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CDI Troubleshooting Guide

1. Model Ignition Stator Sensor Ignition Coil HP Year Serial Part Ohms DVA Reading DVA Reading Input Output Low Low Hi Number Spd Hi Spd Spd Spd Colors a Ohms Output Colors b Ohms 529301 1987 680 850 Blue Yellow Orange to Grn 35 foo All Models mn 180V a 48 52 osve 125 140 680 850 N Orange to Grn 50 1988 A B C 658475 580 850 180V Blue Blue 48 52 osve NA 125 140 658301 680 850 Blue Yellow Orange to Grn 50 1988 D De 180V D 4852 osve addio Wh om a 125 140 658301 1989 680 850 Blue Yellow Orange to Grn 50 Al Models ue EDO 180 m 48 52 osve addio Wh Gm a 125 140 go 1992 OE009500 18495 32803690 75 90 dove cove BlueandRedto 800 Wh BktoBrown 02 goo 4499 1995 OE138599 4953 2400 28 32 Engine Gnd 1400 White and Purple 1 0 1996 OE138600 827509 500 700 Green White to Gnd to WhU BIK at 50 1997 283999 114 7509 400 600 1805 White Green Open 4 9 CDM 800 1100 475301 680 850 Blue Yellow Orange to Grn 0 2 60 1985 All Models He 580 850 180V 48 52 osve To 800 1100 1991 OEO00001 3327778 32809690 75 90 cove BlueandRedto 8
2. 78 80 Johnson Evinrude QuickStart Flywheel Trigger Magnet Orientation 81 OMC Stern Drive Electronic Shift Assist Applications and Wiring Diagrams 82 84 Troubleshooting Guide Rev B 7 July 2006 Introduction The information contained in this Troubleshooting Guide has been compiled from various sources within the marine industry Any reference to a specific product or brand is not intended for commercial purposes References to test equipment and products are based upon the information available to the staff of CDI Electronics This information is designed for use as a reference guide by a professional marine technician CDI Electronics cannot be held liable for the misuse or abuse of the information contained herein The staff tries to make the information as accurate as possible However CDI Electronics cannot assume responsibility for either the data accuracy or the consequences of the data s application CDI Electronics 2004 Safety Issues Always remember to treat the outboard engine with respect The engine uses high voltage for ignition and contains several moving components Always be aware of moving mechanical parts the surrounding area and the position of your hands and body near the engine e Never touch electrical components with wet hands e Whenever the power source is not needed disconnect the cable from the negative terminal e Never reverse the batt
3. H 4 o a gt 3 gc Johnson Evinrude Troubleshooting Alternator Driven CD Ignitions 1978 2006 Four Cylinder Engines Except Quick Start Models NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has a fault possibly the key switch harness or shift switch 2 Disconnect the yellow wires from the rectifier and retest If the engine has spark replace the rectifier 3 Check the stator and trigger resistance and DVA output as given below for both banks Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Yellow wire 450 550 150V or more Connected White wire Blue wire 38 42 0 6V or more Connected White wire Green wire 38 42 0 6V or more Connected 4 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to fire properly 5 Check the center hub triggering magnet in the flywheel for damage and tight fit NO SPARK OR INTERMITTENT ON ONE CYLINDER OR ONE BANK 1 Check the stator and trigger resistance and DVA output as given below for both banks Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Yellow wire 450 550 150V or more Connected White wire Blue wire 38 42 0 6V or more Connected White wire Green wire 38 42 0 6V or more Connected NOTE Also check the DVA readings to engine ground from each brown wire and compare the read
4. SPK MD STATOR TRIGGER IGNITION COIL PLG n TEAR Cyl SIK L CHECK CHECK Out 109 OHMS DVA POINTS OHMS DVA POINTS OHMS 10 H LS HS LS 5 HS LS Ohms DVA Primary Sec 2001 Grn Wht to White Red to 30 2004 2 4 F 600 720 193 Wht Grn 270 330 6 Bik 51 0 5 4 1K None White Red 1984 White BIk 40 50 1988 3 2 180 250 175 Brown to Blue 310 390 4 White Grn to 35 0 5 6 3K Blk White Red 1989 White BIk 40 50 1994 3 2 280 330 200 Brown to Blue 180 220 4 White Grn to 75 0 5 32K None Blk White Red 1995 White BIk 40 50 2004 3 2 400 510 145 Brown to Blue 180 240 3 White Grn to 25 0 5 32K None Blk 40 oe 2 2 120 140 125 BrowntoBlue 1216 55 Wht Redto 445 05 35K None White Red 1998 White BIk 40 2002 3 2 400 510 145 Brown to Blue 180 220 4 White Grn to 25 0 5 3 2K None Bik 40 1999 4 4 F 300 380 140 Brown to Blue 375 475 7 Red Wht 05 0 5 4 1K 4 6 White BIk 2000 Grn Wht to Red Wht to 2 7 40 2004 3 4 F 600 710 193 Wht Grn 270 330 6 Blk 51 0 5 37K 4 6K 1995 White Red to 48 2000 2 4 81 99 Brown to BLK 92 111 Bik 0 3 5 4K None White Red 1999 White BIk 50 2002 3 2 420 510 145 Brown to Blue 180 240 3 White Grn to 25 0 5 3 2K None Blk 1995 Red Wht to 3 8 5 7 50 2000 4 4 F 300 380 137 Brown to Blue 375 475 3 5 White Blk 50 0 5 44K K 1996 Red Wht to 3 8 5 7 50 2000 4 4 F 300 380 137 Brown to Blue 375 475 3 5 White BIk 50 0 5 4 1K K 2001 Red Wht to 0 078 3 5 3 8 5 7 50 2004 4 4
5. 5 n les lt S 5 ion o m 4 on D i gc 21 Johnson Evinrude Prestolite Battery Ignitions with Pickup Sensors DUE TO THE CONSTRUCTION OF THE BATTERIES NEITHER MAINTAINENCE FREE NOR LOW MAINTAINENCE BATTERIES ARE NOT RECOMMENDED FOR THIS APPLICATION 1 2 ee 10 22 Clean all battery connections and engine grounds Check wiring as follows Except 1967 1967 Pack Wire Color Function Pack Wire Color Function Red or Purple 12V from keyswitch Red or Purple 12V from keyswitch Blue Positive to ignition coil Green Positive to ignition coil Black White 2 To trigger sensor Blue 2 To trigger sensor Black Engine Ground Black Engine Ground Green Black Anti reverse Spring Green Black Anti reverse Spring Some engines had this wire on the sensor plate Red Wire 12V from Key Switch Black White Striped Wires 2 Blue Wire coil Withe the keyswitch on Striking the two Sensor wires together should cause the ignition coil to fire Engine Ground a 3 8 to 1 2 Air Gap Johnson Evinrude Battery Ignition with Pickup Sensor gt gt Connect a spark gap tester to the high tension lead coming from the ignition coil and set it to approximately 2 When you crank the engine over if it sparks while the spark gap tester is connected to the coil and does not spark through the spark plug wires there is a problem in the distributor cap r
6. White BIk 210 0 5 None 987 K to 1988 White Red to 35 25 2 2 200 275 90 BrowntoBLK 90 120 5 White BIK 210 0 5 None 993 K to White Red to 25 19965 2 2 340 420 25 Brown to Blue 310 55 White BIk 105 0 5 Ps None 2004 390 MUR K White Red to White BIk 25 1996 3 2 340 420 75 Brown to Blue 3107 4 to 135 0 5 6 3 None 2002 390 K White Grn to Bik 1990 White Red to 35 25 2 2 200 275 90 BrowntoBLK 90 120 5 28 210 0 5 1993 White Red to 54 25 2 2 200 275 90 BrowntoBLK 90 120 5 2 210 0 5 None 1996 White Red to 85 25 foe 2 2 200 275 90 BrowntoBLK 90 120 5 2 210 0 5 E None 1998 Grn Wht to 300 44 25 2 4 F 660 710 90 A ae 6 RedtoWht 100 0 5 None 1984 White Red to 35 30 2 2 120 150 90 BrowntoBlue 12 16 5 210 0 5 White Red to S ids White BIk 30 2 280 330 75 Brown to Blue 4 to 135 05 6 3K None 2002 390 White Grn to Bik 1989 White Red to 35 30 ee 2 2 120 150 90 Brown to 12 16 5 ER 210 0 5 White Red to 30 1993 2 2 400 490 25 Brown to Blue m 4 White Bik 105 0 5 None 1996 390 K to 310 White Red to 32 30 1997 2 2 340 420 25 Brown to Blue 4 White BIk 105 05 None P to K 69 YAMAHA DVA and RESISTANCE CHARTS
7. This drawing is to be used to determine if the flywheel sensor magnet has moved from it s original location only V4 amp V6 Loop Charged 1986 1987 150 175 V6 Cross Flow 1988 1992 Triggering Magnet Locations 185 200 225 V6 1988 2001 Loop Charged 2 Cyl Loop Charged V8 Loop Charged 1988 1999 81 Superceded P N Ignition CDI P N to Application Years 982749 Points 123 9898 P 5 0 5 7L V8 82 85 982755 Points 123 9898 P 2 5 3 0L V4 82 85 982774 Points 123 9898 P 3 8 4 3L V6 82 85 984036 Points 123 9898 P 986342 4 3L V6 86 88 984276 Points 123 9898 P 984730 5 0 5 7L V8 86 88 984281 Points 123 9898 P 985902 2 3 2 5 3 0L I4 86 88 984730 Points 123 9898 P 3 5 4 6 5 0 5 81 V8 89 90 984730 Points 123 9898 P 3 5 4 6L V6 7 5L V8 87 88 984740 Points 123 9898 P No data 985902 Points 123 9898 P 987740 2 3 3 0 14 2 6 4 3L V6 89 90 986342 Points 123 9898 P 987740 4 3L V6 86 88 986610 Delco EST 123 7878 987396 3 0 3 0L HO 14 90 986837 Points 123 9898 P 5 7L V8 90 987396 Delco EST 123 7878 987878 3 0 3 01 HO 14 90 987564 Prestolite BID 123 7571 5 0 5 8L V8 92 93 987566 Delco EST 123 7566 3 0 3 0L HO 14 92 93 987567 Prestolite BID 123 7567 4 3L V6 92 93 987571 Prestolite BID 123 7571 5 7L V8 91 93 987738 Points 123 9898 P No data 987739 Points 123 9898 P No data 987740 Points 123 9898 P 4 3L V6 86 91 987874 Delco EST 123 7566 3 0 3 0L HO 14 987878 Delco EST 123
8. Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Yellow wire 450 550 150V or more Connected White wire Purple 38 42 0 6V or more Connected White wire Blue wire 38 42 0 6V or more Connected White wire Green wire 38 42 0 6V or more Connected 4 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly NO SPARK OR INTERMITTENT ON ONE OR MORE CYLINDERS 1 Check the trigger resistance and DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading White wire Purple 38 42 0 6V or more Connected White wire Blue wire 38 42 0 6V or more Connected White wire Green wire 38 42 0 6V or more Connected 2 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack 26 Johnson Evinrude Troubleshooting Alternator Driven CD Ignitions 1978 2006 Three Cylinder Engines Continued Models with S L O W ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM 1 2 3 Use a temperature probe and verify that the engine is not overheating Disconnect the tan temperature wire from the pack and retest If the en
9. Brn to Red Blue to Blk Red 294 398 Wht Red Wht Grn Wht BIk 3 Wht Blue Wht Yel Wht Brn to Blk 100 0 5 2 7K 5K 225 1998 2004 VX 224 336 115 Brn Blue to Red Blk Red 294 398 Wht Red Wht Grn Wht Bik 3 Wht Blue Wht Yel Wht Brn to Blk 100 0 5 2 7K 5K 225 2003 2004 VZ HPDI 224 336 160 Red to BIk Wht 294 398 Wht Red Wht Grn Wht Bik 3 5 Wht Blue Wht Yel Wht Brn to Blk 160 8 93 187 4208 2 53 None 250 1990 1996 224 336 90 Bm Blue to Red Blk Red 294 398 Wht Red Wht Grn Wht BIk 3 Wht Blue Wht Yel Wht Brn to Blk 100 0 5 2 7K 5K 250 1997 2002 224 336 115 Brn to Red Blue to Blk Red 294 398 Wht Red Wht Grn Wht BIk 3 Wht Blue Wht Yel Wht Brn to Blk 100 0 5 2 7K 5K 74 YAMAHA DVA and RESISTANCE CHARTS STATOR TRIGGER IGNITION COIL PLG HP YEAR STK MDL o y OHMS DVA CHECK POINTS OHMS DVA CHECK POINTS OHMS 10 L Spd HSpd LS HS HS LS Ohms DVA Primary Sec Wht Red to BI Wht Grn to Wht BIk to 8 93 250 2003 2004 6 2 HPDI CDI OUTPUT 160 Red to BIK Wht 294 398 3 5 Wht Blue to Blk 140 1 87 2 53 1208 Wht Yel to Blk Wht Brn to Wht Red to Wht Grn
10. 35 55 05 Bice Rife 25 35 995 CD3 Brown to Org to Elect Start 1997 oPricAL 720 880 52562 150V 12V Brown Yellow Org BIk 25 35 995 1010 Brown to Org to Man Start 1997 OPTICAL 1230 16 92 gt 12V Brown Yellow Org BIk tu NA 60 986 CD3 450 600 N A 150V Brown to 35 45 0 5v Whtto Blue Pur Gm 1989 Brown yellow 989 CD3 90 100 Brown to Org to 60 1092 WISLOW 450 600 150V 12V Brown yelidw Orge 35 45 0 5V WhttoBlue Pur Gm 993 450 600 Brown to Org to 60 2000 CD3 Looper 500 700 40 50 150V 12V Brown yellow Org Blk Open 0 5 Wht to Bl Pur Grn 972 Power Pack Brown to Black White to 65 70 1978 5 450 600 150V NIA 10 20 0 5V 90 100 Brown to Org to 65 1989 WISILOW 450 600 150V 12V yellow Orge 35 45 0 5V WhttoBlue Pur Gm 65 450 600 150V NIA Brown to NIA 35 45 0 5V Whtto Bl Pur Gm Pk 995 Brown yellow 65 984 Brown to COMM 58 450 600 150V NIA Biondi N A 35 45 0 5V Wht to BI Pur Grn 65 COM 989 Brown to E bos 099 450 600 150V NIA Brown elici NIA 35 45 0 5V Wht to BI Pur Grn 65 COM 989 CD3 450 600 Brown to Org to 652 500 700 150 121 Orek 3545 054 Wht to BI Pur Grn 992 CD3 450 600 Brown to Org to 65 COM 500 700 Sopor 150 12V 35 45 059 Wht to BI Pur Grn 7
11. BlueEngine GND 3250 3650 500 600 180V or more Red Engine GND 75 90 28 32 25V or more Red Stator Kit WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA White Green Green White 500 700 500 600 180V or more Blue Engine GND OPEN 180V or more NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Ifthe cylinders only misfiring above an idle connect a inductive Tachometer to all cylinders and try to isolate the problem cylinders 2 Check the trigger resistance and DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading Brown wire White Black 800 1400 4V or more Connected White wire White Black 800 1400 4V or more Connected Purple wire White Black 800 1400 4V or more Connected Brown wire Engine GND Open 1V or more White wire Engine GND Open 1V or more Purple wire Engine GND Open 1V or more This reading can be used to determine if a pack has a problem in the triggering circuit For instance if you have no fire on one cylinder and the DVA trigger reading for that cylinder is low disconnect the trigger wire and recheck the DVA output to ground from the trigger wire If the reading stays low the trigger is bad 3 Check the DVA output on the green wires from the switch box while connected to the ignition coils Check the reading on the switch box terminal AND on the ignition coil terminal You should have a reading of at least 150V or more at both terminals If the reading is low on one cyl
12. Brown White 140 160 0 5V or more Note Some units had used a trigger that has 2 Brown wires instead of a Brown and White 3 Inspect the ignition coils You should have either a red orange or green coil with a bare braided ground wire coming out of the backside of the coil This bare braided ground wire MUST be connected to a clean engine ground You cannot use a black or blue ignition coil 4 Check the ignition coils as follows Check resistance from to terminal reading should be 0 2 1 0 ohms and 800 1100 ohms from the high tension lead to engine ground There should be no connection from the terminal to engine ground 5 Check the flywheel for broken magnets ENGINE HAS SPARK BUT WILL NOT RUN Index the flywheel and check the timing If it is out by 180 degrees swap the trigger wires to the switch box If the timing is off by any other degree check the flywheel key NO SPARK OR INTERMITTENT ON ONE CYLINDER 1 Check the DVA output between the Green wire and Green Whites from the switch box also between the Blue and Blue White wires while they are connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the wires from the ignition coil for that cylinder and reconnect them to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad switch box 2 Connect an inductive tachometer to each
13. Check DVA voltage on the green wire going to the coil it should be over 100 volts at cranking ONLY HAS SPARK AS LONG AS THE STARTER IS ENGAGED This symptom usually indicates a bad trigger or low voltage NO SPARK OR INTERMITTENT ON ONE CYLINDER l 2 Connect a spark gap tester to the high tension leads coming from the distributor cap and set the gap to approximately 7 16 Use of a CD Tester is highly recommended Align the rotor with 1 spark plug wire Disconnect the trigger wires and connect a jumper wire from the white black trigger terminal to the black trigger terminal on the switch box Connect another jumper wire to the blue trigger terminal turn the ignition switch on Strike the jumper wire from the blue terminal against engine ground DO NOT HOLD THE JUMPER AGAINST ENGINE GROUND Only the 1 spark plug wire should fire If any other spark plug wire now has fire there is a problem in the distributor cap Repeat the test for the other cylinders 41 HIGH SPEED MISS Check the battery voltage on the red and white terminals of the switch box at high speed the voltage should be between 12 5V and 16V DC A reading outside this range will damage the CD module If the readings are abnormal perform the voltage drop test described above Four and Six Cylinder Engines with 332 2986 393 3736 Battery Type Ignitions Note A CD Tester like the one by CDI Electronics or Merc o Tronics can be used to test the CD module distri
14. Purple Pu Ignition Instrument power instruments Distribution Panel to electric instruments Dark Blue Cabin and instrument lights Fuse or switch to lights Light Blue Lt Bl Oil Pressure Oil sender to gauge Tan Water Pressure Temperature sender to gauge Pink Pk Fuel Gauge Fuel sender to gauge Green White Stripe Tilt Trim down or in Tilt and Trim circuits Blue White Stripe Tilt Trim up or out Tilt and Trim circuits Chrysler Troubleshooting Points Type Ignitions with Amplifiers Power packs Preamps are electronic replacements for points A large proportion of the problems with the battery CD units are caused by low battery voltage or bad ground connections Low voltage symptoms are weak fire or erratic firing of cylinders Maintenance free batteries are NOT recommended for this application WARNING Battery reversal will cause severe damage to the CD module and rectifier NOTE The Chrysler CD modules are similar to the OMC CD modules with the exception of wire colors The chart below will assist you as a general guideline for the Chrysler units Red 12V from battery RF Noise Filter Blue 12V from the Key Switch Gray Terminal of ignition coil White OEM Tachometer signal White Black Stripe Points or Preamp Module Black Engine ground No Fire at All 1 2 3 Clean all battery connections and engine grounds Make sure the C
15. 12V to the Red terminal will destroy the module 44 Mercury Trigger Magnets THE FLYWHEELS WITH THESE MAGNET DESIGNS CANNOT BE INTERCHANGED Mercury CDM Hub Magnet Design 1996 to 2006 2 3 and 4 cylinder engines with CDM Modules Single Ended Timer Unipolar Hub Magnet Base 5 E gt CDM Trigger Circuit Board Mercury Hub Magnet Design Push Pull Trigger Coil Design 1978 1996 on 2 3 and 4 Cyl engines All 1978 2005 L6 2 0L 2 4L and 2 5L engines 5 o 4 gt o o 5 ga The breaks in the magnets cannot be seen due to the Trigger out metal cover Trigger out Note that the design of the magnet for the push pull is the same for the 3 4 and 6 cylinder engines using standard ADI ignitions The trigger magnet for the CDM modules is completely different 45 Alternator Driven Ignitions Two Cylinder Engines 1971 1975 With Phase Maker Ignition NO SPARK ON ONE OR BOTH CYLINDERS 1 Disconnect the orange stop and retest If the engine now has spark the stop circuit has a fault 2 Check the Stator resistance and DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading Red wire Yellow wire 320 550 Not Available Blue wire Yellow wire 3600 5500 Not Available Green wire Engine Ground 180V or more Connected 2 Disconnect the points wires Brown and White one at a time and retest If the spark comes back on the one still connect
16. 2 Disconnect the yellow wires from the rectifier and retest If the engine now sparks replace the rectifier 3 Check the stator resistance Reading should be about 500 ohms from the brown wire to brown yellow wire 4 Check the DVA output from the stator You should have a reading of at least 150 or more from the brown wire to the brown yellow wire while connected to the pack 5 Check the timer base s resistance from the black white wire to the white black wires Reading should be 10 20 ohms or 30 40 ohms for CDI Electronics Blue Timer Bases 6 Check the DVA output from the timer base A reading of at least 0 5V or more is needed from the black white wire to the white black wires while connected to the pack to fire the pack If the output is low you may try to reset the air gap between the timer base sensor and the triggering magnet using a Sensor Gap Gauge 553 9702 or use the following procedure outlined below a Loosen the two mounting screws on the sensors and the nuts located in the epoxy on the outside of the heat shield of the timer base and slide the sensors in toward the crankshaft until the sensor touches the stop boss located at the base of the sensor mounting area Tighten the mounting screws b Coat the face of the sensor with machinists bluing or equivalent and install the flywheel without the key and rotate the flywheel at least one full turn Remove the flywheel and check to see if the trigging magnet struck the sensor
17. 49 NO SPARK OR INTERMITTENT ON ONE CYLINDER 1 Ifthe cylinders are only misfiring above an idle connect an inductive an Tachometer to each cylinder in turn and try to isolate the problem cylinder 2 Check the trigger resistance and DVA output as shown below Wire Color Check To Wire Color Resistance DVA Reading Brown wire White wire 800 1400 4V or more Connected Brown wire Engine GND Open 1V or more White wire Engine GND Open 1V or more This reading can be used to determine if a pack has a problem in the triggering circuit For instance if you have no fire on one cylinder and the DVA trigger reading for that cylinder is low disconnect the trigger wire and recheck the DVA output to ground from the trigger wire If the reading stays low the trigger is bad 3 Check the DVA output on the green wires from the switch box while connected to the ignition coils Check the reading on the switch box terminal AND on the ignition coil terminal You should have a reading of at least 150V or more at both places If the reading is low on one cylinder disconnect the green wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 Connect an inductive Tachometer to each cylinder in turn and try to isolate the problem A single cylinder dropping
18. 56 84 4 46K K 30 36 Red White to 1984 15 BLK 26 3 1 2 250 300 100 Brown toBLK d 0 1 gt 340 HS BLK 30 36 White Red to 1984 LS BLK 3 1 4 1999 1 2 250 300 100 Brown to BLK 280 White Grn to 0 1 K None 340 HS BLK 11 6 1999 K 49 54 4 di 1 126 to Gnd 56 84 2 K 1984 2055 iy BLK 3 1 5 1 2 250 300 00 Brown LS 280 0 3 None 2002 White Grn to K 340 HS BLK 1984 White Red to 35 6 bie 2 2 81 99 00 BrowntoBLK 92 111 A 0 1 2001 White Red to 78 6 8 2 4 81 99 00 BrowntoBLK 92 111 ae 0 1 None 1986 White Red to 35 8 2 2 81 99 00 Brown 92 111 2 0 3 None 1984 White Red to 35 9 9 pan 2 2 81 99 00 BrowntoBLK 92 111 zi 0 3 8 1993 White Red to 54 9 9 Dus 2 2 81 99 00 BrowntoBLK 92 111 Br 0 3 None 1996 396 White Red to 21 gos 1996 2 2 280 340 05 Brown to BLK yu 0 6 None 1984 FIFTI 280 White Red to 34 9 9 990 2 4 T 300 400 90 Brown to Blue 340 2 5 Blk 0 5 K None 1991 FIFTI 280 White Red to 9 9 2004 2 4 300 400 90 Brown to Blue 340 2 5 Blk 0 5 4 1K None 1984 White Red to 54 15 995 2 2 81 99 Brown to BLK 92 111 Blk 0 3 K None 1998 234 White Red to 491 15 2004 2 4 F 272 408 135 Brown to Blue 348 4 Blk 115 0 5 K None White Red to 20 1995 2 2 340 420 25 BrowntoBlue 910 55 white BIK 105 05 32 None 997 390 hes K 1984 White Red to 35 25 2 2 120 150 90 BrowntoBlue 12 16 5
19. 64 Johnson amp Evinrude Outboard DVA Peak Voltage and Resistance Chart HP Year Ignition Stator Trigger Part Chg Power Chg Power Chg Power DVA Reading Number Ohms Reading Min DVA Output Read Color Ohm Out Colors 100 984 Brown to COMM 4997 450 600 50V NIA Browniyelioi N A 35 45 0 5V Wht to BI Pur Grn Pk 105 JET 994 Brown to Org to OPTICAL 2000 CD6AL 450 600 50 60 50 12V Browniyellow Org BIk 110 986 450 600 50 Brown to 35 45 0 5V Whtto Bl Pur Gm Pk 1989 Brown yellow 112 450 600 50V Brown to N A 35 45 0 5V Wht to Bl Pur Grn Pk 1996 Brown yellow 115 918 CD4 450 600 N A 50 Brown t0 N A 35 45 0 5V Whtto Bl Pur Gm Pk 1997 Brown yellow 120 140 985 450 600 Brown to Org to S dO ANP 1655 CD4 450 700 150V 121 Org 3545 0 5V Whtto BI Pur Gm Pk 120 140 985 Brown to B SS AME 1604 735 935 50V NIA 35 45 0 5V Wht to BI Pur Grn Pk 991 450 600 Brown to Org to 2 125 CD4 450 700 50 12V org 3949 0 5 Whtto BI Pur GmiPk 125 989 90 100 Brown to Org to E COMM 1694 450 700 150V 124 Org 3545 05 Whtto Bl Pur Gm Pk 994 450 600 B
20. 680 850 Orange to Grn 300 400 Red to 8 1982 82H8J 87H8A 525475 180V Blue Blue 48 52 0 5V Wht Grn N A 125 140 510301 Orange to Grn 1979 116 Red to 800 9 9 1984 A B 0301 180V Yellow 48 52 0 5V Wht Grn 0 2 1 0 1100 510301 Orange to Grn 1976 116 Ep Red to 800 10 1978 W CD amp Alternator 0301 180V Blue Yellow 48 52 0 5V Wht Grn 0 2 1 0 1100 510301 680 850 Orange to Grn 116 300 400 Red to 800 12 1979 W CD amp Alternator 0301 180V Blue Yellow 48 52 0 5V Wht Grn 0 2 1 0 1100 510301 Orange to Grn 1976 116 Gr Red to 800 15 1984 WICD amp Alternator 0301 180V Yellow 48 52 0 5V Wht Grn 0 2 1 0 1100 529301 Orange to Grn 1979 116 203850 Red to 800 20 1981 WICD amp Alternator 9301 180V Yellow 48 52 0 5V Wht Grn 0 2 1 0 1100 529301 Orange to Grn 1983 116 800 25 1984 WICD amp Alternator 9301 180V Yellow 48 52 0 5V Wht Grn 0 2 1 0 1100 529301 Orange to Grn 1979 116 Eg Red to 800 30 1982 W CD amp Alternator 9301 180V Blue Yellow 48 52 0 5V Wht Grn 0 2 1 0 1100 529301 Orange to Grn 1978 116 aa Red to 800 35 1984 WICD amp Alternator 9301 180V Yellow 48 52 0 5V Wht Grn 0 2 1 0 1100 1977 474301 Not T1 amp TA to Between 200 55 1980 W Magna power II 1 Applicable 180V Eng Gnd Open 0 5V Terminals 0 2 1 0 2000 475301 Orange to Grn 1981 116 Red to 800 55 1983 All Model
21. 7878 3 0 3 01 HO 14 Also works with electronic points modules Pertronix Breaker Points Wiring Some models used a resistive wire instead Ballast Resistor Breaker points or E Points module inside Distributor Switched 12VDC ESA Power MUST come from this side of resistor NOTE The 123 9898 P may not work with Pertronix style E Points modules if the ballast resistor is omitted or Hl current aftermarket coil is used Must have good engine ground Optional Over Stroke Switch 23 ill ome o 123 9898 Ex JL n ESA Module Shift Interrupt Switch 82 753 292 621 10 1991 5561 jpunois poos IALL ISNIN PIUS ya 1o nqi siq uoniuB SUM 231038914 83 VS3 105 d c oa E m Jojnqujsip ses nd yor A9 o sesind Ap 4 xy1edg 3 LSA 153 82822 10 9997 22 1 ISNIN 4 314 SUMS ON HivdvtH NOISIAIO 5213041937193 LE i 84
22. 800 PUO WWBk Q2 goo 1996 06437999 114 5772 500 700 28 32 Red to Red Wht 1400 apie 0 1100 Blue to Gnd 105 1992 00082000 332 7778 3250 3650 75 90 20V BI Wht to Gnd 800 0 2 800 Jet 1996 06840500 114 7778 500 700 2832 180 Red to Gnd 1400 NOTE 0 1100 Red Wht to Gnd Blue to Gnd 115 1979 5314656 332 7778 98207900 BE 20 BI Wht to Gnd 80 m 0 2 800 6 Cyl 1989 0 09999 114 7778 As a Red to Gnd 1400 0 1100 E Red Wht to Gnd 115 125 1989 0 10000 332 5772 3250 3650 75 90 20V Blueto gs 0 800 4Cyl 1996 06437999 114 5772 500 700 28 32 Red to Red Wht 1400 0 1100 120 1995 080400 3250 3650 75 90 je 20V Blueto BUWht 80 ee ce 0 2 800 Sport Jet 141088 526806 500 700 28 32 Red to Red Wht 1400 pl 0 1100 114 6866 White Gnd to Wht BIk 900 120 1996 0 141089 827509 500 700 Green White to 5 4 5V AT Sport Jet 2000 OE384499 114 7509 400 600 White Green pen allie ML 2100 BmWht 2400 Blue to Gnd ben 1978 4868998 332 7778 99007000 15 ve 20 BI Wht to Gnd 80 Heres 0 2 800 1985 04904646 114 7778 Red to Gnd 1400 0 1100 9 15 2400 30 90 Red Wht to Gnd Blue to Gnd dud 1985 04904647 332 7778 99007000 4135 20V BI Wht to Gnd 80 METRE 0 2 800 0 8 1988 0 100860 114 7778 Red to Gnd 1400
23. Blk Org Blk Yel Blk Blue Blk Grn BIK Wht to Red Yel Wht Red Wht Grn Wht Bik 5 Wht Blue Wht Yel Wht Brn to Blk 140 0 5 4 6 220 1984 1986 900 1100 21727 75 14 Red Blk Red 280 460 Wht Red to Wht Grn Wht BIk to Wht Blue Wht Yel to Wht Brn 1 6 58 0 5 2 5K 5K 225 1984 1989 900 1100 21 27 75 14 to Red Blue to Blk Red 280 460 Wht Red to Wht Grn Wht BIk to Wht Blue Wht Yel to Wht Brn 1 6 58 0 5 2 5K 5K 225 1990 1995 L HP 660 820 62 79 145 40 to Red Blue to Blk Red 280 460 Wht Red to Wht Grn Wht BIk to Wht Blue Wht Yel to Wht Brn 105 0 5 3 8K 5K 225 1996 1997 L HP 660 820 62 79 145 40 to Red Blue to Blk Red 280 460 Wht Red to Wht Grn Wht BIk to Wht Blue Wht Yel to Wht Brn 130 0 5 4 1K 5K 225 1994 1995 U HP 224 224 336 336 90 90 Brn to Red Blue to Blk Red 294 398 Wht Red Wht Grn Wht BIk 3 Wht Blue Wht Yel Wht Brn to Blk 100 0 5 2 7K 5K 225 2002 2004 CDI OUTPUT 252 Blk Org to Red Yel BIk Yel to Red Yel BIK Wht to Red Yel 459 561 Wht Red to Blk Wht Grn to Blk Wht BIk to Blk 5 3 252 19 6 1 5 1 9 35 4 None 225 1996 2002 S X U L LX SX 224 336 115
24. CD 77 and 511 9770 piercing probes measure DVA voltage of the stator between the output wire sets With everything connected reading s should be approximately 180 volts or more Resistance readings between the stator wire sets range from 680 800 ohms factory and 250 350 ohms CDI RAPAIR 4 Disconnect the rectifier If the engine now has spark replace the rectifier IF THERE IS NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the stator resistance you should read 680 800 ohms factory and 250 350 ohms CDI RAPAIR DVA 180V or more from blue to yellow Note On some two cylinder engines the stator has two blue wires and no yellow wire The stator will read from blue to blue stator wires should read open to engine ground 2 Check the trigger resistance trigger wire sets read approximately 50 ohms between the wire sets DVA 0 5V or more and open to engine ground 3 Ifreadings are good swap the power pack output from the ignition coil that works to the one that does not If the coil that had spark stops sparking replace the power pack ENGINE WILL NOT SHUT OFF Check the stop circuit in the pack by using a jumper wire connected to the white stop wire coming out of the pack and shorting it to ground If this stops all spark from the pack the stop circuit in the harness or on the boat is bad The ignition switch could also be bad NO SPARK UNLESS THE SPARK PLUGS ARE OUT Check for dragging starter or low battery c
25. Check the Stator Trigger Rectifier Regulator and Flywheel Cracks burned areas and bubbles in or on the components indicate a problem If the battery charge windings on the stator are dark brown black or burned on most or all of the posts the rectifier regulator is likely shorted as well Any sign of rubbing on the outside of the stator indicates a problem in the upper or lower main bearings A cracked trigger or outer charging magnets can cause many problems ranging from misfiring to no fire at all Loose flywheel magnets can be dangerous check the tightness of the bonding adhesive Rectifier Regulators can cause problems ranging from a high speed miss to a total shutdown An easy check is to disconnect the stator leads to the rectifier Make sure to insulate them and retest If the problem is gone replace the rectifier regulator Johnson Evinrude Open Timer Bases When all cylinders fire with the spark plugs out but will not with them installed try re gapping the sensors using P N 553 9702 Gap Gauge See the section on ADI Ignitions page 22 24 Engines with S L O W Features If the customer is complaining that the engine won t rev up and shakes real bad the S L O W function could be activating If the engine is NOT overheating a temperature sensor or VRO sensor failing early can cause this problem Disconnect the TAN wires at the power pack and retest If the engine performs normally reconnect the tan wires one at a time u
26. D DIODE CDM Pin A B DIODE CDM Pin B A DIODE High Tension Lead A 700 1300 Ohms Diode readings are to be read one way then reverse the leads and read again You should get a low reading in one direction and a higher reading in the other NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 2 HIGH SPEED MISS 1 2 3 If the cylinders only misfiring above an idle connect an inductive Tachometer to all cylinders and try to isolate the problem cylinders Using a set of piercing probes check the trigger DVA output as shown below Wire Color Check to Wire Color Resistance DVA Reading Purple wire Engine GND Open 1V or more White wire Engine GND Open 1V or more Brown wire Engine GND Open 1V or more NOTE These triggers have the bias circuitry internally built in therefore you cannot measure the resistance like you can measure on the older engines If 1 CDM module is not sparking disconnect the 2 CDM module and see if the 1 CDM module starts sparking If it does the module you just unplugged is bad If it does not reconnect 2 then disconnect the 3 CDM module and see if the 1 module starts sparking If it does the module you just unplugged is bad If there is no spark ire on either 2 or 3 swap locations with 1 and see if the problem moves If it does the module is bad A continued no spark on the same cylinder indicates a bad trigger Connect an inductive Tachometer to all cylinders and
27. De 20V Blue to Eng Gnd 800 T E N 0 2 800 1993 00283221 114 7778 E Red to Eng Gnd 1400 EE 0 1100 5800 7000 135 Brn to WhUBIK 1984 643901 3329772 2200 165 B005 Purple to TS Md 75 1988 0B279480 2400 30 90 White 5800 7000 135 Brn to WhUBIK 1978 4831999 3325712 2200 165 180v 20 ie 4v Purple to A Bor 80 1983 6432900 2400 30 90 ECERS White i d 1987 OA966142 332 7778 5800 7000 135 20V Blue to Eng Gnd 800 gya ic 0 2 800 1988 08209468 114 7778 aes Red to Eng Gnd 1400 0 1100 Blue to Gnd 90 1979 5299506 332 7778 98007000 135 goys 20 Gnd 80 aed 0 2 800 Inline 6 1986 OB110053 114 7778 Cop Red to Gnd 1400 0 1100 Red Wht to Gnd pu 1987 04996142 332 7778 58007000 135 20V Blue to Eng Gnd 800 ee 800 1992 oc221999 114 7778 Red to Eng Gnd 1400 0 1100 OW 1989 0 222000 18495 3250 3650 75 90 20V Blue to Eng Gnd 8085 02 800 1996 06437099 114 4953 500 700 28 32 Red to Eng Gnd 1400 0 1100 3 90 1995 0 141089 18495 3250 3650 75 90 20V Blue to Eng Gnd 800 wy Ghana 0 2 800 Sport Jet 1997 15900 114 4953 500 700 28 32 Red to Eng Gnd 1400 0 1100 E 1988 209468 332 5772 3250 3650 75 90 je 20V Blueto BIWht
28. F 272 408 144 Brown to Blue 396 594 6 3 White Blk 26 0 106 47K K White Red 55 1985 2 2 200 260 135 Brown to Blue 70 98 2 White BIk 50 0 5 34K None 1994 23 29 Yel to White Red 55 1995 2 2 200 260 135 Brown to Blue 280 360 2 White BIk to 50 0 5 3 1K None Blk White Red 1991 White BIk 60 2000 3 2 145 190 140 Brown to Blue 110 150 2 5 White Grn to 00 0 5 32K None Blk 1992 White Red to 60 1999 2 2 150 190 120 Brown to Blue 270 330 2 5 White BIk 05 0 5 44K None 1996 White Red to 60 2002 2 2 150 190 120 Brown to Blue 270 330 2 5 White Blk 05 0 5 44K None 05 on 1 amp 3 at idle 2001 White Red to 0 60 2004 3 2 150 190 150 Brown to Blue 270 330 2 5 White Blk PA 0 5 44K None 45 on all at 1500 RPM 2002 Red Wht to 0 078 3 5 3 8 5 7 60 2004 4 4 F T 272 408 144 Brown to Blue 396 594 6 3 White Blk 26 0 106 47K K White Red 1984 White BIk 70 1991 3 2 145 190 140 Brown to Blue 110 150 2 5 White Grn to 00 0 5 32K Blk 05 on 1 amp 3 at idle 1992 White Red to 70 2004 3 2 150 190 150 Brown to Blue 270 330 2 5 White Blk Es 0 5 44K None 145 on all at 1500 RPM 70 YAMAHA DVA and RESISTANCE CHARTS 2 STATOR TRIGGER coi Rupe HP YEAR STK MDL Cyl CHECK CHECK Out OHMS DVA ONIS omms OHM
29. Grn BIK Wht to Red Yel Wht Red Wht Grn Wht Bik Wht Blue Wht Yel Wht Brn to BIk 140 4 6k 150 2004 OUTPUT 260 Blk Org to BIK Wht to Blk 459 561 3 5 White Red to White BIk to 260 1 53 2 07 12 5 16 91 None 72 YAMAHA DVA and RESISTANCE CHARTS STATOR TRIGGER IGNITION COIL PLG HP YEAR STK MDL CHECK Gut y OHMS DVA CHECK POINTS OHMS DVA OHMS 10 L Spd HSpd LS HS HS LS Ohms DVA Primary Sec Wht Red to Bm Wht Grn 1996 660 Blue to 280 Wht BIk to 4 1 175 2000 6 2 820 62 79 140 40 2 Bleed 2 5 130 0 5 5 Wht Yel to Wht Brn Wht Red Blk Org Wht Grn BIk Yel 2001 BIK BI 175 6 2 ZNZ CDIOUTPUT 140 Her 5 WhwBlue 140 4 6 2004 Blk Grn Wht Yel BIk Wht to Red Yel Wht Brn to Blk Wht Red to Bm Wht Grn 1984 900 Blue to 280 WhUtBIk to 2 5 200 1989 5 2 1100 2127 75 14 BikRed 460 16 199 0 3 K Wht Yel to Wht Brn Wht Red to Brn Wht Grn 1990 660 Blue to 280 Wht BIk to 3 8 200 1095 6 2 820 6279 145 40 c Bites 260 2 5 waue 105 0 5 e Wht Yel to Wht Brn Wht Red to Brn Wht Grn 1991 660 Blue to 280 Wht BIk to 3 8 200 1665 6 2 820 62 79 145 4
30. above idle connect an inductive RPM meter to all cylinders and try to isolate the problem cylinders 4 Using a set of piercing probes check the trigger Resistance and DVA output as given below Wire Color Check to Wire Color OEM Resistance CDI Resistance DVA Reading Purple wire Blue 1100 1400 850 1050 4V or more White wire Red 1100 1400 850 1050 4V or more Brown wire Yellow 1100 1400 850 1050 4V or more High Speed Miss 1 Connect an inductive RPM meter to all cylinders and try to isolate the problem A high variance in RPM on one cylinder usually indicates a problem in the CDM module 2 Perform a high speed shutdown and read the spark plugs Check for water A crack in the block can cause a miss at high speed when the water pressure gets high but a normal shutdown will mask the problem 3 Remove the flywheel and check the triggering and charge coil flywheel magnets for cracks or broken magnets 4 Index the flywheel and check the timing on ALL cylinders On carbureted models the control module rev limi NO SPARK OR INTERMITTENT SPARK ON 1 2 and 3 OR 74 5 and 6 CYLINDERS 1 2 3 function starts to retard timing in sequence 2 3 4 5 6 1 at 5800 6000 RPM The control module will retard the timing each cylinder up to 30 degrees starting with 2 and then stop firing that cylinder if the RPM is still above the limit It will continue to retard then shut down each cylinder until the engine drops below the limit Check the cra
31. amperage diode check and ohms Includes 511 9773 DVA Adapter DVA Adapter allows meter to read peak voltage 518 80TK Fluke Temperature Adapter Works with most digital Multimeters capable of reading millivolts 520 ST80 DC Inductive Timing Light DC Powered timing light with a very bright strobe light 551 33GF Gearcase Filler w Check Valve Universal design makes filling lower units easier Check valve assembly helps prevent oil spills and makes filling easier 551 34PV Pressure Vacuum Tester Repairable metal combination unit does both vacuum and pressure testing 551 5110 Flywheel Holder Longer handle helps during use 551 9765 Spark Plug Wire Puller Grounded design reduces the chances of shocking 553 2700 Amphenol Pin Tool Set Set contains each of 553 2697 Insertion 553 2698 Pin Removal and 553 2699 Socket Removal 553 9702 Sensor Gap Gauge Tool Used to set the timer base air gap on 1973 1978 OMC 3 and 4 cylinder engines with screw terminal power packs 554 9706 Amp Pin Removal Tool Used to remove the connector pins in the ignition system on Chrysler Force engines using the Prestolite type ignitions Also used on the Mercury TPI sensor connectors 911 9783 Bullet Connector Kit Contains 10 pieces each of the male female and sleeves 912 9708 Marine Terminal Kit Contains 100 pieces of hard to find terminals and heat shrink 991 9705 Dielectric Grease Use to keep water and corrosion out of connectors 511 6996 Remot
32. before the miss becomes apparent usually indicates a bad stator charge coil 3 Connect an inductive tachometer to the spark plug wires at a time and compare the readings If most of the cylinders show the same reading and one or two show different readings check the primary wires with the inductive pickup to see if the readings are the same coming out of the power pack A difference in readings between the primary and secondary coil wires usually indicate bad ignition wires No difference indicates a bad power pack Will Not Rev Above Idle Speed or Only Has Spark as Long as the Starter Solenoid is Activated Using the Piercing Probes and DVA adapter check the DVA voltage while connected as follows Red Lead Black Lead DVA Orange Orange Black 11 24V NOTE The readings should rapidly increase as the engine RPM increases and stabilize below 24 volts voltage exceeding 24 V DVA indicates a bad pack A sharp drop in voltage right before the miss becomes apparent usually indicates a bad stator winding A sharp drop in voltage when you let off of the starter solenoid indicates a bad power coil on the stator Engine Will Not Rev Above 2500 RPM and Shakes Hard SLOW Activated 1 Verify the engine is not actually over heating by using a digital pyrometer 2 Check the routing of the tan temperature wires an example of bad location is shown below The tan wires have to be located as far away as possible from the spark plug wires U
33. charge coils to provide high voltage for the firing of the ignition coils and a power coil to provide power for the electronics both inside the power pack and inside the sensor The other QuickStart models will run the engine without the power coil being connected of course this will burn out the control circuits inside the power pack The OIS 2000 ignition has to have the power coil supplying power in order to operate the QuickStart S L O W rev limiter and fire the coils beyond cranking speed The optical sensor located on the top is fed power from the power pack and sends crankshaft position cylinder location and direction of rotation back to the power pack The pack is smart enough to know not to fire if the engine is not turning in the right direction S L O W functions reduce the engine RPM to approximately 2500 when the engine over heats or the no oil warning is activated QuickStart a 10 timing advance activates as long as the engine RPM is below 1100 the engine temperature is below 105 F and the Yellow Red wire from the starter solenoid is not feeding 12V DC to the power pack all of the time QuickStart will also activate for 5 10 seconds each time the engine is started regardless of engine temperature CDI Electronics blue case with red sleeve power packs have a built in feature to compensate for a shorted cold sensor allowing the engine to exit QuickStart after 5 minutes of running time regardless of the condition of the cold sensor
34. climb in voltage and remain high through the RPM range A reading lower than on the Blue wire reading indicates a bad stator High Speed Miss 1 Connect an inductive Tachometer to each cylinder in turn and try to isolate the problem A high variance in RPM on one cylinder usually indicates a problem in the switch box or ignition coil Occasionally a trigger will cause this same problem Check the trigger as described above under spark or Intermittent spark on One Cylinder Perform a high speed shutdown and read the spark plugs Check for water A crack in the block can cause a miss at high speed when the water pressure gets high but a normal shutdown will mask the problem Remove the flywheel and check the triggering and charge coil flywheel magnets for cracks or broken magnets 17 Ty o Q c o m oO gt 5 Us Force Troubleshooting Mercury Designed Ignitions Three Cylinder Engines 1991 1996 Three Cylinder Engines Using a Single Switch Box and Three Ignition Coils NO SPARK ON ANY CYLINDER 1 2 3 Disconnect the black yellow stop wire AT THE PACK and retest If the engine s ignition now has spark the stop circuit has a fault check the key switch harness and shift switch Disconnect the yellow wires from the stator to the rectifier and retest If the engine has spark replace the rectifier Check the cranking RPM A cranking speed less than 250 RPM wil
35. course this will burn out the control circuits inside the power pack The OIS 2000 ignition has to have the power coil supplying power in order to operate the QuickStart S L O W rev limiter and fire the coils beyond cranking speed The optical sensor located on the top is fed power from the power pack and sends crankshaft position cylinder location and direction of rotation back to the power pack The pack is smart enough to know not to fire if the engine is not turning in the right direction S L O W functions reduce the engine RPM to approximately 2500 when the engine over heats or the no oil warning is activated QuickStart a 10 timing advance activates as long as the engine RPM is below 1100 the engine temperature is below 105 F and the Yellow Red wire from the starter solenoid is not feeding 12V DC to the power pack all of the time QuickStart will also activate for 5 10 seconds each time the engine is started regardless of engine temperature CDI Electronics blue case with red sleeve power packs have a built in feature to compensate for a shorted cold sensor allowing the engine to come out of QuickStart after 5 minutes of running time regardless of the condition of the cold sensor The CDI power pack will not fire if the wrong encoder wheel 6 cylinder is installed by mistake At cranking speed the voltage from the stator may not be enough to operate the circuits inside the power pack therefore there is battery voltage supplied from the
36. cylinder position signal sensor wires while connected to the sensor With the engine cranking over you should see a square toothed pattern on both wires The white blue wire should show pulse per revolution and the white green should show 7 pulses per revolution of the engine See chart below 133 6343 Optical Sensor LED Ret EEE Pwr T Ground Syce Cyl ECR EF VP 10 Dwell Syne 45 LJ UU LU UL Offset for Anti Reverse Detection Led Power Black Orange Power Orange Red Ground Black Sync White Blue Stripe 1 White Green No Spark on One Bank of Cylinders 1 Using the Piercing Probes and DVA adapter check the resistance and DVA voltage for the bank without spark on the 6 pin stator connector while connected as follows Red Lead Black Lead Ohms Resistance DVA Bank Cyl Brown Brown Yellow 450 600 ohms 150V Stbd 1 3 5 Brown White Brown Black 450 600 ohms 150 Port 2 4 6 NOTE If the power pack has no spark on one bank and the readings are good replace the power pack 2 Disconnect the 5 pin connector on the port side of the power pack and see if the spark returns If it does use the CDI meter set to Ohms and see if the Black Yellow or Black Orange wire is shorted to engine ground Check to see if the Shift Interrupter switch 1s located in the circuit where ther
37. high miss at high speed when the water pressure gets high but a normal shutdown will mask the problem Four Cylinder Engines 1970 1971 Engines with 337 4406 337 4411 Ignitions WARNING Check the battery voltage at approximately 3500 RPM MAXIMUM allowable reading is 16 volts and minimum is 12V Running below 12V or over 16 volts will damage the ignition Check for loose connections or a bad battery Maintenance free batteries are NOT recommended for this application SERVICE NOTE Due to problems associated with this system it is recommended that the system be converted over to a 332 2986 393 3736 type system CDI Electronics offers a conversion kit P N 114 2986K1 Engine Wiring Connection for Testing Ignition 337 4411 Module 4 Cylinder Battery Ignition Engine Ground 12V from Battery Trigger Use a Jumper and Tap against Engine Ground Should Fire the Ignition Coil Each Time Ignition Coil 5 o gt 5 ga 1 2 Air Gap General 1 2 3 4 Clean all battery connections and engine grounds Disconnect the mercury tilt switch and retest If the ignition works properly replace the mercury switch Connect a spark gap tester to the spark plug wires and check for fire on all cylinders If some cylinders fire and not others the problem is likely in the distributor cap rotor button or spark plug wires Perform a voltage drop test af
38. les lt gt 5 H p 6 on gt 3 gc should have a reading of at least 150V or more If the reading is low on one bank disconnect the orange wires from the ignition coil for that bank and reconnect them to a load resistor Retest If the reading is now good one or all of the ignition coils are likely bad A continued low reading indicates a bad power pack ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM 1 2 3 4 Use a temperature probe and verify that the engine is not overheating Disconnect the tan temperature wire from the pack and retest If the engine now performs properly replace the temperature switch Make sure the tan temperature switch wire is not located next to a spark plug wire Disconnect the VRO sensor from the engine harness and retest If the engine performs correctly replace the VRO or sensor 31 Troubleshooting the Johnson Evinrude 60 6 Cylinder Ignition OIS 2000 Carbureted 1991 2006 Model Years Due to the differences in this ignition system troubleshooting can be somewhat difficult if you are not familiar with the design The other Johnson Evinrude QuickStart ignitions use stator charge coils and a power coil to provide high voltage and power for the QuickStart and rev limiter circuits They require a timer base for triggering and use separate magnets for the high voltage and triggering the timer base The OIS 2000 Optical system uses the stator
39. low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack or Timer Base NO SPARK ON ONE BANK 1 Check the stator resistance and output see NO SPARK ON ANY CYLINDER above 2 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one bank disconnect the orange wires from the ignition coil for that bank and reconnect them to a load resistor Retest If the reading is now good one or all of the ignition coils are likely bad A continued low reading indicates a bad power pack ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM 1 Use a temperature probe and verify that the engine is not overheating 2 Disconnect the tan temperature wire from the pack and retest If the engine now performs properly replace the temperature switch 3 Make sure the tan temperature switch wire is not located next to a spark plug wire 4 Disconnect the VRO sensor from the engine harness and retest If the engine performs correctly replace the VRO or sensor 30 Eight Cylinder Engines Quick Start Models Note These engines usually have a 35 Amp battery charging capacity Due to the size and weight of the flywheel magnets it is highly recommended that you che
40. more Note If the DVA values are below these specifications the power pack or sensor is likely bad 13 Check the DVA voltage on the Black Orange and Orange Red sensors leads as follows Red Lead Black Lead DVA Reading Orange Red Engine Ground 12 V or more Black Orange Engine Ground 12 V or more WARNING The Black Orange wire should NEVER be shorted to engine ground as this will damage the sensor 14 Ifan oscilloscope is available check the white blue crank position signal and white green cylinder position signal sensor wires while connected to the sensor With the engine cranking over you should see a square toothed pattern on both wires The white blue wire should show 1 pulse per revolution and the white green should show 7 pulses per revolution of the engine See chart below 133 6343 Optical Sensor LED Ret A Es Power Ground Sync Cyl PF Fr PF FF 10 Dwell Syne a JL LJ UU LU UL Offset for Anti Reverse Detection Led Power Black Orange Power Orange Red Ground Black Sync White Blue Stripe 1 White Green 37 9 gt 3 72 lt em 3 O 09 gt E 5 or o ga 1 No Spark One Bank of Cylinders Hig 1 Ifthe power pack has no spark on one bank and the r
41. or more Connected Orange Orange Black 93 103 OEM 12 24V Connected Orange Orange Black 45 55 CDI 12 24V Connected White wire Purple wire a 0 6V or more Connected White wire Blue wire a 0 6V or more Connected White wire Green wire a 0 6V or more Connected White wire Purple wire 2 connector a 0 6V or more Connected White wire Blue wire 2 connector a 0 6V or more Connected White wire Green wire 2 connector a 0 6V or more Connected White wire Black White wire 2 connector 215 225 Not Applicable a Use a comparison reading as different brands of meters will give different readings The typical range is 1M to 5M ohms As long as you have approximately the same ohm reading on all six tests and the correct output with the DVA meter the Timer Base should be good The exception would be if one of the scr s inside the Timer Base is breaking down while the engine is running This can be found indexing the flywheel and checking the timing on all cylinders If the readings are off reverse the meter leads and retest to see if the readings are corrected 4 Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to fire properly NO SPARK ON ONE CYLINDER 1 Check the timer base s resistance and output see NO SPARK ON ANY CYLINDER above 2 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 130V or more If the reading is
42. properly 4 Check the stator resistance and DVA output as given below WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA White Green Green White 500 700 500 600 180V or more 5 Check the resistance of the CDM as follows Red Meter Lead Black Meter Lead Reading CDM Pin A 700 1300 Ohms CDM Pin D A DIODE CDM Pin A D DIODE CDM Pin Z D B DIODE CDM Pin Z B D DIODE CDM Pin Z A B DIODE CDM Pin Z B A DIODE High Tension Lead A 700 1300 Ohms Note Diode readings are to be read one way then reverse the leads and read again You should get a low reading in one direction and a higher reading in the other NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Ifthe cylinders are only misfiring above an idle connect an inductive RPM meter to all cylinders and try to isolate the problem cylinders 2 Disconnect the CDM s one at a time and see if you get spark back on the problem cylinders 3 Using a set of piercing probes check the trigger DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading Purple wire Engine GND Open 3V or more White wire Engine GND Open 3V or more Brown wire Engine GND Open 3V or more White Black wire Engine GND Open 3V or more NOTE These triggers have the bias circuitry internally built in therefore you cannot measure the resistance like you can measure on the older engines In addition these engines use four triggering coils versus the two triggering coils used on
43. rectifier NO FIRE OR INTERMITTENT ON ONE CYLINDER 1 Check the stator resistance you should read 680 800 ohms factory and 250 350 ohms CDI RAPAIR DVA 180V or more from blue to yellow Note On some two cylinder engines the stator has two blue wires and no yellow wire The stator will read from blue to blue All stator wires should read open to engine ground 2 Check the trigger resistance trigger wire sets read approximately 50 ohms between the wire sets DVA 5V or more and open to engine ground 3 Ifreadings are good disconnect kill wire from one pack If the dead cylinder starts firing the problem is likely the blocking diode in the opposite pack NO FIRE ON TWO CYLINDERS If two cylinders from the same CD unit will not fire the problem is usually in the stator Test per above ENGINE WILL NOT KILL Check kill circuit in the pack by using a jumper wire connected to the kill wire coming out of the pack and shorting it to ground If this kills the pack the kill circuit in the harness or on the boat is bad possibly the ignition switch COILS ONLY FIRE WITH THE SPARK PLUGS OUT Check for dragging starter or low battery causing slow cranking speed DVA test stator and trigger HIGH SPEED MISS 1 Using the CDI meter with the 511 9773 peak reading adapter or CD 77 and 511 9770 piercing probes DVA check stator voltage to each pack at high speed If it exceeds 400 volts replace the pack 2 Disconnect the rectifier I
44. resistance and DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading Purple wire White wire 800 1400 4V or more Connected Brown wire White Black wire 800 1400 4V or more Connected Purple wire Engine GND Open 1V or more White wire Engine GND Open 1V or more Brown wire Engine GND Open 1V or more White Black wire Engine GND Open 1V or more This reading can be used to determine if a pack has a problem in the triggering circuit For instance if you have no fire on one cylinder and the DVA trigger reading for that cylinder is low disconnect the trigger wire and recheck the DVA output to ground from the trigger wire If the reading stays low the trigger is bad Note If 1 and 2 or 3 and 4 are misfiring check the trigger as described above The trigger has two coils firing four cylinders 1 amp 2 share a trigger coil and 3 amp 4 share a trigger coil Also the switch box is divided into two parts The 1 and 2 cylinders are fired on one side and 3 and 4 are fired from the other side of the switch box If the trigger tests are okay according to the chart above but you have two cylinders not firing either 1 and 2 or 3 and 4 the switch box or stator is bad 53 3 Ifyou have two cylinders not firing either 1 and 2 or 3 and 4 switch the stator leads end to end on the switch box red with red white and blue with blue white If the problem moves to the other cylinders
45. the problem is occurring The stator high speed voltage should increase with RPM If the stator voltage falls off or if it does not increase with RPM replace the stator 3 Connect an inductive tach to each cylinder and compare the RPM readings at the RPM where the problem is occurring If only one cylinder is dropping out swap the ignition coil locations and retest If the problem follows a coil replace the coil If it stays on the same spark plug replace the switch box If both cylinders become intermittent replace the switch box lt n o oO gt 5 09 Two Cylinder Engines 1994 1996 With the 18495A4 5 A6 A8 11 or A13 Switch Box NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wire AT THE PACK and retest If the engine s ignition now has spark now the stop circuit has a fault possibly the key switch harness or shift switch 2 Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to fire properly 3 Check the stator resistance and DVA output as given below Black Stator WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA Blue Blue White 3250 3650 500 600 180V or more Red Red White 75 90 28 32 25V or more Red Stator WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA White Green Green White 500 700 500 600 180V or more Red Stator Adapter Not Available from CDI WIRE Read To OEM RESISTANCE DVA Blue Engine GND OPEN 180V or more
46. the DVA voltage from the switch box You should have the same reading on all of the Green Striped output wires to the ignition coils If one cylinder reads low swap the locations of the Green Striped wire not firing with one that has spark If the problem moves replace the power pack If the no spark condition remains on the same cylinder replace the ignition coil ALL CYLINDERS HAVE SPARK BUT ENGINE WILL NOT RUN Disconnect the white black wire from the switch box and check the resistance from the switch box s white black wire to engine ground The reading should be approximately 8400 ohms A low reading indicates a bad bias circuit and the switch box needs to be replaced 20 Johnson Evinrude Troubleshooting Battery CD Ignitions with Points DUE TO THE CONSTRUCTION OF THE BATTERIES NEITHER MAINTAINENCE FREE NOR LOW MAINTAINENCE BATTERIES ARE NOT RECOMMENDED FOR THIS APPLICATION 1 Clean all battery connections and engine grounds 2 Check wiring as follows Pack Wire Color Function Red or Purple 12V from key switch Blue Positive to ignition coil Black White To points Black Engine Ground Engine Wiring Connections for Testing Ignition Module Red Wire 12 from Key Switch White Black Stripe Wire points Tapping against engine ground Should fire ignition coil with keyswitch on Blue Wire coil Engine Ground a 3 8 to 1 2 Air Gap Johnson Evinrude Points Type Ignition 3 Connect a spark gap tester t
47. to LZIVZIZ Wht BIk to Blk 7 31 300 2004 6 2 HPDI CDI OUTPUT 265 Red to BIK Wht 294 398 3 5 Wht Blue to Blk 265 1 36 1 84 989 K Wht Yel to Blk Wht Brn to 75 Glossary of Terms ADI Alternator Driven Ignition consists of a flywheel stator trigger and ignition module ADTC After Top Dead Center Reference on ignition timing BTDC Before Top Dead Center Reference on ignition timing CD Ignition Capacitive Discharge Ignition The capacitor stores the power developed by a stator or inverter and uses a SCR to deliver the power to the ignition coil CDM Capacitive Discharge Module The CDM is a combination of the switch box and ignition coil Crank Refers to the engine being turned over with the starter not running Spark plug wires are usually connected to a spark gap tester DVA Direct Voltage Adapter Also known as Peak voltage The term refers to the peak voltage as read by a specialized meter or a multimeter using a adapter to convert the peak voltage in the ignition system to a DC value Regular meters cannot read the voltages due to the frequency and duration of the pulses in the system Power Pack Term used by Johnson Evinrude for the ignition module RPM Revolutions per minute The number of times the engine rotates in one minute S L O W Speed Limiting Oil Warning system Limits the RPM of the engine to approximately 2500 RPM in or
48. 0 1100 16 2400 30 90 Red Wht to Gnd 175 210 Gnd 1997 398 9873 18495 1000 1600 75 90 20V BI Wht to Gnd 80 deed 0 2 800 port Je 2005 174 9873 16 114 4953 450 600 28 32 Red to Gnd 1400 0 1100 16 Red Wht to Gnd 135 275 3200 4200 Blue to Gnd 20L 24L 1989 06100861 332 7778 32004200 90 140 20V BI Wht to Gnd 1100 adi 0 2 800 2 5L 2005 06840500 114 7778 en 28 32 Red to Gnd 1400 0 1100 40 Red Wht to Gnd Gnd to WhUBIK Wht Yel 900 1996 280813 827509 Green White to 4 5V Blue Wht 1100 2004 06840500 114 7509 900 1100 150 White Green Open Brn Wht ns 2100 Red Wht 2400 Pur Wht Gnd Engine ground Black BIk Wht Black White Stripe Manufactured by CDI Electronics BI Wht Blue White 68 Wht BIk White Black Brn Yel Brown Yellow Stripe Red Wht Red White BIk Yel Black Yellow Stripe YAMAHA DVA and RESISTANCE CHARTS sr STATOR TRIGGER IGNITION COIL HE NE ae CHECK DV CHECK Out Pans OHMS DVA SONIS D Sonne OHMS 10 DV LS H5 5 S us LS Ohms A Pri Sec 2 uU 1 2 320 390 Brown to Gnd N A N A 021 32K 11 6 2003 K 25 200 154 F
49. 0 2 7 50 1992 0 093699 116 12V Inverter Blue Eng Gnd 1400 Wht Pur amp Yel 800 1100 7323 Indicates a part manufactured by CDI Electronics a Some units use White Orange stripe to White Yellow and White Red to White Green Also some have additional black stripes b Some units use Brown Yellow stripe for Yellow and Brown Blue for Blue Also some have additional black stripes 63 Johnson amp Evinrude Outboard DVA Peak Voltage and Resistance Chart HP Year Ignition Stator Trigger Part Chg Power Chg Power Chg Power DVA Reading Number Ohms Reading DVA Output Read Color Ohm Out Colors 971 Power Pack White Black to 4 55 ae 450 600 150V Brown to Engine Gnd 10 20 0 5V 978 0 White Black to 4 60 CD2 450 600 N A 150V NIA 35 55 0 5V BIS CENTS 4 55 m CD2 USL 450 950 N A 150V NIA Brown to NIA NIA NIA NIA 1993 Brown Yellow 989 CDI Elect Brown to White Black to 4 55 1993 USL Repl 450 600 N A 150V NIA 35 55 0 5V 992 CD2 Brown to White Black to 5 60 2000 Wisi ow 450 600 150V NIA EIAS N A 35 55 0 5V Bleck White 992 Brown to Org to White Black to 5 60 2005 CD2 SL 500 700 450 600 150V 12 24V Pi Orek
50. 0 ae eller 460 2 1065 0 5 K None Wht Yel to Wht Brn Wht Red to Brn Wht Grn 1996 660 Blue to 280 Wht BIk to 4 1 200 1656 6 2 35g 6279 140 40 50 2 5 130 0 5 5K Red Wht Yel to Wht Brn WhtRed Wht Grn Bm Blueto 294 WhUBlk 27 200 1998 6 2 224 336 115 to pied dos 3 WhwBlue 100 0 5 3 6 5K Red Wht Yel K Wht Brn to Blk Blk Org Whilhted to 19 6 2002 BIk Yel 459 PI whum 200 Xl 6 4 F CDI OUTPUT 252 Sol 5 3 to 252 1 5 1 9 a54 None Wht BIk to Red Yel K Blk Wht Red Blk Org Wht Gm BIk Yel 1999 BIK BI 200 6 2 LX CDI OUTPUT 140 ue 3 WhwBlue 140 4 6 2002 Blk Grn Wht Yel BIk Wht to Red Yel Wht Brn to Blk Wht Red Blk Org Wht Grn BIk Yel 1999 Bik Blue Wht Blk 200 6 2 SX CDI OUTPUT 100 3 WhwBlue 100 4 6 2004 Blk Grn Wht Yel BIk Wht to Red Yel Wht Brn to Blk WhtRed Wht Grn WhUwBIk 2 7 200 ae 6 2 VNX 224 336 115 to edad ps 3 WhwBlue 100 0 5 3 6 5K Red Wht Yel k Wht Brn to Blk 73 YAMAHA DVA and RESISTANCE CHARTS HP YEAR Cyl STK MDL STATOR TRIGGER CDI IGNITION COIL SPK PLG OHMS DVA CHECK POINTS OHMS CHECK DNA POINTS Out OHMS 10 CAP Spd HSpd LS HS HS LS Ohms DVA Primary Sec 200 2000 2004 12 2 HPDI CDI OUTPUT 140
51. 0 oi 450 600 150V Brown to 35 45 0 5v Whtto BI Pur Gm 988 Brown yellow 989 CD3 450 600 Brown to Org to 70 09 WON 450 700 Sogo 150V 12v Orek 3545 05 Wht to BI Pur Grn 80 m 450 600 150V Brown to 35 45 O 5V Whtto BI Pur Gm Pk 996 Brown yellow 85 140 973 PowerPack 450 600 N A 150V Brown to N A 10 osve 110 3 and 2 to 4 977 4 Brown yellow 20 85 919 450 600 150 Brown to N A 35 45 0 5v Whtto BI Pur Gm Pk 983 Brown yellow 85 9915 450 600 150 N A Brown to 35 45 0 5v Whtto Bl Pur Gm Pk 995 Brown yellow 88 987 450 600 150V N A Brown to N A 35 45 0 5v Whtto Bl Pur Gm Pk 996 Brown yellow 90 984 450 600 150 Brown to 35 45 0 5v Whtto BI Pur Gm Pk 997 Brown yellow 90 115 995 Brown to Org to OBTICAL 2006 CD4AL 450 600 50 60 150 12 Bronte 100 9905 450 600 150V NIA Brown 19 NIA 35 45 0 5V Whtto Bl Pur Gm Pk 994 Brown yellow N A Not Applicable Sec Secondary Org BIk Orange Black Stripe Pk Pink Part Manufactured by CDI Electronics Pri Primary BIk Black Pur Purple COMM Commercial Gnd Ground BI Blue NOTE Ignition Coils will read 0 2 to 1 0 ohms on the Primary and 200 400 ohms on the secondary windings NOTICE ALL DVA READINGS ARE TO BE TAKEN WITH ALL WIRING CONNECTED EXCEPT THE STOP CIRCUIT
52. 00 Wh BktoBrown 02 goo 4499 1992 OE009499 x 28 32 Engine Gnd 1400 White and Purple 1 0 7778 2400 1993 0 009500 bras don de 75 90 Blue and Redto 800 m WhtBik to Brown 02 goo qoo 1995 OE138599 x 28 32 Engine Gnd 1400 White and Purple 1 0 4953 2400 900 1100 1996 OE138600 827509 500 700 Green White to Gnd to Wht BIk 900 1100 70 1999 OE369209 114 7509 400 600 180V White Green Open 15V N A 900 1100 1996 OE138600 827509 500 700 Green White to Gnd to Wht BIk 9005100 75 1999 OE369209 114 7509 400 600 180 White Green Open 15V Bluewht N A bar 475301 680 850 Blue Yellow Orange to Grn 0 2 85 1983 856XL Me MOD 180V iB 4852 osve 800 1100 475301 1984 658301 680 850 Blue Yellow Orange to Grn 0 2 85 AlModels 116 5301 mn 180V D 4852 osve 200 2000 8301 658301 680 850 Blue Yellow Orange to Grn 0 2 90 1990 AllModels Me ean 180 48 52 osve 800 1100 332 7778 3250 3650 90 1991 B amp D 114 2200 75 90 180 20 Blue and Red to 800 WhUBIK to Brown 0 2 800 1100 28 32 Engine Gnd 1400 White and Purple 1 0 7778 2400 658301 680 850 Blue Yellow Orange to Grn 0 2 90 1991 A C amp E ue ae 180V i 48 52 osve uide WhUGm s 10 200 2000 332 7778 18495 3250 3650 1
53. 00 700 28 32 m Red to Gnd 1400 ns 1100 67 Peak Reading Voltage and Resistance Chart Mercury Please note that all DVA readings are minimum voltages measured at cranking speed not while the engine is running Gnd to 900 50 60 1997 06590000 827509 660 710 Green White to 5 4 5V Wht Blk 1100 65 Jet 2001 06980600 114 7509 450 600 White Green pen Wht Yel 2100 Blue Wht 2400 2309311 20V Red to White Ignition 65 1968 6 333 3213 380 420 9 11 180v 20 Se gniton NotApplicable di 1976 4382057 332 7778 925039690 75 90 20V Blue to Eng Gnd 800 Wh BiKtoBm 02 800 1979 4571651 114 7778 28 32 Red to Eng Gnd 1400 Wht and Pur 0 1100 1994 00283222 18495 3250 3650 75 90 20V Blue to Eng Gnd 800 WhUBKtoBm 02 800 1996 06437999 114 4953 500 700 28 32 Red to Eng Gnd 1400 Wht and Pur 0 1100 1992 009500 18495 3250 3650 75 90 180V4 20V Blue to Eng Gnd 800 AV Wht BIk to Brn 0 2 800 65 Jet 1995 0 138599 114 4953 500 700 28 32 Red to Eng Gnd 1400 Wht and Pur 0 1100 1977 4571652 332 7778 5800 7000
54. 32 35 60 Optical 4 Cylinder engines 0 0 ccc cece scence cere eee ence Ie nn 36 39 Mercury Troubleshooting Battery CD Ignitions W Points cesses em eee 40 Battery CD Ignitions W O Points sss e e eene 41 44 Alternator Driven cece cece cece nee emen emm e n nennen 45 55 Mercury Force CDM Ignitions System Troubleshooting 2 Cylinder CDM TIgnitions ce eee e oa e xe o rni ir T Rx e Ruin 56 3 Cylinder CDM Ienitions IHE AER 57 4 Cylinder CDM TeMi ONS irisse as rote oH SR 58 6 CDM Tenons ep EE RE Red 59 60 Appendix DVA Peak Voltage and Resistance Charts 61 Chrysler DVA and Resistance ee 62 Force DVA and Resistance 63 Johnson Evinrude DVA and Resistance Charts 64 65 OMC Sea Drive DVA and Resistance Charts 66 Mercury DVA and Resistance een 67 69 Yamaha DVA and Resistance 70 75 Glossary of Terms 4 5 int qd be RR EUR 76 CDI Technical Service Bulletin 3 Cyl 60 65 and 70 HP engines 77 Force Engine wiring diagrams
55. 400 583110 Brown to Wht to Bl Grn 16L V4 S 1987 113 3110 Brown yellow 450 600 150V N A N A N A 35 45 0 5V 02 10 200 400 583101 Brown to Wht to 1 8L V4 S 1987 113 3101 Brown yellow 735 935 150V N A N A N A Bi Pur Gr PK 35 45 0 5V 0 2 1 0 200 400 583605 Brown to Wht to Bl Pur Grn 2 7L V6 1987 113 3605 Brown yellow 735 935 150V N A N A N A 35 45 0 5V 02 10 200 400 583101 Brown to Wht to 3 6L V8 1987 113 3101 Brown yellow 735 935 150V N A N A N A Bi Pur Gr PK 35 45 0 5V 0 2 1 0 200 400 583101 Brown to Wht to 1 6L V4 S 1988 113 3101 Brown yellow 450 600 150V N A N A N A Bi Pur Gr PK 35 45 0 5V 0 2 1 0 200 400 584041 Brown to Org to 90 110 Wht to 2 0L V4 S 1988 113 4041 Brown yellow 735 935 150V Org BIk 40 55 12V Bi Pur Gr PK 35 45 0 5V 0 2 1 0 200 400 584037 Brown to Org to 90 110 Wht to Bl Pur Grn 3 0L V6 S 1988 113 4037 Brown yellow 735 935 150V Org BIk 40 55 12V Open O 5V 0 2 10 200 400 583030 Brown to Wht to 1 6L V4 S 1989 113 3030 Brown yellow 450 600 150V N A N A N A Bi Pur Gr PK 35 45 0 5V 0 2 10 200 400 584041 Brown to Org to 90 110 Wht to 2 0L V4 S 1989 113 4041 Brown yellow 735 935 150V Org BIk 40 55 12V Bi Pur Gr PK 35 45 0 5V 0 2 1 0 200 400 584037 Brown to Org to 90 110 Wht to Bl Pur Grn 3 0L V6 S 1989 113 4037 Brown yellow 735 935 150V Org BIk 40 55 12V Open O 5V 0 2 10 200 400 Brown to Or
56. 5 White Green Green White 500 700 500 600 180V or more Red Stator Adapter WIRE Read To OEM RESISTANCE DVA 2 Blue Blue OPEN 180V or more Blue Each Ground OPEN 180V or more zu ga NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Ifthe cylinders are only acting up above an idle connect an inductive Tachometer to all cylinders and try to isolate the problem cylinders 2 Check the trigger resistance and DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading Purple wire White wire 800 1400 4V or more Connected Brown wire White Black wire 800 1400 4V or more Connected Purple wire Engine GND Open 1V or more White wire Engine GND Open 1V or more Brown wire Engine GND Open 1V or more White Black wire Engine GND Open 1V or more This reading can be used to determine if a pack has a problem in the triggering circuit For instance if you have no fire on one cylinder and the DVA trigger reading for that cylinder 1s low disconnect the trigger wire and recheck the DVA output to ground from the trigger wire If the reading stays low the trigger is bad Note If 1 and 2 or 3 and 4 are misfiring check the trigger as described above The trigger uses two coils to spark four cylinders 1 amp 2 share one trigger coil and 3 amp 4 share the other trigger coil Also the switch box is divided into two parts The 1 and 2 cylinders spark on one half and 3 and 4 spark on t
57. 5V or more from the 1 sensor wire to the 3 sensor wire and from the 2 sensor wire to the 4 sensor wire while connected to the pack is needed to fire the pack If the output is low you may try to reset the air gap between the timer base sensor and the triggering magnet using a Sensor Gap Gauge 553 9702 or use the following procedure a Loosen the two mounting screws on the sensors and the nuts located in the epoxy on the outside of the heat shield of the timer base b Slide the sensors in toward the crankshaft until the sensor touches the stop boss located at the base of the sensor mounting area Tighten the mounting screws c Coat the face of the sensors with machinists bluing or equivalent d Install the flywheel without the key and rotate the flywheel at least one full turn e Remove the flywheel and check to see if the trigging magnet struck the face of the sensors If it did back the sensor out approximately 0 005 and repeat steps c d and e f Ifthe ignition fired finger tight the nuts on the outside of the heat shield and coat them with RTV g Ifstill no fire replace the sensor Check the DVA voltage on each black white wire to engine ground You should have a reading of at least 150V or more while connected to the pack If the reading 15 low disconnect the trigger wires from the pack and recheck the black white terminals on the pack If the voltage jumps up to an acceptable reading the timer base may have a problem
58. 83918 3327152 3200 3800 150 200 80 750 ogy 800 1984 6999999 2200 2600 225 300 m HS 4409 Brn Wht 241 1100 7452 1 to Eng Gnd 40 45 Blue to Brn to Pen 1989 159200 332 5772 3250 3650 75 90 80 BIWht 750 ave 800 NOTES 1996 06291031 114 5772 2200 2400 28 32 m Red to 1400 Purple to z 1100 Red Wht White 45 80 Blue to Eng Wht BIk to 1989 159200 18495 3250 3650 75 90 80 750 gason 800 1996 06291031 114 4953 500 700 28 32 m Red to Eng 1400 Wht and E 1100 NOTE 3 Gnd Purple Gnd to 900 1997 06531301 827509 660 710 hite Open osve WhUBIK NIA 1100 2001 ocasoses 114 7509 450 600 Wht Yel 2100 Blue Wht 2400 1970 2858814 80 jen Not Does 50 1975 4357639 333 3213 380 420 91 v 207 Blue to Ignition Applicable White Driver Blue to Brn to z 1976 4357640 332 5772 5800 7000 135 165 80 soy BlueWht 800 ave 800 1985 6586624 114 5772 2200 2400 30 90 m Red to 1400 Purple to d 1100 Red Wht White Blue to Eng Wht BIk to 1985 6586625 332 7778 3250 3650 75 90 80 Gnd 800 Bm 800 50 1990 00000749 114 7778 2200 2400 28 32 v 20V Red to Eng 1400 V 9219 1100 Gnd Purple mpm 1991 00000750 19052 3250 3650 75 90 soy Blue toGnd soo 800 1996 06589999 114 9052 5
59. 991 0 000001 18495 75 90 Blue and Redto 800 WhtBlktoBrown 0 2 90 1995 oE138599 114 7778 28 32 180V 20V Engine Gnd 1400 SNe White and Purple 10 800 1100 4953 1996 OE138600 827509 500 700 Green White to Gnd to Wht BIk 3001100 90 1999 OE369209 114 7509 400 600 180V White Green Open 15V Blugwnt N A 658301 1990 000001 680 850 Blue Yellow Orange to Grn 0 2 20 1994 0 0093669 in 800 400 180V b 48 52 0 5V medtoWht Gm a 1 0 200 2000 Gnd to WRUBIK 900 1100 1996 OE138600 827509 500 700 Green White to 800 1100 20 1999 69299 114 7509 400 600 1908 White Green Open ESNE 2100 BrniWht 2400 20 658301 680 850 Blue Yellow Orange to Grn 0 2 L 1990 116 820 180V P 48 52 osve udi WhUGm a 200 2000 Drive 8301 20 3250 3650 1991 332 5772 75 90 Blue to 800 Brown to 02 L 1992 B amp D 114 5772 2200 28 32 180V 20V RedtoRedWht 1400 Mt Purple to White 800 1100 Drive 2400 475301 1983 658301 680 850 Blue Yellow Orange to Grn 0 2 25 Tasg AllModels 116 5301 eae 180V PM 48 52 osve ndi Wh Gm a 800 1100 8301 1989 89A 90C 658301 680 850 Blue Yellow Orange to Grn 0 2 50 1991 90D 91 i 300 400 180 b 48 52 0 5V medtoWht Gm a 10 800 1100 332 1991 0 000001 817323 Not Applicable 800 Wht Blkto Brn
60. CDI RAPAIR DVA 180V or more from blue to yellow 2 Ifreadings are good disconnect stop wire from one pack If the dead cylinder starts sparking the problem is likely the blocking diode in the pack you disconnected NO SPARK ON TWO CYLINDERS If two cylinders from the same CD unit have no spark the problem is usually in the stator Test per above ENGINE WILL NOT SHUT OFF Check the stop circuit in the pack by using a jumper wire connected to the stop wire coming out of the pack and shorting it to ground If this stops the pack from sparking the stop circuit in the harness or on the boat is bad the ignition switch could also be bad COILS ONLY HAVE SPARK WITH THE SPARK PLUGS OUT Check for dragging starter or low battery causing slow cranking speed DVA test stator and trigger HIGH SPEED MISS 1 Using the CDI meter with the 511 9773 peak reading adapter or CD 77 and 511 9770 piercing probes DVA check stator voltage to each pack at high speed If it exceeds 400 volts replace the pack 2 Disconnect the rectifier If the engine now has spark replace the rectifier Connections 5 Cylinder Pack 1 Firing 1 and 2 Cylinders Pack 3 Firing 4 and 5 Cylinders Pack White Orange Stripe Trigger White Orange Stripe Pack White Orange Stripe Trigger White Orange Stripe White Yellow White Yellow a White Yellow White Yellow a White Red White Red a White Red White Red a White Green Stripe White Green Stripe White Green St
61. Coil Part Charge Coil Power Coil Reading Pri Sec Number Color Ohms DVA Color Ohms DVA Colors Ohm DVA Ohm Reading 582138 Brown to Wht to BI Pur Grn 2 5 2 6L S 1982 113 2138 Brown yellow 450 600 150V N A N A N A 35 45 0 5V 0 2 10 200 400 582125 Brown to 1 6L S 1983 113 2125 Brown yellow 450 600 150V N A N A N A Wht to B Gm 35 45 0 5V 0 2 1 0 200 400 2 6L 10AMP 1AA 2BA 2B 582556 Brown to B 1983 113 2556 Brown yellow 450 600 150V N A N A Whtto 35 45 0 5V 0 2 1 0 200 400 2 5L 35AMP 1AA 2BA 2B 582138 Brown to B 1983 113 2138 Brown yellow 735 935 150V N A N A N A WhttoBl Pur Gm 35 45 0 5V 0 2 1 0 200 400 582125 Brown to 16L V4 S 1984 113 2125 Brown yellow 450 600 150V N A N A N A Wht to BI Grn 35 45 0 5V 0 2 10 200 400 582556 Brown to Wht to Bl Pur Grn 2 5 2 6L V6 1984 113 2556 Brown yellow 735 935 150V N A N A N A 35 45 0 5V 0 2 10 200 400 582811 Brown to Wht to Bl Grn 16L V4 S 1985 113 2811 Brown yellow 450 600 150V N A N A N A 35 45 0 5V 0 2 10 200 400 582651 Brown to Wht to Bl Pur Grn 2 5 2 6L V6 1985 113 2651 Brown yellow 735 935 150V N A N A N A 35 45 0 5V 0 2 10 200 400 583110 Brown to Wht to Bl Grn 16L V4 S 1986 113 3110 Brown yellow 450 600 150V N A N A N A 35 45 0 5V 02 10 200 400 583114 Brown to Wht to Bl Pur Grn 2 6L V6 1986 113 3114 Brown yellow 735 935 150V N A N A N A 35 45 0 5V 02 10 200
62. Contents Table of Contents HERE E E 1 Introduction and Safety Notice 2 General Troubleshooting Information Recommended Marine Shop Electrical Test Equipment and Tools 3 Tricks to Testing with Minimal Test Equipment 4 Voltage Drop e e ee esse hem seen 5 Johnson Evinrude Model to Year Identification for 1980 and Up Engines 5 Engine Wiring Cross Reference 6 ABYC Color npe e ete PED at 7 Chrysler Troubleshooting Battery proper err 8 a eoe ee HU 9 Capacitive Discharge Ignitions with 10 12 Force Troubleshooting Alternator Driven Ignitions 13 16 Alternator Driven Ignitions Brunswick sese 17 20 Johnson Evinrude Troubleshooting Battery CD teste eta E de t te asd gres 21 22 Alternator Driven Ignitions 1972 78 W Screw Terminal Power 23 25 Alternator Driven Ignitions 1978 99 26 31 60 Optical 6 Cylinder
63. D module is grounded Units using rubber shock mounts require a ground wire fastened from the pack to the engine block Connect a spark gap tester to the high tension lead coming from the ignition coil and set it to approximately If it fires when you crank the engine over there is a problem in the distributor cap rotor button or spark plug wires Wiring Connection for Testing CD Module Red Wire RF Noise Filter 12V from Battery Blue Wire 12V from Key Switch White Wire Tach White Black Stripe Wire points Tapping against engine ground Should fire ignition coil with keyswitch on Gray Wire Coil Engine Ground 3 8 to 1 2 Air Gap Chrysler Points Type Ignition NOTE Preamps are an electronic version of points and the ignition module will test the same for both Check voltage present on the blue wire at cranking It MUST be at least 9 volts If not the problem is likely in the harness key switch starter or battery Connect a DC voltmeter to the white black wire while it is connected to the distributor and rotate the engine There should be some fluctuation in the meter reading If the reading is high and fails to move up and down there is definitely a problem inside the distributor If the reading is low disconnect the white black wire from the distributor and with the key switch turned on strike the white black wire against engine ground The unit should fire each time If it does then the CD
64. N A 3545 0 5 Wht to Bl Pur Grn 1987 Brown yellow 988 90 100 Brown to Org to 200 225 2000 CD6 735 935 150V 124 Oek Open 05 Wht to BI Pur Grn 235 E CD3 6 735 935 N A 450V Brown t N A 35 45 0 5V Wht to BI Pur Gm 1985 Brown yellow 991 90 100 Brown to Org to 250 2000 CD6 735 935 150V 124 Bill Oek Open 05 Wht to BI Pur Grn 275 505 CD4 8 735 935 N A 450V Brown to N A 35 45 0 5V Wht to BI Pur Gm 1987 Brown yellow 988 90 100 Brown to Org to 275 1080 cbs 735 935 45 59 150V 124 Open 0 5 Wht to BI Pur Grn 300 985 CD4 8 735 935 N A 450V Brownto N A 35 45 0 5 Wht to BI Pur Gm 1987 Brown yellow 988 90 100 Brown to Org to 300 4995 CD8 735 935 4050 150V 124 Brown yeliow OrgBik OPen 0 5v Wht to BI Pur Grn N A Not Applicable Sec Secondary Org BIk Orange Black Stripe Pk Pink Part Manufactured by CDI Electronics Pri Primary BIk Black Pur Purple COMM Commercial Gnd Ground BI Blue NOTE Ignition Coils will read 0 2 to 1 0 ohms on the Primary and 200 400 ohms on the secondary windings NOTICE ALL DVA READINGS ARE TO BE TAKEN WITH ALL WIRING CONNECTED EXCEPT THE STOP CIRCUIT 65 Sea Drive DVA Peak Reading Voltage and Resistance Chart Engine Year Ignition Stator Trigger Ignition
65. OEM RESISTANCE CDI RESISTANCE DVA CRANKING Brown Black Sleeve White Yellow Sleeve 1100 1400 800 1000 4V or more White Black Sleeve Purple Yellow Sleeve 1100 1400 800 1000 4V or more Purple Black Sleeve Brown Yellow Sleeve 1100 1400 800 1000 AV or more Service Note You should get a high or open resistance reading to engine ground from each wire but you will get a DVA reading of approximately 1 2 Volts This reading can be used to determine if a pack has a problem in the triggering circuit For example if you have no fire on one cylinder and the DVA trigger reading for that cylinder is low disconnect the trigger wire and recheck the DVA output to ground from the trigger wire If the reading stays low the trigger is bad High Speed Miss T Connect an inductive RPM meter to all cylinders and try to isolate the problem A high variance in RPM on one cylinder usually indicates a problem in the switch box or ignition coil Occasionally a trigger will cause this same problem Check the trigger as described above under No fire or Intermittent on One or More Cylinders Perform a high speed shutdown and read the spark plugs Check for water A crack in the block can cause a miss at high speed when the water pressure gets high but a normal shutdown will mask the problem Remove the flywheel and check the triggering and charge coil flywheel magnets for cracks or broken magnets 55 Two Cylinder Engines 1996 2006 Engines Using a Co
66. R EAR MUFFS AND ACTIVATE THE STOP CIRCUIT This system operates with the orange stop wire normally shorted to ground When you activate the stop circuit you open the orange s connection to ground The resulting backlash into the stator may damage the electronics You must use the choke to stop the engine In the water the back pressure from the exhaust will slow the engine quickly enough to prevent damage to the stator Note The insulator blocks used with this stator are very important You are strongly advised to closely inspect the points wires and insulator blocks for cracking or arcing This system operates at a much higher voltage than the normal systems and what would be acceptable on other systems will cause arcing problems NO SPARK ON ANY CYLINDER 1 Disconnect the Orange stop wire and retest If the ignition system now has spark the stop circuit has a problem 2 Use a jumper wire and short the orange Salmon wire to ground If the engine now has spark replace the stop switch 3 Disconnect the points wires from the ignition coils and connect a jumper wire to the negative side of the coils Crank the engine and carefully tap the jumper to engine ground if the coil sparks check the points and points wires If it fails to spark inspect the ignition coil You should have either a red orange or green coil with a bare braided ground wire coming out of backside of the coil This bare braided ground wire MUST be connected to a clea
67. S 10 L Spd HSpd LS HS HS LS Ohms DVA Primary Sec Brn Wht Red to 1994 900 105 Redto 290 Wht Yel 15 1996 3 2 C fioo 95 45 Blue 370 25 whtiGmto 95 0 5 4 9K WhtBIk 105 1 amp 3 at idle Brn White Red 0 75 3 2 pad 64 96 55 90 to js bs PA 7 to on 0 5 e None Red White BIK 2 145 on all at 1500 RPM Bm Wht Red to 1995 900 105 Redto 290 White Gm 75 2 E 8 45 95 05 4 8K None ue Wht Grn Brn Wht Red to 1996 900 105 Redto 290 White Yel 48 72 1999 3 b 1100 140 85 45 EIS Blue 370 25 wntyGmto 95 0 5 K None Wht BIk Bm Wht Red to 1997 480 Redto 290 White Gm 75 2 600 5070 105 45 to Siue S n wrecks rap 05 41K None Wht Grn 1 7 6 White Red 2 56 2003 396 to 44 K 75190 2003 4 4 F 2 2 2 2 2 2 So 0 5 mum to Blk K 4 72 220 Blue to 241 White Red 44 80 1997 3 2 270 70 90 100 60 to E da 0 5 None 1 7 6 White Red 2 56 1999 396 o Blk 44 K 2 2 2 wd 2 1999 4 4 F 2 2 2 7407 0 5 o Blk K 4 72 K Brn Wht Red to 1989 900 105 Redto 290 White Yel 48 85 1996 2 C 10 95 59 370 25 wnyGmto 99 0 5 K None Wht Bik Brn Wht Red to 1984 765 105 Redto 290 White Yel 25 20 1989 2 935 135 99 45 do Blue 370 25 w
68. The CDI power pack also will not fire if the wrong encoder wheel 4 cylinder is installed by mistake At cranking speed the voltage from the stator may not be enough to operate the circuits inside the power pack Therefore battery voltage supplied via the yellow red striped start wire The extra voltage is needed in order for the optical sensor to operate correctly as low voltage from the battery and or stator can cause intermittent or no fire at all There are a couple of critical items you should be aware of on these engines First the spark plug wires have to be the Gray inductive resistor wires these are NOT automotive wires Secondly the spark plugs should be the factory recommended QL78YC Use of other spark plugs or wires can cause problems inside the power pack from RFI and MFI noise CDI Electronics has the spark plug wires available as a set P N 931 4921 A breakthrough at CDI Electronics has allowed the use of microprocessor digital control circuits to handle the timing QuickStart S L O W rev limiter and data logging inside the power pack This allows the timing to be set using a timing light remote starter spark gap tester piston stop tool and a jumper wire With these new digital power packs you disconnect the port temperature switch sensor leads and use a jumper wire to short the tan temperature sensor wire to engine ground Once you have verified the timing pointer using a piston stop tool Or a dial indicator connect all spar
69. V or more a 2 V or less b Blue Engine Gnd Open Open 180 V or more a 2 V or less b NOTE Remember that the stator may use Brown Yellow or Brown Black Yellow for Yellow and Brown Blue or Brown Black Blue for Blue a The DVA reading to engine ground is checking a circuit inside the power pack If the readings are not fairly equal swap the stator wires going to the power pack and recheck If the low reading stays on the same wire from the stator replace the stator Otherwise replace the power pack b Most meters will pick up a small amount of voltage due to inductive pick up As long as the voltage is very low it will not indicate a problem 4 Disconnect the rectifier If the engine now has spark replace the rectifier NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the stator and trigger resistance the trigger wire sets should read approximately 50 ohms between the wire sets DVA 5V or more the stator should read 680 800 ohms factory and 250 350 ohms CDI RAPAIR DVA 180V or more from blue to yellow 2 are good disconnect stop wire from one pack If the dead cylinder starts sparking the problem is likely the blocking diode in the opposite pack NO SPARK ON TWO CYLINDERS If two cylinders from the same CD unit have no spark the problem is usually in the stator Test per above ENGINE WILL NOT SHUT OFF Check the stop circuit in the pack by using a jumper wire connected to the stop wire c
70. Yellow stop wires from the harness and RPM Limiter Retest If the engine s ignition now has spark the stop circuit has a fault check the key switch harness and shift switch If there is still no spark disconnect the CDM s one at a time and see if you get spark back on the other cylinders A shorted stop circuit in one CDM will prevent ALL cylinders from sparking Disconnect the yellow wires from the rectifier and retest If the engine has spark replace the rectifier Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to fire properly Check the stator resistance and DVA output as given below WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA White Green Green White 500 700 500 600 180V or more Check the resistance of each of the CDM s as follows Red Meter Lead Black Meter Lead Reading CDM Pin A 700 1300 Ohms CDM Pin D A DIODE CDM Pin Z A D DIODE CDM Pin Z D B DIODE CDM Pin Z B D DIODE CDM Pin Z A B DIODE CDM Pin Z B A DIODE High Tension Lead A 700 1300 Ohms Note Diode readings are to be read one way then reverse the leads and read again You should get a low reading in one direction and a higher reading in the other NO SPARK OR INTERMITTENT SPARK ON ONE OR TWO CYLINDERS 1 Inspect the spark plug wires boots and spark plugs Check for chafing on the wiring and harnesses 2 Clean and inspect CDM ground wire connection to engine ground 3 Ifthe cylinders are only misfiring
71. a weak trigger magnet in the flywheel or a timer base WILL NOT ACCELERATE BEYOND 3000 RPM Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more increasing with engine RPM until it reaches 300 400 volts A sharp drop in voltage right before the miss becomes apparent will normally be caused by a bad stator A drop on only one orange wire will normally be the power pack Check the stator resistance If it reads approximately 900 ohms replace it with the 500 ohm design Engines with S L O W ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM 1 Use a temperature probe and verify that the engine is not overheating 2 Disconnect the tan temperature wire from the pack and retest If the engine now performs properly replace the temperature switch 3 Make sure the tan temperature switch wire is not located next to a spark plug wire 4 Check the stator resistance If it reads approximately 900 ohms replace it with the 500 ohm design Three Cylinder Engines Except Quick Start Models NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has a fault check the key switch harness and shift switch 2 Disconnect the yellow wires from the rectifier and retest If the ignition now has spark replace the rectifier 3 Check the stator and trigger resistance and DVA output as given below
72. able is 16 volts and minimum is 12V Running below 12V or over 16 volts will damage the ignition Check for loose connections or a bad battery Maintenance free batteries are NOT recommended for this application Engine Ground E General 1 Clean all battery connections and engine grounds 2 Disconnect the mercury tilt switch and retest If the ignition works properly replace the mercury switch 3 Connect a spark gap tester to the spark plug wires and check for fire on all cylinders If some cylinders fire and not others the problem is likely in the distributor cap rotor button or spark plug wires 4 Perform a voltage drop test after the engine is repaired to see if there is a problem with the voltage going to the CD module NO SPARK ON ANY CYLINDER 1 4 9 Engine Wiring Connection for Testing Ignition Module 3 8 to 7 16 n Air Gap 3 Cylinder Battery Ignition W O Points Disconnect Trigger Before Test Tap Jumper Wire Against Engine Ground Ignition Module Should Fire Each Time Ignition Coil Jumper Wire Jumper Wire Red Wire must Still be Connected Jumper Wire At cranking and while the engine is running use a DC voltmeter and put the black meter lead on the battery POS post and the red meter lead on the positive battery cable at the starter solenoid Keep the black lead on the battery post and shift the red meter lead to the positive post of the rectifier then to the red and white te
73. ance and DVA output as given below for each bank Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Y ellow wire 900 1100 35 amp 150V or more Connected Orange Orange Black 93 103 OEM 12 24V Connected Orange Orange Black 40 55 CDI 12 24V Connected White wire Purple wire a 0 6V or more Connected White wire Blue wire a 0 6V or more Connected White wire Green wire a 0 6V or more Connected White wire Pink wire a 0 6V or more Connected White wire Purple wire 2 connector a 0 6V or more Connected White wire Blue wire 2 connector a 0 6V or more Connected White wire Green wire 2 connector a 0 6V or more Connected White wire Pink wire 2 connector a 0 6V or more Connected White wire Black White wire 2 connector 215 225 Not Applicable a Use a comparison reading as different brands of meters will give different readings The typical range is 1M to 5M ohms As long as you have approximately the same ohm reading on all six tests and the correct output with the DVA meter the Timer Base should be good The exception would be if one of the scr s inside the Timer Base is breaking down while the engine is running This can be found indexing the flywheel and checking the timing on all cylinders If the readings are off reverse the meter leads and retest to see if the readings are corrected Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to fire properly o z n
74. ap or spark plug wires Four Cylinder Engines 1978 1996 Four Cylinder Engines Using a Single Switch Box and Four Ignition Coils NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wires AT THE PACK and retest If the engine s ignition now has spark the stop circuit has a fault check the key switch harness and mercury tilt switch 2 Disconnect the yellow wires from the stator to the rectifier and retest If the engine now has spark replace the rectifier 3 Verify the correct flywheel is installed 4 Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to fire properly 5 Check the stator resistance and DVA output as shown below e Flywheel with Bolted in Magnets d WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA Blue Blue White 5000 7000 2200 2400 180V or more Red White 125 155 45 55 25V or more Flywheel with Glued in Magnets WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA 5 Blue Blue White 3250 3650 500 600 180V or more Red White 75 90 28 32 25V or more Red Stator dS WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA White Green Green White 500 700 500 600 180V or more Blue Blue OPEN 180V or more Blue Each Ground OPEN 180V or more NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Ifthe cylinders are only misfiring above an idle connect an inductive Tachometer to all cylinders and try to isolate the problem cylinders 2 Check the trigger
75. asure DVA voltage of the stator between the output wire sets With everything connected reading s should be approximately 180 volts or more Resistance readings between the stator wire sets range from 680 800 ohms factory and 250 350 ohms CDI RAPAIR 4 Disconnect the rectifier If the engine now has spark replace the rectifier NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the stator and trigger resistance trigger wire sets should read approximately 50 ohms between the wire sets DVA 0 5V or more the stator should read 680 800 ohms factory and 250 350 ohms CDI RAPAIR DVA 180V or more from blue to yellow 2 Ifreadings are good disconnect stop wire from one pack If the dead cylinder starts sparking the problem is likely the blocking diode in the opposite pack 14 Force Troubleshooting Prestolite ADI Ignitions 1984 1992 Three and Four Cylinder Engines Using Separate Switch Boxes and Ignition Coils Continued NO SPARK ON TWO CYLINDERS If two cylinders from the same CD unit do not spark the problem is usually in the stator Test per above ENGINE WILL NOT SHUT OFF Check the stop circuit in the pack by using a jumper wire connected to the stop wire coming out of the pack and shorting it to ground If this stops the pack from firing the stop circuit in the harness or on the boat is bad The ignition switch could also be bad COILS ONLY SPARK WITH THE SPARK PLUGS OUT Check for dragging starter or low ba
76. ausing slow cranking speed DVA test stator and trigger HIGH SPEED MISS 1 Using the CDI meter with the 511 9773 peak reading adapter or CD 77 and 511 9770 piercing probes DVA check stator voltage to each pack at high speed If it exceeds 400 volts replace the pack 2 Disconnect the rectifier If the engine now has spark replace the rectifier 3 Check for broken wires and terminals especially inside the plastic plug in connectors We recommend that you remove the pins from the connectors using the CDI 511 9706 pin removal tool and visually inspect them 4 Check the flywheel for a broken or loose magnet 5 Disconnect the stop wires from the CD and connect a DC voltmeter between the stop wires and engine ground turn the ignition switch on and off several times If at any time you see voltage appearing on the meter there is a problem in the harness or ignition switch At NO TIME SHOULD YOU SEE BATTERY VOLTAGE ON A STOP CIRCUIT 6 Visually inspect the stator for burned or discolored areas If found replace the stator If the areas are on the battery charge windings it indicates a possible problem with the rectifier Three and Four Cylinder Engines Using Separate Switch Boxes and Ignition Coils NO SPARK ON ANY CYLINDER 1 Disconnect the stop wire AT THE PACK 2 Check for broken or bare wires on the unit stator and trigger 3 Using the CDI meter with the 511 9773 peak reading adapter or CD 77 and 511 9770 piercing probes me
77. butor cap rotor button and spark plug wires on the engine while the Trigger Tester by CDI can be used to test the distributor trigger SERVICE NOTE Check the battery voltage at approximately 3500 RPM MAXIMUM reading allowable is 16 volts and minimum is 12V Running below 12V or over 16 volts will damage the ignition Check for loose connections or a bad battery Maintenance free batteries are NOT recommended for this application Engine Wiring Connection for Testing Ignition Module Engine Ground 4 or 6 Cylinder Battery Ignition Disconnect Trigger Wires Before Testing Jumper Wire Red wire has to Jumper Wire be connected to 12V Use a jumper wire and tap against engine ground Unit should fire each time Ignition Coil General 1 Clean all battery connections and engine grounds 2 Disconnect the mercury tilt switch and retest If the ignition works properly replace the mercury switch 3 Connect a spark gap tester to the spark plug wires and check for fire on all cylinders If some cylinders fire and not others the problem is likely in the distributor cap rotor button or spark plug wires 4 Perform a voltage drop test after the engine is repaired to see if there is a problem with the voltage going to the CD module At cranking and while the engine is running use a DC voltmeter and put the black meter lead on the battery POS post and the red meter lead on the positive battery cable at the starter solenoid Ke
78. ck the kill lanyard and key switch position 2 Verify the engine rotation The engine needs to be turning in a clockwise direction 3 Check the power pack and ignition coil ground wires for corrosion and tightness 4 Connect a spark gap tester to all cylinders 5 Disconnect the boat side harness and connect a remote starter unit Check for spark If the engine has spark check the boat side harness s Black Yellow wire for shorts to ground 6 Disconnect the 5 pin connector on the port side of the power pack and see if the spark returns If it does use the CDI meter set to Ohms and see if the Black Yellow wires are shorted to engine ground 7 Check the battery voltage on the Yellow Red striped wire while cranking the engine If below 11 volts charge the battery or check all battery cables 8 Remove the sensor wheel and check for damage especially where the top slots are located Sometimes the wheels will break out where the windows overlap 5 n Q E les lt 3 Q T 0 o un gt D ga This area 1s the most common breakout location 9 Check the sensor eyes for dirt grease etc If you have to clean it use denatured alcohol and a Q tip Do not use any other cleaning agent because damage to the optical lens will occur 10 Disconnect the voltage regulator rectifier and retest If the engine now has spark replace the re
79. ck to make sure both the triggering and charge magnets are still secure in the flywheel before you service the engine A loose or broken magnet can be deadly to you or your pocketbook It is a recommended you index the flywheel and check the timing on all cylinders when servicing these engines Also check for static firing and intermittent spark 4 NO SPARK ON ONE CYLINDER 1 Check the timer base s resistance and output see NO SPARK ON ANY CYLINDER above 2 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 130V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack or Timer Base NO SPARK ON ONE BANK 1 Check the stator resistance and output see NO SPARK ON ANY CYLINDER above 2 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You NO SPARK ON ANY CYLINDER Disconnect the black yellow kill wires AT THE PACK and retest If the engine s ignition now has fire the kill circuit has a fault possibly the key switch harness or shift switch Disconnect the yellow wires from the stator to the rectifier and retest If the engine fires replace the rectifier Check the stator and trigger resist
80. cket allowing water into the intake at high speed This typically resulted in 1 cylinder ingesting water You can usually see signs of this because the head looks like it has been steam cleaned inside the combustion chamber 5 1991 and 1992 engines came out with a Black sleeved power pack P N 584122 and stator P N 584109 and used a P N 584265 sensor In 1993 the power packs were changed to a Gray sleeve Production power pack P N 584910 The stator was changed to a Gray sleeve P N 584981 and the sensor was changed to P N 584914 Engines with ignition problems had a service replacement power pack with a blue sleeve and a replacement sensor installed as a set The Blue sleeved power pack was only available as a service replacement The Gray sleeved stator could be used with all of the power packs but the Black sleeved stator was to be used only with a Black sleeved power pack The sensor P N changed to 586343 in the late 1990 s 32 Troubleshooting the Johnson Evinrude 60 6 Cylinder Ignition OIS 2000 1991 2006 Model Years Continued 6 Some engines do not have the RFI MFI noise shield between the ignition coils and the power pack If it is missing replace it 7 The Gray inductive spark plug wires replaced the Black copper spark plug wires that were used on the early 1990 s engines 8 Originally the spark plugs were the QL82YC but that recommendation was changed to the QL78YC for improved performance NO FIRE AT ALL 1 Che
81. cylinder and compare the RPM readings at the RPM where the problem is occurring If only one cylinder is dropping out swap the ignition coil locations and retest If the problem follows a coil replace the coil If it stays on the same spark plug replace the switch box 3 Check the flywheel magnets to see if one has come loose and moved Mercury Two Cylinder Engines 1974 1985 With the 332 4911 or 332 4733 Switch Box NO SPARK ON ANY CYLINDER 1 Disconnect the Orange or Black Yellow stop wire and retest If the ignition system now has spark the stop circuit has a problem 2 Check the stator and trigger resistance and DVA output WIRE Read To RESISTANCE CDI RESISTANCE DVA Blue Engine GND 3500 5500 180V or more Red Engine GND 450 550 20V or more Brown White 140 160 0 5V or more 3 Check the flywheel for broken magnets ENGINE HAS SPARK BUT WILL NOT RUN 1 Index the flywheel and check the timing If it is out by 180 degrees swap the trigger wires to the switch box 2 Ifthe timing is off by any other degree check the flywheel key NO SPARK OR INTERMITTENT ON ONE CYLINDER 1 Check the DVA output from the switch box on the Green wires while they are connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the wires from the ignition coil for that cylinder and reconnect them to a load resistor Retest If the reading is now good the ignition coil is li
82. d Inspect the ignition coil for burned or discolored areas indicating arcing Swap the ignition coil with one that is sparking correctly 5 Banks with the power packs and see if the problem moves If fit does replace the power pack If not replace the Timer Base Pe 29 o z n m lt um Q pn o m n 09 Six Cylinder Engines Quick Start Models Note These engines usually have a 35 Amp battery charging capacity Due to the size and weight of the flywheel magnets it is highly recommended that you check to make sure both the triggering and charge magnets are still secure in the flywheel before you service the engine A loose or broken magnet can be deadly to you or your pocketbook It is a recommended you index the flywheel and check the timing on all cylinders when servicing these engines Also check for static firing and intermittent spark NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow kill wires AT THE PACK and retest If the engine s ignition now has fire the kill circuit has a fault possibly the key switch harness or shift switch 2 Disconnect the yellow wires from the stator to the rectifier and retest If the engine fires replace the rectifier 3 Check the stator and trigger resistance and DVA output as given below for each bank Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Y ellow wire 900 1100 35 amp 150V
83. d 5 cylinder application IGNITION ORANGE BLUE D BLUE RED 1 ORANGE BLUE BLACK VELLOW STOP SWITCH BLUE RED gt IGNITION BLACK BLACK COIL WHITE 2CYL BLACK IGNITION BLACK COIL i MODULE 3 CYL 24 IGNITION BLACK COIL L 4 CYL N C WHITE ORANGE BROWN YELLOW 4 WHITE ORANGE BROWN BLUE 1 BROWN YELLOW 2 79 Modified Engine Wiring Diagrams for CDI Electronics Components 5 CYL FORCE TYPE IGNITION SYSTEM NOTICE This stator has been redesigned to enhance durability and reduce inventory stock s m m m s levels It replaces the original dual winding with a single winding with larger wire This design allows ALL of the Yellow Brown Yellow wires to be connected together and ALL of the Blue E Brown Blue wires to be connected together from the stator permitting the stator to be used fo the 2 3 4 and 5 cylinder applications 2 z 2 2 gt L L L t t c c carm TYTHNVMNO LYISNVNO agaaa WHITE GREEN WHITE GREEN 5 wHITEIORANGE E WHITE YELLOW gm WHITE RED WHITE ORANGE WHITE YELLOW H BROWN BLUE annoon DOOOQooQ DCQ 300 4002 YELLOW JUMPER 5 _ ty DVA 180V MINIMUM BROWN YELLOW 4 QW BROWN BLUE dE
84. der to reduce the damage to the engine caused by a no oil or overheat condition Spark Tester Device used to check for spark from the ignition coil to the spark plug Testers are normally available in 1 4 6 and 8 cylinder configurations Switch Box Term used for Force Mariner and Mercury ignition modules W O T Wide Open Throttle 76 CDI ELECTRONICS OUTBOARD SERVICE BULLETIN 12 06 2003 CDI Bulletin 2276 Rev 1 Models affected Johnson Evinrude 60 HP 1986 CE through 1994 ER Johnson Evinrude 65 HP 1987 CU through 1994 ER Johnson Evinrude 70 HP 1989 CD through 1994 ER Problem The engine and electrical system can become damaged by overheating when air is trapped in the upper half of the cooling system Trapped air can cause the upper cylinder or regulator rectifier to overheat resulting in damage to the piston or regulator also damaging the stator Air can become trapped when 1 The engine is idling with a blocked or restricted thermostat bypass hole 2 The engine is operated in aerated water such as a pontoon or deck boat wakes SOLUTION Relocate the water pump indicator outlet tee for the pee tube from the side of the engine block to the top of the engine cylinder block This allows air to be vented from the top of the cooling system and helps ensure an adequate water level when idling If the engine does not have a threaded hole located in the top of the cylinder block please follow the steps belo
85. e Starter For OMC Used to replace the boat side harness for engine testing Fits most OMC engines 1969 to 2000 511 7900 Remote Starter for Mercury Used to replace the boat side harness for engine testing Fits most Mercury engines 1979 to 2000 519 LB85 Load Bank Used to load the battery when testing the battery charging output Optional Equipment 511 4017 OMC Optical Sensor Tester Unique handheld tester that will efficiently test the optical ignition sensor 511 0401 CDI 2 Cylinder Ignition Tester New hand held ignition tester generates high voltage stator and low voltage trigger signals to test a variety of 2 cylinder ignition systems Engine specific adapters are required Includes 511 0402 511 0403 and 511 0404 adapters 520 ST84 Ferret Ultra Bright Timing Light Ultra bright timing light is visible in bright sunlight Also has a built in tachometer for 2 and 4 stroke engines This feature is a valuable diagnostic tool when troubleshooting ignition system problems Tricks to Testing with Minimal Test Equipment All Engines Please keep detailed records when you repair an engine If an engine comes in with one cylinder not firing mark which one on the work order history Intermittent Firing This problem can be very hard to isolate A good inductive tachometer can be used to compare the RPM on all cylinders up through WOT wide open throttle A significant difference in the RPM readings can help pinpoint a problem quickly Visually
86. e cylinders fire and not others the problem is likely in the distributor cap rotor button or spark plug wires Connect a spark gap tester to the high tension lead coming from the ignition coil and set it to approximately 7 16 When you crank the engine over if it fires while the spark gap tester is connected to the coil and does not fire through the spark plug wires there is a problem in the distributor cap rotor button or spark plug wires Check voltage present on the white and red terminals while at cranking It MUST be at least 9 volts If not there is a problem in the harness key switch starter battery cables or battery Check DVA voltage on the green wire going to the coil it should be over 100 volts at cranking Disconnect the brown points wires Turn the ignition switch on and strike one of the brown points wire against engine ground The unit should fire each time If the coil does fire this means the CD module is usually good and the points points plate and grounding wire for the points plate should be checked Connect a spark gap tester to the high tension leads coming from the distributor cap and set the gap to approximately 7 16 Align the rotor with 1 spark plug wire Turn the ignition switch on and strike the brown points wire against engine ground Or use a CD Tester Only the 1 spark plug wire should fire If any other spark plug wire now has fire there is a problem in the distributor cap Repeat the test for the other c
87. e is no spark Stator To Power Pack Connections Note Starboard Browns power Port Bank Power Coil Charge Coils 45 to 65 Ohms 495 to 605 Ohms Even Cylinder Odd Cylinder Charge Coil Charge Coil gt 22 B o D Charge Coils 150V Cranking 400V Idling Pack Connected using CDI 511 9773 E F Power Coil z Peak DVA Adapter 12V Cranking 18V Idling 6 Pin Connector a Brown Black b Orange Black Brown Yellow d Brown Orange f Brown White 34 Troubleshooting the Johnson Evinrude 60 6 Cylinder Ignition OIS 2000 1991 2006 Model Years Continued High Speed Miss 1 Ifthe engine runs fine until you get above 4900 RPM and then starts missing check the Orange to Orange Black power coil wires with an oscilloscope If available or replace the pack A breakdown inside the pack could cause RFI noise to activate the rev limiter for no apparent reason 2 Using the Piercing Probes and DVA adapter check the DVA voltage at the RPM where the problem is occurring while connected as follows Red Lead Black Lead DVA Bank Cylinder Brown Brown Yellow 150 Starboard 1 3 5 Brown White Brown Black 150V Port 2 4 6 NOTE The readings should rapidly increase as the engine RPM increases and stabilize below 400 volts voltage exceeding 400 V DVA indicates a bad pack A sharp drop in voltage right
88. eadings are good replace the power pack 2 Disconnect the 4 pin connector on the port side of the power pack and see if the spark returns If it does use the CDI meter set to Ohms and see if the Black Yellow wire is shorted to engine ground 3 Check to see if the Shift Interrupter switch is shorted o gt Pi Li Port 4 Pin Connector Starboard 4 Pin Connector a Black Yellow a Brown b Tan b Orange Black c White Black c Orange d Yellow Red d Brown Yellow h Speed Miss If the engine runs fine until you get above 4900 RPM and then starts missing check the Orange to Orange Black power coil wires with an oscilloscope If available or replace the pack A breakdown inside the pack could cause RFI noise to activate the rev limiter for no apparent reason Using the Piercing Probes and DVA adapter check the DVA voltage at the RPM where the problem is occurring while connected as follows Red Lead Black Lead DVA Brown Brown Yellow 150V NOTE The readings should rapidly increase as the engine RPM increases and stabilize below 400 volts voltage exceeding 400 V DVA indicates a bad pack A sharp drop in voltage right before the miss becomes apparent usually indicates a bad stator charge coil Connect an inductive tachometer to the spark plug wires one at a time and compare the readings If most of the cylinders show the same reading and one or two show different readings check the primary wires with the inductive pic
89. ected to the switch box You should read at least 3V A low reading indicates a bad trigger 5 Check DVA voltage on the green wire going to the coil it should be over 100 volts at cranking 42 ONLY HAS SPARK AS LONG AS THE STARTER IS ENGAGED This symptom usually indicates a bad trigger or low voltage NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Connect a spark gap tester to the high tension leads coming from the distributor cap and set the gap to approximately 7 16 Use of a CD Tester is recommended 2 Align the rotor with 1 spark plug wire Disconnect the trigger wires and connect a jumper wire from the brown trigger terminal to the white trigger terminal 3 Connect another jumper wire to the black trigger terminal turn the ignition switch on Strike the jumper wire from the black terminal against engine ground DO NO HOLD THE JUMPER AGAINST ENGINE GROUND Only the 1 spark plug wire should fire If any other spark plug wire has fire there is a problem in the distributor cap 4 Repeat the test for the other cylinders HIGH SPEED MISS 1 Check the battery voltage on the red and white terminals of the switch box at high speed the voltage should be between 12 5V and 16V DC A reading outside this range will damage the CD module If the readings are abnormal perform the voltage drop test described above 2 Perform a high speed shutdown and read the spark plugs Check for water A crack in the block can cause a
90. ed when you disconnect one of them the points or points wire is defective for the disconnected cylinder 3 Disconnect the Green wires one at a time and retest If the spark comes back on one cylinder the ignition coil not connected is defective Remember that the coils must not be the Black or Blue coils these coils are not isolated ground 4 Test the 336 4516 module as follows 356 4516 REPAIR amp RETURN BLUE WIRE TEST UNIT WITH METER OHM SCALE SELLOWCWIER 1 CHECK STATOR COILS RED WIRE A BLUE YELLOW 170 1800 B RED YELLOW 4 6 47 ORANGE WIRE CHECK WITH METER 4516 MODULE USE THE FUNTION DIODE SCALE TO MEASURE UNIT FOLLOWING BLK STEP 2 STEP 3 SHORTED STEP S STEP 6 HIGH or OPEN CDI DIVISION OF RAPAIR ING FINISH Date Monday May 20 2002 Sheet 1 of 46 1 2 Ifthe spark remains on the same coil when you swap the points wires and it is the coil where the green wire is coming from 3 Check the ignition coil You should have approximately 1 000 1 ohm of resistance from the spark plug wire to engine 4 Inspect the ignition coils You should have either a red orange or green coil with a bare braided ground wire coming out of Mercury Two Cylinder Engines 1974 1985 With the 336 3962 or 336 3996 Stator Switch Box WARNING DO NOT START AND RUN THIS ENGINE ON A FLUSHING ATTACHMENT O
91. een and purple wires while connected to the pack is needed to fire the pack Check the DVA voltage on the white wire to engine ground You should have a reading of at least 150 or more while connected to the pack If the reading is low disconnect the trigger wires from the pack and recheck the white terminal on the pack If the voltage jumps up to an acceptable reading the timer base may have a problem in the internal wiring possibly a thin spot in the insulation on one wire Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to fire properly NO SPARK OR INTERMITTENT ON ONE OR MORE CYLINDERS 1 2 3 Check the timer bases resistance from the white wire to the blue green and purple wires Reading should be 10 20 ohms or 30 40 ohms for CDI Electronics Blue Timer Bases Check the DVA output from the timer base A reading of at least 0 5V or more from the white wire to the blue green and purple wires while connected to the pack is needed to fire the pack Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack 25 o z n l
92. ep the black lead on the battery post and shift the red meter lead to the positive post of the rectifier then to the red and white terminals on the switch box If you find a reading above 0 6V there is a problem at the point where the voltage jumped up For example if the meter reads 0 4V until you get to the white terminal and then jumps to 2 3V on the white terminal this indicates a problem in the key switch or harness Repeat the test for the negative battery post by putting the black meter lead on the battery NEG post and the red meter lead on the negative battery cable terminal then shifting to the engine block rectifier base and case ground of the CD module NO SPARK ON ANY CYLINDER 1 Connect a spark gap tester to the high tension lead coming from the ignition coil and set it to approximately 7 16 When you crank the engine over if it fires while the spark gap tester is connected to the coil and does not fire through the spark plug wires there is a problem in the distributor cap rotor button or spark plug wires 2 Check the DC voltage present on the white and red terminals while at cranking It MUST be at least 9 volts If not there is a problem in the harness key switch starter battery cables or battery 3 Check the DC voltage on the brown trigger terminal while cranking there must be at least 9 V available with the trigger wire connected 4 Check DVA voltage between the white and black trigger wires they must be conn
93. eplace the power pack Engine stays in QuickStart of the Time Check the Yellow Red wire for 12 volts while the engine is running You should only see voltage on this wire while the starter solenoid is engaged mg ELECTRONICS DIVISION OF RAPAIR INC n m lt 5 em Q ds Q e ign o ge j i ga DRC5851 39 os 10 40 Mercury Battery CD Ignitions with Points SERVICE NOTE Check the battery voltage at approximately 3500 RPM MAXIMUM reading allowable is 16 volts Over 16 volts will damage the ignition Check for loose connections or a bad battery Maintenance free batteries are NOT recommended for this application A CD Tester CDI Electronics P N 511 9701 can be used to test the CD module distributor cap rotor button and spark plug wires on the engine Engine Wiring Connection for Testing Ignition Module Engine Ground Brown Points Wire Tap against engine ground with the keyswitch on and pack should fire each timo cj geen or black coil spark gap 1 4 3 8 Ignition Coil Mercury Battery Ignition with Points Clean all battery connections and engine grounds Disconnect the mercury tilt switch and retest If the ignition works properly replace the mercury switch Connect a spark gap tester to the spark plug wires and check for fire on all cylinders If som
94. ere problems can occur Remember a short in either 1 2 or 3 can cause either 4 5 and 6 not to have spark Stop Circuit Black Yellow Blue White Red White Purple White White Black Brown White Green White White Green CDI ELECTRONICS DVA PEAK READING VOLTAGE AND RESISTANCE CHARTS NOTICE These charts were compiled using the CDI 511 9773 Peak Adapter with a shielded Digital Multimeter NOTE The resistance readings are given for a room temperature of 68 F Higher temperatures will cause a slightly higher resistance reading DVA readings should always be taken with everything hooked up with the exception of the kill circuit The CDI peak reading voltage adapter is specifically designed to work with shielded Digital Multimeters This adapter will simplify the testing of electronic ignition systems stators sensors and charging systems The DVA readings will be approximately the same as any other DVA meter and the specifications listed in the service manuals can be followed without problems Hopefully a little easier to you The CDI piercing probe set 511 9770 and the pack load resister 511 9775 are highly recommended for use with this adapter INSTRUCTIONS 1 Plug the adapter into the shielded Digital Multimeter with the rib side pin in the V Ohms jack and the other pin in the COM jack 2 Set the digital voltmeter to DC Volts the purpose of the adapter is to convert and store the voltage so tha
95. ery leads when you connect the battery or disconnect the terminals while the engine is running e Never touch high tension leads spark plug leads with any ungrounded tools while the engine is running e Never install equipment with requirements exceeding the generating power of the engine Reference the service manual for values e Attempt to protect the electronic components from water e Insure fuel lines harnesses and oil lines are properly routed Failure to follow this rule could result in a fire hazard e Make sure all ground leads are clean and tight Recommended Marine Shop Electrical Test Equipment and Tools The following is a listing of tools available from CDI Electronics and recommended for testing late model engines Part Number Description Remarks Use 511 9764 Neon Spark Tester Sealed single cylinder has removable ground clamp can be used for running tests 511 9766 Sealed Spark Gap Tester Allows for testing up to 8 cylinder for cranking tests Sealed design reduces the chance of engine fire 511 9770 Piercing Probes Allows access to wires for testing without removing the connection Tiny hole usually reseals itself 511 9773 DVA Peak Voltage Adapter Unit automatically compensates for polarity Can be used with most quality Multimeters 511 9775 Load Resistor Used to load the output of ignition modules when testing ignition coils 518 33A CDI 33 Meter Meter has voltage
96. es lt gt 5 H 4 o a gt 3 gc Johnson Evinrude Troubleshooting Alternator Driven CD Ignitions 1978 2006 Two Stroke Except Direct Injected Engines Two Cylinder Engines NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has a fault check the key switch harness and shift switch 2 Check the stator and trigger resistance and DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Yellow wire 450 550 150V or more Connected Black White wire White Black wire 15 42 0 6V or more Connected Some engines use the following wiring on the trigger White wire Blue wire 15 42 0 6V or more Connected White wire Green wire 15 42 0 6V or more Connected 3 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly 4 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the readings are low disconnect the orange wires from the ignition coils and reconnect them to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack NO SPARK ON ONE CYLINDER Either a faulty power pack or ignition coil normally causes this problem Rare cases include
97. f the engine fires replace the rectifier Two Cylinder Engines with Combination CD Module with Built in Ignition Coils NO FIRE OR INTERMITTENT ON ONE CYLINDER 1 Check the stator resistance you should read 680 800 ohms factory and 250 350 ohms CDI RAPAIR DVA 180V or more from blue to yellow Note On some two cylinder engines the stator has two blue wires and no yellow wire The stator will read from blue to blue stator wires should read open to engine ground 2 Check the trigger resistance trigger wire sets read approximately 50 ohms between the wire sets DVA 5V or more and open to engine ground 3 Ifreadings are good disconnect kill wire from one pack If the dead cylinder starts firing the problem is likely the blocking diode in the opposite pack ENGINE WILL NOT SHUT OFF Check kill circuit in the pack by using a jumper wire connected to the kill wire coming out of the pack and shorting it to ground If this kills the pack the kill circuit in the harness or on the boat is bad the ignition switch could also be bad 10 Chrysler Force Troubleshooting Prestolite Capacitive Discharge Module with Alternator ADI Alternator Driven Ignition Two Cylinder Engines Using a Separate Switch Box and Ignition Coils 1 Disconnect the stop wires from the CD and connect a DC voltmeter between the stop wires and engine ground turn the ignition switch on and off several times If at any time you see voltage appearing on
98. face If it did back the sensor out approximately 0 005 and repeat steps C D and E c Ifthe ignition has spark finger tight the nut on the outside of the heat shield and coat it with RTV d Ifstill no spark replace the sensor 5 n les lt S 5 ion 4 on gt gc 23 8 Johnson Evinrude Troubleshooting Alternator Driven CD Ignitions 1972 1978 Three Cylinder Engines with screw terminal type power packs continued Check the DVA voltage on the black white wire to engine ground You should have a reading of at least 150V or more while connected to the pack If the reading is low disconnect the trigger wires from the pack and recheck the black white terminal on the pack If the voltage jumps up to an acceptable reading the timer base may have a problem in the internal wiring A thin spot in the insulation on one wire Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to fire properly NO SPARK OR INTERMITTENT ON ONE OR MORE CYLINDERS 1 3 Check the timer base resistance from the black white wire to the white black wires Reading should be 10 20 ohms or 30 40 ohms for CDI Electronics Blue Timer Bases Check the DVA output from the timer base A reading of at least 0 5V or more is needed from the black white wire to the white black wires while connected to the pack to fire the pack Check
99. fire will likely be the switch box or ignition coil All cylinders misfiring usually indicate a bad stator 2 Connect a DVA meter between the stator s blue wire and blue white wires Perform a running test The DVA voltage should jump up to well over 200V and stabilize A drop in voltage right before the problem occurs indicates a bad stator read the blue wire to engine ground if the engine has a red stator kit installed 3 Connect a DVA meter between the stator s red wire and red white wires The DVA voltage should show a smooth climb in voltage and remain high through the RPM range A reading lower than the reading on the blue wire indicates a bad stator 4 If both cylinders become intermittent replace the switch box 5 Perform a high speed shutdown and read the spark plugs Check for water A crack in the block can cause a miss at high speed when the water pressure gets high but a normal shutdown will mask the problem 6 Remove the flywheel and check the triggering and charge coil flywheel magnets for cracks or broken magnets Two Cylinder Engines 1994 1996 With the 18495A9 A14 A16 A20 A21 or A30 Switch Box NOTE This engine has a locked trigger arm Therefore the timing is controlled by the switch box and is adjusted according to the engine RPM RPM limiting is done by retarding the timing at high RPM s Where possible it is recommended that the ignition system be changed over to either the newer type ignition or the older type of
100. g spark will likely be the trigger switch box or ignition coil All cylinders misfiring usually indicate a bad stator 2 Connect a DVA meter to the stator s blue wire and blue white wires and do a running test The DVA voltage should jump up to well over 200V and stabilize A drop in voltage right before the problem occurs indicates a bad stator Note Check between the adapter s blue wires if the engine has a red stator kit installed 3 Connect a DVA meter between the Red wire and Red White wire and do a running test The DVA voltage should show a smooth climb in voltage and remain high through the RPM range A reading lower than the reading on the blue wires indicates a bad stator HIGH SPEED MISS 1 Connect an inductive Tachometer to all cylinders and try to isolate the problem A high variance in RPM on one cylinder usually indicates a problem in the switch box or ignition coil Occasionally a trigger will cause this same problem Check the trigger as described above under No fire or Intermittent on One or More Cylinders 2 Perform a high speed shutdown and read the spark plugs Check for water A crack in the block can cause a miss at high speed when the water pressure gets high but a normal shutdown will mask the problem 3 Remove the flywheel and check the triggering and charge coil flywheel magnets for cracks or broken magnets 5 Cylinder with Single Switch Box 1991 1992 NOTE This engine uses a battery powered inverter b
101. g to 90 110 Wht to 4 0L V8 S 1989 584035 Brown yellow 735 935 150V Org Blk 40 55 12V B Pur Gr PK Open 0 5V 0 2 1 0 200 400 584028 Brown to Whtto 1 6L V4 S 1990 113 4028 Brown yellow 450 600 150V N A Bi Pur Gr PK 35 45 0 5V 0 2 40 200 400 584041 Brown to Org to 90 110 Wht to 2 0L V4 5 1990 113 4041 Brown yellow 735 935 150V Org BIk 40 55 12V Bl Pur Gr PK 35 45 0 5V 0 2 1 0 200 400 584037 Brown to Org to 90 110 Wht to Bl Pur Grn 3 0L V6 5 1990 113 4037 Brown yellow 735 935 150V Org BIk 40 55 12V Open 0 5V 0 2 1 0 200 400 Brown to Org to 90 110 Wht to 4 0L V8 S 1990 584035 Brown yellow 735 935 150V Org BIk 40 55 12V B Pur Gr PK Open 0 5V 0 2 1 0 200 400 N A Not Applicable Part Manufactured by CDI Electronics COMM Commerical Pri Primary Sec Secondary 66 Gnd Ground Blue Blk Black Grn Green Org Orange Org BIk Orange Black Stripe Pk Pink Pur Purple Wht White Peak Reading Voltage and Resistance Chart Please note that all DVA readings are minimum voltages measured at cranking speed not while the engine is running Model Ignition Stator Trigger Ignit
102. gap tester and verify which cylinders are misfiring If the cylinders only misfiring above an idle connect an inductive Tachometer to all cylinders and try to isolate the problem cylinders 2 Check the trigger resistance and DVA output as shown below 54 BLACK SLEEVE YELLOW SLEEVE Resistance DVA Reading Brown wire White wire 800 1400 4V or more Connected White wire Purple wire 800 1400 4V or more Connected Purple wire Brown wire 800 1400 4V or more Connected Service Note You should get a high or open resistance reading to engine ground from each wire but you will geta DVA reading of approximately 1 2 Volts This reading can be used to determine if a pack has a problem in the triggering circuit For example if you have no fire on one cylinder and the DVA trigger reading for that cylinder is low disconnect the trigger wire and recheck the DVA output to ground from the trigger wire If the reading stays low the trigger is bad Check the DVA output on the green wires from the switch box while connected to the ignition coils Check the reading on the switch box terminal AND on the ignition coil terminal You should have a reading of at least 150V or more at both terminals If the reading is low on one cylinder disconnect the green wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading symptom indicates a bad
103. gine now performs properly replace the temperature switch Make sure the tan temperature switch wire is not located next to a spark plug wire Three Cylinder Engines Quick Start Models NO SPARK ON ANY CYLINDER 1 2 3 4 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has a fault possibly the key switch harness or shift switch Disconnect the yellow wires from the rectifier and retest If the ignition now has spark replace the rectifier Check the stator and trigger resistance and DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Y ellow wire 450 550 150V or more Connected Orange wire Orange Black wire 450 550 150V or more Connected White wire Purple 1 1 2 4 0 6V or more Connected White wire Blue wire 1 1 2 4 0 6 or more Connected White wire Green wire 1 1 2 4 0 6V or more Connected NOTE Some engines use a 50 or a 100 ohms power coil This reading will vary according to the meter used Do a comparison reading and if there is a difference of over 10 replace the timer base Typically use the Red meter lead to the White wire and the Black wire to the other wires Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly NO SPARK ON ONE OR MORE CYLINDERS 1 Check the stator and trigger resistance and DVA output as given below W
104. gnitions 1972 1978 With screw terminal type power packs Two Cylinder Engines NO SPARK ON EITHER CYLINDER 1 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has fault check the key switch harness and shift switch 2 Check the stator resistance You should read approximately 500 ohms from the brown wire to engine ground 3 Check the DVA output from the stator You should have a reading of at least 150V or more from the brown wire to engine ground while connected to the pack 4 Check the timer base s resistance from the black white wire to the white black wire Reading should be 10 20 ohms or 30 40 ohms for CDI Electronics 133 0875K1 Note The original factory specifications was 8 14 ohms this was changed around the mid 1970 s in response to the change in SCR s triggering requirements 5 Check the DVA output from the timer base A reading of at least 0 5V or more from the black white wire to the white black while connected to the pack is needed to fire the pack If the output is low you may try to reset the air gap between the timer base sensor and the triggering magnet 1 Loosen the two mounting screws on the sensor and the nut located in the epoxy on the outside of the heat shield of the timer base Slide the sensor in toward the crankshaft approximately 0 005 at a time Coat the face of the sensor with machinists bluing or equivalent Install the flywheel acc
105. gulator rectifier 11 Using the Piercing Probes check the resistance then check the DVA voltage on the 6 pin stator connector while connected as follows Red Lead Black Lead Resistance DVA Reading Orange Orange Black 50 60 ohms 12 V or more Brown Brown Yellow 450 600 ohms 150V or more Brown White Brown Black 450 600 ohms 150V or more Note Low readings on all checks indicate a possible problem with the flywheel magnets that require checking Service note It is recommended that liquid neoprene be applied to the areas where the piercing probes were used 12 Ifall the tests so far show good readings check the DVA output from the power pack on the primary coil wires as follows Red Lead Black Lead DVA Reading Orange Blue Engine Ground 130 V or more Orange Engine Ground 130 V or more Orange Green Engine Ground 130 V or more Note If the DVA values are below these specifications the power pack or sensor is likely bad 13 Check the DVA voltage on the Black Orange and Orange Red sensors leads as follows Red Lead Black Lead DVA Reading Orange Red Engine Ground 12 V or more Black Orange Engine Ground 12 V or more WARNING The Black Orange wire should NEVER be shorted to engine ground as this will damage the sensor 33 Troubleshooting the Johnson Evinrude 60 6 Cylinder Ignition OIS 2000 1991 2006 Model Years Continued 14 If an oscilloscope is available check the white blue crank position signal and white green
106. gy 800 a 1996 m 2200 2600 225 300 m ree 1400 Br Wht 1100 1996 06438000 33227452 3200 3800 120 180 80 LS Brn Yel to 800 mE 1997 114 2200 2600 225 300 V 20V BIKWht HS 1400 Brn Wht 92d 1100 06760299 7452K1 5 to Eng Gnd m 332 LS 18 20 25 1979 5837437 7452 3 3200 3800 120 180 80 799 osve BmYelto 0240 800 XD 1987 0B114230 114 2200 2600 225 300 m 1400 Brn Wht 21 1100 to Eng Gnd 7452A3 Blue and 1973 3537531 332 4911 80 800 20 Eus 3500 5500 450 550 180 20v Red BmtoWnt 0210 806 Engine Gnd 1980 5705532 3327452 3200 3800 120 180 B0 750 osy 800 1993 06044026 J 2200 2600 225 300 m HS 4409 Bm Wht 241 1100 7452 1 to Eng Gnd s 1984 6445653 332 7452 3200 3800 120 180 80 sovs BARS 750 ggy BmYdio 800 1989 OB393190 2200 2600 225 300 m 1400 Bm Wht mE 1100 7452K1 to Eng Gnd 1970 2874704 332 4172 3200 3800 45 55 80 Blue and 750 800 40 1971 3336237 332 4172 2200 2600 45 55 v 207 White to 1400 O5V BrntoWht 0210 1100 Engine Gnd 338 4733 Blue to Eng 1972 3336258 3324911 5000 7000 180 220 80 Gnd 750 Brn Wht to 800 i 1981 5823917 338 4733 2200 2500 45 55 v 20V Red to Eng 1400 99V Bm Yelow 92719 4100 114 4911 Gnd m 1982 52
107. he other half of the switch box If the trigger tests fine by the chart above but you have two cylinders not sparking either 1 and 2 or 3 and 4 the switch box or stator is bad 3 Ifyou have two cylinders not sparking either 1 and 2 or 3 and 4 swap the stator leads end to end on the switch box Red with red white and blue with blue white If the problem moved to the other cylinders the stator is bad It the problem stayed on the same cylinders the switch box is likely bad if the trigger tests within specifications 4 Check the DVA output on the green wires from the switch box while connected to the ignition coils Check the reading on the switch box terminal AND on the ignition coil terminal You should have a reading of at least 150V or more at both terminals If the reading is low on one cylinder disconnect the green wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack 19 Four Cylinder Engines 1991 1996 Four Cylinder Engines Using a Single Switch Box and Four Ignition Coils continued ENGINE WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 Connect an inductive Tachometer to all cylinders and try to isolate the problem If two cylinders on the same end of the switch box are dropping out the problem is likely going to be either the switch box or trigger A single cylinder droppin
108. hrough the RPM range A reading lower than the reading on the blue wires indicates a bad stator HIGH SPEED MISS 1 Connect an inductive Tachometer to all cylinders and try to isolate the problem A high variance in RPM on one cylinder indicates a problem usually in the switch box or ignition coil Occasionally a trigger will cause this same problem Check the trigger as described above under No fire or Intermittent on One or More Cylinders 2 Perform a high speed shutdown and read the spark plugs Check for water A crack in the block can cause a miss at high speed when the water pressure gets high but a normal shutdown will mask the problem 3 Remove the flywheel and check the triggering and charge coil flywheel magnets for cracks or broken magnets WILL NOT IDLE BELOW 1500 RPM 1 Index the flywheel and check the timing on all cylinders If the timing cannot be adjusted correctly or if the timing is off on one cylinder replace the trigger 2 Check for air leaks 3 Check synchronization of the carburetors Inline 6 and V6 Carbureted Engines Using Dual Switch Boxes and Six Ignition Coils NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wires AT THE PACK and retest If the engine s ignition has spark the stop circuit has fault check the key switch harness and shift switch 2 Disconnect the yellow wires from the rectifier and retest If the engine has spark replace the rectifier 3 Check the cranking RPM A cra
109. ignition NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wire AT THE PACK and retest If the engine s ignition now has spark now the stop circuit has a fault possibly the key switch harness or shift switch 2 Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to fire properly 3 Check the stator resistance and DVA output as given below Stator WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA Blue Black 2900 3500 2200 2600 180V or more connected Red Black 100 180 200 250 25V or more connected Black Eng Gnd Open Open 2V or more connected NO SPARK OR INTERMITTENT ON ONE CYLINDER 1 Ifthe cylinders only misfiring above an idle connect an inductive an Tachometer to each cylinder in turn and try to isolate the problem cylinder 2 Check the trigger resistance and DVA output as shown below Wire Color Check To Wire Color Resistance DVA Reading Brown wire White wire 800 1400 4V or more Connected Brown wire Engine GND Open 1V or more White wire Engine GND Open 1V or more This reading can be used to determine if a pack has a problem in the triggering circuit For instance if you have no fire on one cylinder and the DVA trigger reading for that cylinder is low disconnect the trigger wire and recheck the DVA output to ground from the trigger wire If the reading stays low the trigger is bad 3 Check the DVA output on the green wires from the switch box while c
110. ill cause this same problem Check the trigger as described above under fire or Intermittent on One or More Cylinders 2 Perform a high speed shutdown and read the spark plugs Check for water A crack in the block can cause a miss at high speed when the water pressure gets high but a normal shutdown will mask the problem 3 Remove the flywheel and check the triggering and charge coil flywheel magnets for cracks or broken magnets 18 Four Cylinder Engines 1991 1996 Four Cylinder Engines Using a Single Switch Box and Four Ignition Coils No Fire At All 1 Disconnect the black yellow stop wires AT THE PACK and retest If the engine s ignition now has spark the stop circuit has a fault check the key switch harness and shift switch 2 Disconnect the yellow wires from the stator to the rectifier and retest If the engine has spark replace the rectifier Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to spark properly 4 Check the stator resistance and DVA output as given below Flywheel with Bolted in Magnets WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA Blue Blue White 5000 7000 2200 2400 180V or more Red Red White 125 155 45 55 25V or more Flywheel with Glued in Magnets WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA Blue Blue White 3250 3650 500 600 180V or more Red Red White 75 90 28 32 25V or more Red Stator WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA
111. in the internal wiring possibly a thin spot in the insulation on one wire Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to fire properly Johnson Evinrude Troubleshooting Alternator Driven CD Ignitions 1972 1978 Four Cylinder Engines with screw terminal type power packs Continued NO SPARK OR INTERMITTENT ON ONE OR MORE CYLINDERS Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is good the ignition coil is likely bad A continued low reading indicates a bad power pack NO SPARK OR INTERMITTENT ON ONE BANK 1 2 Check the timer base s resistance from the 1 to the 3 sensor wire and from the 2 to the 4 sensor wire Reading should be 10 20 ohms on each set or 30 40 ohms for CDI Electronics Blue Timer Bases Check the DVA output from the timer base A reading of at least 0 5V or more from the 1 to the 3 sensor wire and from the 2 to the 4 sensor wire while connected to the pack is needed to have spark If the output is low you may try to reset the air gap between the timer base sensor and the triggering magnet using a sensor gap gauge or use the procedure outlined in the previous page Check the DVA output on the
112. inder disconnect the green wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading symptom indicates a bad power pack ENGINE WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 Connect an inductive Tachometer to all cylinders and try to isolate the problem A single cylinder dropping fire will likely be the switch box or ignition coil All cylinders misfiring usually indicate a bad stator 2 Connect a DVA meter to the stator s blue wire and engine ground and do a running test The DVA voltage should jump up to well over 200V and stabilize A drop in voltage right before the problem occurs indicates a bad stator blue to engine ground if the engine has a red stator kit installed 3 Connect a DVA meter to the stator s red wire and engine ground and do a running test The DVA voltage should show a smooth climb in voltage and remain high through the RPM range A reading lower than the reading on the blue wire indicates a bad stator HIGH SPEED MISS 1 Connect an inductive Tachometer to all cylinders and try to isolate the problem A high variance in RPM on one cylinder indicates a problem usually in the switch box or ignition coil Occasionally a trigger will cause this same problem Check the trigger as described above under No spark or Intermittent on One or More Cylinders 2 Perform a high speed shutdown and read the spark pl
113. ing a Separate Switch Box and Ignition Coils NO SPARK ON ANY CYLINDER l 2 3 Disconnect the black yellow stop wire AT THE PACK and retest If the engine s ignition fires the stop circuit has a fault check the key switch harness and shift switch Disconnect the yellow wires from the stator to the rectifier and retest If the engine now has spark replace the rectifier Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to fire properly Check the stator resistance and DVA output as follows Black Stator WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA Blue Blue White 3250 3650 500 600 180V or more Red Red White 75 90 28 32 25V or more Red Stator WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA White Green Green White 500 700 500 600 180V or more Red Stator Adapter WIRE Read To OEM RESISTANCE DVA Blue Engine GND OPEN 180V or more NO SPARK OR INTERMITTANT SPARK ON ONE CYLINDER l 2 If the cylinders are only misfiring above an idle connect an inductive Tachometer to each cylinder in turn and try to isolate the problem cylinder Check the trigger resistance and DVA output as shown below Wire Color Check To Wire Color Resistance DVA Reading Brown wire White wire 800 1400 4V or more Connected Brown wire Engine GND Open 1V or more White wire Engine GND Open 1V or more This reading can be used to determine if a pack has a problem in the triggering circuit For i
114. ing all three cylinders To verify this condition swap the trigger leads on the switch box that was originally firing all three cylinders If the misfire moves to another cylinder the switch box is bad Voltage Drop Measurement Start by using a good digital auto ranging voltmeter capable of reading 1 10 of a volt The use of an auto ranging meter will allow for more accurate testing without damaging the meter due to an incorrect range setting Remove the spark plug wires form the spark plugs and connect them to a spark gap tester and remove the emergency stop clip as well This prevents the engine from starting and also reduces the chance of getting shocked by the ignition system The use of an ohmmeter to test a conductor or switch contact for their condition is not the best tool to use In most cases it is preferable to use a volt drop test to make sure the conductor as well as the connection is in good condition Before testing remove and clean all battery cables and connection points Testing the Positive Battery Cable to the Engine Select the DC Volts position on the meter 2 Connect the Red Positive lead on the meter to the positive battery POST 3 Connect the Black Negative lead on the meter to the starter solenoid terminal where the positive battery cable is connected 4 Using a remote start switch activate the starter solenoid to spin the engine and observe the reading on the meter A reading above 0 6V indica
115. ings If one wire reads low while connected to the pack swap the connections and see if the low reading stays on the same stator wire If it does the stator is bad 2 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack Johnson Evinrude Troubleshooting Alternator Driven CD Ignitions 1978 2006 Four Cylinder Engines Quick Start Models NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has a fault possibly the key switch harness or shift switch 2 Disconnect the yellow wires from the rectifier and retest If the engine has spark replace the rectifier 3 Check the stator and trigger resistance and DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Yellow wire 950 1100 150V or more Connected Orange wire Orange Black wire 93 100 150V or more Connected White wire Purple 35 55 0 6V or more Connected White wire Blue wire 35 55 0 6V or more Connected White wire Green wire 35 55 0 6V or more Connected White wire Pink 35 55 0 6V or more Connected White wire Purp
116. ion Coil HP Year Serial Part Ohms DVA Reading DVA Reading Primary Output Number Low Spd Hi Sp Low Hi Colors Ohms Out Colors Ohms 1972 3296137 Green to Points 800 4 pe 336 4516 3600 5500 450 550 180 cis N A Or Brn to Brn 1976 9075839 339 6222 1600 1800 Orange to 800 4 1980 5595531 114 6222 800 900 190Vt Eng Gna 1980 5595532 Green to Points 800 414 5 n 336 4516 3600 5500 450 550 180V Suis pur N A NA Browna 0210 10 332 7452 Bik Yel LS 1986 A197112 3327452 3200 3800 120 180 180 750 Brn Yel to 800 DOO 1996 OG289100 1 2200 2600 225 300 v 20V 4400 05 Bmwnt 0210 1100 7452K1 to Eng Gnd Green White 6 8 10 15 2 1995 06760299 855713 Brn Yel to 800 0 25 2006 1B000001 114 5713 3107445 1808 us 650 850 0 5 Bmwnt 0210 1100 White Green 1972 3226958 Green to 800 9 8 20 Ha 2226958 336 4516 3600 5500 450 550 180 Brown amp 0240 110 Brn to Brn 1974 3795659 339 6222 1600 1800 Orange to 750 800 9 8 1985 5206549 114 6222 800 900 per coil 180 Eng Gnd 1400 057 pod 0210 1100 1988 332 7452 3200 3800 120 180 80 sovs Se 750 ggy BmYdio 800 1993 06044365 2200 2600 225 300 m 1400 Brn Wht 271 1100 7452K1 to Eng Gnd 45 2025 1994 99044027 18495430 3200 3800 120 180 80 sovs Blue 750 g
117. ire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Yellow wire 450 550 150V or more Connected Orange wire Orange Black wire 450 550 150V or more Connected White wire Purple 1 1 2 4 0 6V or more Connected White wire Blue wire 1 1 2 4 0 6V or more Connected White wire Green wire 1 1 2 4 0 6V or more Connected NOTE Some engines use a 50 or a 100 ohms power coil This reading will vary according to the meter used Do a comparison reading and if there is a difference of over 10 replace the timer base Typically use the Red meter lead to the White wire and the Black wire to the other wires 2 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM I 2 3 Use a temperature probe and verify that the engine is not overheating Disconnect the tan temperature wire from the pack and retest If the engine now performs properly replace the temperature switch Make sure the tan temperature switch wire is not located next to a spark plug wire 27 e z n les lt gt 5
118. is running 2 Check the DVA voltage to engine ground on the White Timer Base wire while it is connected to the pack You should see approximately the same reading as you do between the Brown amp Brown Yellow wires for that bank A low reading usually indicates a bad Timer Base 3 Disconnect the Black Yellow stop wire from one of the packs and retest If the bank that had no fire now has spark the pack that was appearing to fire correctly is faulty NO SPARK ON ONE CYLINDER 1 Check DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack or Timer Base 2 Check the Timer Base resistance and DVA output as given below for each cylinder Wire Color Check to Wire Color Resistance DVA Reading White wire Purple wire 15 42 a 0 6V or more Connected White wire Blue wire 15 42 a 0 6V or more Connected White wire Green wire 15 42 a 0 6V or more Connected a Use a comparison reading as the values for different years used different coils in the Timer Base As long as you have approximately the same ohm reading on all three tests and the correct output with the DVA meter the Timer Base should be goo
119. k by using a jumper wire connected to the stop wire coming out of the pack and shorting it to ground If this stops the pack from firing the stop circuit in the harness or on the boat is bad The ignition switch could also be bad 13 Ti o c o un gt 5 Us Force Troubleshooting Prestolite ADI Ignitions 1984 1992 Two Cylinder Engines Using Separate Switch Boxes and Ignition Coils GENERAL 1 Disconnect the stop wires from the CD and connect a DC voltmeter between the stop wires and engine ground turn the ignition switch on and off several times If at any time you see voltage appearing on the meter there is a problem in the harness or ignition switch At NO TIME SHOULD YOU SEE BATTERY VOLTAGE ON A STOP CIRCUIT 2 Check the flywheel for a broken or loose magnet 3 Check for broken wires and terminals especially inside the plastic plug in connectors We recommend that you remove the pins from the connectors using the CDI 511 9706 pin removal tool and visually inspect them 4 Visually inspect the stator for burned or discolored areas If found replace the stator If the areas are on the battery charge windings it indicates a possible problem with the rectifier IF THERE IS NO SPARK ON EITHER CYLINDER 1 Disconnect all stop wires AT THE PACK 2 Check for broken or bare wires on the switch box stator and trigger 3 Using the CDI meter with the 511 9773 peak reading adapter or
120. k plug wires to a spark gap tester connect a remote starter to the engine and a timing light to 1 spark plug wire When you crank the engine over with the remote starter and check the timing you should see the timing is set to approximately 4 6 ATDC After Top Dead Center By advancing the throttle all the way and rechecking the timing for WOT Wide Open Throttle you should see approximately 19 20 BTDC Before Top Dead Center Without this timing feature built into the power pack you will need the 511 4017 Timing Tool or the OEM version to set the timing for idle and WOT Additional advantages offered by the digital circuitry include the ability to compensate for a bad temperature switch a smoother rev limit customized rev limiters and special timing curves Additional items to be aware of 1 Early 150 and 175 HP engines did not have the tension washer on top of the sensor encoder wheel This washer is required to keep the encoder locked in place If it is missing be sure to install the correct washer 2 1991 and 1992 engines did not have a shift interrupter switch This resulted in hard shifting and required a conversion to resolve this problem 3 The shift interrupter switch killed the fire on the starboard bank of cylinders from 1993 thru mid 1990 s By 1998 a change was made for the shift interrupter switch to kill the fire on the Port bank 4 1991 through late 1990 s engines occasionally developed a crack in the water ja
121. kely bad A continued low reading indicates a bad switch box 2 Connect an inductive tachometer to each cylinder and compare the RPM readings at the RPM where the problem 15 occurring If only one cylinder is dropping out swap the ignition coil locations and retest If the problem follows a coil replace the coil If it stays on the same spark plug replace the switch box 3 Check the flywheel magnets to see if one has come loose and moved 48 Two Cylinder Engines 1979 1996 With the 332 7452 Switch Box NO SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow stop wire and retest If the ignition system now has spark the stop circuit has a problem 2 Check the stator and trigger resistance and DVA output WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA Black Yellow Engine GND 3250 3650 2200 2400 180V or more Black White Engine GND 150 250 200 250 25V or more Brown Yellow Brown White 750 1400 925 1050 4V or more Brown Yellow Engine GND Open Open 1V or more Brown White Engine GND Open Open 1V or more NO SPARK OR INTERMITTENT ON ONE CYLINDER 1 Check the DVA output on the green wires from the switch box while connected to the ignition coils Check the reading on the switch box terminal AND on the ignition coil terminal You should have a reading of at least 150V or more at both places If the reading is low on one cylinder disconnect the green wire from the ignition coil for that cylinder and reconnect it to a load resi
122. kup to see if the readings are the same coming out of the power pack A difference in readings between the primary and secondary coil wires usually indicate a bad coil or bad ignition wires No difference indicates a bad power pack Will Not Rev Above Idle Speed or Only Has Spark_as Long as the Starter Solenoid is Activated Using the Piercing Probes and DVA adapter check the DVA voltage while connected as follows Red Lead Black Lead DVA Orange Orange Black 11 24V NOTE The readings should rapidly increase as the engine RPM increases and stabilize below 24 volts voltage exceeding 24 V DVA indicates a bad pack A sharp drop in voltage right before the miss becomes apparent usually indicates a bad stator winding A sharp drop in voltage when you let off of the starter solenoid indicates a bad power coil on the stator Engine Will Not Rev Above 2500 RPM and Shakes Hard SLOW Activated 1 2 38 Verify the engine is not actually over heating by using digital pyrometer Check the routing of the tan temperature wires an example of a bad location is shown below The tan wires have to be located as far away as possible from the spark plug wires 1 Unacceptable routing for the temp wire 3 Verify the engine is not overheating and disconnect the Tan temperature sensor wire If the engine performs normally check both temperature sensors and replace the defective one 4 If there is not any indication of a problem at this point r
123. l not allow the system to spark properly Check the stator resistance and DVA output as outlined below Black Stator WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA Blue Engine GND 3250 3650 500 600 180V or more Red Engine GND 75 90 28 32 25V or more Red Stator WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA White Green Green White 500 700 500 600 180V or more Red Stator Adapter Not Available from CDI WIRE Read To OEM RESISTANCE DVA Blue Engine GND OPEN 180V or more NO SPARK ON ONE OR MORE CYLINDERS 1 2 If the cylinders are only misfiring above an idle connect an inductive Tachometer to all cylinders and try to isolate the problem cylinders Check the trigger resistance and DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading Brown wire White Black 800 1400 4V or more Connected White wire White Black 800 1400 4V or more Connected Purple wire White Black 800 1400 or more Connected Brown wire Engine GND Open 1V or more White wire Engine GND Open 1V or more Purple wire Engine GND Open 1V or more This reading can be used to determine if a pack has a problem in the triggering circuit For instance if you have no spark on one cylinder and the DVA trigger reading for that cylinder is low disconnect the trigger wire and recheck the DVA output to ground from the trigger wire If the reading stays low the trigger is bad Check the DVA output on the green wires from the switch b
124. laces the original multiple windings with a single winding using larger wire This design allows ALL of the Blue Brown Blue wires to be connected together and ALL of the Yellow Brown Yellow wires to be connected together from the stator This design allows the stator to be used for the 2 3 4and 5 cylinder applications TO BATTERY VHITE GREEN 300 4000 DVA 180V MINIMUM CYL FORCE TYPE Ill IGNITION SYSTEM NOTICE This stator has been redesigned to enhance the durability and reduce inventory stock levels It replaces the original multiple windings with a single winding using larger wire This design allows ALL of the Blue Brown Blue wires to be connected together and ALL of the Yellow Brown Yellow wires to be connected together from the stator This design allows the stator to be used for the 2 3 4and 5 cylinder applications 78 Modified Engine Wiring Diagrams for CDI Electronics Components BATTERY WHITE ORANGE DVA 180V MINIMUM 4 CYL FORCE TYPE IGNITION SYSTEM J 7 t NOTICE This stator has been redesigned to enhance durability i and reduce inventory stock levels It replaces the original dual winding with a single winding with larger wire This design allows ALL of the Yellow Brown Yellow wires to be connected together and ALL of the Blue Brown Bluc wires to be connected together from the stator permitting the stator to be used for the 2 3 4 an
125. le White 115 125 1 6V or more Connected White wire Blue White 115 125 1 6V or more Connected White wire Green White 115 125 1 6V or more Connected White wire Pink White 115 125 1 6V or more Connected NOTE Some engines use a 50 ohm power coil 4 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to fire properly NO SPARK OR INTERMITTENT ON ONE OR MORE CYLINDERS 1 Check the trigger resistance and DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading White wire Purple 35 55 0 6V or more Connected White wire Blue wire 35 55 0 6V or more Connected White wire Green wire 35 55 0 6V or more Connected White wire Pink 35 55 0 6V or more Connected 28 2 Disconnect the white black temperature wire and retest If all cylinders now fire replace the timer base 3 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM 1 Use a temperature probe and verify that the engine is not overheating 2 Disconnect the tan temperature wire from the pack and retest If the engine now performs
126. linder Check the trigger resistance and DVA output as shown below Wire Color Check To Wire Color Resistance DVA Reading Brown White Brown Y ellow 850 1100 4V minimum connected Brown White Eng Gnd Open 1V or more Brown Yellow Eng Gnd Open 1V or more F lt o un gt 5 ga This reading can be used to determine if a pack has a problem in the triggering circuit For instance if you have no fire on one cylinder and the DVA trigger reading for that cylinder is low disconnect the trigger wire and recheck the DVA output to ground from the trigger wire If the reading stays low the trigger is bad Check the DVA output on the green wires from the switch box while connected to the ignition coils Check the reading on the switch box terminal AND on the ignition coil terminal You should have a reading of at least 150V or more at both places If the reading is low on one cylinder disconnect the green wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 2 Connect an inductive Tachometer to each cylinder in turn and try to isolate the problem A single cylinder dropping fire will likely be the switch box or ignition coil Connect a DVA meter between the stator s Green White wire a
127. mbination Switch Box and Ignition Coil CDM Modules NO SPARK ON ANY CYLINDER 1 2 e Disconnect the black yellow stop wires from the harness and retest If the engine s ignition sparks the stop circuit has a fault check the key switch harness and shift switch Swap the White Green and Green White stator wire and retest If the problem moves to the other cylinder the stator is likely bad Disconnect one CDM module at a time and using a set of piercing probes and jumper wires short the stator and trigger wire in the CDM connector to engine ground Retest If the other module starts sparking the CDM you unplugged is bad Disconnect the yellow wires from the stator to the rectifier and retest If the engine now has spark replace the rectifier Check the cranking RPM cranking speed less than 250 RPM will not allow the system to spark properly Check the stator resistance and DVA output as follows WIRE Read to OEM RESISTANCE CDI RESISTANCE DVA White Green Green White 500 700 500 600 180V or more Check the resistance of the CDM as follows Red Meter Lead Black Meter Lead Reading CDM Pin A C 700 1300 Ohms CDM Pin D A DIODE CDM Pin A D DIODE CDM Pin D B DIODE CDM Pin B D DIODE CDM Pin A B DIODE CDM Pin B A DIODE High Tension Lead A 700 1300 Ohms Diode readings are to be read one way then reverse the leads and read again You should get a low reading in one direction and a higher reading in the othe
128. mmend that you remove the pins from the connectors using the CDI 511 9706 pin removal tool and visually inspect them 2 Check the flywheel for a broken or loose magnet 3 Disconnect the stop wires from the CD and connect a DC voltmeter between the stop wires and engine ground turn the ignition switch on and off several times If at any time you see voltage appearing on the meter there is a problem in the harness or ignition switch At NO TIME SHOULD YOU SEE BATTERY VOLTAGE ON A STOP CIRCUIT 4 Visually inspect stator for burned or discolored areas If found replace the stator If the areas are on the battery charge windings it indicates a possible problem with the rectifier IF NO SPARK ON ANY CYLINDER 1 Disconnect stop wire AT THE PACK 2 Check for broken or bare wires on the unit stator and trigger 3 Using the CDI meter with the 511 9773 peak reading adapter or CD 77 and 511 9770 piercing probes measure DVA voltage of the stator between the output wire sets With everything connected reading s should be approximately 180 volts or more Resistance readings between the stator wire sets range from 680 800 ohms factory and 250 350 ohms CDI RAPAIR 4 Disconnect the rectifier If the engine has spark replace the rectifier 11 Chrysler Force Troubleshooting Capacitive Discharge Module with Alternator ADI Alternator Driven Ignition Three and Four Cylinder Engines Using Separate Switch Boxes and Ignition Coils Conti
129. module is usually good and the points or Preamp require checking If the CD module fails to fire with this test then the CD module is usually bad Check DVA voltage on the gray wire going to the coil it should be approximately 200 volts at cranking If the voltage is correct replace the coil with another coil and retest or use a load resister if another coil is not available A coil that is shorted internally will give a low reading In this case replace the coil and retry After repairing the engine check the battery voltage at approximately 3500 RPM The MAXIMUM allowable voltage reading is 16 volts and the minimum is 12V Running below 12V or over 16 volts will damage the ignition Check for loose connections or a bad battery Magnapower II Systems Disconnect the white and blue kill wires from the CD Module and retest If the engine starts and runs the key switch or kill circuit is bad Connect a DC voltmeter from the kill wires to engine ground and turn the ignition switch on and off several times At no time should you see battery voltage on the kill circuit Connect a spark gap tester to all cylinders and test with the spark plugs in and out If the coils will not fire with the spark plugs in check compression with the spark plugs removed from all cylinders A blown head gasket on these engines can prevent the coils from firing with the spark plugs installed This is caused by a hard to explain problem with the triggering circuit Cra
130. n engine ground You cannot use a black or blue ignition coil NO SPARK ON ONE CYLINDER Disconnect the points wires from the ignition coils and swap them for a cranking test Crank the engine over and see if the spark moves to a different coil If it does you have a problem in the points points wire or insulator block for the cylinder not sparking the stator remove the green jumper wire Swap the green wire coming from the stator from one coil to the other coil If the spark moves to the other coil replace the green jumper wire connecting the two coils ground the backside of the coil This bare braided ground wire MUST be connected to a clean engine ground You cannot use a black or blue ignition coil c A are o n gt o 5 Orange Salmon Wire Stop Wire Must be grounded thru the stop switch to run on two cylinder engine opens the ground path to stop engine Brown wire White wire from Points from points Engine ground Connect to engine ground for a one cylinder engine 47 Two Cylinder Engines 1974 1985 With the 339 5287 or 339 6222 Switch Box NO SPARK ON ANY CYLINDER 1 Disconnect the Orange stop wire and retest If the ignition system now has spark the stop circuit has a problem 2 Check the stator and trigger resistance and DVA output WIRE Read To RESISTANCE DVA Orange Engine GND 1600 1800 800 900 per coil 180V or more
131. nacceptable routing for the temp wire 3 Disconnect the temperature sensors and see if the engine performs normally If it does check both temperature sensors and replace the defective one 4 If there is not any indication of a problem at this point replace the power pack Engine stays in QuickStart All of the Time Check the Yellow Red wire for 12 volts while the engine is running You should only see voltage on this wire while the starter solenoid is engaged 35 5 n les lt 3 Q T ag o n gt D Troubleshooting the Johnson Evinrude 60 4 Cylinder Ignition OIS 2000 Carbureted 1995 2006 Model Years Due to the differences in this ignition system troubleshooting can be somewhat difficult if you are not familiar with the design The other Johnson Evinrude QuickStart ignitions use stator charge coils and a power coil to provide high voltage and power for the QuickStart and rev limiter circuits They require a timer base for triggering and use separate magnets for the high voltage and triggering the timer base The OIS 2000 Optical system uses the stator charge coil to provide high voltage for the firing of the ignition coils and a power coil to provide power for the electronics both inside the power pack and inside the sensor The other QuickStart models will run the engine without the power coil being connected of
132. nd White Green wires Perform a running test The DVA voltage should jump up to well over 200V and stabilize A drop in voltage right before the problem occurs usually indicates a bad stator If both cylinders become intermittent replace the switch box if the stator tests good Perform a high speed shutdown and read the spark plugs Check for water A crack in the block can cause a miss at high speed when the water pressure gets high but a normal shutdown will mask the problem Remove the flywheel and check the triggering and charge coil flywheel magnets for cracks or broken magnets 51 Three Cylinder Engines 1976 1996 Three Cylinder Engines Using a Single Switch Box and Three Ignition Coils NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wire AT THE PACK and retest If the engine s ignition now has spark the stop circuit has a fault check the key switch harness and shift switch 2 Disconnect the yellow wires from the stator to the rectifier and retest If the engine has spark replace the rectifier Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to fire properly 4 Check the stator resistance and DVA output as given below Flywheel with Bolted in Magnets e WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA BlueEngine GND 5800 7000 2200 2400 180V or more Red Engine GND 135 165 45 55 25V or more Flywheel with Glued in Magnets WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA
133. nge Stripe Pack White Orange Stripe Trigger White Orange Stripe White Yellow White Yellow a White Yellow White Yellow a White Red White Red a White Red White Red a White Green Stripe White Green Stripe White Green Stripe White Green Stripe Pack Brown Yellow Stripe Stator Brown Yellow Stripe Pack Brown Yellow Stripe Stator Brown Yellow Stripe Brown Blue Stripe Brown Blue Stripe Brown Blue Stripe Brown Blue Stripe Pack Orange Blue Coil White Pack Orange Blue Coil White Blue Red White Blue Red White P Pack 2 Firing 3 Cylinder Pack White Orange Stripe Trigger White Orange Stripe White Y ellow White Y ellow a White Red No Connection White Green Stripe No Connection Pack Brown Yellow Stripe Stator Brown Yellow Stripe Brown Blue No Connection must be connected to the blue terminal on pack 1 Pack Orange Blue Coil White Blue Red No Connection a CDI replacement triggers do not have a connection for this wire from the power pack as the new trigger uses a common ground wire This allows the wires going to the power pack from the trigger to be larger and more durable The power pack uses that color as a ground wire for the trigger Color Code Cross Reference FUNCTION OLD NEW Trigger Orange White Orange Stripe Trigger Green White Yellow Stripe Trigger Red White Red Stripe White Green Stripe Trigger White Green Stripe White Green Stripe Stator Blue Brown Blue Stripe Stator Yellow Brown Yellow Stripe Pack Outp
134. nk the engine with the starter and then stop Check the DVA voltage on terminals 1 and T4 You should read between 170 and 270 volts Positive on terminal 1 and between 170 and 270 volts Negative on terminal T4 Remember that some DVA adapters are not polarized and will read the same regardless of the polarity If there is a low reading on one of the terminals disconnect the white blue and green white trigger wires then retest If the readings are now correct one of the trigger modules is bad A continued low reading may be caused by a bad capacitor To test use a couple of jumper wires and swap the green and white capacitor wires going to terminals T1 and T4 If the low reading remains on the same terminal the CD is bad If it moves when you move the capacitor wires the capacitor is shorted Check to see if the ignition coils are wired correctly The 1 coil on a two cylinder engine and the 1 amp 2 cylinder on a four cylinder engine are wired as NEGATIVE GROUND The 2 coil on a two cylinder engine and the 3 amp 4 cylinder on a four cylinder engine are wired as POSITIVE GROUND T4 Tachometer Battery Charge Stator Short MB Blue to MW White to Stop Engine Green White Ign Coil 1 Neg Trigger Coil 2 7 Brown White Positive Orange Brown Ign Coil 2 Black 7 8 Positive lt a n gt 2 5 Chrysler Troublesho
135. nking RPM A cranking speed less than 250 RPM will not allow the system to fire properly Disconnect the CDM s one at a time and see if you get spark back on the problem cylinders Check the stator resistance and DVA output as given below Q 5 Z z 4 2 2 2 5 ge WIRE Read To OEM CDI DVA White Green Green White 500 700 ohms 500 600 ohms 180V or more connected White Green Engine Gnd Open Open 180V or more connected White Green Engine Gnd Open Open Less than 2 V disconnected Green White Engine Gnd Open Open 180V or more connected Green White Engine Gnd Open Open Less than 2 V disconnected 59 60 Using a set of piercing probes check the trigger Resistance and DVA output as given below Wire Color Check to Wire Color OEM Resistance CDI Resistance DVA Reading Purple wire Blue 1100 1400 850 1050 4V or more White wire Red 1100 1400 850 1050 AV or more Brown wire Yellow 1100 1400 850 1050 4V or more Using a set of piercing probes check the trigger voltage going to the CDM s Wire Color Check to Wire Color OEM Resistance CDI Resistance DVA Reading Purple wire Engine GND Open Open 3V or more White wire Engine GND Open Open 3V or more Brown wire Engine GND Open Open 3V or more Blue wire Engine GND Open Open 3V or more Red wire Engine GND Open Open 3V or more Yellow wire Engine GND Open Open 3V or more The connection guide below will assist you in locating areas wh
136. nking speed less than 250 RPM will not allow the system to fire properly NO SPARK ON ONE BANK 3 OF 6 ON THE INLINE L 6 1 Check the stator resistance and DVA output as shown below 9 to 16 Amp Battery Charging Capacity WIRE Read to Engine ground OEM RESISTANCE CDI RESISTANCE DVA Blue 5000 7000 2200 2400 180V or more Blue White 5000 7000 2200 2400 180V or more Red 90 200 30 90 25V or more Red White 90 200 30 90 25V or more 40 Amp Battery Charging Capacity WIRE Read to Engine ground RESISTANCE CDI RESISTANCE DVA Blue 3200 4200 2200 2400 150V or more Blue White 3200 4200 2200 2400 150V or more Red 90 140 90 110 20V or more Red White 90 140 90 110 20V or more 2 Check the DVA output on the green wires from the switch box while connected to the ignition coils Check the reading on the switch box terminal AND on the ignition coil terminal You should have a reading of at least 150V or more at both terminals on all cylinders If the reading is low on one bank and the stator voltage is good the switch box is usually bad Note A final test to verify which component is bad is to swap the stator leads from one switch box to the other If the problem moves the stator is bad If the same bank still does not fire the switch box is usually bad 3 Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to fire properly NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Connect a spark
137. nstance if you have no spark on one cylinder and the DVA trigger reading for that cylinder is low disconnect the trigger wire and recheck the DVA output to ground from the trigger wire If the reading stays low the trigger is bad Check the DVA output on the green wires from the switch box while connected to the ignition coils Check the reading on the switch box terminal AND on the ignition coil terminal You should have a reading of at least 150V or more at both places If the reading 1s low on one cylinder disconnect the green wire from the ignition coll for that cylinder and reconnect it to a load resistor Retest If the reading 1s now good the ignition coil is likely bad A continued low reading indicates a bad power pack ENGINE WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 Connect an inductive Tachometer to each cylinder in turn and try to isolate the problem A single cylinder dropping spark will likely be bad switch box or ignition coil All cylinders not sparking properly usually indicates a bad stator Connect a DVA meter between the stator s Blue wire and Blue White wires Perform a running test The DVA voltage should jump up to well over 200V and stabilize A drop in voltage right before the problem occurs usually indicates a bad stator Read from Blue to Engine GND if the engine has a Red stator kit installed Connect a DVA meter between the stator s Red wire and Red White wires The DVA voltage should show a smooth
138. ntil the problem recurs then replace the last sensor you connected Make sure that all of the TAN wires are located as far as possible from the spark plug wires Also check the blocking diode in the engine harness Mercury 6 Cylinder Engines with ADI Ignitions If more than one cylinder is not firing Replace BOTH switch boxes unless you can pin the problem down to the trigger Replacing just one switch box can result in damage to the engine if the remaining switch box on the engine has a problem in the bias circuit Always check the bias circuit Disconnect the White Black jumper between the switch boxes and check the resistance from the White Black terminal on each switch box to engine ground You should read 12 15 000 ohms on stock switch boxes and 9 000 9 800 ohms on racing switch boxes MAKE SURE THE READING IS THE SAME ON BOTH SWITCH BOXES Any problem with the bias circuit and BOTH switch boxes must be replaced as a set No Fire on 1 3 5 or 2 4 6 Swap the stator leads from one switch box to the other If the problem moves replace the stator If the problem remains on the same cylinders replace the switch box If the stator is replaced and the problem is still present try another flywheel No Fire on One Cylinder This can be caused by a defective blocking diode in the other switch box Disconnect the White Black jumper between the switch boxes and retest If all cylinders are now firing replace the switch box that was originally fir
139. nued NO SPARK OR INTERMITTENT ON ONE CYLINDER 1 Check the stator and trigger resistance the trigger wire sets should read approximately 50 ohms between the wire sets DVA 5V or more the stator should read 680 800 ohms factory and 250 350 ohms CDI RAPAIR DVA 180V or more from blue to yellow 2 Ifreadings are good disconnect the stop wire from one pack If the dead cylinder starts sparking the problem is likely the blocking diode in the opposite pack NO SPARK ON TWO CYLINDERS If two cylinders from the same CD unit will not spark the problem is usually in the stator Test per above ENGINE WILL NOT SHUT OFF Check the stop circuit in the pack by using a jumper wire connected to the stop wire coming out of the pack and shorting it to ground If this stops the pack from sparking the stop circuit in the harness or on the boat is bad the ignition switch could also be bad COILS ONLY HAS SPARK WITH THE SPARK PLUGS OUT Check for dragging starter or low battery causing slow cranking speed DVA test stator and trigger HIGH SPEED MISS 1 Using the Fluke meter with the 511 9773 peak reading adapter or CD 77 and 511 9770 piercing probes DVA check stator voltage to each pack at high speed If it exceeds 400 volts replace the pack 2 Disconnect the rectifier If the engine now has spark replace the rectifier Pack 1 Firing 1 and 2 Cylinders Pack 3 Firing 4 and 5 Cylinders Pack White Orange Stripe Trigger White Ora
140. nyGmto 99 0 5 K None Wht Bik Brn Wht Red to 1990 900 105 Redto 290 White Yel 48 90 1991 2 1100 140 99 4 370 25 99 29 K None Wht Bik Brn White Red 90 e 2 720 70 90 100 5 130 0 5 P None Red White Blk Bm Wht Red to 1984 625 Blueto 280 White Yel 38 115 noe 2 oq 6279 160 45 grea 40 25 wh Gmio 95 0 5 None WhUBIk Bm Wht Red to 1994 900 105 Blueto 320 White Yel 25 113 2000 4 2 C 400 140 85 45 Bice Bl Red 400 25 wnyGmto 99 0 5 K TEK Me WhUBIk White Red 2000 o Blk ns 4 4 2 2 2 2 2 3 5 None 71 YAMAHA DVA and RESISTANCE CHARTS HP YEAR Cyl STK MDL STATOR TRIGGER CDI IGNITION COIL SPK PLG OHMS DVA CHECK POINTS OHMS DVA CHECK POINTS Out OHMS 10 Spd HSpd LS HS LS Ohms DVA Primary Sec 130 1984 1989 900 105 1100 140 85 45 Red to Blue 290 370 2 5 Wht Red to White Yel Wht Grn to Wht BIK 95 0 5 48K None 130 1990 2003 625 820 62 79 160 45 Blue to Blk Red 280 460 2 5 Wht Red to White Yel Wht Grn to Wht BIK 125 0 5 3 8K 4 6 150 175 1984 1989 900 1100 2127 75 14 Blue to Blk Red 280 460 1 6 Wht Red to Wht Grn Wht BIk to Wht Blue Wht Yel
141. o the high tension lead coming from the ignition coil and set it to approximately When you crank the engine over if it sparks while the spark gap tester is connected to the coil and does not spark through the spark plug wires there is a problem in the distributor cap rotor button or spark plug wires 4 Check voltage present on the purple wire at cranking It MUST be at least 9 volts If not there is a problem in the harness key switch starter or battery Check DVA voltage on the blue wire going to the coil it should be approximately 200 volts at cranking 6 Disconnect the white black points wire Turn the ignition switch on and strike the white black points wire against engine ground The unit should spark each time If it does this usually means the CD module is good Check the points points plate and grounding wire for the points 7 Connect a spark gap tester to the high tension leads coming from the distributor cap and set the gap to approximately 7 16 Align the rotor with 1 spark plug wire Turn the ignition switch on and strike the white black points wire against engine ground Only the 1 spark plug wire should spark If another spark plug wire has spark there is a problem in the distributor cap Repeat the test for the other cylinders 8 Check the battery voltage at approximately 3500 RPM MAXIMUM reading allowable is 16 volts Over 16 volts will damage the ignition Check for loose connections or a bad battery pa
142. oils IF THERE IS NO SPARK ON ANY CYLINDER 1 Disconnect the stop wire AT THE PACK 2 Check for broken or bare wires on the CD Modules stator and trigger 3 Check the stator resistance and output using the CDI meter with the 511 9773 peak reading adapter and 511 9770 piercing probes as follows Read Form Read To Resistance OEM Resistance CDI DVA connected DVA disconnected Yellow Blue 680 850 250 350 180V or more 200 V or more Yellow Engine Gnd Open Open 180 V or more a 2 V or less b Blue Engine Gnd Open Open 180 V or more a 2 or less b NOTE Remember that the stator may use Brown Yellow or Brown Black Yellow for Yellow and Brown Blue or Brown Black Blue for Blue a The DVA reading to engine ground is checking a circuit inside the power pack If the readings are not fairly equal swap the stator wires going to the power pack and recheck If the low reading stays on the same wire from the stator replace the stator Otherwise replace the power pack b Most meters will pick up a small amount of voltage due to inductive pick up As long as the voltage is very low it will not indicate a problem 4 Disconnect the rectifier If the engine now has spark replace the rectifier NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the stator and trigger resistance the trigger wire sets should read approximately 50 ohms between the wire sets DVA 5V or more the stator should read 680 800 ohms factory and 250 350 ohms
143. oming out of the pack and shorting it to ground If this stops the pack from sparking the stop circuit in the harness or on the boat is bad the ignition switch could also be bad COILS ONLY HAVE SPARK WITH THE SPARK PLUGS OUT Check for dragging starter or low battery causing slow cranking speed DVA test stator and trigger HIGH SPEED MISS 1 Using the CDI meter with the 511 9773 peak reading adapter or CD 77 and 511 9770 piercing probes DVA check stator voltage to each pack at high speed If it exceeds 400 volts replace the pack 2 Disconnect the rectifier If the engine now has spark replace the rectifier Two Cylinder Engines using Combination CD Module with Built in Ignition Coils 1984 88 NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the stator resistance you should read 680 800 ohms factory and 250 350 ohms CDI RAPAIR DVA 180V or more from blue to yellow Note On some two cylinder engines the stator has two blue wires and no yellow wire The stator will read from blue to blue All stator wires should read open to engine ground 2 Disconnect and check the trigger resistance trigger wire sets read approximately 50 ohms between the wire sets DVA 0 5V or more and open to engine ground 3 Ifreadings are good disconnect stop wire from one pack If the dead cylinder starts sparking the problem is likely the blocking diode in the opposite pack ENGINE WILL NOT SHUT OFF Check the stop circuit in the pac
144. on or spark plug wires Check the DC voltage present on the white trigger wire and the red terminal of the switch box while cranking It MUST be at least 9 volts If not there is a problem in the harness key switch starter battery cables or battery Check DVA voltage between the blue terminal and engine ground while cranking The trigger wire must be connected to the switch box You should read at least 9V Disconnect the wire from the blue terminal of the switch box and connect a jumper wire to the terminal Strike the other end of the jumper wire against engine ground The CD module should fire each time Failure to fire usually indicates a bad CD module Check DVA voltage on the green wire going to the coil it should be over 100 volts at cranking NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER l 2 3 Connect a spark gap tester to the spark plug wires coming from the distributor cap and set the air gap to approximately 7 16 Align the rotor with 1 spark plug wire Disconnect the wire from the blue terminal of the switch box and connect a jumper wire to the terminal Strike the other end of the jumper wire against engine ground Only the 1 spark plug wire should fire If any other spark plug wire has fire there is a problem in the distributor cap Repeat the test for the other cylinders NOTICE The 4 cylinder engines using the 332 3213 ignition module and belt driven ignition driver DO NOT USE BATTERY VOLTAGE Connecting
145. onnected to the ignition coils Check the reading on the switch box terminal AND on the ignition coil terminal You should have a reading of at least 150V or more at both places If the reading is low on one cylinder disconnect the green wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack 50 Two Cylinder Engines 1994 1996 With the 18495A9 A14 A16 20 21 A30 Switch Box Continued WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 2 3 Connect an inductive Tachometer to each cylinder in turn and try to isolate the problem A single cylinder dropping fire will likely be the switch box or ignition coil All cylinders misfiring usually indicate a bad stator Connect a timing light to 1 cylinder and verify that the timing is advancing Also check to make sure the timing is not retarding too early Connect a DVA meter between the stator s blue wire and black wires Perform a running test The DVA voltage should jump up to well over 200V and stabilize A drop in voltage right before the problem occurs indicates a bad stator read the blue wire to engine ground if the engine has a red stator kit installed Connect a DVA meter between the stator s red wire and black wires The DVA voltage should show a smooth climb in voltage and remain high through the RPM range A reading lower
146. orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and connect a load resistor to that terminal Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack Six Cylinder Engines Note If the engine has spark with the spark plugs out but not with them installed the timer base is likely weak or the engine is not spinning fast enough See 6 and 8 NO SPARK ON ANY CYLINDER 1 8 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has a fault check the key switch harness and shift switch Disconnect the yellow wires from the rectifier and retest If the engine has spark replace the rectifier Check the stator resistance You should read about 500 ohms from the brown wire to the brown yellow wire Check the DVA output from the stator You should have a reading of at least 150V or more from the brown wire to the brown yellow wire while connected to the pack on each bank Check the timer base s resistance from the white wire to the blue green and purple wires Reading should be 10 20 ohms or 30 40 ohms for CDI Electronics Blue Timer Bases Check the DVA output from the timer base A reading of at least 0 5V or more from the white wire to the blue gr
147. ording to the service manual and crank the engine over Remove the flywheel and check to see if the trigging magnet struck the sensor face If the ignition fired finger tight the nut on the outside of the heat shield and coat it with RTV If still no fire slide the sensor in another 0 005 and repeat steps c through f Check the DVA voltage on each trigger wire to engine ground You should have a reading of at least 150V or more from the black white wire and the white black wire to engine ground while connected to the pack If the reading is low disconnect the trigger wires from the pack and recheck the terminals on the pack If the voltage jumps up to an acceptable reading the timer base may have a problem in it s internal wiring A thin spot in the insulation on one wire 7 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly NO SPARK ON ONE CYLINDER Either a faulty power pack or ignition coil normally causes this Extremely rare causes include a weak trigger magnet in the flywheel or a timer base OW peak Three Cylinder Engines NO SPARK ON ANY CYLINDER Note If the ignition only sparks with the spark plugs out the timer base is likely weak or the engine is not spinning fast enough See 6 and 8 1 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has fault check the key switch harness and shift switch
148. oting Capacitive Discharge Module with Alternator ADI Alternator Driven Ignition General Troubleshooting 1 Disconnect the kill wires from the CD and connect DC voltmeter between the kill wires and engine ground Turn the ignition switch on and off several times If at any time you see voltage appearing on the meter there is a problem in the harness or ignition switch At NO TIME SHOULD YOU SEE BATTERY VOLTAGE ON A KILL CIRCUIT 2 Check the flywheel for a broken or loose magnet 3 Check for broken wires and terminals especially inside the plastic plug in connectors We recommend that you remove the pins from the connectors using the CDI 511 9706 pin removal tool and visually inspect them 4 Visually inspect the stator for burned or discolored areas If found replace the stator If the areas are on the battery charge windings it indicates a possible problem with the rectifier IF NO FIRE ON ANY CYLINDER 1 Disconnect all kill wires AT THE PACK 2 Check for broken or bare wires on the unit stator and trigger 3 Using the CDI meter with the 511 9773 peak reading adapter or CD 77 and 511 9770 piercing probes measure DVA voltage of the stator between the output wire sets With everything connected reading s should be approximately 180 volts or more Resistance readings between the stator wire sets range from 680 800 ohms factory and 400 500 CDI RAPAIR 4 Disconnect the rectifier If the engine fires replace the
149. otor button or spark plug wires Check voltage present on the Purple or Red wire at cranking It MUST be at least 9 volts If not there is a problem in the harness key switch starter or battery Check DVA voltage on the Blue or Green wire going to the coil it should be approximately 200 volts at cranking Disconnect the sensor wires Turn the ignition switch on and strike the sensor wires together The unit should fire each time If it does this usually means the CD module is good Check the sensor and sensor air gap Make sure the triggering ring is the correct one for the type ignition being used Phase II ignitions require the sensor with wide gaps between the lobes Phase One Rotor Phase Two Rotor Reset the sensor air gap to 0 020 in If this allows the pack to fire leave the gap at that setting Connect a spark gap tester to the high tension leads coming from the distributor cap and set the gap to approximately 7 16 Align the rotor with 1 spark plug wire Turn the ignition switch on and strike the sensor s wires together Only the 1 spark plug wire should fire If any of the other spark plug wires have fire there is a problem in the distributor cap Repeat the test for the other cylinders Check the battery voltage at approximately 3500 RPM MAXIMUM reading allowable is 16 volts Over 16 volts will damage the ignition Check for loose connections or a bad battery Johnson Evinrude Troubleshooting Alternator Driven CD I
150. ox to provide 250V power to the switch box The inverter is in a 332 4797 CD module case This unit is easily identified as the inverter has four terminals instead of the seven used on the 332 4797 CD module The original stator s only function is to charge the battery CDI Electronics offers a replacement for the inverter which combines the functions of the inverter box with the stator The stator has a high voltage output in addition to the battery charging output allowing the inverter box to be removed NO SPARK ON ANY CYLINDER 1 Check the red wire on the converter box from the battery at cranking Minimum voltage is 9 5V 2 Check the DVA voltage on the purple white terminal on the converter box at cranking A minimum of 0 3V is needed to trigger the inverter box If the voltage is low check the DVA voltage from the white black trigger to the yellow black brown white and purple trigger wires If you read 4V or more the inverter box is likely bad 3 Check the DVA voltage on the blue terminal on the converter box at cranking reading should be approximately 250V 4 CDI Electronics replacement stator only Check the DVA output and resistance from the blue wire to engine ground You should read a minimum of 160V DVA and 80 ohms resistance NO SPARK ON ONE CYLINDER 1 Check the DVA voltage from the white black trigger to the yellow black brown white and purple trigger wires If you read 4V or more the trigger is likely good 2 Check
151. ox while connected to the ignition coils Check the reading on the switch box terminal AND on the ignition coil terminal You should have a reading of at least 150V or more at both places If the reading is low on one cylinder disconnect the green wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack ENGINE WILL NOT ACCELERATE BEYOND 3000 400 RPM 1 Connect an inductive Tachometer to all cylinders and try to isolate the problem A single cylinder dropping spark will likely be the switch box or ignition coil All cylinders acting up usually indicate a bad stator 2 Connect a DVA meter from the stator s blue wire to engine ground and do a running test The DVA voltage should jump up to well over 200V and stabilize A drop in voltage right before the problem occurs indicates a bad stator Check from the adapter s blue to engine ground if the engine has a red stator kit installed 3 Connect a DVA meter to the Red wire The DVA voltage should show a smooth climb in voltage and remain high through the RPM range A reading lower than the blue wire reading indicates a bad stator HIGH SPEED MISS 1 Connect an inductive Tachometer to all cylinders and try to isolate the problem A high variance in RPM on one cylinder usually indicates a problem in the switch box or ignition coil Occasionally a trigger w
152. power pack ENGINE WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 Connect an inductive RPM meter to all cylinders and try to isolate the problem If two or more cylinders on the same bank are dropping out the problem is likely going to be either the stator or the switch box A single cylinder dropping fire will likely mean the switch box or ignition coil is defective Check the stator resistance 9 to 16 Amp Battery Charging Capacity WIRE Read to Engine ground RESISTANCE CDI RESISTANCE Blue 5000 7000 2200 2400 Blue White 5000 7000 2200 2400 Red 90 200 30 90 Red White 90 200 30 90 40 Amp Battery Charging Capacity WIRE Read to Engine ground OEM RESISTANCE CDI RESISTANCE Blue 3400 4200 2200 2400 Blue White 3400 4200 2200 2400 Red 90 140 90 110 Red White 90 140 90 110 Connect a DVA meter to the Blue wire and do a running test The DVA voltage should jump up to well over 200V and stabilize A drop in voltage right before the problem occurs indicates a bad stator Repeat for the blue white wire and compare the readings WIRE Read to Engine ground CRANKING 1000 RPM 3000 RPM Blue 100 265 195 265 255 345 Blue White 100 265 195 265 255 345 Red 25 50 120 160 230 320 Red White 25 50 120 160 230 320 White Black 1 6 3 15 10 30 3 o m oO gt o o 5 09 This voltage is read with an analog DC volt meter Not a DVA meter 4 Check the trigger as follows WIRE Read to
153. properly replace the temperature switch 3 Make sure the tan temperature switch wire is not located next to a spark plug wire Six Cylinder Engines Without Quick Start NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wires and retest If the engine s ignition has spark the stop circuit has fault possibly the key switch harness or shift switch 2 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly 3 Disconnect the yellow wires from the rectifier and retest If the engine now has spark replace the rectifier 4 Check the center hub triggering magnet in the flywheel for damage and tight fit NO SPARK ON ONE BANK 1 Check the stator and trigger resistance and DVA output as given below for each bank Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Yellow wire 450 550 9 amp 150V or more Connected Brown wire Brown Y ellow wire 900 1100 35 amp 150V or more Connected White wire Purple 15 42 a 0 6V or more Connected White wire Blue wire 15 42 a 0 6V or more Connected White wire Green wire 15 42 a 0 6V or more Connected a Use a comparison reading as the values for different years used different coils in the Timer Base As long as you have approximately the same ohm reading on all three tests and the correct output with the DVA meter the Timer Base should be good The exception would be if the insulation is breaking down while the engine
154. r NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 If the cylinders are only misfiring up above an idle connect an inductive Tachometer to all cylinders and try to isolate the problem cylinders 2 Using a set of piercing probes check the trigger DVA output as shown below Wire Color Check To Wire Color Resistance DVA Reading White wire Engine GND Open 1V or more Brown wire Engine GND Open 1V or more 3 If 1 is not sparking swap the White Green and Green White stator wire and retest If the problem moves to the 2 cylinder the stator is likely bad If no change swap locations with 2 and see if the problem moves If it does the module is bad A continued no spark condition on the same cylinder indicates a bad trigger 4 Check the resistance of the CDM as follows Red Meter Lead Black Meter Lead Reading CDM Pin A 700 1300 Ohms CDM Pin D A DIODE CDM Pin D B DIODE CDM Pin A B DIODE High Tension Lead A 700 1300 Ohms Diode readings are to be read one way then reverse the leads and read again You should get a low reading in one direction and a higher reading in the other High Speed Miss 1 Connect an inductive Tachometer to each cylinder in turn and try to isolate the problem A high variance in RPM on one cylinder usually indicates a problem in the trigger or CDM module 2 Perform a high speed shutdown and read the spark plugs Check for water A crack in the block can cause a miss at high speed when the wate
155. r pressure gets high but a normal shutdown will mask the problem 3 Remove the flywheel and check the triggering and charge coil flywheel magnets for cracked or broken magnets 56 Stop Circuit Black Yellow Purple Trigger White Trigger Green White White Green Stator Stator Three Cylinder Engines 1996 2006 Engines Using CDM Modules NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wires from the harness and retest If the engine s ignition now sparks the stop circuit has a fault check the key switch harness and shift switch Disconnect one CDM module at a time and see if the other modules start sparking If they do the module you just unplugged is bad If the bottom two CDM modules are not sparking swap the connection between the top and middle cylinder If the middle cylinder starts sparking replace the top CDM Disconnect the yellow wires from the stator to the rectifier and retest If the engine now has spark replace the rectifier Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to spark properly Check the stator resistance and DVA output as given below WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA White Green Green White 500 700 500 600 180V or more Check the resistance of the CDM as follows Red Meter Lead Black Meter Lead Reading CDM Pin A 700 1300 Ohms CDM Pin D A DIODE CDM Pin A D DIODE CDM Pin D B DIODE CDM Pin B
156. ripe White Green Stripe Pack Brown Yellow Stripe Stator Brown Yellow Stripe Pack Brown Yellow Stripe Stator Brown Yellow Stripe Brown Blue Stripe Brown Blue Stripe Brown Blue Stripe Brown Blue Stripe Pack Orange Blue Coil White Pack Orange Blue Coil White Blue Red White Blue Red White Pack 2 Firing 3 Cylinder Pack White Orange Stripe Trigger White Orange Stripe White Y ellow White Yellow a White Red No Connection White Green Stripe No Connection Pack Brown Yellow Stripe Stator Brown Yellow Stripe No Connection Blue must be connected to the blue terminal on pack 1 Pack Orange Blue Coil 3 White Blue Red No Connection a CDI replacement triggers do not have a connection for this wire from the power pack as the new trigger uses a common ground wire This allows the wires going to the power pack from the trigger to be larger and more durable The power pack uses that color as a ground wire for the trigger Color Code Cross Reference FUNCTION OLD NEW Trigger Orange White Orange Stripe Trigger Green White Yellow Stripe Trigger Red White Red Stripe White Green Stripe Trigger White Green Stripe White Green Stripe Stator Blue Brown Blue Stripe Stator Yellow Brown Yellow Stripe Pack Output to Coil Orange Orange Blue Pack Output to Coil Red Blue Red Ignition Coil White Orange Blue Stop Circuit White Black Yellow 16 Force Troubleshooting Mercury Designed Ignitions 1991 1996 Two Cylinder Engines Us
157. rminals on the switch box If you find a reading above 0 6V there is a problem at the point where the voltage jumped up For example if the meter reads 0 4V until you get to the white terminal and then jumps to 2 3V on the white terminal this indicates a problem in the key switch or harness Repeat the test for the negative battery post by putting the black meter lead on the battery NEG post and the red meter lead on the negative battery cable terminal then shifting to the engine block rectifier base and case ground of the CD module 5 o gt o 5 ga Connect a spark gap tester to the high tension lead coming from the ignition coil and set it to approximately 7 16 When you crank the engine over if it fires while the spark gap tester is connected to the coil and does not fire through the spark plug wires there is a problem in the distributor cap rotor button or spark plug wires Check the DC voltage present on the white and red terminals while at cranking It MUST be at least 9 volts If not there is a problem in the harness key switch starter battery cables or battery Check the DC voltage on the white black trigger terminal while cranking there must be at least 9V available with the trigger wire connected Check DVA voltage between the blue and black trigger wires they must be connected to the switch box You should read at least 3V A low reading indicates a bad trigger
158. rown to Org to 130 2000 CD4AL 450 700 Soso 150V 121 Org 3545 05 Whtto Bi Pur Gm Pk 140 978 CD4 450 600 N A 50V N A Pro N A 35 45 0 5V Wht to Bl Pur Grn Pk 1984 Brown yellow 977 Power Pack Black White to 150 235 1378 450 600 50V Brown to Engine Gnd NIA 10 20 0 5V 150 185 979 Brown to 1688 CD3 6 450 600 N A 50V N A Browniyellow 35 45 0 5V Wht to BI Pur Grn 150 185 984 Brown to SEM pas CD3 6 735 935 NIA 50V NIA Brown yellow 35 45 0 5V Wht to Bl Pur Grn 150 175 989 Brown to DANS 1097 CD3 6 450 600 50V NIA 35 45 0 5V Wht to BI Pur Grn 150 175 989 90 100 Brown to Org to 1091 CD3 6 735 935 150V 12v Orek Open 05 Wht to Bl Pur Grn 150 175 992 Brown to Org to 2008 CD6AL 735 935 50 60 50 12V OBI N A N A N A 155 984 Brown to dAMP 1602 CD6 450 600 N A 50V N A 35 45 0 5V Wht to Bl Pur Grn 155 984 Brown to Org to AS AM 1652 CD6 735 935 90 110 50 12V Oek Open 05 Wht to Bl Pur Grn 155 1995 CD6 450 600 N A 50 Brown to 3545 0 5V Wht to Bl Pur Gm Turbojet Brown yellow 990 90 100 Brown to Org to 185 1064 CD6 735 935 50 12V Orek Open 05 Wht to BI Pur Grn 200 235 e CD3 6 450 600 N A 50 Brownito N A 35 45 0 5V Wht to Bl Pur Gm 1983 Brown yellow 200 225 986 CD3 6 735 935 N A 50 Brown to
159. s 5301 180V Yellow 48 52 0 5V Wht Grn 0 2 1 0 1100 475301 680 850 Orange to Grn 116 300 400 Red to 800 60 1984 All Models 5301 180V Yellow 48 52 0 5V Wht Grn 0 2 1 0 1100 1977 474301 Not T1 amp TA to Between 200 65 1978 W Magna power II 1 Applicable 180V Eng Gnd Open 0 5V Terminals 0 2 1 0 2000 475301 Orange to Grn 1983 116 Een Red to 800 80 1984 W CD amp Alternator 5301 180V Blue Yellow 48 52 0 5V Wht Grn 0 2 1 0 1100 475301 Orange to Grn 1983 116 Eum Red to 800 90 1984 W CD amp Alternator 5301 180V Blue Yellow 48 52 0 5V Wht Grn 0 2 1 0 1100 474301 Not T1 amp TA to Between 200 105 1976 BD BE HA HD HE 1 Applicable 180V Eng Gnd Open 0 5V Terminals 0 2 1 0 2000 475301 Orange to Grn 1983 116 Red to 800 115 1984 WICD amp Alternator 5301 180V Yellow 48 52 0 5V Wht Grn 0 2 1 0 1100 474301 Not T1 amp TA to Between 200 120 1976 BD BE HD HE 1 Applicable 180V Eng Gnd Open 0 5V Terminals 0 2 1 0 2000 475301 Orange to Grn 1981 116 Red to 800 125 1982 WICD amp Alternator 5301 180V Yellow 48 52 0 5V Wht Grn 0 2 1 0 1100 474301 Not 1 amp TA to Between 200 135 1976 BD BE HD HE 1 Applicable 180V Eng Gnd Open 0 5V Terminals 0 2 1 0 2000 Grn Green Wht Grn White Green Stripe Indicates a part manufactured by CDI Electronics 62 Peak Reading Voltage and Resistance Chart
160. s the new trigger uses a common ground wire This allows the wires going to the power pack from the trigger to be larger and more durable The power pack uses that color as a ground wire for the trigger Color Code Cross Reference FUNCTION OLD NEW Trigger Orange White Orange Stripe Trigger Green White Yellow Stripe Trigger Red White Red Stripe White Green Stripe Trigger White Green Stripe White Green Stripe Stator Blue Brown Blue Stripe Stator Yellow Brown Yellow Stripe Pack Output to Coil Orange Orange Blue Pack Output to Coil Red Blue Red Ignition Coil White Orange Blue Stop Circuit White Black Yellow Sample Connection for a 4 Cylinder Using New Design CDI Trigger Pack 1 Firing 1 and 2 cylinders Pack 2 Firing 3 and 4 cylinders Pack White Orange Stripe Trigger White Orange Stripe Pack White Orange Stripe Trigger White Orange Stripe White Yellow No Connection White Yellow Stripe No Connection White Red No Connection White Red No Connection White Green Stripe White Green Stripe White Green Stripe White Green Stripe Pack Yellow Stator Yellow Pack Yellow Stator Yellow Blue Blue Blue Blue Pack Orange Blue Coil 1 White Pack Orange Blue Coil 3 White Pack Blue Red Coil 2 White Pack Blue Red Coil 4 White 15 Ty o Q c o m oO gt 5 Us Force Troubleshooting Prestolite ADI Ignitions 1984 1992 5 Cylinder Engines Using Separate Switch Boxes and Ignition C
161. starter solenoid via the yellow red striped wire The extra voltage is needed in order for the optical sensor to operate correctly as low voltage from the battery and or stator can cause intermittent or no fire at all There are a couple of critical items you should be aware of on these engines First the spark plug wires have to be the Gray inductive resistor wires these are NOT automotive wires Secondly the spark plugs have to be the factory recommended QL78YC Use of other spark plugs or wires can cause problems inside the power pack from RFI and MFI noise CDI Electronics has the spark plug wires available as a set P N 931 4921 A breakthrough at CDI Electronics has allowed the use of microprocessor digital control circuits to handle the timing QuickStart S L O W rev limiter and data logging inside the power pack This allows the timing to be set using a timing light remote starter spark gap tester piston stop tool and a jumper wire With these new digital power packs you disconnect the port temperature switch sensor leads and use a jumper wire to short the tan temperature sensor wire to engine ground Once you have verified the timing pointer using a piston stop tool Or a dial indicator connect all spark plug wires to a spark gap tester connect a remote starter to the engine and a timing light to 1 spark plug wire When you crank the engine over with the remote starter and check the timing you should see the timing 1s set to approxima
162. stor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad switch box 2 Check the trigger resistance and DVA output as shown below Wire Color Check To Wire Color Resistance DVA Reading Brown wire White wire 800 1400 4V or more Connected Brown wire Engine GND Open 1V or more White wire Engine GND Open 1V or more This reading can be used to determine if a pack has a problem in the triggering circuit For instance if you have no fire on 8 p one cylinder and the DVA trigger reading for that cylinder is low disconnect the trigger wire and recheck the DVA output to ground from the trigger wire If the reading stays low the trigger is bad 3 Connect a inductive tach to each cylinder and compare the RPM readings at the RPM where the problem is occurring If only one cylinder is dropping out swap the ignition coil locations and retest If the problem follows a coil replace the coil If it stays on the same spark plug replace the switch box 4 Check the flywheel magnets to see if one has come loose and moved WILL NOT ACCELERATE BEYOUND 3000 4000 RPM 1 Check the stator resistance and DVA output WIRE Read To OEM RESISTANCE CDI RESISTANCE DVA Black Yellow Engine GND 3250 3650 2200 2400 180V or more Black White Engine GND 150 250 200 250 25V or more 2 Connecta DVA meter to the Black White wire terminal and while under load run the engine up to the RPM where
163. t it can be read by a meter 3 Connect the probes to the component to be measured NOTE The adapter will automatically compensate for polarity and all readings will be peak voltage See the following pages for readings of Chrysler Force Mercury OMC Johnson Evinrude OMC Sea Drive and Yamaha engines Other ignitions can be tested using test results given by the manufacturer of the equipment or by comparing a known good system to a suspect one Please forward any additional readings you would like to have included in future printings Big enough to do the job small enough to Tech Support 866 423 4832 e Fax 256 772 5701 www rapair com 61 Chrysler DVA PEAK READING and RESISTANCE CHARTS Model Ignition Stator Stator Stator Trigger Trigger Trigger Ignition Coil HP Year Type Part DVA Reading DVA Reading Primary Output Number Ohms Output Colors Ohms Output Colors Ohms 680 850 Orange to Grn 300 400 7 5 1972 BOC B1D HOC H1D 525475 180V Blue Blue 48 52 0 5V Wht Grn N A 125 140 680 850 Orange to Grn 300 400 7 5 1977 1 1 525475 180V Blue Blue 48 52 0 5V Wht Grn N A 125 140 680 850 Orange to Grn 1979 300 400 7 5 1984 All Models 525475 180V Blue Blue 48 52 0 5V Wht Grn N A 125 140
164. tely 4 6 ATDC After Top Dead Center By advancing the throttle all the way and rechecking the timing for WOT Wide Open Throttle you should see approximately 19 21 BTDC Before Top Dead Center Without this timing feature built into the power pack you would not be able to easily set the timing for idle or WOT without a optical diagnostic tool Additional advantages offered by the digital circuitry include the ability to compensate for a bad temperature switch a smoother rev limit customized rev limiters and special timing curves Additional items to be aware of 1 Some engines do not have the RFI MFI noise shield between the ignition coils and the power pack If it is missing replace it 2 Originally the spark plugs were the QL82YC but that recommendation was changed to the QL78YC for improved performance NO FIRE AT ALL Check the kill lanyard and key switch position Verify the engine rotation The engine needs to be turning in a clockwise direction Check the power pack and ignition coil ground wires for corrosion and tightness Connect a spark gap tester to all cylinders Disconnect the boat side harness and connect a remote starter unit Check for spark If the engine has spark check the boat side harness s Black Yellow wire for shorts to ground 6 Disconnect the 4 pin connector on the port side of the power pack and see if the spark returns If it does use the CDI meter set to Ohms and see if the Black Yellow
165. ter the engine is repaired to see if there is a problem with the voltage going to the CD module At cranking and while the engine is running use a DC voltmeter and put the black meter lead on the battery POS post and the red meter lead on the positive battery cable at the starter solenoid Keep the black lead on the battery post and shift the red meter lead to the positive post of the rectifier then to the red and white terminals on the switch box If you find a reading above 0 6V there is a problem at the point where the voltage jumped up For instance if the meter reads 0 4V until you get to the white terminal and then jumps to 2 3V on the white terminal this indicates a problem in the key switch or harness Repeat the test for the negative battery post by putting the black meter lead on the battery NEG post and the red meter lead on the negative battery cable terminal then shifting to the engine block rectifier base and case ground of the CD module 43 NO SPARK ON ANY CYLINDER 1 25 6 If a mercury switch is connected to the switch box disconnect it and retest If you now have spark replace the mercury switch Connect a spark gap tester to the high tension lead coming from the ignition coil and set it to approximately 7 16 When you crank the engine over if it fires while the spark gap tester is connected to the coil and does not fire through the spark plug wires there is a problem in the distributor cap rotor butt
166. tes a bad cable or bad connection a Ifthe meter reads above 0 6V move the Black lead on the meter to the positive battery cable terminal on the starter solenoid and retest If the reading drops to below 0 6V the cable connection is bad b Ifthe meter still reads above 0 6V move the Black lead on the meter to the positive battery cable terminal on the battery and retest If the reading drops to below 0 6V the cable is bad or undersized Service Note A bad power connection to the ignition or battery charging system can be found by connecting the Black lead on the meter to the power connection of the ignition system or charging system then working your way back to the battery positive post At no time should you see a reading above Testing the Negative Battery Cable to the Engine Select the DC Volts position on the meter Connect the Black Negative lead on the meter to the negative battery POST Connect the Red Positive lead on the meter to the engine block where the negative battery cable is connected Using a remote start switch activate the starter solenoid to spin the engine and observe the reading on the meter A reading above 0 6V is an indicator of a bad cable or bad connection a Ifthe meter reads above 0 6V move the Red lead on the meter to the negative battery cable terminal on the engine block and retest If the reading drops to below 0 6V the cable connection is bad b Ifthe meter still reads above 0 6V move
167. than the reading on the blue wire indicates a bad stator If both cylinders become intermittent replace the switch box Perform a high speed shutdown and read the spark plugs Check for water A crack in the block can cause a miss at high speed when the water pressure gets high but a normal shutdown will mask the problem Remove the flywheel and check the triggering and charge coil flywheel magnets for cracks or broken magnets Two Cylinder Engines 1994 2006 With the 855721A3 amp A4 Switch Box NO SPARK ON ANY CYLINDER 1 2 3 NO SPARK OR INTERMITTENT ON ONE CYLINDER 1 2 Disconnect the black yellow stop wire AT THE PACK and retest If the engine s ignition now has spark now the stop circuit has a fault possibly the key switch harness or shift switch Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to fire properly Check the stator and trigger resistance and DVA output as given below WIRE Read To OEM Ohms CDI Ohms DVA Green White White Green 660 710 350 450 180V minimum connected Green White Eng Gnd Open Open None disconnected White Green Eng Gnd Open Open None disconnected Brown White Brown Yellow 850 1100 850 1100 4V minimum connected Brown White Eng Gnd Open Open None disconnected Brown Yellow Eng Gnd Open Open None disconnected If the cylinders are only misfiring above an idle connect an inductive an Tachometer to each cylinder in turn and try to isolate the problem cy
168. the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is good the ignition coil is likely bad A continued low reading indicates a bad power pack Four Cylinder Engines NO SPARK ON ANY CYLINDER Note If the engine has spark with the spark plugs out but not with them installed the timer base 1s either weak or the engine is not spinning fast enough See 6 and 8 l 2 3 4 24 Disconnect the black yellow stop wire and retest If the engines ignition now has spark the stop circuit has a fault possibly the key switch harness or shift switch Disconnect the yellow wires from the rectifier and retest If the engine has spark replace the rectifier Check the stator resistance You should read about 500 ohms from the brown wire to the brown yellow wire Check the DVA output from the stator You should have a reading of at least 150V or more from the brown wire to the brown yellow wire while connected to the pack Check the timer base resistance from the 1 to the 3 sensor wire and from the 2 to the 4 sensor wire Reading should be 10 20 ohms on each set or 30 40 ohms for CDI Electronics Blue Timer Bases Check the DVA output from the timer base A reading of at least 0
169. the Red lead on the meter to the negative battery cable terminal on the battery and retest If the reading drops to below 0 6V the cable is bad or undersized A bad ground connection to the ignition and battery charging system be found by connecting the Red lead on the meter to the ground connection of the ignition or battery charging system then working your way back to the battery negative post At no time should you see a reading above Johnson Evinrude Model to Year Identification for 1980 and newer Engines INTRODUCES I N T R O D U 5 1 2 3 4 5 6 7 8 9 0 Example J150TTLCE would be a 1989 150 HP Johnson and aE175STEU would bea 1997 175 HP Evinruide Engine Wiring Cross Reference Chart for Most Outboards m Mercury Mercury Force Force Circuit PRE 1978 19784 Up PRE 1994 1994 amp yp SUZUKI Power Red Red Red Red Red Red Purple White Ign Switch White Purple Purple Yellow Blue Red Blue Gray Eng Gnd Black Black Black Black Black Black Black Orange Green Kill Circuit Salmon Blk Yellow Blk Yellow White White BIK Yellow Red White Blue Brown Eng Start Yellow Yellow Red Yellow Red Brown Yellow Yellow Red Yellow Red Tach Brown Gray Gray Green Purple Gray Yellow Battery Yellow Yellow Yellow Charge 9 W Red Yellow Bik Yellow Gry Sree Yellow Yelowsik Yellow Red Blue Bl
170. the meter there is a problem in the harness or ignition switch At NO TIME SHOULD YOU SEE BATTERY VOLTAGE ON A STOP CIRCUIT 2 Check the flywheel for a broken or loose magnet 3 Check for broken wires and terminals especially inside the plastic plug in connectors We recommend that you remove the pins from the connectors using the CDI 511 9706 pin removal tool and visually inspect them 4 Visually inspect stator for burned or discolored areas If found replace the stator If the areas are on the battery charge windings it indicates a possible problem with the rectifier Q D lt lt n z Ty el o un gt D IF NO FIRE ON EITHER CYLINDER 1 Disconnect all stop wires AT THE PACK 2 Check for broken or bare wires on the ignition module stator and trigger 3 Using the CDI meter with the 511 9773 peak reading adapter or CD 77 and 511 9770 piercing probes measure DVA voltage of the stator between the output wire sets With everything connected reading s should be approximately 180 volts or more Resistance readings between the stator wire sets ranges from 680 800 ohms factory and 250 350 ohms CDI RAPAIR 4 Disconnect the rectifier If the engine now has spark replace the rectifier NO SPARK OR INTERMITTENT ON ONE CYLINDER 1 Check the stator resistance you should read 680 800 ohms factory and 400 500 CDI RAPAIR DVA 180V or more from blue
171. the older engines 4 Disconnect one of the CDM modules that are firing one at a time and see if the dead CDM starts firing If it does the CDM you just unplugged is bad High Speed Miss 1 Connect an inductive RPM meter to all cylinders and try to isolate the problem A high variance in RPM on one cylinder usually indicates a problem in the switch box or ignition coil Occasionally a trigger will cause this same problem Check the trigger as described above under No spark or intermittent spark on any cylinder 2 Perform a high speed shutdown and read the spark plugs Check for water A crack in the block can cause a miss at high speed when the water pressure gets high but a normal shutdown will mask the problem Remove the flywheel and check the triggering and charge coil flywheel magnets for cracks or broken magnets 4 Use the wiring diagram below as an aid in locating areas where problems may occur Remember a short in either 1 or 2 can cause either 3 and 4 not to have spark Stop Circuit Black Yellow Purple Trigger i i Brown Trigger Blue Trigger White Green White Green Green White Green White 58 Six Cylinder Engines 1996 2005 2 0L and 2 5 L Engines Using CDM Modules NO SPARK ON ANY CYLINDER 1 2 3 Inspect the spark plug wires boots and spark plugs Check for chafing on the wiring and harnesses Clean and inspect CDM ground wire connection to engine ground Disconnect the Black
172. the stator is bad It the problem stayed on the same cylinders the switch box is likely bad 4 Check the DVA output on the green wires from the switch box while connected to the ignition coils Check the reading on the switch box terminal AND on the ignition coil terminal You should have a reading of at least 150V or more at both terminals If the reading is low on one cylinder disconnect the green wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading symptom indicates a bad power pack ENGINE WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 Connect an inductive Tachometer to all cylinders and try to isolate the problem If two cylinders on the same end of the switch box are dropping out the problem is likely going to be either the switch box or trigger A single cylinder dropping fire will likely be the switch box or ignition coil All cylinders misfiring usually indicate a bad stator 2 Connect a DVA meter to the stator s blue wire and blue white wires and do a running test The DVA voltage should jump up to well over 200V and stabilize A drop in voltage right before the problem occurs indicates a bad stator Check from blue to blue if the engine has a red stator kit installed 3 Connect a DVA meter to the red wire and red white wires and do a running test The DVA voltage should show a smooth climb in voltage and remain high t
173. to Wht Brn 105 0 5 2 5K 4 6 150 175 1990 1995 660 820 62 79 145 40 Red Blue to Blk Red 280 460 Wht Red to Wht Grn Wht BIk to Wht Blue Wht Yel to Wht Brn 105 0 5 3 8K 4 6 150 1996 2004 D L P S 660 820 62 79 145 40 Brn to Red Blue to Blk Red 280 460 Wht Red to Wht Grn Wht BIk to Wht Blue Wht Yel to Wht Brn 130 0 5 44K 5K 150 1996 1999 460 620 70 90 90 30 Brn Red Blue to Blk Red 280 460 2 5 Wht Red to Wht Grn Wht BIk to Wht Blue Wht Yel to Wht Brn 65 0 5 4 1K None 150 1999 2003 DX SX VX 224 336 110 Brn to Red Blue to Blk Red 294 398 Wht Red to BIk Wht Grn to Wht BIk to Blk Wht Blue to Wht Yel to Blk Wht Brn to 100 0 5 2 72 3 68 None 150 1999 2002 LX PX 224 336 110 Brn Red Blue to Blk Red 294 398 Wht Red to BIk Wht Grn to BIk Wht BIk to Blk Wht Blue to Wht Yel to Blk Wht Brn to 100 0 5 2 72 3 68 None 150 1994 1995 660 820 62 79 145 40 Brn Red Blue to Blk Red 280 460 2 5 Wht Red to Wht Grn Wht BIk to Wht Blue Wht Yel to Wht Brn 65 0 5 3 8K None 150 2000 2004 ZILZNZ CDI OUTPUT 140 BI B Org k Yel Blk Blue Blk
174. to yellow Note On some two cylinder engines the stator has two blue wires and no yellow wire The stator will read from blue to blue All stator wires should read open to engine ground 2 Check the trigger resistance trigger wire sets read approximately 50 ohms between the wire sets DVA 5V or more and open to engine ground 3 Ifreadings are good disconnect stop wire from one pack If the dead cylinder starts sparking the problem is likely the blocking diode in the opposite pack ENGINE WILL NOT STOP Check the stop circuit in the pack by using a jumper wire connected to the white stop wire coming out of the pack and shorting it to the white stop wire coming out of the other pack If this stops all spark from the pack the stop circuit in the engine harness or on the boat is bad the ignition switch could also be bad COILS ONLY HAS SPARK WITH THE SPARK PLUGS OUT Check for dragging starter or low battery causing slow cranking speed DVA test stator and trigger HIGH SPEED MISS 1 Using the CDI meter with the 511 9773 peak reading adapter CD 77 and 511 9770 piercing probes DVA check stator voltage to each pack at high speed If it exceeds 400 volts replace the pack 2 Disconnect the rectifier If the engine now has spark replace the rectifier Three and Four Cylinder Engines Using Separate Switch Boxes and Ignition Coils 1 Check for broken wires and terminals especially inside the plastic plug in connectors We reco
175. try to isolate the problem A high variance in RPM on one cylinder indicates a problem usually in the trigger or CDM module Perform a high speed shutdown and read the spark plugs Check for water A crack in the block can cause a miss at high speed when the water pressure gets high but a normal shutdown will mask the problem Remove the flywheel and check the triggering and charge coil flywheel magnets for cracks or broken magnets Use the diagram below to help in locating the area where the problem may be Remember a short in 1 can cause either 2 and 3 not to have spark By the same reason a problem in either 2 or 3 can cause 1 not to have spark Stop Circuit Black Yellow Purple Trigger White Trigger Brown Trigger mo eag a White Green Green White Green White Stator Stator Stator x Q c x Q gt lt 4 E lt 2 E 5 57 Four Cylinder Engines 1996 2006 Engines Using CDM Modules NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wires from the harness and RPM Limiter Retest If the engine s ignition has spark the stop circuit has a fault check the key switch harness and shift switch 2 Disconnect the yellow wires from the rectifier and retest If the engine has spark replace the rectifier 3 Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to fire
176. ttery causing slow cranking speed DVA test stator and trigger HIGH SPEED MISS 1 Using the CDI meter with the 511 9773 peak reading adapter CD 77 and 511 9770 piercing probes DVA check stator voltage to each pack at high speed If it exceeds 400 volts replace the pack 2 Disconnect the rectifier If the engine now has spark replace the rectifier Pack 1 Firing 1 and 2 Cylinders Pack 2 Firing 3 and 4 Cylinders Pack White Orange Stripe Trigger White Orange Stripe Pack White Orange Stripe Trigger White Orange Stripe White Y ellow White Y ellow White Y ellow White Y ellow White Red White Red a White Red White Red a White Green Stripe White Green Stripe White Green Stripe White Green Stripe Pack Brown Yellow Stripe Stator Brown Yellow Stripe Pack Brown Yellow Stripe Stator Brown Yellow Stripe Brown Blue Stripe Brown Blue Stripe Brown Blue Stripe Brown Blue Stripe Pack Orange Blue Coil White Pack Orange Blue Coil White Blue Red White Blue Red White Pack 2 Firing 3 Cylinder Pack White Orange Stripe Trigger White Orange Stripe White Y ellow White Y ellow White Red No Connection White Green Stripe No Connection Pack Brown Yellow Stripe Stator Brown Yellow Stripe Brown Blue No Connection must be connected to the blue terminal on pack 1 Pack Orange Blue Coil White Blue Red No Connection a CDI replacement triggers do not have a connection for this wire from the power pack a
177. ue Red Blue White Brown Blue Blue Blue White Stator CDI White Red Brown Yel Brown Yellow Red Green Power Blue a Red White Brown BIk Red Brown Blue Red White Black Red Green Wht Brown Wht Blk Red Brown Yel Green Wht Wht Green Wht Green Choke EL Yellow BIk Purple Wht Blue Green Orange Overheat Tan b Eng Temp Tan Tan White Blk c Pink Orange Tan Green Yel a Ignition Driver systems only all others were battery driven systems b The stripe color on the Tan wire indicates the temperature at which the sensor trips c The White Black wire is the cold engine temp indicator and shorts to Gnd at approx 105 deg F BIk Black Yel Yellow Wht White BIk Black Gry Gray ABYC Recommended Boat Wiring Color Codes Color Function Comments Yellow Red Stripe YR Engine Start Circuit Brown Yellow Stripe BY Bilge Blower Alternate color is Yellow Y Yellow Stripe Y Bilge Blower If used for DC negative blower MUST be Brown Yellow Stripe Dark Gray Gy Navigation Lights Fuse or Switch to lights Dark Gray Gy Tachometer Brown Br Generator Alternator Charge Indicator Lights Fuse or switch to pumps Ammeter to alternator output and accessory Orange O Accessory Power fuse or switches Distribution Panel accessory switch Ignition switch to coil and electrical
178. ugs Check for water A crack in the block can cause a miss at high speed when the water pressure gets high but a normal shutdown will mask the problem 3 Remove the flywheel and check the triggering and charge coil flywheel magnets for cracks or broken magnets 4 Rotate the stator 1 bolt hole in either direction and retest WILL NOT IDLE BELOW 1500 RPM 1 Check the Bias resistance from the Black White terminal to engine ground Reading should be 14 15 000 ohms 2 Check for air leaks 52 Four Cylinder Engines With Ignition Driver Distributors WARNING DO NOT CONNECT 12VDC TO THE IGNITION MODULE AS DC VOLTAGE WILL BURN OUT THE SWITCH BOX AND IGNITION DRIVER NO SPARK ON ANY CYLINDER 1 Disconnect the orange stop wire AT THE PACK and retest If the engine s ignition now has spark the stop circuit has a fault check the key switch harness and mercury tilt switch 2 Check the Ignition Driver resistance and DVA output Wire Color Read to Function Resistance DVA Reading Red White wire Cranking Winding 400 ohms 180V Blue White wire High Speed Winding 10 Ohms 20V Green Engine Gnd Pack output N A 150V White Common for Ignition Driver DOES NOT CONNECT TO ENGINE GND 3 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to fire properly NO SPARK ON ONE OR MORE CYLINDERS If only one or two cylinders are not firing on this system the problem is going to be either in the distributor c
179. ut to Coil Orange Orange Blue Pack Output to Coil Red Blue Red Ignition Coil White Orange Blue Stop Circuit White Black Yellow 12 Force Troubleshooting Prestolite ADI Ignitions 1984 1992 General 1 Check for broken wires and terminals especially inside the plastic plug in connectors We recommend that you remove the pins from the connectors using the CDI 511 9706 pin removal tool and visually inspect them 2 Check the flywheel for a broken or loose magnet 3 Disconnect the stop wires from the CD and connect a DC voltmeter between the stop wires and engine ground turn the ignition switch on and off several times If at any time you see voltage appearing on the meter there is a problem in the harness or ignition switch At NO TIME SHOULD YOU SEE BATTERY VOLTAGE ON A STOP CIRCUIT 4 Visually inspect stator for burned or discolored areas If found replace the stator If the areas are on the battery charge windings it indicates a possible problem with the rectifier IF THERE IS NO SPARK ON ANY CYLINDER 1 Disconnect the stop wire AT THE PACK 2 Check for broken or bare wires on the CD Module stator and trigger 3 Check the stator resistance and output using the CDI meter with the 511 9773 peak reading adapter and 511 9770 piercing probes as follows Read Form Read To Resistance OEM Resistance CDI DVA connected DVA disconnected Yellow Blue 680 850 250 350 180V or more 200 V or more Yellow Engine Gnd Open Open 180
180. w 1 Remove the indicator hose from the outlet tee and discard 2 Remove the outlet tee 3 Install a 1 8 inch NPT brass or aluminum pipe plug into the hole where the tee was located use gel seal on the threads See fig 1 4 Measure 2 inches forward from the rear corner of the exhaust manifold cover ref and 1 3 8 inches from the exhaust cover gasket Ref to B Mark the intersection with a center punch See fig 2 5 Mark an 11 32 Letter R drill bit inch from the tip to prevent damage to the water jacket as a depth gauge Grease the tip and drill a hole through the casting The grease will help prevent shavings from entering the cooling system 6 Grease the tip of an 1 8 NPT tap and thread the hole 7 Apply gel seal to the threads of the original tee and install it in the hole you just tapped Position the tee so that the indicator nipple is facing the back of the engine 8 Install a new piece of 3 16 hose 19 inches long from the tee to the indicator 77 Modified Engine Wiring Diagrams for CDI Electronics Components BATTERY GREEN YELLOW DVA 180V MINIMUM 2 94 PRESTOLITE I FORCE 2 CYL Ignition M w FORK Terminals AN TYPE Ill RA GGNITION BLUERED 61 CYL PLUG i 82 CYL PLUG NOTICE This stator has been redesigned enhance the durability and reduce inventory stock levels It rep
181. wires are shorted to engine ground 7 Check the battery voltage on the Yellow Red striped wire while cranking the engine If below 11 volts charge the battery or check all battery cables 8 Remove the sensor wheel and check for damage especially where the top slots are located Sometimes the wheels will break out where the windows overlap 36 This area is the most common breakout location 9 Check the sensor eyes for dirt grease etc If you have to clean it use denatured alcohol and a Q tip Do not use any other cleaning agent because damage to the optical lens will occur 10 Disconnect the voltage regulator rectifier and retest If the engine now has spark replace the regulator rectifier 11 Using the Piercing Probes check the resistance then check the DVA voltage on the 6 pin stator connector while connected as follows Red Lead Black Lead Resistance DVA Reading Orange Orange Black 50 60 ohms 12 V or more Brown Brown Yellow 450 600 ohms 150V or more Note Low readings on all checks indicate a possible problem with the flywheel magnets that require checking Service note It is recommended that liquid neoprene be applied to the areas where the piercing probes were used 12 Ifall the tests so far show good readings check the DVA output from the power pack on the primary coil wires as follows Red Lead Black Lead DVA Reading Orange Blue Engine Ground 130 V or more Orange Green Engine Ground 130 V or
182. ylinders Perform a voltage drop test after the engine is repaired to see if there is a problem with the voltage going to the CD module At cranking and while the engine is running use a DC voltmeter and put the black meter lead on the battery POS post and the red meter lead on the positive battery cable at the starter solenoid Keep the black lead on the battery post and shift the red meter lead to the positive post of the rectifier then to the red and white terminals on the switch box If you find a reading above 0 6V there is a problem at the point where the voltage jumped up For example if the meter reads 0 4V until you get to the white terminal and then jumps to 2 3V on the white terminal this indicates a problem in the key switch or harness Repeat the test for the negative battery post by putting the black meter lead on the battery NEG post and the red meter lead on the negative battery cable terminal then shifting to the engine block rectifier base and case ground of the CD module Battery CD Ignitions without Points Three Cylinder Engines with 332 4796 393 4797 Battery Type Ignitions Note CD Tester by CDI Electronics 511 9701 or Merc o Tronics can be used to test the CD module distributor cap rotor button and spark plug wires on the engine while the Trigger Tester by CDI can be used to test the distributor trigger SERVICE NOTE Check the battery voltage at approximately 3500 RPM MAXIMUM reading allow

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