
eyes, wash skin immediately with a mild soap.
Flush eyes with water immediately and see a
doctor.

22532

a - Hydrometer

Hydrometer measures percentage of sulphuric acid
in battery electrolyte in terms of specific gravity . As a
battery drops from a charged to a discharged condi­tion, acid leaves the solution and chemically com­bines with the plates, causing a decrease in specific
gravity of electrolyte. An indication of concentration
of electrolyte is obtained with a hydrometer.

When using a hydrometer, observe the following
points:

1. Hydrometer must be clean (inside and out) to in­sure an accurate reading.

2B-2 - ELECTRICAL 90-830234R3 DECEMBER 1997

2. Never take hydrometer readings immediately af­ter water has been added. Water must be thor­oughly mixed with electrolyte by charging for at
least 15 minutes at a rate high enough to cause
vigorous gassing.

3. If hydrometer has built-in thermometer, draw liq­uid in several times to ensure correct tempera­ture before taking reading.

4. Hold hydrometer vertically and draw in just
enough liquid from battery cell so that float is free­floating. Hold hydrometer at eye level so that float
is vertical and free of outer tube, then take read­ing at surface of liquid. Disregard curvature
where liquid rises against float stem due to capil­lary action.

5. Avoid dropping electrolyte on boat or clothing, as
it is extremely corrosive. Wash off immediately
with baking soda solution.

Specific gravity of electrolyte varies not only with per­centage of acid in liquid but also with temperature. As
temperature drops, electrolyte contracts, so that spe­cific gravity increases. Unless these variations in
specific gravity are taken into account, specific grav­ity obtained by hydrometer may not give a true indica­tion of concentration of acid in electrolyte.

A fully charged battery will have a specific gravity
reading of approximately 1.270 at an electrolyte tem­perature of 80 F (27 C). If electrolyte temperature
is above or below 80 F, additions or subtractions
must be made in order to obtain a hydrometer read­ing corrected to 80 F standard. For every 10 F
(3.3 C) above 80 F, add 4 specific gravity points
(.004) to hydrometer reading. Example: A hydrome­ter reading of 1.260 at 1 10 F (43 C) would be 1.272
corrected to 80 F, indicating a fully charged battery.

For every 10 below 80 F, subtract 4 points (.004)
from the reading. Example: A hydrometer reading of

1.272 at 0 F (–18 C) would be 1.240 corrected to

80 F, indicating a partially charged battery.

SPECIFIC GRAVITY CELL COMPARISON TEST

This test may be used when an instrumental tester is
not available. To perform this test, measure specific
gravity of each cell, regardless of state of charge, and
interpret results as follows: If specific gravity read­ings show a difference between highest and lowest
cell of .050 (50 points) or more, battery is defective
and should be replaced.

Electrolyte Level

Check electrolyte level in battery regularly . A battery
in use in hot weather should be checked more fre­quently because of more rapid loss of water. If elec­trolyte level is found to be low, then distilled water
should be added to each cell until liquid level rises
approximately 3/16″ (4.8mm) over plate. DO NOT
OVERFILL, because this will cause loss of electro­lyte and result in poor performance, short life and ex­cessive corrosion.

CAUTION

During service, only distilled water should be
added to the battery, not electrolyte.

Charging a Discharged Battery

The following basic rules apply to any battery charg­ing situation:

1. Any battery may be charged at any rate (in am­peres) as long as spilling of electrolyte (from vio­lent gassing) does not occur and 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” (4.8mm) over plate. For most satis­factory charging, lower charging rates in am­peres are recommended.

3. If, after prolonged charging, specific gravity of at
least 1.230 on all cells cannot be reached, battery
is not in optimum condition and will not provide
optimum performance; however, it may continue
to provide additional service, if it has performed
satisfactorily in the past.

4. To check battery voltage while cranking engine
with electric starter motor, place red (+) lead of
tester on positive (+) battery terminal and black
(–) lead of tester on negative (–) battery terminal.
If the voltage drops below 9-1/2 volts while crank­ing, the battery is weak and should be recharged
or replaced.

90-830234R3 DECEMBER 1997 ELECTRICAL - 2B-3

Winter Storage of Batteries

Battery companies are not responsible for battery
damage, either in winter storage or in dealer stock,
if the following instructions are not observed:

1. Remove battery from its installation as soon as
possible and remove all grease, sulfate and dirt
from top surface by running water over top of bat­tery. Be sure, however, that vent caps are tight
beforehand, and blow off all excess water thor­oughly with compressed air. Check water level,
making sure that plates are covered.

2. When adding distilled water to battery, be ex­tremely careful not to fill more than 3/16″ (4.8mm)
over plate inside battery . Battery solution or elec­trolyte expands from heat caused by charging.
Overfilling battery will cause electrolyte to over­flow (if filled beyond 3/16″ over plate).

3. Grease terminal bolts well with Quicksilver 2-4-C
w/teflon, and store battery in COOL-DRY place.
Remove battery from storage every 30-45 days,
check water level (add water if necessary), and
put on charge for 5 or 6 hours at 6 amperes. DO
NOT FAST CHARGE.

BLACK Stator Battery Charging
System Troubleshooting

MODELS EQUIPPED WITH REGULATOR
(BLACK STATOR)

a

b

a - Stator
b - Regulator
c - Battery

c

4. If specific gravity drops below 1.240, check bat­tery for reason, and then 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.
When ready to place battery back in service, re­move excess grease from terminals (a small
amount is desirable on terminals at all times), re­charge again as necessary and reinstall battery.

WARNING

Hydrogen and oxygen gases are produced dur­ing normal battery operation or charging. Sparks
or flame can cause this mixture to ignite and ex­plode, if they are brought near the battery.
Sulphuric acid in battery can cause serious
burns, if spilled on skin or in eyes. Flush or wash
away immediately with clear water.

The charging system may be damaged by: 1) re­versed battery cables, 2) running the engine with bat­tery cables disconnected and stator leads connected
to rectifier, and 3) an open circuit, such as a broken
wire or loose connection.

A fault in the battery charging system usually will
cause the battery to become undercharged. Check
battery electrolyte level, and charge battery. See
“Electrolyte Level”, and “Charging a Discharged Bat­tery”.

If battery will NOT accept a satisfactory charge, re­place battery.

If battery accepts a satisfactory charge, determine
the cause of the charging system problem as follows.

1. Check for correct battery polarity [RED cable to
positive (+) battery terminal]. If polarity was incor­rect, check for damaged rectifier. See “Rectifier
Test”, following.

2. Check for loose or corroded battery connections.

3. Visually inspect wiring between stator and bat­tery for cuts, chafing; and disconnected, loose or
corroded connection.

4. Excessive electrical load (from too many acces­sories) will cause battery to run down.

If visual inspection determines that battery connec­tions and wiring are OK, perform the following stator
and rectifier tests.

2B-4 - ELECTRICAL 90-830234R3 DECEMBER 1997

9 Ampere (Manual Start) BLACK

9 Ampere

Stator Output Test

BLACK Stator 14 and 16 Ampere
Alternator System Test

The 9 ampere stator that comes with manual start
models is NOT designed to produced its rated am­perage at low engine speeds (to charge batteries) but
rather as a power source for running lights. However,
if a rectifier kit is installed on the engine to enable the
stator to charge a battery , the following approximate
output can be checked at the listed RPM with an in–
series ammeter:

RPM AMPERES

Idle 0.0

1000 0.0

BLACK Stator

2000 6.0
3000 9.0
4000 10.0
5000 10.0

BLACK Stator Ohms Test
(Alternator Coils Only)

NOTE: Stator can be tested without removing from

engine.

1. Disconnect both YELLOW (stator leads) from ter­minals on rectifier (or terminal block).

2. Use an ohmmeter and perform the following test.

IMPORTANT: If stator is mounted on engine,
black stator lead (if provided) must be grounded
to powerhead when testing.

1. Check battery voltage at battery with engine run­ning.

2. If battery voltage is above 14.5 volts, replace volt­age regulator/rectifier. Check condition of battery
as overcharging may damage battery.

3. If battery voltage is below 14.5 volts, charge bat­tery; refer to “Charging a Discharged Battery”,
preceding. If battery can NOT be satisfactorily
charged, replace battery.

4. If battery accepts a satisfactory charge, check
battery voltage while cranking engine; refer to
“Charging a Discharged Battery”, preceding. If
cranking voltage is not acceptable, replace battery.

5. If cranking voltage is acceptable, disconnect
larger diameter RED wire from ST ARTER SOLE­NOID terminal.

6. Remove smaller diameter RED wire (SENSE
LEAD) from ST ARTER SOLENOID terminal and
connect to the POSITIVE (+) terminal of a 9 VOL T
transistor battery . Ground the NEGA TIVE (–) ter­minal of the 9 VOLT battery to the engine.

7. Connect RED (+) ammeter lead to larger diame­ter RED wire, and BLACK (–) ammeter lead to
POSITIVE terminal on STARTER SOLENOID.

8. Secure wires away from flywheel.

9. With engine running at the indicated RPM’s, the
ammeter should indicate the following approxi­mate amperes:

3. Replace stator if readings are outside ranges
shown.

BLACK STATOR

T est Leads

9/14/16 AMPERE ST ATORS

Between YELLOW
stator leads

Between either
YELLOW stator lead
and engine ground**

* DC resistance of these windings generally is less than

1.5 ohms. If a reading (resembling a short) is obtained,
this would be acceptable.

** If stator is removed from engine, connect test lead to

black stator lead, if provided.

Resistance

(Ohms)

.1 – .5

No

Continuity

4. If meter readings are other than specified, re­place stator.

90-830234R3 DECEMBER 1997 ELECTRICAL - 2B-5

Scale Reading

(x

.1 – .5

(R x 1)

Continuity

(R x 1000)

)

No

14 Ampere Stator

16 Ampere Stator

RPM AMPERES

Idle 4.0
1000 8.0
2000 11.0
3000 13.0
4000 14.0
5000 14.0

RPM AMPERES

Idle 5.0
1000 10.0
2000 16.0
3000 17.0
4000 18.0
5000 18.0

10. A reading of 16 amperes (or 12 amperes for 15
ampere stator) at 3500 RPM indicates the charg­ing system is functioning properly . The battery is
discharging due to the amperage draw on the
system is greater than the amperage output of
the engine charging system.

1 1. If ammeter reads less than 18 amperes or 12 am-

peres respectively , test the stator; refer to “Stator
Ohms Test (Alternator Coils Only)”, [18 Ampere
Stator], preceding. If stator tests OK, replace volt­age regulator/rectifier.

Tachometer Terminal Block

DESCRIPTION

This block is a junction point for stator and tachome­ter signal wiring. It contains no electrical compo­nents. This block is LIGHT GREY in color and is to be
used ONLY with small, non-finned voltage regula­tors. No test is required for this terminal block.

ALT YEL

GREY

TACH

ALT YEL

RED Stator Battery Charging System
Troubleshooting

MODELS EQUIPPED WITH REGULATOR (RED
STATOR)

a

b

a - Stator
b - Voltage Regulator/Rectifier
c - Start Solenoid
d - 12V Battery

The charging system may be damaged by: 1) re­versed battery cables, 2) running the engine with bat­tery cables disconnected and stator leads connected
to rectifier, and 3) an open circuit, such as a broken
wire or loose connection.

d

c

50644

Tachometer Terminal Block

REMOVAL

1. Remove two YELLOW alternator wires from
block.

2. Remove GREY tachometer wire from block.

3. Remove two attaching screws and remove diode
block.

INST ALLA TION

1. Secure diode block to powerhead with two
screws. Torque screws to 30 lb. in. (3.4 Nm).

2. Attach two YELLOW wires to “ALT YEL” termi­nals.

3. Attach GREY wire to “GREY TACH” terminal.

A fault in the battery charging system usually will
cause the battery to become undercharged. Check
battery electrolyte level, and charge battery. See
“Electrolyte Level”, and “Charging a Discharged
Battery”.

If battery will NOT accept a satisfactory charge, re­place battery.

If battery accepts a satisfactory charge, determine
the cause of the charging system problem as follows.

1. Check for correct battery polarity [RED cable to
positive (+) battery terminal]. If polarity was incor­rect, check for damaged rectifier. See “Rectifier
Test”, following.

2. Check for loose or corroded battery connections.

3. Visually inspect wiring between stator and bat­tery for cuts, chafing; and disconnected, loose or
corroded connection.

4. Excessive electrical load (from too many acces­sories) will cause battery to run down.

2B-6 - ELECTRICAL 90-830234R3 DECEMBER 1997

If visual inspection determines that battery connec-

9 Ampere

tions and wiring are OK, perform the following stator
and rectifier tests.

STATOR OHMS TEST
(ALTERNATOR COILS ONLY)

ALTERNATOR SYSTEMS TEST (RED STATOR)
9 Ampere Manual Stator
IMPORT ANT : Rectifier (optional accessory) must

be functioning properly for accurate test results
to be obtained.

NOTE: Stator can be tested without removing from

engine.

1. Disconnect both yellow (stator leads) from volt­age regulator/rectifier, or terminal block.

2. Use an ohmmeter and perform the following test.

IMPORTANT: If stator is mounted on engine,
black stator lead (if provided) must be grounded
to powerhead when testing.

3. Replace stator if readings are outside ranges
shown.

NOTE: Resistance varies greatly with temperature.
Measurements should be taken with an ambient tem­perature range of 65 to 85 degrees F.

9 Ampere Manual Stator

T est Leads

Between Yellow Stator

Leads

Between Either Yellow

Stator Lead and

Engine Ground

Resistance

(Ohms)

0.16 - 0.19* R x 1

No Continuity R x 1000

Scale

Reading

16 Ampere Stator

T est Leads

Between Yellow Stator

Leads

Between Either Yellow

Stator Lead and

Engine Ground

* DC Resistance of these windings generally is less than

1.5 Ohms. If a reading resembling a short is obtained,
this would be acceptable.

Resistance

(Ohms)

0.16 - 0.19* R x 1

No Continuity R x 1000

Scale

Reading

1. Remove RED lead from (+) terminal of rectifier.

2. Connect RED (+) ammeter lead to rectifier (+) ter­minal and BLACK (–) ammeter lead to RED recti­fier lead.

3. With engine running at the indicated RPM, the
ammeter should indicate the following approxi­mate amperes:

RPM AMPERES

Idle 0

Manual Stator

1000 0.6
2000 8.0
3000 9.0
4000 10.0
5000 10.5

4. If proper ampere readings are not obtained, re­place stator.

16 Ampere Stator

1. Check battery voltage at battery with engine
running.

2. If battery voltage is above 14.5 volts, replace volt­age regulator/rectifier. Check condition of battery
as overcharging may damage battery.

3. If battery voltage is below 14.5 volts, charge bat­tery; refer to “Charging a Discharged Battery”,
preceding. If battery can NOT be satisfactorily
charged, replace battery.

4. If battery accepts a satisfactory charge, check
battery voltage while cranking engine; refer to
“Charging a Discharged Battery”, preceding. If
cranking voltage is not acceptable, replace battery.

5. If cranking voltage is acceptable, disconnect
larger diameter RED harness wire from starter
solenoid terminal.

90-830234R3 DECEMBER 1997 ELECTRICAL - 2B-7

6. Remove RED sense lead wire (A) from starter so­lenoid terminal and connect to the positive (+) ter­minal of a 9 volt transistor battery. Ground the
negative (–) terminal of the 9 volt battery to the
engine.

a

a - Red Sense Lead (Female Connector)

7. Connect RED (+) ammeter lead to larger diame­ter RED harness wire, and BLACK (–) ammeter
lead to POSITIVE terminal on starter solenoid.

8. Secure starter wires away from flywheel.

9. With engine running at the indicated RPM’s, the
ammeter should indicate the following approxi­mate amperes:

RPM AMPERES

16 Ampere

Stator

Idle 2.8
1000 9.3
2000 16.0
3000 17.0
4000 17.5
5000 17.5

10. A reading of 16 amperes at 2000 RPM indicates
the charging system is functioning properly. The
battery is being discharged because of the
excessive amperage draw on the system (the
draw is greater than the amperage output of the
engine charging system).

1 1. If ammeter reads less than required amperes @

3000 RPM, test the stator; refer to “Stator Ohm
T est (Alternator Coils Only)”. If stator tests OK,
replace voltage regulator.

2B-8 - ELECTRICAL 90-830234R3 DECEMBER 1997

3 Cylinder 14 and 16 Ampere BLACK
Stator Battery Charging Wiring
Diagram

IMPORTANT: After electrical connections are
made, coat all terminal connections using Quick­silver Liquid Neoprene (92-25711), to avoid cor­rosion.

BLK = BLACK
BLU = BLUE
BRN = BROWN
GRY = GRAY
GRN = GREEN
PUR = PURPLE
RED = RED
TAN = TAN
VIO = VIOLET
WHT = WHITE
YEL = YELLOW

g

RED

RED

RED

RED

a

h

YEL

b

GRY

BLK

BLK

BLK

YEL

f

e

a - Stator
b - Terminal Block
c - To Tachometer
d - Voltage Regulator/Rectifier
e - To Remote Control Harness

c

YEL

YEL

GRY

GRY

YEL

YEL

RED

RED

f - 20 Ampere Fuse
g - Battery (+) Positive Terminal
h - Starter Solenoid

d

51000

90-830234R3 DECEMBER 1997 ELECTRICAL - 2B-9

4 Cylinder 14 and 16 Ampere BLACK
Stator Battery Charging Wiring
Diagram

IMPORTANT: After electrical connections are
made, coat all terminal connections using Quick­silver Liquid Neoprene (92-25711), to avoid cor­rosion.

BLK=BLACK
BLU=BLUE
BRN=BROWN
GRY=GRAY
GRN=GREEN
PUR=PURPLE
RED=RED
TAN=TAN
VIO=VIOLET
WHT=WHITE
YEL=YELLOW

a

h

YEL

YEL

b

GRYRED

RED

RED

RED

g

c

f

GRY

YEL

YEL

d

e

GRY

YEL

YEL

RED

RED

a-Stator
b-Terminal Block
c-To Tachometer
d-Voltage Regulator/Rectifier

2B-10 - ELECTRICAL 90-830234R3DECEMBER 1997

e-To Remote Control Harness
f-20 Ampere Fuse
g-Battery (+) Positive Terminal
h-Starter Solenoid

51001

3 Cylinder Battery Charging Diagram
(with BLACK STATOR) with Battery
Isolator

IMPORTANT: After electrical connections are
made, coat all terminal connections using Quick­silver Liquid Neoprene (92-25711), to avoid cor­rosion.

BLK = BLACK
BLU = BLUE
BRN = BROWN
GRY = GRAY
GRN = GREEN
PUR = PURPLE
RED = RED
TAN = TAN
VIO = VIOLET
WHT = WHITE
YEL = YELLOW

RED

RED

j

RED

i

BLK

BLK

BLK

YEL

k

YEL

YEL

b

GRY

YEL

a

GRY

c

RED

g

a - Stator
b - Terminal Block
c - To Tachometer
d - Voltage Regulator/Rectifier
e - Battery Isolator
f - Auxiliary Battery

90-830234R3 DECEMBER 1997 ELECTRICAL - 2B-11

h

B1

B2

RED

A

YEL

YEL

e

l

RED

RED

d

GRY

f

51051

g - Start Battery
h - To Remote Control Harness
i - 20 Ampere Fuse
j - Starter Solenoid
k - Small Red (Sense)Lead
l - Large Red (Output) Lead

3 Cylinder Battery Charging Diagram
(with RED STATOR) with Battery
Isolator

IMPORTANT: After electrical connections are
made, coat all terminal connections using Quick­silver Liquid Neoprene (92-25711), to avoid cor­rosion.

BLK = BLACK
BLU = BLUE
BRN = BROWN
GRY = GRAY
GRN = GREEN
PUR = PURPLE
RED = RED
TAN = TAN
VIO = VIOLET
WHT = WHITE
YEL = YELLOW

i

a

YEL

YEL

f

a - Stator
b - To Tachometer
c - V oltage Regulator/Rectifier
d - Battery Isolator
e - Auxiliary Battery
f - Start Battery

RED

g

RED

RED

RED

h

B1

B2

b

GRY

j

YEL

YEL

c

RED

A

GRY

YEL

YEL

d

k

RED

RED

e

51051

g - To Remote Control Harness
h - 20 Ampere Fuse
i - Starter Solenoid
j - Small Red (Sense)Lead
k - Large Red (Output) Lead

2B-12 - ELECTRICAL 90-830234R3 DECEMBER 1997

4 Cylinder Battery Charging Diagram
(with BLACK Stator) with Battery
Isolator

IMPORTANT: After electrical connections are
made, coat all terminal connections using Quick­silver Liquid Neoprene (92-25711), to avoid cor­rosion.

BLK = BLACK
BLU = BLUE
BRN = BROWN
GRY = GRAY
GRN = GREEN
PUR = PURPLE
RED = RED
TAN = TAN
VIO = VIOLET
WHT = WHITE
YEL = YELLOW

RED

RED

RED

i

a

j

YEL

YEL

b

GRY

c

GRY

k

YEL

YEL

RED

g

a - Stator
b - Terminal Block
c - To Tachometer
d - Voltage Regulator/Rectifier
e - Battery Isolator
f - Auxiliary Battery

90-830234R3 DECEMBER 1997 ELECTRICAL - 2B-13

h

B1

B2

A

RED

e

GRY

YEL

l

RED

RED

YEL

d

f

51050

g - Start Battery
h - To Remote Control Harness
i - 20 Ampere Fuse
j - Starter Solenoid
k-

Small Red (Sense)Lead

l - Large Red (Output) Lead

4 Cylinder Battery Charging Diagram
(with RED Stator) with Battery
Isolator

IMPORTANT: After electrical connections are
made, coat all terminal connections using Quick­silver Liquid Neoprene (92-25711), to avoid cor­rosion.

BLK = BLACK
BLU = BLUE
BRN = BROWN
GRY = GRAY
GRN = GREEN
PUR = PURPLE
RED = RED
TAN = TAN
VIO = VIOLET
WHT = WHITE
YEL = YELLOW

f

RED

RED

g

RED

RED

h

B1

B2

a

i

YEL

YEL

b

GRY

YEL

k

YEL

RED

RED

YEL

YEL

c

GRY

j

A

RED

d

e

a - Stator
b - To Tachometer
c - V oltage Regulator/Rectifier
d - Battery Isolator
e - Auxiliary Battery
f - Start Battery

2B-14 - ELECTRICAL 90-830234R3 DECEMBER 1997

g - To Remote Control Harness
h - 20 Ampere Fuse
i - Starter Solenoid
j - Small Red (Sense) Lead
k - Large Red (Output) Lead

51050

Rectifier Test

WARNING

Disconnect battery leads from battery before
testing rectifier.

d

a

c

b

NOTE: Rectifier can be tested without removing from

engine.

1. Disconnect all wires from terminals on rectifier.

2. Use an ohmmeter (R x 1000 scale) and perform
the following test. Refer to illustration for rectifier
terminal identification.

Connect RED meter lead to ground,
BLACK lead alternately to terminals “a”
and “c”.

Continuity Indicated.
Connect BLACK meter lead to ground,
RED lead alternately to terminals “a”
and “c”.

a - Terminal
b - Terminal
c - Terminal

f

e

07300

d - Stator Terminals
e - Positive Terminal
f - Ground

No Continuity Indicated.
Connect BLACK meter lead to ground,
RED lead alternately to terminals “a”
and “c”.

No Continuity Indicated.
Connect BLACK meter lead to terminal “b”,
RED lead alternately to terminals “a” and
“c”.

No Continuity Indicated.

Replace Rectifier.

Continuity Indicated.
Connect RED meter lead to terminal “b”,
BLACK lead alternately to terminals “a” and
“c”.

Continuity Indicated.

Replace Rectifier.

No Continuity Indicated.

Rectifier tests OK.

Continuity Indicated.

Replace Rectifier.

Continuity Indicated.

Replace Rectifier.

Connect BLACK meter lead to terminal “b”,
RED lead alternately to terminals “a” and
“c”.

No Continuity Indicated.

Replace Rectifier.

Connect RED meter lead to terminal “b”,
BLACK lead alternately to terminals “a” and
“c”.

No Continuity Indicated.

Replace Rectifier.

Continuity Indicated.

No Continuity Indicated.

Continuity Indicated.

Rectifier tests OK.

90-830234R3 DECEMBER 1997 ELECTRICAL - 2B-15

Starting System

Starting System Components

The starting system consists of the following compo­nents:

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.

1. Battery

2. Starter Solenoid

3. Neutral Start Switch

4. Starter Motor

5. Ignition Switch

Description

The function of the starting system is to crank the en­gine. The battery supplies electrical energy to crank
the starter motor. When the ignition switch is turned
to “Start” position, the starter solenoid is activated
and completes the starting circuit between the bat­tery and starter.

The neutral start switch opens the start circuit when
the shift control lever is not in neutral. This prevents
accidental starting when engine is in gear.

Troubleshooting the Starting Circuit

Before beginning the starting circuit troubleshooting
flow chart, following, check first for the following
conditions:

1. Make sure 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 in-line fuse in red wire; see diagram.

2B-16 - ELECTRICAL 90-830234R3 DECEMBER 1997

BLK = BLACK
BLU = BLUE
BRN = BROWN
GRY = GRAY
GRN = GREEN
PUR = PURPLE
RED = RED
TAN = TAN
VIO = VIOLET
WHT = WHITE
YEL = YELLOW

a

g

f

e

a - Battery
b - Starter Solenoid
c - Starter
d - Neutral Start Switch (Located in Control Housing)

Starter Circuit

b

c

d

e - Ignition Switch
f - Fuse Holder (If Equipped) (20 Amp Fuse)
g - Starter Solenoid

Starting Circuit Troubleshooting Flow Chart

SAFETY WARNING: Disconnect BLACK (starter motor)
cable from starter solenoid test point 1 BEFORE making
tests 1-thru-7 to prevent unexpected engine cranking.

TEST 1

Use an ohmmeter (R x 1 scale) and connect meter leads between
NEGATIVE (–) battery post and common powerhead ground.

No continuity indicated; there is an open circuit in the
BLACK negative (–) battery cable between the nega­tive (–) battery post and the powerhead.

• Check cable for loose or corroded connections.

• Check cable for open.

90-830234R3 DECEMBER 1997 ELECTRICAL - 2B-17

Starter Motor Does Not Turn

Continuity Indicated

Proceed to TEST 2, on next page

No voltage reading;
proceed to TEST 3.

TEST 2

a - Disconnect BLACK ground wire(s) from Test Point 2.
b - Connect voltmeter between common engine ground and Test Point 2.
c - Turn ignition key to “Start” position.

TEST 3

a - Reconnect BLACK ground wire(s).
b - Connect voltmeter between common engine ground and T est Point 3.
c - Turn ignition key to “Start” position.

No voltage reading;
proceed to TEST 4.

12 Volt Reading

Defective starter solenoid.

TEST 4

a - Connect voltmeter between common

No voltage reading;
proceed to TEST 5.

engine ground and Test Point 4.

b - Turn ignition key to “Start” position.

TEST 5

No voltage reading;
proceed to TEST 6.

Connect voltmeter between common en­gine ground and Test Point 5.

TEST 6

Connect voltmeter between common engine ground and Test Point 6.

12 Volt Reading*

Check BLACK ground wire for
poor connection or open circuit.
Reconnect ground wire to start­er solenoid; proceed to TEST 7.

12 Volt Reading*

Neutral start switch is open,
or YELLOW/RED wire is
open between Test Points 4
and 3.

12 Volt Reading*
Defective ignition switch.

No voltage reading; check RED wire between
battery (+) positive terminal and Test Point 6.

TEST 7

a - Connect voltmeter between common engine ground and Test Point 1.
b - Turn ignition key to “Start” position.

No voltage reading;
Defective starter solenoid.

TEST 8

a - Reconnect BLACK (starter motor) cable to starter solenoid T est Point 1.
b - Connect voltmeter between common engine ground and Test Point 7.
c - Turn ignition key to “Start” position.

No voltage reading; check BLACK cable for
poor connection or open circuit.

* Battery Voltage

12 Volt Reading*

Check fuse in RED wire between test points 5 and 6.
Check for open RED wire between test points 5 and 6.

12 Volt Reading*
Should hear solenoid click; proceed to Test 8.

12 Volt Reading*

Check BLACK ground cable at starter for loose or cor­roded connection, or open circuit. If cable is OK, check
starter motor.

2B-18 - ELECTRICAL 90-830234R3 DECEMBER 1997