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1. DVA Peak Reading Voltage and Resistance Chart Stator Trigger Ignition Coil CDI 9 SPK HP YEAR Q STK Model Read Ohms DVA OHMS 10 PLG y Low High Low High Low High Read Ohms DVA ut Pony P CAP Spd Spd Spd Spd Spd Spd to Wht 40 1989 Red 50 1994 3 2 Brown to Blue 280 330 200 Blk to Wht Grn 180 220 4 175 0 5 3 2K None to Wht B to Wht 40 1995 Red 50 2004 3 2 Brown to Blue 400 510 145 Blk to Wht Grn 180 240 3 125 0 5 3 2K None Blk to Wht B 1989 to Wht 40 1997 2 2 c Brown to Blue 120 140 125 Red 12 16 5 5 115 0 5 3 5K None to Wht 1998 Red 40 2002 3 2 Brown to Blue 400 510 145 Blk to Wht Grn 180 220 4 125 0 5 3 2K None Blk to Wht Bll Red Wht to 40 1999 4 4 F Brown to Blue 300 380 140 White B 375 475 7 105 0 5 4 1K 4 6K 2000 Grn Wht to to Wht 40 2004 3 4 F Wht Grn 600 710 193 Red 270 330 6 151 0 5 2 7K 3 7K 4 6K 1995 to Wht 48 2000 2 4 E to Brown 81 99 Red 92 111 0 3 5 4K None to Wht 1999 Red 50 2002 3 2 Brown to Blue 420 510 145 Blk to Wht Grn 180 240 3 125 0 5 3 2K None Bik to Wht BIk 1995 Red Wht to 3 8 50 2000 4 4 F Brown to Blue 300 380 137 White Blk 375 475 3 5 150 0 5 44K 57K 1996 Red Wht to 3 8 50 2000 4 4 F Brown to Blue 300 380 137 White Blk 375 475 3 5 150 0 5 44K 57K 2001 Red Wht to
2. This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is out of spec disconnect the stator wires and recheck the DVA output If the reading is still out of spec the stator is bad If the reading is now within spec the pack is bad 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 timer base s DVA reading for that cylinder is low disconnect the timer base wires and recheck the DVA output If the reading stays low the timer base is bad If the reading is now within spec the pack is bad a Check stator DVA first Then if timer base DVA is 0 6 2 5 V the pack is faulty If below 0 6 V or 2 6 99 V the timer base is faulty TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER won as Gini Electronics Johnson Evinrude 6 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem 7 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Check the timer base resistance and DVA 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
3. WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the engine now has good spark replace the rectifier 2 Connect a DVA meter between the stator s Blue wire and engine ground Run the engine up to the RPM where the problem is occurring DVA voltage should increase with RPM A sharp drop in DVA right before the problem occurs usually indicates a bad stator Read from Blue to engine ground if the engine has a Red stator kit installed 3 Connect a DVA meter between the stator s Red wire and engine ground The DVA voltage should show a smooth climb in voltage and remain high through the RPM range A reading lower than on the Blue wire reading indicates a bad stator 4 Connect an inductive tachometer to each cylinder in turn and try to isolate the problem A single cylinder dropping spark will likely be a bad switch box or ignition coil All cylinders not sparking properly usually indicates a bad stator 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 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters c
4. to Wht Yel Blk to Wht Brn Blk to Wht Red 1999 P Blue to Bik ps m ele 294 2 72K ue to 5 150 soon 8 2 LX PX o ane 224 336 110 338 3 100 0 5 Sesk None to Wht Yel Blk to Wht Brn Wht Red 1994 Bm Blue to Bik 660 62 acm 280 xd ue to a le 150 dogs 8 2 P E Red 20 ut 145 40 Be 260 25 65 0 5 3 8K None Wht Yel to Wht Brn Red Yellow to Wht Red Black Orange to Wht Grn 2000 212 Black Yellow Wht BIk to Wht 150 004 8 2 Ve Black Blue CDI OUTPUT 140 Bice 5 140 4 6k Black Green Wht Yel to Wht and Black White Brn Blk to BIk Org ECM Bik to Wht Red 459 1 53 12 5K 150 2008 4 Bik to BIK Wht OUTPUT 60 Bik to Wht BIk 561 ENTE 2 07 1 amp 91k None Wht Red 1996 Blue to Bik 660 62 WHEN 280 ja ue to e 175 doo 9 2 P S E Sed 320 75 140 40 Bc 260 2 5 130 0 5 4 1K 5K Wht Yel to Wht Brn Wht Red 1996 Blue to Bik 660 62 area 280 i ue to b 175 Soop 9 2 ud 220 To 140 40 Blue 260 25 130 0 5 4 1K 5K Wht Yel to Wht Brn Blk Org to Red Yel Blcto Whthed Blk to Wht Grn 2001 Red Yei Blk to Wht BIk 175 6 2 ZNZ Blk Blue to Red Yel CDIOUTPUT 140 5 140 4 6 K 2004 Blk to Wht Blue Blk Grn to Red Yel BIk Wht to Red Yel Bici We Yel Blk to Wht Brn Wht Red 1984 P BiuetoBik 900 21 UE iem 280 ue to ja 200 song 9 2 Eu 3400 425 75 14 Blue 460 16 105 0 5 2 5 Wht Yel to Wht Brn Wht Red 1990 Bm Bl
5. Johnson Evinrude a Use a comparison reading as different brands of meters will give different readings The typical range is 90 to 150 ohms for the Orange wires You should have approximately the same ohm reading on all six tests with the Orange wires If one of the SCR s inside the power pack is shorted or open the readings will be quite a bit different 5 Check the spark plug wires for breaks and abrasions 6 Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil 7 Swap the ignition coil with one that is sparking correctly 8 Rare causes include a weak trigger magnet If possible try another flywheel POWER PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the timer base wires for shorts to engine ground as a shorted timer base wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a timer base coil Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wires at the power pack Connect a jumper wire to the stop wires from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test
6. 35 45 0 6V p 2 3 6LV8 1987 ee B prow ca un bor N A N A N A Eun EET 3545 0 6v did i 16LV4 1988 s B DIM yam pes hos N A N A N A Pen rien 3545 0 6v 25 inr 2 0LV4 1988 S eem B ied ien id bos ue 93 103 11 22V E veia y 3545 0 6v p dw 3 0LV6 1988 S Petree 5 me pon vicc dn 93 103 11 22V lA ne Es a Open 0 6V p p 16LV4 1989 5 ok E es i N A N A N A nk 3545 0 6v us pa we s om aroma Se iy Same mam prenne asas oov 02 2 aove se cs gt gem e Samet soso vv menm opm oom 02 m e ate atom 1 oss naw nens ome 1990 S aoso Brownyelow e NA NA 9545 95 To an zova 990 S prownvelow moo 00 Orga 92193 72 purement 95 09 16 400 sove 990 5 prownvelow moo 00 Orgia 9193 72 purge OPen osve 1o am aove 1900 5 1134038 prownvelow 1100 soov 9103 122V purse OPen osve To ioo BIk Black Grn Green Pur Purple Yel Yellow Eng Gnd Engine Ground N A Not Applicable Pri Primary Brn Brown Org Orange Wht White Indicates a part manufactured by CDI Electronics Gnd Engine Ground COMM Commercial Sec Secondary TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com
7. 6 Disconnect the Yellow wires from the stator to the rectifier and retest If the engine now has good spark replace the rectifier Connect a DVA meter between the stator s Blue and Black wires Run the engine up to the RPM where the problem is occurring DVA voltage should increase with RPM A sharp drop in DVA right before the problem occurs usually indicates a bad stator Connect a DVA meter between the stator s Red and Black wires The DVA voltage should show a smooth climb in voltage and remain high through the RPM range A reading lower than on the Blue wire reading indicates a bad stator Connect an inductive tachometer to each cylinder in turn and try to isolate the problem A single cylinder dropping spark will likely be a bad switch box or ignition coil All cylinders not sparking properly usually indicates a bad stator 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 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets MISS AT ANY RPM 1 2 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier In the water or on a Dynameters check the DVA output on the Green wires from the switch box while connected to the ignition coils You should have a reading of at least 150V DVA or mo
8. WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Brown Brown Yellow b 400 600 400 600 150 400 V 150 400 V White Blue c 10 20 30 40 0 6V 0 6 V White Purple c 10 20 30 40 0 6V 0 6 V White Green c 10 20 30 40 0 6V 0 6 V White Engine GND Open Open 150 400 V a N A Blue Engine GND Open Open 150 400 V a N A Purple Engine GND Open Open 150 400 V a N A Green Engine GND Open Open 150 400 V a N A This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad 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 timer base s DVA reading for that cylinder is low disconnect the timer base wires and recheck the DVA output If the reading stays low the timer base is bad If the reading is now within spec the pack is bad a The trigger signal rides on top of the high voltage on these timer bases Check stator DVA first Then if timer base DVA is 0 6 2 5 V the pack is faulty b Check both pairs of stator charge coils c Check both sides of the timer base 6 Check the DVA voltage on the White wire to e
9. 1 Disconnect the Black Yellow stop wire AT THE POWER PACK and retest If the engines 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 rectifier and retest If the engine has spark replace the rectifier 3 Check the cranking RPM Acranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections 5 Check the stator and timer base resistance and DVA output as given below WIRE READ TO OEM RESISTANCE CDI RESISTANCE _ DVA Connected DVA Disconnected Brown Brown Yellow 400 600 400 600 150 400 V 150 400 V Black White 1 White Black 3 10 20 30 40 0 6 V 0 6 V Black White 2 White Black 4 10 20 30 40 0 6V 0 6 V Black White all Engine GND Open Open 150 400 V a N A White Black all Engine GND Open Open 150 400 V a N A This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad This reading can be used to determine if a pack has a problem in the triggering ci
10. 2 Inthe water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack or timer base 3 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 power pack or ignition coil Occasionally a timer base will cause this same problem Check the timer base DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest Models 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 check the temperature switch harness and vacuum sensor 3 Make sure
11. disconnect the timer base wires and recheck the DVA output If the reading stays low the timer base is bad If the reading is now within spec the pack is bad a Check stator DVA first Then if timer base DVA is 0 6 2 5 V the pack is faulty If below 0 6 V or 2 6 99 V the timer base is faulty Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets O SPARK OR INTERMITTENT SPARK ON ONE CYLINDER OR ONE BANK Swap the stator s Brown for Brown Yellow and see if the problem moves If it does the stator is bad Check the stator and timer base resistance and DVA output on BOTH banks see NO SPARK ON ANY CYLINDER above 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 Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil Swap the ignition coil with one that is sparking correctly Rare causes include a weak trigger magnet If possible try another flywheel OWER PACK OR TIMER BASE R
12. 2 In contrast a shorted SCR inside the power pack can destroy a timer base coil Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 In the water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack or timer base 3 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 power pack or ignition coil Occasionally a timer base will cause this same problem Ch
13. 3 Connect a DVA meter between the stator s Blue wire and engine ground Run the engine up to the RPM where the problem is occurring DVA voltage should increase with RPM A sharp drop in DVA right before the problem occurs usually indicates a bad stator Repeat the test from Blue White to engine ground and compare the readings 4 Connect a DVA meter between the stator s Red wire and engine ground The DVA voltage should show a smooth climb in voltage and remain high through the RPM range A reading lower than on the Blue wire reading indicates a bad stator Repeat the test from Red White to engine ground and compare the readings 5 If all cylinders become intermittent replace both switch boxes 6 Connect an inductive tachometer to each cylinder in turn 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 spark will likely be a bad switch box or ignition coil All cylinders not sparking properly usually indicates a bad stator 7 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 8 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier
14. 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 power pack or ignition coil Occasionally a timer base will cause this same problem Check the timer base DVA voltage see NO SPARK ON ANY CYLINDER above 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 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets Rotate the stator one bolt hole in either direction and retest CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CUI Electronics Johnson Evinrude Johnson Evinrude Alternator Driven CD Ignitions 1977 2006 Two Stroke Except Direct Injected Engines Two Cylinder Engines 1977 2006 4 60 HP Models Service Note Please use the Factory recommended spark plug currently Champion QL77JC4 gapped at 0 030 NO SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow stop wire AT THE POWER PACK 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 engine has spark replace the rectifier 3 Checkthe cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark pr
15. D A DIODE CDM Pin A D DIODE CDM Pin D B DIODE CDM Pin B D DIODE CDM Pin A B DIODE High Tension Lead A OEM 700 1300 Ohms CDI 2200 2400 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 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 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 connections to engine ground Check the trigger DVA output as shown below WIRE READ TO RESISTANCE DVA Connected Purple Engine GND Open 1V White Engine GND Open 1V Brown Engine GND Open 1V If 1 or 3 or 1 and 2 or 2 and 3 is not sparking swap the White Green and Green White stator wires and retest If the problem moves to the other cylinder s the stator is likely bad If no change replace all CDMs A continued no spark condition on the same cylinder s indicates a bad trigger CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gl Electronics Mercury amp Force CDM 5 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 yo
16. PRACTICAL OUTBOARD IGNITION TROUBLESHOOTING GUIDE 5th Edition 29 95 USD 961 0002 INSTITUTE CUI Electronics Table of Contents Table Of Contents Introduction and Safety Notice 2 General Troubleshooting Information DVA Explained 3 Recommended Marine Shop Electrical Test Equipment and Tools 4 Tricks to Testing with Minimal Test Equipment 5 Voltage Drop Measurement 6 Johnson Evinrude Model to Year Identification for 1980 and Up Engines 6 Troubleshooting Battery Charging Issues Regulator Rectifiers and Tachometers 7 8 Engine Wiring Cross Reference Chart 9 ABYC Recommended Boat Wiring Color Codes 10 Chrysler Troubleshooting Battery CD Ignitions 11 Magnapower II Ignitions 12 Capacitive Discharge Ignitions with Alternator 13 17 Force Troubleshooting Alternator Driven Ignitions Prestolite 1983 1992 18 24 Alternator Driven Ignitions Mercury Designed Ignitions 1991 1996 25 29 Alternator Driven Ignitions Mercury CDM Modules 1996 1999 85 88 Johnson Evinrude Troubleshooting Flywheel Magnet Orientation 30 Battery CD Ignitions 31 32 Alternator Driven Ignitions 1971 1978 Screw Terminal Power Packs 33 38 Alternator Driven Ignitions 1977 2006 39 57 60 Optical 4 Cylinder Engines 1995 2006 57 60 60 Optical 6 Cylinder Engines 1991 2006 61 64 Mercury Troubleshooting Battery CD Igniti
17. Red Engine GND 90 140 28 32 25 100 V 25 100 V Red White Engine GND 90 140 28 32 25 100 V 25 100 V This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad NOTE If both Blue wires read low check the cranking RPM It must be more than 250 RPM 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 on all cylinders If the reading is low on one bank and the stator voltage is good the switch box is usually bad 4 Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to spark properly NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Check the trigger resistance and DVA output as shown below WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown Black Sleeve White Yellow Sleeve 800 1400 4 4V White Black Sleeve Purple Yellow Sleeve 800 1400 4 4V Purple Black Sleeve Brown Yellow Sleeve 800 1400 4 4V This reading can be used to determine if a pack has a problem in the triggering circ
18. to Wht BIk 25 bead 2 2 to Brown 200 275 190 to Wht Red 90 120 5 210 0 5 3 5K None 25 hos 2 2 C to Brown 200 275 190 to Wht Red 90 120 5 210 0 5 54K None 25 ur 2 2 to Brown 200 275 190 to Wht Red 90 120 5 210 0 5 85K None 1998 Grn Wht to 25 2004 2 4 F 660 710 190 Red to White 300 350 6 100 0 5 4 1K None 30 P 2 2 Brown to Blue 120 150 190 to Wht Red 12 16 5 210 0 5 3 5K None 1987 BIk to Wht Red 30 2002 3 2 Brown to Blue 280 330 175 Blk to Wht Grn 310 390 4 135 0 5 6 3K None Blk to Wht BIk 30 pres 2 2 to Brown 120 150 190 to Wht Red 12 16 5 210 0 5 3 5K None 1993 to Wht Red 30 1996 2 2 C Brown to Blue 400 490 125 Blk to Wht Blk 310 390 4 105 0 5 3 2K None BIk to Wht Red 30 1997 2 2 Brown to Blue 340 420 125 Blk to Wht Blk 310 390 4 105 0 5 3 2K None 2001 Grn Wht to 30 2004 2 4 F Wht Grn 600 720 193 to Wht Red 270 330 6 151 0 5 4 1K None 40 1984 to Wht Red 50 1988 3 2 Brown to Blue 180 250 175 Blk to Wht Grn 310 390 4 135 0 5 6 3K Blk to Wht BIk Black Grn Green Pur Purple Yel Yellow Eng Gnd Engine Ground N A Not Applicable Pri Primary Brn Brown Org Orange Wht White Gnd Engine Ground COMM Commercial Sec Secondary Indicates a part manufactured by CDI Electronics CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CUI Electronics
19. 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark NO SPARK ON TWO CYLINDERS 1 If two cylinders from the same CD unit will not spark the problem is usually in the stator Test per above 2 Ifthe engine has a CDI stator installed A lf 1 and 3 are the ones not firing disconnect the Yellow stator wire from the 1 pack and see if the 3 cylinder starts firing Is so replace the 1 pack If not then reconnect the Yellow stator wire to the 1 pack and disconnect the Yellow stator wire from the 2 pack and see if the 1 cylinder starts firing If so replace the 2 pack B If 2 and 4 are the ones not firing disconnect the Blue stator wire from the 1 pack and see if the 4 cylinder starts firing Is so replace the 1 pack If not then reconnect the Blue stator wire to the 1 pack and disconnect the Blue stator wire from the 2 pack and see if the 2 cylinder starts firing If so replace the 2 pack ENGINE WILL NOT SHUT OFF Disconnect all stop wires at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harn
20. 1999 4 9 4 2004 1 2 TCI to Gnd 126 56 84 11 6K 17 4K 51K 30 36 5 195 4 2 Blk to Brown 250 300 100 Blk to WhURed 1 5 0 3 3 1K None 2002 to Wht Grn 340 HS 6 bee 2 2 BIk to Brown 81 99 100 to Wht Red 92 111 0 1 3 5K None 6 8 prt 2 4 F Blk to Brown 81 99 100 to Wht Red 92 111 0 1 7 8K None 8 ERE 2 2 BIk to Brown 81 99 100 to Wht Red 92 111 0 3 3 5K None 9 9 peas 2 2 Blk to Brown 81 99 100 to Wht Red 92 111 0 3 3 5K None 9 9 pens 2 2 to Brown 81 99 100 Blk to Wht Red 92 111 0 3 5 4K None pa i 2 2 Blk to Brown 280 340 105 to Wht Red 396 484 0 6 24K None 9 9 cst 2 4 F FT T Brown to Blue 300 400 90 to Wht Red 280 340 25 0 5 3 4K None 9 9 2 4 F FT T Brown to Blue 300 400 90 to Wht Red 280 340 2 5 0 5 4 1K None 15 peas 2 2 Blk to Brown 81 99 to Wht Red 92 111 0 3 54K None 15 n 2 4 F Brown to Blue 272 408 135 to Wht Red 234 348 4 115 0 5 4 91K None 1996 to Wht Red 20 1997 2 2 Brown to Blue 340 420 125 Blk to Wht Blk 310 390 5 5 105 0 5 3 2K None 1984 to Wht Red 25 1987 2 2 Brown to Blue 120 150 190 Blk to Wht BIk 12 16 5 210 0 5 3 5K None 1988 to Wht Red 25 1993 2 2 BIk to Brown 200 275 190 Blk to Wht BIk 90 120 5 210 0 5 3 5K None 1994 to Wht Red 25 2004 2 2 Brown to Blue 340 420 125 Blk to Wht BIk 310 390 5 5 105 0 5 3 2K None 1996 Blk to Wht Red 25 2002 3 2 Brown to Blue 340 420 175 Blk to Wht Grn 310 390 4 135 0 5 6 3K None
21. 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 NO SPARK ON ANY CYLINDER 1 Disconnect all stop wires AT THE POWER PACK 2 Disconnect the rectifier If the engine sparks replace the rectifier 3 Check for broken or bare wires on the unit stator and trigger 4 Check the stator and trigger resistance and DVA voltage as follows WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Brown Blue or Blue Brown Yellow or Yellow 680 900 250 350 180 400 V Connected Brown Blue or Blue Engine GND Open Open lt 2 V Disconnected Brown Yellow or Yellow Engine GND Open Open lt 2 V Disconnected White Orange or Orange White Yellow or Green 45 55 45 55 0 5 V Connected White Red or Red White Green 45 55 45 55 0 5 V Connected NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the stator and trigger resistance and DVA voltage see NO SPARK ON ANY CYLINDER above 2 If readings are good disconnect stop wire from one pack If the dead cylinder starts firing the problem is likely the blocking diode in the opposite pack POWER PACK OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER
22. A reading above 0 6V indicates 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 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 1V Testing the Negative Battery Cable to the Engine Select the DC Volts position on the meter 2 Connect the Black Negative lead on the meter to the negative battery POST 3 Connect the Red Positive lead on the meter to the engine block where the negative 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 is an indicator of a bad cable or bad connection A If the 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
23. Blk Red Black 110 V Minimum CDI Output to coil Blk Grn Black 110 V Minimum CDI Output to coil Blk Blue Black 110 V Minimum CDI Output to coil 4 STROKE Carbureted Engines 4 5 and 6 HP NO SPARK 1 Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Testthe stator exciter and trigger pulsar stator coils while connected as follows Red Lead Black Lead Resistance DVA Connected Eng Gnd Black Yellow 150 V Minimum Black Red Eng Gnd 150 V Minimum Red White Eng Gnd 3 5 V Minimum If the above readings are OK and there is no spark the ignition coil is likely defective 8 and 9 8 HP NO SPARK 1 Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Testthe stator exciter and trigger pulsar stator coils while connected as follows Red Lead Black Lead Resistance DVA Connected Eng Gnd Orange 150 V Minimum Blue Black Red 150 V Minimum Red White Eng Gnd 3 5 V Minimum If the above readings are OK and there is no spark the ignition coil is likely defective 9 9 15 and 18 HP NO SPARK 1 Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Testthe stator exciter and trigger pulsar stator coils while connected as follows Red Lead Black Lead Resistance DVA Connected Orange Eng Gnd 90 V Minimum Black Red Blue 175 V Minimum Red White Eng Gnd 3 5 V Minim
24. Blue Engine GND Open 1V Red Engine GND Open 1V Yellow Engine GND Open 1V If 1 2 and 3 or 4 5 and 6 is not sparking swap the White Green and Green White stator wires and retest If the problem moves to the other cylinders the stator is likely bad If no change replace all CDMs A continued no spark condition on the same cylinders indicates a bad trigger The connection guide below will assist you in locating areas where problems can occur Remember a short in either 1 2 or 3 can cause either 4 5 or 6 not to have spark Stop Circuit Black Yellow Purple White White Black Green White White Green CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CDI Electronics Mercury amp Force CDM Mercury Six Cylinder Engines 1994 2003 225 250 3 0L Engines Using CDM Modules Service Notes Please use the Factory recommended spark plug currently Champion QL77CC gapped at 0 035 for EFI engines and 0 040 for Carbureted engines The Crank Position Sensor should be gapped at 0 040 0 020 The maximum spark timing is controlled by the ignition ECU and is non adjustable As long as the ECU Crank Position Senor and Throttle Position Indicator are functioning properly the maximum timing will be correct NO SPARK OR WEAK SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow stop wires from the harness Retest If the engine s ignition now has spark the stop circuit has a fault Check the key switch
25. CDM OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the CDM 2 In contrast a shorted SCR inside the CDM can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Cut the Black Yellow stop wire from the CDM not sparking Measure DC voltage from Black Yellow from the harness to engine ground Turn the ignition switch on and off several times DC voltage should never exceed 2V If it does the stop circuit has a fault Check the key switch harness and shift switch 4 Replace the CDM on the cylinder dropping spark MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com 89 GDI Electronics Mercury amp Force CDM 2 og 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 Check the trigger DVA voltage see NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS above 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 Check the t
26. CDM Pin B D DIODE CDM Pin A B DIODE High Tension Lead A OEM 700 1300 Ohms CDI 2200 2400 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 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 2 3 6 7 Inspect the spark plug wires boots and spark plugs Check for chafing on the wiring and harnesses Clean and inspect CDM ground wire connections to engine ground Check the trigger DVA output as shown below WIRE READ TO RESISTANCE DVA Connected Purple Engine GND Open 3V White Engine GND Open 3V Brown Engine GND Open 3V Blue Engine GND Open 3V If 1 and or 2 or 3 and or 4 is not sparking swap the White Green and Green White stator wires and retest If the problem moves to the other cylinders the stator is likely bad If no change replace all CDMs A continued no spark condition on the same cylinders indicates a bad trigger Disconnect the CDM modules one at a time and see if you get spark back on the problem cylinders If it does replace all CDMs If the cylinders are only misfiring above an idle connect an inductive RPM meter to all cylinders and try to isolate the problem cylinders C
27. Check the timer base per steps 7 amp 8 above 3 Check the DVA output from the power pack You should read at least 150V DVA while connected 4 Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil 5 Swap the ignition coil with one that is sparking correctly 6 Rare causes include a weak trigger magnet If possible try another flywheel POWER PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the timer base wires for shorts to engine ground as a shorted timer base wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a timer base coil Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Johnson Evinrude ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss c
28. Commercial Sec Secondary Indicates a part manufactured by CDI Electronics NOTE Ignition Coils will read 0 2 to 1 0 ohms on the Primary and 200 400 ohms on the Secondary windings TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com 105 Y Cu Electronics Johnson Evinrude DVA Peak Reading Voltage and Resistance Chart Ignition Stator HP Year Model Part Charge Coil Power Coil Trigger Number Read Ohms DVA Read Ohms DVA Read Ohms DVA 150 235 1976 Power Pack 581726 Brown to 400 600 150 N A N A N A White to Blue Purple 10 20 0 6V 1978 3 6 113 1726 Brown Yellow 400V Green 30 40 150 235 1979 CD3 6 582138 Brown to 9 AMP 9 AMP N A N A N A White to Blue Purple 15 50 0 6V 1988 Dual Packs 582651 Brown Yellow 450 550 150 Green 582817 400V 583112 Brown to 35 583114 Brown Yellow 950 1100 35 AMP 583401 150 583605 400V 113 2138 113 2651 113 2817 113 3112 113 3114 113 3401 pe 993 3605 ft 150 1989 CD6 583816 Brown to 450 550 150 N A N A N A Black to Blue Purple 15 50 100 1991 584044 Brown Yellow 400V Green 400V Brown White to Brown Black Black to Blue White 15 50 100 Purple White and 400V Green White 150 175 1989 CD6 583865 Brown to 900 1100 150 Orange to 93 103 11 22V White to Blue Purple Open 100 1992 Cross Flow 113 3865 Brown Yellow 400V Orange Green 400V Brown W
29. Connected 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 the stator Otherwise replace the power pack If the low reading stays on the same wire from the stator replace 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 NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the stator and trigger resistance and DVA voltage see NO SPARK ON ANY CYLINDER above 2 If readings 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 Remember the terminal strip can short and cause a oylinder to not have spark POWER PACK OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark NO SPARK ON TWO CYLINDERS 1 If two cylinders from the same CD unit will not spark th
30. Gini Electronics m Mercury Mercury Force Force Circuit pre 1978 497g g up Yamaha pag 1994 1994 a 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 Sto Orange Green p Salmon BIk Yellow Blk Yellow White White BIK Yellow Red Circuit 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 oW Red veliowBik Yellow Gry een Yellow Yellowpik Yellow Red Blue Blue Red Blue White Brown Blue Blue Blue Stator CDI White Red Brown Yel Brown Yellow White Red Green Power Blue a Red White Brown Blk Red jBrown Blue Red White Black Red Green Wht Brown Wht Blk Red Brown Yel Green Wht Wht Green Wht Green Gray Choke Blue Yellow BIk Purple Wht Blue Green Yellow BIk 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 Blk Black Yel Yellow Wht White Blk Bla
31. If so replace the 2 pack ENGINE WILL NOT SHUT OFF Disconnect all stop wires at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs COILS ONLY HAVE SPARK WITH SPARK PLUGS OUT Check for dragging starter or low battery causing slow cranking speed DVA test stator and trigger MISS AT ANY RPM 1 Disconnect the rectifier from the stator and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters check the DVA output from the power pack outputs while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 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 DVA voltage see NO SPARK ON ANY CYLINDER above Perform a high speed shu
32. In contrast a shorted SCR inside the power pack can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect all stop wires at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs COILS ONLY HAVE SPARK WITH SPARK PLUGS OUT Check for dragging starter or low battery causing slow cranking speed DVA test stator and trigger MISS AT ANY RPM 1 Disconnect the rectifier from the stator and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters check the DVA output from the power pack outputs while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 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
33. POWER PACK OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark NO SPARK ON TWO OR THREE CYLINDERS 1 If two cylinders from the same CD unit will not spark the problem is usually in the stator Test per above 2 Ifthe engine has a CDI stator installed A f 1 3 and 5 are the ones not firing disconnect the Yellow stator wire from the 1 pack and see if the 3 and 5 cylinders start firing Is so replace the 1 pack If not then reconnect the Yellow stator wire to the 1 pack and disconnect the Yellow stator wire from the 2 pack and see if the 1 and 5 cylinders start firing If so replace the 2 pack If not then reconnect the Yellow stator wire to the 2 pack and disconnect the Yellow stator wire from the 3 pack and see if the 1 and 8 cylinders start firing If so replace the 3 pack B If 2 and 4 are the ones not firing disconnect the Blue stator wire from the 1 pack and see if the 4 cylinder starts firing Is so replace the 1 pack If not then reconnect the Blue stator wire to the 1 pack and disconnect the Blue stator wire from the 2 pack and see if the 2 cylinder starts firing
34. SWITCH BOX OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the switch box 2 In contrast a shorted SCR inside the switch box can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the switch box Connect a jumper wire to the stop wire from the switch box and short it to engine ground If this stops the switch box from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the switch box from sparking replace the switch box Repeat test as necessary for additional switch boxes WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the engine now has good spark replace the rectifier 2 Connect a DVA meter between the stator s Blue and Blue White wires Run the engine up to the RPM where the problem is occurring DVA voltage should increase with RPM A sharp drop in DVA right before the problem occurs usually indicates a bad stator Read from Blue to engine ground if the engine has a Red stator kit installed 3 Connect a DVA meter between the stator s Red and Red White wires The DVA voltage should show a smooth climb in vol
35. 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 TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com G3 CUI Electronics 7 5 CYL FORCE TYPE Ill IGNITION SYSTEM z z a E E E NOTICE This stator has been redesigned to enhance durability and reduce inventory stock Im levels It replaces the original dual winding with a single winding with larger wire This design z z E allows ALL of the Yellow Brown Yellow wires to be connected together and ALL of the Blue z x pd Brown Blue wires to be connected together from the stator permitting the stator to be used fo x the 2 3 4 and 5 cylinder applications z 2 Z 0 L C v ivi NVaO amar aaa LYISAONYMNO WHITE GREEN WHITE GREEN
36. harness and shift switch Inspect the spark plug wires boots and spark plugs Check for chafing on the wiring and harnesses Inspect and clean all engine and ignition ground connections Check the Stator Harness for loose connections Check the Alternator for dragging and shorted diodes Check the Crank Position Sensor resistance as given below WIRE READ TO RESISTANCE Red White 900 1300 NO SPARK OR WEAK SPARK ON ONE CYLINDER 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 If the cylinders are only misfiring above an idle connect an inductive RPM meter to all cylinders and try to isolate the problem cylinders 4 Check the Stator resistance and DVA output as given below ooBRON WIRE READ TO RESISTANCE DVA Connected Green Engine GND 990 1210 100 V Green Red Engine GND 990 1210 100 V Green Yellow Engine GND 990 1210 100 V Green Blue Engine GND 990 1210 100 V Green Orange Engine GND 990 1210 100 V Green Black Engine GND 990 1210 100 V 5 Check the resistance of each of the CDM modules as follows RED METER LEAD BLACK METER LEAD READING CDM Pin A C OEM 2200 2400 Ohms CDI 1200 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 High Tension Lead A OEM 700 1300 Ohms CDI 2200 2400 Ohms Diode readings are to be read one way then
37. replace the rectifier 2 Inthe water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack or timer base 3 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 power pack or ignition coil Occasionally a timer base will cause this same problem Check the timer base DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either and retest our Cylinder Engines 1973 1977 85 140 HP Models With Screw Terminal Power Packs NO SPARK ON ANY CYLINDER Note If the engine has spark with the spark plugs out but not with them installed the timer base is either weak or the engine is not spinning fast enough See steps 3 and 7 below
38. t 3 8 to 1 2 Air Gap Johnson Evinrude Battery Ignition with Pickup Sensor 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 72 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 2 Check the DC voltage present on the Purple or Red wire at cranking It MUST be at least 9 5 volts If not there is a problem in the harness key switch starter or battery Check the Anti reverse spring around the crankshaft Make sure it is not shorting out the sensor pickup Check DVA voltage on the Blue or Green wire going to the coil while connected 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 spark each time If it does this usually means the CD module is good Check the sensor and sensor air gap 6 Make sure the triggering ring is the correct one for the type ignition being used Phase II ignitions require the silver rotor for 1967 models and the Phase IlI Rotor with wide gaps between the lobes for 1968 1971 engines ovde oo Phase One Rotor 133 5107 Phase Two Rotor 1967 Belt Driven Rotor must be silver color for Phase Il packs 7 Reset the Phase II Rotor air gap to 0 020 in
39. 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 Check the flywheel for a broken or loose magnet won Disconnect the stop wires from the CD Measure DC voltage from the stop wires from the harness to engine ground Turn the ignition switch on and off several times DC voltage should never exceed 2V If it does the stop circuit has a fault Check the key switch harness and shift switch 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 NO SPARK ON ANY CYLINDER 1 Disconnect stop wire AT THE POWER PACK 2 Disconnect the rectifier If the engine sparks replace the rectifier 3 Check for broken or bare wires on the unit stator and trigger Check the stator and trigger as follows 4 Check the stator and trigger resistance and DVA voltage as follows WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Brown Blue or Blue Brown Yellow or Yellow 680 900 250 350 180 400 V Connected Brown Blue or Blue Engine GND Open Open lt 2 V Disconnected Brown Yellow or Yellow Engine GND Open Open lt 2 V Disconnected White Orange or Orange White Yellow or Green 45 55 45 55 0 5 V Connected White Red or Red White Green 45 55 45 55 0 5 V
40. 1 5 volts of each other If the readings are unequal go to step 3 If they are equal on both this step and step 1 the regulator rectifier and battery charging portion of the stator are good If the readings are unequal place a mark across the connection between the stator and regulator rectifier that measured low Turn the engine off and swap the stator leads Crank the engine up and retest The component stator or regulator rectifier that has the marked wire with the low reading is bad Disconnect the regulator s Gray wire At 800 1000 RPM check the DVA voltage on the Gray wire FROM THE REGULATOR measured to engine ground The reading should be at least 8V DVA If below 8V DVA see TACHOMETER TESTS below Regulator Rectifier Bench Tests Diode plate check With all wires disconnected from the regulator rectifier using a meter set on its Diode scale test the diodes from each of the two battery charge wires terminals typically Yellow wires terminals to the Red wire terminal You should get a reading one way but not the other Check the resistance from each of the Yellow wires terminals to case ground You should have a high reading typically in the M range The Red wire terminal should not read to ground but may show a very high reading 25M ohms or more Tachometer Circuit With all wires disconnected from the regulator rectifier check resistance between the Gray wire and engine ground You should read approximately 10K 10 000 ohms Both Gray
41. 116 9301 300 400 225 325 40 1992 0 000001 18495 Red to 3250 75 90 180 25 Wht BIk to Brown 800 4V 0 2 800 1100 1995 OE138599 114 4952 Blue Wht Red Wht 3650 28 32 400V 100V White amp Purple 1400 1 0 2200 2400 40 1996 OE138600 827509 Green White to 500 700 180 400V Eng Gnd to Wht BIk Open 1V N A 800 1100 1999 OE369299 114 7509 White Green 400 600 at CDM 50 1988 A 658475 Blue to Blue 680 850 180 400V Org to Grn 48 52 0 5V N A 125 140 116 8475 300 400 Red to Wht Grn a 225 325 50 1988 D 658301 Blue to Yellow b 680 850 180 400V Org to Grn 48 52 0 5V N A 125 140 116 8301 300 400 225 325 50 1989 All Models 658301 Blue to Yellow b 680 850 180 400V Org to Grn 48 52 0 5V N A 125 140 1992 116 8301 300 400 Red to Wht Grn a 225 325 50 1992 0 000001 18495 Red to 3250 75 90 180 25 Wht BIk to Brown 800 4V 0 2 800 1100 1995 OE138599 114 4952 Blue Wht Red Wht 3650 28 32 400V 100V White amp Purple 1400 1 0 2200 2400 50 1996 OE138600 827509 Green White to 500 700 180 400V Eng Gnd to Wht BIk Open 1V N A 800 1100 1999 OE369299 114 7509 White Green 400 600 at CDM 55 1977 W Magna 474301 1 T1 amp T4 to Eng Gnd Not Applicable 180 400V Between Terminals Open 0 5V 0 2 200 2000 1980 power II 1 0 55 1981 All Models 475301 Blue to Yellow 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 1983 116 5301 300 400 Red to Wht Grn 1 0 60 1984 All Models 475301
42. 300 400 Red to Wht Grn 1 0 125 1983 All Models 475301 Blue to Yellow b 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 1989 658301 300 400 Red to Wht Grn a 1 0 116 5301 116 8301 135 1976 BD BE 474301 1 T1 amp T4 to Eng Gnd Not Applicable 180 400V Between Terminals Open 0 5V 0 2 200 2000 HD HE 1 0 150 1989 89A 90C 658301 Blue to Yellow b 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 1991 90D 91A 116 8301 300 400 Red to Wht Grn a 1 0 150 1991 OE000001 332 Blue to Eng Gnd Not Appicable 225 300V Wht BIk to Brn Blk 800 5V 0 2 800 1100 1992 OE093699 817323 12V Inverter Wht Pur amp Yel 1400 1 0 116 7323 BIk Black Grn Green Pur Purple Yel Yellow Eng Gnd Engine Ground N A Not Applicable Pri Primary Brn Brown Org Orange Wht White Gnd Engine Ground COMM Commercial Sec Secondary Indicates a part manufactured by CDI Electronics Some units use a White Orange trigger lead instead of a Green wire Some Stator leads are Brown Blue stripe instead of Blue and Brown Yellow stripe instead of Yellow a b Color Code Cross Reference FUNCTION OLD Trigger Orange Trigger Green Trigger Red Trigger Stator Blue Stator Yellow Pack Output to Coil Orange Pack Output to Coil Red Ignition Coil White Stop Circuit White White Green Stripe NEW White Orange Stripe White Yellow Stripe White Red Stripe White Green Stripe Brown Blue Stripe Brown Yellow Stripe Orange Blue Blue Red
43. AT ANY RPM 1 Disconnect the rectifier from the stator and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters check the DVA output from the power pack outputs while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator Asharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 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 DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest Connections Pack 1 Firing 1 and 2 Cylinders Pack 3 Firing 3 and 4 Cylinders Pack White Orange Stripe Trigger White Orange Stripe Pack White Orange Stripe Trigger White Orange Stripe White Yellow White Yellow a
44. 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 NOTICE The DVA readings in this book were compiled using the CDI DVA Adapter 511 9773 or 511 9773NL with a shielded Digital Multimeter A Digital multimeter with peak voltage scale cannot be used without the DVA as the meter is expecting a 60 hertz signal where the outboard can have an equivalent frequency of over 1000 hertz NOTE The resistance readings are given for a room temperature of 68 F Higher temperatures will cause a slightly higher resistance reading Normally DVA readings should always be taken with everything hooked up with the exception of the stop circuit The CDI DVA 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 CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Explained DVA stands for Direct Voltage Adapter which is used to measure peak AC voltage This type of measurement of AC voltage takes the absolute peak or
45. BOTH banks see NO SPARK ON ANY CYLINDER above 3 Check the DVA output from the timer base A reading of at least 0 6V or more from the White wire to the Blue Green and Purple wires while connected to the pack is needed to spark the pack 4 Disconnect the timer base from the pack and check the resistance in the pack as follows Red meter lead Black meter lead Reading Black White terminal Sensor 1 100 200 ohms Black White terminal Sensor 2 100 200 ohms Black White terminal Sensor 3 100 200 ohms All readings should be fairly even If the sensor reading in the pack for the cylinder not firing shows over a 10 different reading compared to the other sensors the pack needs replacing 5 Check the DVA output on the Orange wires from the power pack while connected to the ignition coils You should have a TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com GDI Electronics Johnson Evinrude OND 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 Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil Swap the ignition coil with one that is sparking correctly Rare causes include a wea
46. Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Test the stator exciter and trigger pulsar stator coils while connected as follows Red Lead Black Lead Resistance DVA Connected White Red White Black 200 V Minimum White Blue White Black 25 V Minimum Black White Eng Gnd 190 V Minimum Black Red Eng Gnd 190 V Minimum Black Green Eng Gnd 190 V Minimum Red Yellow Eng Gnd 5 V Minimum Red White Eng Gnd 5 V Minimum If the above readings are OK and there is no spark the ignition coil is likely defective A special thanks to Tohatsu America for their help in creating this chart CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Yamaha YAMAHA 2 Stroke Carbureted Engines Screw Terminal Power Packs Three Cylinder Engines 1 Cyl 6 phase 2 Cyl amp pole j Stator White Kill 3 le nue oen 3e use Gnd E Trigger e NO SPARK ON ANY CYLINDER 1 Disconnect the White stop wire 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 Checkthe resistance and DVA output of the Stator and Trigger Read from Read to OEM Reading CDI Reading DVA connected White Red Trigger wire White Yellow Trigger wire 280 430 ohms 280 430 ohms 2 5 Volts Minimum White Black Trigger wire White G
47. Engine GND Open Open 1V N A 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 trigger s DVA reading for that cylinder is low disconnect the trigger wires and recheck the DVA output If the reading stays low the trigger is bad If the reading is now within spec the pack is bad 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 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 switch box 3 Connect an inductive tachometer 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 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets SWITCH BOX OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR i
48. If this allows the pack to spark leave the gap at that setting SPARKS OUT OF TIME 1 1967 Models Check the rotor inside the distributor cap It should be the Silver colored one NOT the Brass colored one 2 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 spark If any of the other spark plug wires have spark there is a problem in the distributor cap Repeat the test for the other cylinders MID RANGE MISS 1 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 2 1968 1972 Models Check the Rotor It should be the Phase Il The Phase can cause this problem 3 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 spark If any of the other spark plug wires have spark there is a problem in the distributor cap Repeat the test for the other cylinders G2 CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Johnson Evinrude Johnson Evinrude Alternator Dr
49. KEEPING YOUR BOAT ON THE WATER CUI Electronics 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 below 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 ma
50. ONE CYLINDER 1 Connect a spark gap tester to the spark plug wires coming from the distributor cap and set the air gap to approximately 7 16 2 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 spark If any other spark plug wire has spark there is a problem in the distributor cap 3 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 12V to the Red terminal will destroy the module TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com coil Ignition Coil CDI Electronics Mercury 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 2 CDM Trigger Circuit Board Mercury Hub Magnet Design Push Pull Trigger Coil Design 1978 1996 on2 3 and 4 Cyl engines All 1978 2005 L6 2 0L 2 4L and 2 5L engines The breaks in the magnets p 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 c
51. 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 an 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 order 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 TROUBLESHOOTING GUIDE
52. Swap the ignition coil with one that is sparking correctly 6 Rare causes include a weak trigger magnet If possible try another flywheel SWITCH BOX OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the switch box 2 In contrast a shorted SCR inside the switch box can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the switch box Connect a jumper wire to the stop wire from the switch box and short it to engine ground If this stops the switch box from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the switch box from sparking replace the switch box Repeat test as necessary for additional switch boxes WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the engine now has good spark replace the rectifier 2 Connect a DVA meter between the stator s Blue and Blue White wires Run the engine up to the RPM where the problem is occurring DVA voltage should increase with RPM A sharp drop in DVA right before the problem occurs usually indicates a bad stator Read from Blue to engine ground if the engine has a Red stator kit installed 3 C
53. TO THE IGNITION MODULE AS DC VOLTAGE WILL SEVERELY DAMAGE THE SWITCH BOX AND IGNITION DRIVER NO SPARK ON ANY CYLINDER 1 Disconnect the Orange or Blue stop wire AT THE SWITCH BOX 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 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 3 Check the Ignition Driver resistance and DVA output WIRE READ TO FUNCTION RESISTANCE DVA Connected Red White wire Cranking Winding 400 ohms 180 400 V Blue White wire High Speed Winding 10 Ohms 25 100 V Green Engine GND Pack output N A 150 White Common for Ignition Driver DOES NOT CONNECT TO ENGINE GND 4 Check the Ignition pack resistance RED METER LEAD BLACK METER LEAD READING Red Terminal Pack Case Ground Diode Pack Case Ground Red Terminal Open Blue Terminal Pack Case Ground Diode Pack Case Ground Blue Terminal Open White Terminal Pack Case Ground Diode Pack Case Ground White Terminal Open Green Engine Ground Open Pack Case Ground Green Terminal Diode NO SPARK ON ONE OR MORE CYLINDERS If only one or two cylinders are not firing on this system the problem will be either in the distributor cap or spark plug wires Two Cylinder Engines 1974 1985 With 114 6222 339 6222 339 5287 S
54. V Connected White Red or Red White Green 45 55 45 55 0 5 V Connected 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 NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the stator and trigger resistance and DVA voltage see NO SPARK ON ANY CYLINDER above 2 lf readings 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 POWER PACK OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark NO SPARK ON TWO CYLINDERS 1 If two cylinders from the same CD unit will not spark the problem is usually i
55. White Black temperature switch wire FROM the power pack to engine ground Start the engine if the Quick Start drops out after approximately 5 seconds replace the White Black temperature switch 3 Disconnect the Black White wire from the power pack If the Quick Start feature is not now working replace the power pack ENGINE DIES WHEN QUICK START DROPS OUT Check ignition timing at idle with the White Black temperature wire disconnected Remember to allow for the drop in ignition timing when Quick Start disengages Verify ignition timing after engine has warmed up according to the service manual i eet een TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CDI Electronics Johnson Evinrude Optical Ignitions Johnson Evinrude 60 6 Cylinder Optical 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 Quick Start ignitions use stator charge coils and a power coil to provide high voltage and power for the Quick Start and rev limiter circuits They require a sensor for triggering and use separate magnets for the high voltage and triggering the sensor The OIS 2000 Optical system uses the stator 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 ins
56. White Green Green White 500 700 500 600 180 400 V 180 400 V Blue Engine GND OPEN OPEN 180 400 V 180 400 V This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad 6 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem 7 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the trigger resistance and DVA output as shown below WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown White 800 140 4V 4 Brown Engine GND Open 1V N A White Engine GND Open IVE N A 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 trigger s DVA reading for that cylinder is low disconnect the trigger wires and recheck the DVA output If the reading stays low the trigger is bad If the reading is now within spec the pack is bad 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 rea
57. White Yellow White Yellow a White Red White Red a White Red White Red 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 Yellow White Yellow 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 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 St
58. Y CI Electronics Q Mercury DVA Peak Reading Voltage and Resistance Chart Ignition Stator Trigger HP Year Serial Part nea nian Number Low Spd High Spd Low Spd Sad Read Ohms DVA 4 1972 3296137 Green to Engine 2100 2300 170 190 Points 1CYL 1975 A855096 32674519 Ground DVA only a b Brown amp White NA N A 4 20 1972 3069294 336 4516 Green to Engine 2100 2300 170 190 Points N A 2 CYL 1989 A855096 Ground DVA only a b Brown amp White 4 20 1974 3795659 339 6222 Orange to 1600 1800 Brown to Brown or 800 0 5V 2CYL 1986 A197111 114 6222 Engine Ground 800 900 per coil Brown to Whi 1400 6 35 1979 5705532 339 7452 Bik Yelto Blk Whto 3250 3650 150 250 Brown Yellow 800 GU 2 1997 oG760299 114 7452 1 Eng Gnd 2200 2400 200 250 Brown White 1400 6 25 1997 OG760300 855721 Green White to 660 710 Brown Yellow 850 2 2 2006 18999999 114 5713 White Green Brown White 1100 15 25 1994 OG044027 18495A30 Blue to Red to 2900 3500 100 180 800 998 60299 4 49 A30 Black Black Brown to Whi 400 aVe 18 40 1979 5837437 339 7452A3 Bik Yelto BikWhto 3250 3650 150 250 Brown Yellow to 800 mm 2 CYL 1989 OB393190 114 7452A3 Eng Gnd Eng Gnd 2200 2400 200 250 Brown White 1400 332 4733 2
59. Yel to Red Yel CDI OUTPUT 252 Blk to Wht Grn d 53 282 15 19 None BIk Wht to Red Yel Blk to Wht BIk Blk Org to Red Yel Bik to Wht Red to Wht Grn 1999 BIk Yel to Red Yel Blk to Wht Blk 200 6 2 LX Blk Blue to Red Yel CDI OUTPUT 140 3 140 4 6K 2002 Blk to Wht Blue Blk Grn to Red Yel BIk Wht to Red Yel Boe BIk to Wht Brn Blk Org to Red Yel Bik to WhtRed BIk to Wht Grn 1999 BIk Yel to Red Yel Blk to Wht Blk 200 6 2 SX Blk Blue to Red Yel CDI OUTPUT 100 2 3 100 4 6 K 2004 Blk to Wht Blue Blk Grn to Red Yel Blk to Wht Yel BIk Wht to Red Yel Blk to Wht Red 1999 Bmt Biu Bik s MEE 294 2 7K rn to E e 200 6 2 VINX tol 224 336 115 Bon 3 100 0 5 m 5K Blk to Wht Yel BIk to Wht Brn Blk Org to Red Yel Blkto Wh hed to Wht Grn 2000 12 2 Bie Ye toned Ye Blk to Wht BIk 200 6 2 Blk Blue to Red Yel CDI OUTPUT 140 5 140 0 5 4 6 K 2004 HPDI to Wht Blue Blk Grn to Red Yel Blk to Wht Yel BIk Wht to Red Yel BE ia WAIBA Wh Red to Wht 1984 to Blue 900 21 Wht 280 220 1 6 2 Rad io Biki 2 75 14 260 16 58 0 5 2 5 5 Wht Yel to Wht Brn Wht Red to Wht 1984 Brn to Biye 900 24 Ta Wht 280 225 6 2 Bed ioo 727 75 14 Blue 260 16 58 0 5 2 5 5K Wht Yel to Wht Brn WhURed to Wht 1990 Brn to Blue 660 62 ELD Wht 280 225 aos 6 2 L HP Red tol S20 70 145 40 Bie 460 2 105 0 5 3 8K 5K Wht Yel to Wht Brn WhURe
60. and retest If the engine sparks replace the rectifier 4 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This is usually caused by a weak battery or dragging starter Connect a battery charger on its highest setting to the battery and retest If good spark replace the starter and or battery with an 850 CCA cranking dual purpose non maintenance free type 5 Check the stator and timer base resistance and DVA output on BOTH banks see NO SPARK ON ANY CYLINDER above 6 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 NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This is usually caused by a weak battery or dragging starter Connect a battery charger on its highest setting to the battery and retest If good spark replace the starter and or battery with an 850 CCA cranking dual purpose non maintenance free type Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above Check
61. areas and cracks in the casing indicating arcing inside the coil 6 Swap the ignition coil with one that is sparking correctly 7 Rare causes include a weak trigger magnet If possible try another flywheel POWER PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER 1 Checkthe timer base wires for shorts to engine ground as a shorted timer base wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a timer base coil Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on
62. as necessary for additional packs MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack or timer base 3 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 power pack or ignition coil Occasionally a timer base will cause this same problem Check the timer base DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM Runs smooth below that RPM 1 Use a temperature probe and verify that the engine is not overheati
63. 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 spark or no spark 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 Quick Start S L O W and rev limiter functions 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
64. engine and ignition ground connections Check the stator and timer base resistance and DVA output as given below for BOTH banks WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown Brown Yellow 1st Pair d 900 1100 35 amp 150 400 V 150 400 V Brown White Brown Black 2nd Pair d 900 1100 35 amp 150 400 V 150 400 V Orange Orange Black 93 103 11 22 V 45 120 V White Purple c 100 400 V a 0 6 V White Blue c 100 400 V a 0 6 V White Green c 100 400 V a 0 6 V White Purple 2nd connector c 100 400 V a 0 6 V White Blue 2nd connector c 100 400 V a 0 6 V White Green 2nd connector c 100 400 V a 0 6 V White Black White 2nd connector 215 225 6 12 V b 6 12 V from pack This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is out of spec disconnect the stator wires and recheck the DVA output If the reading is still out of spec the stator is bad If the reading is now within spec the pack is bad 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 timer base s DVA reading for that cylinder is low disconnect the timer base wires and recheck the DVA output If the reading stays low the timer base is bad If the reading is now within spec
65. engine has no spark with the jumper connected either the wiring harness key switch or emergency stop switch is bad TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Y Cui Electronics CDI ELECTRONICS DVA PEAK READING VOLTAGE AND RESISTANCE CHARTS NOTICE These charts were compiled using the CDI 511 9773NL 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 connected with the exception of the stop 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 that it can b
66. for additional packs 3 3 as Ro TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com 0 Gini Electronics Johnson Evinrude MISS AT ANY RPM 1 2 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier In the water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack or timer base 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 power pack or ignition coil Occasionally a timer base will cause this same problem Check the timer base DVA voltage see NO SPARK ON ANY CYLINDER above 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 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets Rotate the stator one bolt hole in either direction and ret
67. for cracked broken and loose magnets Rotate the stator one bolt hole in either direction and retest 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 or 4 not to have spark Stop Circuit Black Yellow Purple Trigger White Trigger Brown Trigger Blue Trigger 1 2 42 S White Green White Green Green White Green White TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CDI Electronics Mercury amp Force CDM Mercury Six Cylinder Engines 1996 2005 2 5 L Engines Using CDM Modules NO SPARK ON ANY CYLINDER 1 Cut each Black Yellow stop wire from each CDM module and disconnect the RPM Limiter s stop wire one at a time and retest If the engine s ignition sparks the stop circuit you just cut 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 Disconnect the ICM and reconnect the trigger to the CDM harness If the engine has spark verify 12V DC on the Purple wire to the ICM If 12V DC is present the ICM is faulty If 12V DC is not present check the key switch and harness Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine Inspec
68. higher reading in the other 11 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem 12 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE 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 connections to engine ground 3 Check the trigger resistance and DVA output as given below WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Purple Blue 1100 1400 850 1050 4V 4V White Red 1100 1400 850 1050 4V 4V Yellow 1100 1400 850 1050 4V 4V ff This reading can be used to determine if a CDM has a problem in the triggering circuit For instance if you have no spark on one or two cylinders and the trigger s DVA reading for that cylinder is low disconnect the trigger wires and recheck the DVA output If the reading stays low the trigger is bad If the reading is now within spec the CDM is bad 4 Disconnect the CDM modules one at a time and see if you get spark back on the problem cylinders If it does replace all CDMs 5 If the cylinders are only misfiring above an idle connect an inductive RPM meter to all cylinders and try to isolate the problem cylinders 6 Checkthe resistance of each of the CDM modules see NO SPARK ON ANY CYLINDER above
69. highest value of the fluctuating AC voltage signal Peak readings will be substantially higher than standard or RMS AC values and are typically used when testing marine CD capacitor discharge ignition systems due to their high variance in frequency as RPM increases and decreases An example would be that the typical RMS AC reading of a wall outlet in North America is 120V However a DVA measurement of this same AC voltage would reveal that the peak of the AC sine wave is typically between 160 1 70V Some meters are capable of reading DVA or peak voltage pulses Many ignition system components produce short AC voltage pulses A peak reading analog meter or DVA adapter plugged into a digital meter captures and holds the peak value of an AC sine wave long enough for the human eye to see it displayed on the meter A conventional meter is incapable of accurately measuring these short duration voltage pulses A peak reading voltmeter has special circuits that allow the meter to capture the maximum voltage produced during these short duration pulses and display the voltage as DVA or peak voltage Failure to measure DVA can cause good ignition components to be incorrectly diagnosed as faulty The only meters that have built in peak reading capabilities are analog meters with built in DVA Digital meters do not have built in peak reading capabilities In order for a digital meter to read peak voltage one will need a DVA adapter such as CDI part 511 9773
70. in the distributor cap rotor button or spark plug wires 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 NO SPARK ON ANY CYLINDER 1 2 If a mercury tilt switch is connected to the switch box disconnect it and retest If you now have spark replace or discard the mercury tilt switch Check DC voltage on the White and Red terminals White wire on the 114 4796 they must be connected to the switch box to Engine Ground AT CRANKING It MUST be at least 9 5 volts If not there is most likely a proble
71. low disconnect the timer base wires and recheck the DVA output If the reading stays low the timer base is bad If the reading is now within spec the pack is bad a The trigger signal rides on top of the high voltage on these timer bases Check stator DVA first Then if timer base DVA is 0 6 2 5 V the pack is faulty 6 Ifthe timer base 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 c Remove the flywheel and check to see if the trigging magnet struck the sensor face If it did back the sensor out approximately 0 005 d Ifthe ignition has spark finger tight the nut on the outside of the heat shield and coat it with RTV e If still no spark replace the timer base 7 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
72. low reading indicates a bad power pack Gil Electronics Force 3 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 4 Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil 5 Swap the ignition coil with one that is sparking correctly 6 Rare causes include a weak trigger magnet If possible try another flywheel SWITCH BOX OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the switch box 2 In contrast a shorted SCR inside the switch box can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the switch box Connect a jumper wire to the stop wire from the switch box and short it to engine ground If this stops the switch box from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the switch box from sparking replace the switch box Repeat test as necessary for additional switch boxes WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the engine now has good spark r
73. 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 pack load resistor and retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack if the timer base checks good 3 Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil 4 Swap the ignition coil with one that is sparking correctly 5 Rare causes include a weak trigger magnet If possible try another flywheel 6 1988 and newer models Check the power pack resistance given below WIRE CYL READ TO Resistance Orange Blue 1 Blue 110 a 1988 amp newer only Orange 2 Green 110 a 1988 amp newer only Orange Green 3 Purple 110 a 1988 amp newer only White Black Engine Ground Shorted Brown amp Brown Yellow Black Engine Ground Open or M range a Use a comparison reading as different brands of meters will give different readings The typical range is 90 to 150 ohms for the Orange wires You should have approximately the same ohm reading on all six tests with the Orange wires If one of the SCR s inside the power pack is shorted or open the readings will be quite a bit different POWER PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the timer base wires for shorts to engine ground as a shorted timer base wire can destroy a SCR inside the power pack
74. or 511 9773NL Using a DVA adapter a digital meter must be set to its DC voltage scale Peak AC voltage is the measurement but the DVA adapter has a built in bridge rectifier which converts AC to DC The DC voltage setting on a digital meter is required to accurately read DVA CDI part 511 9773 has built in test leads CDI part 511 9773NL has banana jacks which uses your meter s test leads TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com L Y cul Electronics CDI Electronics Marine Shop Recommended Tool List Part Number Description Remarks Use 511 4017 Optical Sensor Tester Used to set timing on a 4 or 6 Cyl engine or test optical sensors on the bench and on the engine Unique buzzer allows you to set timing without having to see the LED 511 4019 Optical Sensor Tester Unique tester is used to test 3 Cyl optical sensors on the bench and on the engine 511 5207A 1 CDM Test Harness Test the CDM Module DVA on the engine and isolate the kill circuit 511 6996 Remote Starter Controls most Johnson Evinrude engines from 1969 thru 2006 511 7800 Remote Starter Controls most Mercury engines from 1970 thru 1978 511 7900 Remote Starter Controls most Mercury engines from 1979 thru 2000 511 9764 Neon Spark Tester 1 Cyl Sealed single cylinder tester can be used in line to the spark plug for engine running tests With removable ground cl
75. or Orange stop wire AT THE SWITCH BOX 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 now has spark replace the rectifier 3 Checkthe cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections 5 Verify the correct flywheel is installed 6 Check the stator resistance and DVA output as shown below Black Stator using Flywheel with Bolted in Magnets WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Blue Blue White 5000 7000 2200 2400 180 400 V 180 400 V Red Red White 125 155 45 55 25 100 V 25 100 V Black Stator using Flywheel with Glued in Magnets WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Blue Blue White 3250 3650 500 600 180 400 V 180 400 V Red Red White 75 90 28 32 25 100 V 25 100 V Red Stator Kit WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected White Green Green White 500 700 500 600 180 400 V 180 400 V Blue Blue White OPEN OPEN 180 400 V 180 400 V This reading can be used to determine if a stator or pack has a problem For instance if
76. problem in the switch box or ignition coil Occasionally a trigger will cause this same problem Check the trigger DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER GDI Electronics Chrysler amp Force Connections Color Code Cross Reference Pack 1 Firing 1 and 2 Cylinders FUNCTION OLD NEW Pack White Orange Stripe Trigger White Orange Stripe Trigger Orange White Orange Stripe White Yellow White Yellow a Trigger Green White Yellow Stripe White Red White Red a Trigger Red White Red Stripe White Green Stripe White Green Stripe Trigger White Green Stripe White Green Stripe Pack Brown Yellow Stripe Stator Brown Yellow Stripe Stator Blue Brown Blue Stripe Brown Blue Stripe Brown Blue Stripe Stator Yellow Brown Yellow Stripe Pack Orange Blue Coil White Ignition Coil White Orange Blue Blue Red White Stop Circuit White Black Yellow Chrysler Force Capacitive Discharge Module with Alternator ADI Alternator Driven Ignition Three and Four Cylinder Engines Using Separate Switch Boxes and Ignition Coils
77. rectifier and retest If the engine has spark replace the rectifier 3 Checkthe cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine Inspect and clean all engine and ignition ground connections Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets O SPARK OR INTERMITTENT SPARK ON ONE BANK 3 OF 6 ON THE INLINE L 6 Swap the stator leads from one switch box to the other swap Red with Red White and swap Blue with Blue White If the problem moves the stator is bad If the same bank still does not spark the switch box is usually bad 2 Check the stator resistance and DVA output as shown below 9 to 16 Amp Flywheels Z WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Blue Engine GND 5000 7000 2200 2400 180 400 V 180 400 V Blue White Engine GND 5000 7000 2200 2400 180 400 V 180 400 V Red Engine GND 90 200 30 90 25 100 V 25 100 V Red White Engine GND 90 200 30 90 25 100 V 25 100 V 40 Amp Flywheels WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Blue Engine GND 3200 4200 2200 2400 180 400 V 180 400 V Blue White Engine GND 3200 4200 2200 2400 180 400 V 180 400 V
78. retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters check the DVA output on the Green wires from the switch box while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 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 DVA voltage see NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Mercury Three Cylinder Engines 1976 1996 Three Cylinder Engines Using a Single Switch Box and Three Ignition Coils NO SPARK ON ANY CYLIN
79. should never exceed 2V If it does the stop circuit has a fault Check the key switch harness and shift switch Check the flywheel for a broken or loose magnet 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 NO SPARK ON ANY CYLINDER 1 Disconnect all stop wires AT THE POWER PACK 2 Disconnect the rectifier If the engine sparks replace the rectifier 3 Check for broken or bare wires on the switch box stator and trigger 4 Check the stator and trigger resistance and DVA voltage as follows wn WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Brown Blue or Blue Brown Yellow or Yellow 680 900 250 350 180 400 V Connected Brown Blue or Blue Engine GND Open Open lt 2 V Disconnected Brown Yellow or Yellow Engine GND Open Open lt 2 V Disconnected White Orange or Orange White Yellow or Green 45 55 45 55 0 5 V Connected White Red or Red White Green 45 55 45 55 0 5 V Connected NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the stator and trigger resistance and DVA voltage see NO SPARK ON ANY CYLINDER above 2 If readings are good swap the power pack
80. spec the pack is bad 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 timer base s DVA reading for that cylinder is low disconnect the timer base wires and recheck the DVA output If the reading stays low the timer base is bad If the reading is now within spec the pack is bad a Check stator DVA first Then if timer base DVA is 0 6 2 5 V the pack is faulty If below 0 6 V or 2 6 99 V the timer base is faulty b DVA will drop below 1 V when the engine drops out of Quick Start engine is over 104 Degrees or 1200 RPM c 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 meter lead to the other wires The Fluke series meters will typically read 1 MO to 2 4 MO while the CDI 511 60 meter will read about 5 MO 6 Checkthe center hub triggering magnet in the flywheel A loose magnet can cause this problem 7 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Check the stator and timer base resistance and DVA 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 r
81. switch harness and shift switch 2 Swap the stator wire pairs from one side of the engine to the other side and see if the problem moves If it does the stator is bad 3 Disconnect the Yellow wires from the stator to the rectifier and retest If the engine sparks replace the rectifier 4 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This is usually caused by a weak battery or dragging starter Connect a battery charger on its highest setting to the battery and retest If good spark replace the starter and or battery with an 850 CCA cranking dual purpose non maintenance free type 5 Check the stator resistance and DVA output for BOTH banks see NO SPARK ON ANY CYLINDER above 6 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 bad power pack NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This is usually caused by a weak battery or dragging starter Connect a battery charger on its highest setting to the batter
82. systems and what would be acceptable on other systems will cause arcing problems SERVICE NOTE These engines require the Orange Red or Green Ignition coils The Black or Blue ignition coils use a common ground connection internally for the primary and the secondary side of the coils This system requires that the primary and the secondary side of the coils be separate as the points drive the negative side of the coil to ground causing the coil to generate spark on the secondary side NO SPARK ON ANY CYLINDER Disconnect the Orange stop wire and connect it to engine ground Retest If the ignition system now has spark the stop 1 2 circuit has a problem Disconnect the Brown and White 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 from 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 NO SPARK ON ONE CYLINDER Disconnect the Brown and White 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 insu
83. 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 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 2 The Gray inductive spark plug wires replaced the Black copper spark plug wires that
84. 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 or timer base 4 Check the power pack resistance given below wn Wire Color CYL Check to Wire Color Resistance Orange Blue 1 Blue in 5 pin connector with White wire 110 a Orange Green 3 Green in 5 pin connector with White wire 110 a Orange Blue White 5 Blue in 5 pin connector with Black White wire 110 a Orange Green White 7 Green in 5 pin connector with Black White wire 110 a Orange Purple 2 Purple in 5 pin connector with White wire 110 a Orange Pink or Red 4 Pink in 5 pin connector with White wire 110 a Orange Purple White 6 Purple in 5 pin connector with Black White wire 110 a Orange Pink White 8 Pink in 5 pin connector with Black White wire 110 a White Black Engine Ground Shorted Brown Black Engine Ground Open or M range Brown Yellow Black Engine Ground Open or M range Brown White Black Engine Ground Open or M range Brown Black Black Engine Ground Open or M range TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gs Gini Electronics
85. 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 spark If any other spark plug wire now has spark there is a problem in the distributor cap Repeat the test for the other cylinders 9 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 TECH SUPPORT 1 866 4
86. timer base 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 8 Checkthe center hub triggering magnet in the flywheel A loose magnet can cause this problem 9 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Disconnect the Yellow wires from the rectifier and retest If the engine has good spark replace the rectifier Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above Swap the timer base wires and see if the no spark problem follows a timer base wire 2 3 CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Johnson Evinrude 4 Disconnect the timer base from the pack and check the resistance in the pack as follows Red meter lead Black meter lead Readin Black White terminal Sensor 1 100 200 ohms Black White terminal Sensor 2 100 200 ohms Black White terminal Sensor 3 100 200 ohms All readings should be fairly even If the sensor reading in the pack for the cylinder not firing shows over a 10 different reading compared to the other sensors the pack needs replacing 5 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 le
87. to Wht Brn Black Grn Green Pur Purple Yel Yellow Eng Gnd Engine Ground N A Not Applicable Pri Primary Brn Brown Org Orange Wht White Gnd Engine Ground COMM Commercial Sec Secondary Indicates a part manufactured by CDI Electronics 3 TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CUI Electronics Peak Reading Voltage and Resistance Chart Stator Trigger Ignition Coil CDI HP YEAR STK Model ead Ohms DVA OHMS 10 PLG cyl Low ich Spd Low High Low High Read Ohms DVA Out Eom m CAP Spd Spd Spd Spd Spd d Wht Red 150 1990 P Blue to Bik 660 62 WU 280 ue to al 175 1995 9 2 Hi Red 820 79 143 40 Blue 460 2 105 0 5 TOR Wht Yel to Wht Brn Wht Red 1996 D L P Blue to Bik 660 62 RUE bui 280 E ue to x E 150 o4 8 2 Sie 8 20 Et 145 40 Biu 260 3 130 0 5 4 1K 5K Wht Yel to Wht Brn Wht Red 1996 Bm Blue to Bik 460 70 IK 280 le ue to M 150 Moog 9 2 Lo ane 670 80 90 30 Bice 260 25 65 0 5 4 1K None Wht Yel to Wht Brn to Wht Red 1999 pxisx BM Blue to BIK cee nh a 294 2 72K ls ue to 150 2903 B 2 3 Red 2247336 10 to Wht Blue 398 3 100 0 5 3 68K None
88. to Red and Gray to each of the Yellow wires should be a high reading typically in the M range Tachometer Tests Disconnect the regulator s Gray wire At 800 1000 RPM check the DVA voltage on the Gray wire FROM THE REGULATOR measured to engine ground The reading should be 8V DVA If not replace the regulator If at least 8V DVA run a jumper wire from the Gray wire out of the harness to one of the stator s Yellow wires If still no tachometer signal try a known good tachometer If still no tachometer signal replace the stator Checking Maximum Battery Output Install an ammeter capable of reading the maximum output in line on the Red wire connected to the starter solenoid Connect a load bank to the battery In the water or on a Dynamometer start the engine and bring the RPM up to approximately 3500 Turn on the load bank switches to increase the battery load to match the rated output of the stator Check the ammeter If the amperage is low A Check the Purple wire for voltage while the engine is running You should see the same voltage as the battery B Connect a jumper wire from the Positive battery cable to the Purple wire and recheck the ammeter If the amperage is now correct there is a problem in the harness or key switch If the amperage is correct but the battery voltage remains low replace the battery CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Engine Wiring Cross Reference Chart for Most Outboards
89. 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 All rights reserved Reproduction or use without express permission by CDI Electronics Inc of editorial or pictorial content in any manner is prohibited CDI Electronics 2012 ISBN 0982535902 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 battery leads when you connect the battery or disconnect the terminals while the engine is running as severe damage to the electrical system can result 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
90. were used on the early 1990 s engines 3 Originally the spark plugs were the QL82YC but that recommendation was changed to the QL78YC for improved performance 4 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 5 1991 and 1992 engines did not have a shift interrupter switch This resulted in hard shifting and required a conversion to resolve this problem 6 The shift interrupter switch stopped the spark on the starboard bank of cylinders from 1993 thru mid 1990 s By 1998 a change was made for the shift interrupter switch to stop the spark on the Port bank 7 1991 through late 1990 s engines occasionally developed a crack in the water jacket 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 8 Some engines do not have the RFI MFI noise shield between the ignition coils and the power pack If it is missing replace it NO SPARK ON ANY CYLINDER 1 Disconnect BOTH of the Black Yellow stop wires AT THE POWER PACK and retest If the engine s ignition has spark the stop circuit has a fault Check the key switch harness and shift switch TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectroni
91. 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 Check the timer base resistance and DVA output for BOTH banks see NO SPARK ON ANY CYLINDER above Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil Swap the ignition coil with one that is sparking correctly Rare causes include a weak trigger magnet If possible try another flywheel Swap banks with the power packs and see if the problem moves If it does replace the power pack If not replace the timer base PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER Check the timer base wires for shorts to engine ground as a shorted timer base wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a timer base coil Check the timer base resistance DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from spar
92. wire and connect a jumper wire to engine ground If you still have spark the power pack is likely bad If the engine has no spark with the jumper connected either the wiring harness keyswitch or emergency stop switch is bad TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Yamaha Six Cylinder Engines 1 Cyl Brown o umm 2 Cyl Blue in eo 3 Cyl Red 4 Cyl Black Red in N T un 5 Cyl White Red 6 Cyl White Black p 4 3 E White Kill White Yellow Yellow White Green Black White Blue Brown White Brown i NO SPARK ON ANY CYLINDER 1 Disconnect the White stop wire 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 Check the resistance and DVA output of the Stator and Trigger Read from Read to OEM Readin CDI Readin DVA connected White Red Trigger wire White Green Trigger wire 280 430 ohms 280 430 ohms 2 5 Volts Minimum White Black Trigger wire White Blue Trigger wire 280 430 ohms 280 430 ohms 2 5 Volts Minimum White Yellow Trigger wire White Brown Trigger wire 280 430 ohms 280 430 ohms Brown Stator wire Red Stator wire 840 1260 ohms 600 800 ohms 85 Volts Minimum Blue Stator wire Black Red Stator wire 65 130 ohms 10 20 ohms 25
93. wires and retest If you now have spark the stop circuit has a fault 2 Test the stator exciter stator coil as follows Red Lead Black Lead Resistance DVA Connected Red Black 280 420 110 V Minimum Black Yellow Eng Ground 198 V Minimum If the above readings are OK and there is no spark the ignition coil is likely defective 3 5B NO SPARK 1 Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Test the stator exciter and trigger pulsar stator coils as follows Red Lead Black Lead Resistance DVA Connected Red Black 280 420 110 V Minimum Blue Black 30 46 4 V Minimum Black Yellow Eng Ground 110 V Minimum If the above readings are OK and there is no spark the ignition coil is likely defective 5B NO SPARK 1 Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Testthe stator exciter and trigger pulsar stator coils as follows Red Lead Black Lead Resistance DVA Connected Red Black 93 140 110 V Minimum Blue Black 80 117 4 V Minimum Black Yellow Eng Ground 110 V Minimum If the above readings are OK and there is no spark the ignition coil is likely defective 8 9 8 NO SPARK 1 Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Testthe stator exciter stator coil as follows Red Lead Black Lead Resistance DVA Connected Red Black 224 336 110 V Minimum
94. you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad 6 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem 7 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Check the trigger resistance and DVA output as given below WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown White Black or Black 800 1400 4 4V White White Black or Black 800 1400 4 4V Purple White Black or Black 800 1400 4 4V f Brown Engine GND Open 1V N A White Engine GND Open 1V N A Purple Engine GND Open 1V N A 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 trigger s DVA reading for that cylinder is low disconnect the trigger wires and recheck the DVA output If the reading stays low the trigger is bad If the reading is now within spec the pack is bad 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 bo
95. you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad 7 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem 8 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Mercury amp Force CDM NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Check the trigger resistance and DVA output as given below WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Purple White 800 1400 4 4V Brown White Black or Black 800 1400 4 4V Purple Engine GND Open 1V N A White Engine GND Open 1V N A Brown Engine GND Open 1V N A White Black Engine GND Open 1V N A 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 or two cylinders and the trigger s DVA reading for that cylinder is low disconnect the trigger wires and recheck the DVA output If the reading stays low the trigger is bad If the reading is now within spec the pack 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 cyl
96. 0 078 3 8 50 2004 4 4 Brown to Blue 272 408 144 White Blk 396 594 6 3 126 0 106 3 5K 4 7K 57K to Wht 1989 Red 70 88 55 1994 2 2 Brown to Blue 200 260 135 Blk to Wht Blk 23 29 2 150 0 5 3 1K None to Yellow to Wht 55 1995 2 2 Brown to Blue 200 260 135 Red 280 360 2 150 0 5 3 1K None Bik to Wht BIk to Wht 1991 Red 60 2000 3 2 Brown to Blue 145 190 140 Blk to Wht Grn 110 150 2 5 100 0 5 3 2K None Bik to Wht BIk 1992 White Red to 60 1999 2 2 P Brown to Blue 150 190 120 White BIE 270 330 2 5 105 0 5 4 1K None 1996 White Red to 60 2002 2 2 Brown to Blue 150 190 120 White BIk 270 330 2 5 105 0 5 4 1K None 105 on 1 amp 3 at idle 2001 White Red to 60 2004 3 2 Brown to Blue 150 190 150 White Blk 270 330 2 5 ey 0 5 4 1K None on all at 1500 RPM 2002 Red Wht to 0 078 3 8 60 2004 4 4 F T Brown to Blue 272 408 144 White BIk 396 594 6 3 126 0 106 3 5K 4 7K 57K to Wht 1984 Red 70 1991 3 2 Brown to Blue 145 190 140 Blk to Wht Grn 110 150 2 5 100 0 5 3 2K Blk to Wht Bll 105 on 1 amp 3 at idle 1992 White Red to oon 70 2004 3 2 Brown to Blue 150 190 150 White Blk 270 330 2 5 P 0 5 4 1K None on all at 1500 RPM Wht Red Brn Red 1994 900 105 to Wht Yel 75 1996 3 2 Pus B 1100 440 85 45 Wht Grn to 290 370 2 5 95 0 5 4 5K Wht BIK Blk Black Grn Green Pur Purple Yel Yellow Eng Gnd Engine Ground N A Not Applicable Pri Primary Brn Brown Org Orange Wht
97. 0 40 1972 3336258 332 4911 Blue to Red to 140 2 1981 5823917 338 4733 EngGnd 5200 7400 180 340 Brown to Wh 160 oov 114 4911 822779 pn 1994 0G053314 827509 Green White to 500 700 pet to P OVI 2005 OT999999 114 7509 White Green 500 600 Mod 114 7509 1 40 1970 2874704 Blue to White to 3200 3800 45 55 Brown to 2CYL 1971 3336237 EngGnd EngGnd 2200 2600 45 55 Engine Ground Nis PAR 1996 OG438000 827509 Green White to 500 700 ris NE Open ave he 2007 1B999999 114 7509 White Green 500 600 dE 45 60 1991 00000750 19052 Blue to Red to 3250 3650 75 90 er 800 2 3 CYL 1997 09589999 114 9052 Eng Gnd Eng 500 600 28 32 SR bial 1400 45 60 Med 1991 00000750 19052 Green White to 500 700 iid s 800 ie 1997 09589999 114 9052 White Green 500 600 1400 Kit and Purp S0 White Black to Bolted in 1976 4382057 332 7778 Blue to Red to 5800 7000 135 165 180 25 T Wile 800 iji Magnets 1990 OD000749 114 7778 Eng Gnd EngGnd 2200 2400 45 55 400V 100V 1400 and Purple 3 CYL 50 90 beste 1976 4382057 332 7778 Green White to 500 700 180 ME E 800 ave 1994 OE033710 114 7778 White Green 500 600 400V 1400 Kit and Purple 3CYL 65 95 1994 OD283222 18495 Blue to Red to 3250 3650 75 90 180 25 pes ps s 800 3 CYL 1996 0G760299 114 4953 Eng Gnd Eng Gnd 500 600 28 32 400V 100V 1400 and Purple 65 95 2 1994 OD283222 18495 Green White t
98. 00 when the engine over heats or the no oil warning is activated Quick Start 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 Quick Start 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 Quick Start after 5 minutes of running time regardless of the condition of the cold sensor The CDI power pack will not spark 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 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 spark or no spark 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 fro
99. 00 150 N A N A N A 1 to 3 and 10 20 0 6V 1977 Pack 4 113 1731 Yellow 400V 2 to 4 30 40 85 140 1978 CD2 4 582125 Brown to Brown 9 AMP 9 AMP N A N A N A White to Blue and 11 45 0 6V 1987 Dual Packs 582684 Yellow 450 550 150 Green 582704 400V White Black to Blue 582811 Brown to Brown 35 White and Green 583110 Yellow 950 35 White 583116 1100 AMP 113 2125 150 113 2684 400V 113 2704 113 2811 113 3110 113 3116 88 140 1985 CD4 583072 Brown to Brown 450 550 150 N A N A N A White to Blue 11 45 0 6V 1988 583101 Yellow 400V Purple Green Pink 113 3072 113 3101 90 115 1995 CD4 586292 Brown to Brown 900 150 Orange to 50 60 11 Orange Red to Eng N A 10 5 12 2006 OPTICAL 113 6292 Yellow or 1200 400V Orange Black 22V Gnd VDC Brown White Black Orange to 8 10 Eng Gnd VDC 120 140 1988 CD4 584041 Brown to Brown 9 AMP 9 AMP Orange to 93 100 11 White to Blue 35 55 0 6V 2001 w Quick Start 113 4041 Yellow 450 550 150 Orange Black 45 55 22V Purple Green Pink Brown to Brown 35 AMP 400V White to Blue 120 Yellow 950 35 White Purple White 130 1 5V 1100 AMP Green White and 150 Pink White 400V 125 1996 CD4 584032 Brown to Brown 450 550 150 N A N A N A White to Blue 11 45 100 COMM 1998 113 4032 Yellow 400V Purple Green Pink 400V Manual St Blk Black Grn Green Pur Purple Yel Yellow Eng Gnd Engine Ground N A Not Applicable Pri Primary Brn Brown Org Orange Wht White Gnd Engine Ground COMM
100. 00V Org to Grn 48 52 0 5V 0 2 800 1100 1984 Alternator 116 5301 300 400 Red to Wht Grn 1 0 90 1990 All Models 658301 Blue to Yellow b 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 116 8301 300 400 Red to Wht Grn a 1 0 90 1991 B amp D 332 7778 Blue to Red to 3250 75 90 180 25 Wht BIk to Brown 800 4V 0 2 800 1100 114 7778 Eng Gnd Eng Gnd 3650 28 32 400V 100V White amp Purple 1400 1 0 2200 2400 90 1991 A C amp E 658301 Blue to Yellow b 680 850 180 400V Org to Grn 48 52 0 5V 0 2 200 2000 116 8301 300 400 Red to Wht Grn a 1 0 Black Grn 7 Green Pur 7 Purple Yel Yellow Eng Gnd Engine Ground N A Not Applicable Pri Primary Brn Brown Org Orange Wht White Gnd Engine Ground COMM Commercial Sec Secondary Indicates a part manufactured by CDI Electronics TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Y CI Electronics Q Chrysler Force DVA Peak Reading Voltage and Resistance Chart T Stator Ignition Coil Model Ignition Trigger HP Year or Part Read Ohms z Ohms Serial amp Number LowSpd High Spd Low Spd au Pi P Read Ohms DVA Pri Sec 90 1991 OE000001 332 7778 Blue to Red to 3250 75 90 180 25 Wht Blk to Brown 800 4V 0 2 800 1100 1995 OE138599 18495 Eng Gnd Eng Gnd 3650
101. 1 2 If a mercury tilt switch is connected to the switch box disconnect it and retest If you now have spark replace or discard the mercury tilt switch Check DC voltage on the White and Red terminals White Red wire on the 114 2986 they must be connected to the switch box to Engine Ground AT CRANKING It MUST be at least 9 5 volts If not there is most likely a problem in the battery Try a known good non maintenance free cranking battery If no change check the key switch starter and battery cables Perform the jumper wire test in the illustration above Disconnect the trigger wires from the switch box and connect a jumper wire from the Brown trigger terminal wire of the switch box to the White trigger terminal wire of the switch box Connect another jumper wire to the Black trigger terminal wire of the switch box Turn the ignition switch to ON Strike the jumper wire from the Black trigger terminal wire against Engine Ground DO NOT HOLD THE JUMPER AGAINST ENGINE GROUND The ignition coil should spark each time the Black wire is tapped to Engine Ground If not the switch box and or ignition coil is faulty 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 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
102. 2 5 Volts Minimum White Yellow Trigger wire Eng Ground Open Open 2 5 Volts Minimum White Green Trigger wire Eng Ground Open Open 2 5 Volts Minimum Brown Stator wire Red Stator wire 840 1260 ohms 600 800 ohms 85 Volts Minimum Brown Stator wire Eng Ground Open Open 85 Volts Minimum Red Stator wire Eng Ground Open Open 85 Volts Minimum Blue Stator wire Black Red Stator wire 65 130 ohms 10 20 ohms 16 Volts Minimum Blue Stator wire Eng Ground Open Open 16 Volts Minimum Black Red Stator wire Eng Ground Open Open 16 Volts Minimum 2 Check the DVA output on the Black White wires from the power pack while connected to the ignition coils You should have a reading of at least 125V or more If the reading is low on one cylinder disconnect the 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 trigger test per above ENGINE WILL NOT ACCELERATE ABOVE APPROXIMATELY 2000 RPM 1 Verify the engine is not overheating and causing the power pack to limit the RPM 2 Disconnect the Pink wire from the power pack and retest If the engine now performs correctly check the overheat sensor oil level in the oil tank mounted on the engine and the wiring harness 3 Check the position of the Pink wire and make sure it is not next to a spark plug wire ENGINE WILL NOT ACCELERATE ABOVE APPROXIMATELY 2500 RPM 1 Using a
103. 23 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com GDI Electronics Mercur y Mercury Battery CD Ignitions without Points Three Cylinder Engines With 114 4796 332 4796 393 4797 Switch Box Note A 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 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 GENERAL 1 2 3 4 Engine Wiring Connection for Testing Ignition Module 3 8 to 7 16 Air Gap 3 Cylinder Battery Ignition W O Points y 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 Engine Ground Clean all battery connections and engine grounds Disconnect the mercury tilt switch and retest If the ignition works properly replace or discard the mercury tilt switch Connect a spark gap tester to the spark plug wires and check for spark on all cylinders If some cylinders spark and not others the problem is likely
104. 28 32 400V 100V White amp Purple 1400 1 0 114 7778 2200 114 4953 2400 90 1996 OE138600 827509 Green White to 500 700 180 400V Eng Gnd to Wht Open 1V N A 900 1100 1999 OE369299 114 7509 White Green 400 600 Blk Wht Yel Blue 2100 Wh 2400 105 1976 BD BE HA 474301 1 T1 amp T4 to Eng Gnd Not Applicable 180 400V Between Terminals Open 0 5V 0 2 200 2000 HD HE 1 0 115 1983 WICD amp 475301 Blue to Yellow 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 1984 Alternator 116 5301 300 400 Red to Wht Grn 1 0 120 1976 BD BE 474301 1 T1 amp T4 to Eng Gnd Not Applicable 180 400V Between Terminals Open 0 5V 0 2 200 2000 HD HE 1 0 120 1990 90A 91C 658301 Blue to Yellow b 680 850 180 400V Org to Grn 48 52 0 5V 0 2 200 2000 1994 116 8301 300 400 Red to Wht Grn a 1 0 120 1996 OE138600 827509 Green White to 500 700 180 400V Eng Gnd to Wht Open 1V N A 900 1100 1999 OE369299 114 7509 White Green 400 600 Blk Wht Yel Blue 2100 Wht Brn Wht 2400 120 1990 658301 Blue to Yellow b 680 850 180 400V Org to Grn 48 52 0 5V 0 2 200 2000 i 116 8301 300 400 Red to Wht Grn a 1 0 Drive 120 1991 OE006551 332 5772 Blue to Blue Wht LS 3250 75 90 180 25 Brown to Wht BIk 800 4V 0 2 800 1100 1995 OE138599 114 5772 Red to Red Wht HS 3650 28 32 400V 100V Purple to 1400 1 0 2200 White 2400 125 1981 W CD amp 475301 Blue to Yellow 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 1982 Alternator 116 5301
105. 3 0L 4 3L 89 90 Points 985902 987740 123 9898 P 383444 2 5L 3 0L 82 85 Points 982755 123 9898 P 383444 3 0L 3 0L HO 90 Delco EST 986610 987396 123 7878 986644 3 0L 3 0L HO 90 Delco EST 987396 987878 123 7878 986644 3 0L 3 0L HO 92 93 Delco EST 987566 123 7566 986644 3 0L 3 0L HO Delco EST 987874 123 7566 986644 3 0L 3 0L HO Delco EST 987878 123 7878 986644 3 0L 4 3L 5 0L 5 7L 5 8L 91 Switch Assy 986900 N A N A 3 0L 4 3L 5 0L 5 7L 5 8L 92 93 Switch Assy 987602 N A N A 3 2L 5 7L 7 4L 7 5L 90 93 Switch Assy 986368 988039 N A N A 3 8L 4 3L 82 85 Points 982774 123 9898 P 383444 4 3L 86 88 Points 984036 986342 123 9898 P 383444 4 3L 86 88 Points 986342 987740 123 9898 P 383444 4 3L 2V only HO 4V EEM 91 Prestolite BID 986999 987403 123 7567 383444 4 3L 2V only HO 4V EEM 91 Prestolite BID 987403 987875 123 7567 383444 4 3L 2V only HO 4V EEM 91 Prestolite BID 987875 123 7567 383444 4 3L 2V only HO 4V EEM 92 93 Prestolite BID 987567 123 7567 987673 5 0L 5 8L Ford 90 Points 987739 123 9898 P 383444 5 0L 5 7L 82 85 Points 982749 123 9898 P 383444 5 0L 5 7L 86 88 Points 984276 984730 123 9898 P 383444 5 0L 5 7L 5 8L 89 90 Points 974730 987739 123 9898 P 383444 5 0L 5 7L 7 5L Ford 90 Points 987738 123 9898 P 383444 5 0L 5 8L Ford 91 Prestolite BID 987876 123 7571 383444 5 0L 5 8L Ford 92 93 Prestolite BID 987564 123 7571 383444 5 0L 5 8L Ford 93 Switch Assy 987757 N A N A 5 7L 90 91 E
106. 30 0 5 K None 1 7 6K Blk to Wht 80 1999 E 5 E z Red 396 25 107 Ge 41 2 5 6K 100 2002 Bik to WH BIE 594 K 3 6 3 K 4 7 2K Bm Wht Red to 1989 Redto 900 105 White Yel 290 4 8 85 1996 2 Blue Blue 1100 140 8 is Wht Grn to 370 29 35 gs K None Wht BIk Bm Wht Red to 1984 Redto 765 105 White Yel 290 2 5 90 1989 4 2 Bre Blue 935 135 85 Wht Grn to 370 29 95 05 K None Wht Blk Wht Red to 1990 Redto 900 105 White Yel 290 4 8 90 1991 4 2 Bite Blue 1100 140 Wht Grn to 370 25 95 0 5 K mE Wht BIk Brn 1992 Blueto 220 70 White Red to 241 44 90 2004 3 2 S d Red 270 90 100 60 White BIk 362 3 130 05 K None Bin Blue Wht Red to 1984 625 62 White Yel 280 3 8 15 ja 4 2 B P S i E 320 a 160 45 Hed d 260 2 5 95 0 5 K None Wht Blk Blue Wht Red to 1994 900 105 White Yel 320 2 5 15 ooo 4 2 tele 3408 5420 85 45 WEG 200 2 5 95 0 5 4 6K Wht Blk Blk to Wht 2000 7 F T 15 Soo 4 4 F 2 Red 3 5 None m am 900 105 Wht Red to 1984 1100 140 45 White Yel 290 4 8 130 4989 2 Ho p BER 625 12 85 20 Wht Grn to 370 2 9 a 05 K Nong 820 17 Wht Blk Brn Blue Wht Red to 1990 625 62 White Yel 280 3 8 130 303 4 2 m tB 20 d 160 45 NGC 250 2 5 125 0 5 4 6K Wht Blk Wht Red Bm Blue to Wht Grn 150 1984 900 21 Wht BIk to 280 2 5 175 1989 9 2 Ho peo 1100 27 i Wht Blue 460 05 K Wht Yel
107. 3371 www cdielectronics com CI Electronics Modified Force Engine Wiring Diagrams for CDI Electronics Components 5 CYL FORCE TYPE III IGNITION SYSTEM 5 E NOTICE This stator has been redesigned to enhance durability and reduce inventory stock z m m levels It replaces the original dual winding with a single winding with larger wire This design Z m Z Z 2 allows ALL of the Yellow Brown Yellow wires to be connected together and ALL of the Blue z Y Y v pd Brown Blue wires to be connected together from the stator permitting the stator to be used fo 6 the 2 3 4 and 5 cylinder applications 2 2 Z Z D V V Grm ETC NV2O Ur NYX3O aana WHITE GREEN WHITE GREEN 5 5 _ lt lt ee o eget CEG wiresoRance a 0 0 0 weiexeutow aie if uum Tig m mne E EMEN WHITE YELLOW Lo DCN 300 4000 vELLowsumPer PP 6009 DVA I80V MINIMUM BROWN YELLOW 4 BROWN OW BROWNIE a TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER GB Electronics OMC Cobra Drive ESA Cross Reference Application Years Type OEM P N Supersession CDI P N Coil 2 3L 2 5L 3 0L 86 88 Points 984281 987740 123 9898 P 383444 2 3L 2 5L 3 0L 4 3L 86 90 Points 987740 123 9898 P 383444 2 3L 2 6L
108. 5 0 00 WHITERED WHITEIORANGE WHITE RED WHITE ORANGE uu WHITE YELLOW m n I WHITE RED e WHITE ORANGE o WHITE YELLOW o BROWN B DCQ 300 400 YELLOW JUMPER 5 DVA 180 MINIMUM CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gil Electronics Force Force Mercury Designed Ignitions 1991 1996 Two Cylinder Engines using a Separate Switch Box and Two Ignition Coils NO SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow stop wire AT THE POWER PACK and retest If the engine s ignition sparks 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 now has spark replace the rectifier 3 Check the cranking RPM Acranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections 5 Check the stator resistance and DVA output as follows Black Stator WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Blue Blue White 3250 3650 500 600 180 400 V 180 400 V Red Red White 75 90 28 32 25 100 V 25 100 V Red Stator Kit WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected
109. 67 3371 www cdielectronics com Gini Electronics Johnson Evinrude 2 Disconnect the Yellow wires from the rectifier and retest If the engine has spark replace the rectifier 3 Check the cranking RPM Acranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections 5 Check the stator and timer base resistance and DVA output as given below WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown Brown Yellow 450 550 9 Amp 150 400 V 150 400 V Brown Brown Yellow 950 1100 35 Amp 150 400 V 150 400 V Orange Orange Black 93 100 CDI 45 55 11 22 V 45 120 V White Purple 35 55 0 6V 0 6 V White Blue 35 55 0 6V 0 6 V White Green 35 55 0 6V 0 6 V White Pink 35 55 0 6V 0 6 V White Purple White 120 130 1 5V 1 5 V f White Blue White 120 130 1 5V 1 5 V White Green White 120 130 1 5V 1 5 V White Pink White 120 130 1 5V 1 5 V This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is out of spec disconnect the stator wires and recheck the DVA output If the reading is still out of spec the stator is bad If the reading is now within spec the pack is bad This rea
110. 800 1000 a 0 5V 0 5 V Brown White or Brown 140 160 b 140 160 b 0 5V 0 5 V This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad 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 trigger s DVA reading for that cylinder is low disconnect the trigger wires and recheck the DVA output If the reading stays low the trigger is bad If the reading is now within spec the pack is bad a 1973 1974 b 1976 1978 w full ring stator CDI part 174 5255 6 Checkthe center hub triggering magnet in the flywheel A loose magnet can cause this problem 7 Check the triggering and charge coil flywheel magnets for cracked broken and loose 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 SPARK ON ONE CYLINDER 1 Check the DVA output from the switch box on the Green wire while it is connected to the ignition coil You should have a reading of at least 150V or mo
111. 84 116 5475 300 400 Red to Wht Grn 225 325 8 1982 82H8J 525475 Blue to Blue 680 850 180 400V Org to Grn 48 52 0 5V N A 125 140 87H8A 116 5475 300 400 Red to Wht Grn 225 325 9 9 1979 A B 510301 Blue to Yellow 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 1984 116 0301 300 400 Red to Wht Grn 1 0 10 1976 WICD amp 510301 Blue to Yellow 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 1978 Alternator 116 0301 300 400 Red to Wht Grn 1 0 12 1979 W CD amp 510301 Blue to Yellow 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 Alternator 116 0301 300 400 Red to Wht Grn 1 0 15 1976 WICD amp 510301 Blue to Yellow 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 1984 Alternator 116 0301 300 400 Red to Wht Grn 1 0 20 1979 WICD amp 529301 Blue to Yellow 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 1981 Alternator 116 9301 300 400 Red to Wht Grn 1 0 25 1983 WICD amp 529301 Blue to Yellow 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 1984 Alternator 116 9301 300 400 Red to Wht Grn 1 0 30 1979 WICD amp 529301 Blue to Yellow 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 1982 Alternator 116 9301 300 400 Red to Wht Grn 1 0 35 1978 WICD amp 529301 Blue to Yellow 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 1984 Alternator 116 9301 300 400 Red to Wht Grn 1 0 35 1987 All Models 529301 Blue to Yellow b 680 850 180 400V Org to Grn 48 52 0 5V N A 125 140 1991
112. 94 OD280813 Grn Red Grn Yel Grn 100 CDM 2003 OT408999 pores Blue Grn Org and 990 1210 400V WA WA NA 6 CYL Grn Blk Black Grn Green Pur Purple Yel Yellow Eng Gnd Engine Ground N A Not Applicable Pri Primary Brn Brown Org Orange Wht White Gnd Engine Ground COMM Commercial Sec Secondary Indicates a part manufactured by CDI Electronics NOTE 1 Read from Yellow sleeve to Black sleeve Brown to Purple White to Brown Purple to White NOTE Ignition Coils will read 0 2 to 1 0 ohms on the Primary and 800 1100 ohms on the Secondary windings TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com GDI Electronics DVA Peak Reading Voltage and Resistance Chart Stator Trigger Ignition Coil CDI 9 SPK HP YEAR Q4 STK Model Read Ohms DVA E OHMS 10 PLG y Low High Low High Low High Read Ohms DVA ut pma Sec CAP Spd Spd Spd Spd Spd Spd 2 Enea 1 2 Brown to Gnd 320 390 N A N A N A 0 21 3 2K 2004 2003 2 5 2004 1 4 F 56 84 11 6K 17 4K 4 6K 30 36 1984 to Wht Red LS 3 2002 1 2 to Brown 250 300 100 Blk to Wht Grn 280 340 0 1 26K HS 30 36 1984 to Wht Red LS 4 1999 1 2 to Brown 250 300 100 Blk to Wht Grn 280 340 0 1 3 1K None HS
113. A is 0 6 2 5 V the pack is faulty If below 0 6 V or 2 6 99 V the timer base is faulty b DVA will drop below 1 V when the engine drops out of Quick Start engine is over 104 Degrees or 1200 RPM c 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 Remember that temperature will affect the readings 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 6 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem 7 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE BANK or CYLINDERS 1 4 or 5 8 1 Disconnect BOTH of the Black Yellow stop wires AT THE POWER PACK S and retest If the engine s ignition has spark the stop circuit has a fault Check the key switch harness and shift switch 2 Swap the stator wire pairs from one side of the engine to the other side and see if the problem moves If it does the stator is bad 3 Disconnect the Yellow wires from the stator to the rectifier
114. ARK OR INTERMITTENT SPARK ON ONE CYLINDER above 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 TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com 65 as NO 1 won 10 11 12 Gini Electronics Mercury amp Force CDM Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets Rotate the stator one bolt hole in either direction and retest Stop Circuit Black Yellow Purple Trigger White Trigger Green White White Green Stator Stator Mercury Force Three Cylinder Engines 1996 2006 Engines Using CDM Modules SPARK ON ANY CYLINDER Cut each Black Yellow stop wire from each CDM module and disconnect the RPM Limiter s stop wire one at a time and retest If the engine s ignition sparks the stop circuit you just cut 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 of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine Inspect the spark plug wires boots and spark plugs
115. Additional items to be aware of 1 Originally the spark plugs were the QL82YC but that recommendation was changed to the QL78YC for improved performance 2 Some engines do not have the RFI MFI noise shield between the ignition coils and the power pack If it is missing replace it NO SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow stop wire AT THE POWER PACK 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 stator to the rectifier and retest If the engine sparks replace the rectifier Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine Verify the engine is turning in a clockwise direction If not see TRIES TO RUN BACKWARDS below 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 Disconnect the Port 4 pin connector with the Yellow Red Black Yellow Tan and White Black wires from the power pack and see if spark returns If it does spark check resistance to see if the Black Yellow wire is shorted to
116. Blue to Yellow 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 116 5301 300 400 Red to Wht Grn 1 0 60 1985 All Models 475301 Blue to Yellow b 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 116 5301 300 400 Red to Wht Grn a 1 0 65 1977 W Magna 474301 1 T1 amp 4 to Eng Gnd Not Applicable 180 400V Between Terminals Open 0 5V 0 2 200 2000 1978 ower II 1 0 70 1991 OE000001 332 7778 Blue to Red to 3250 75 90 180 25 Wht BIk to Brown 800 4V 0 2 800 1100 1992 OE009499 114 7778 Eng Gnd Eng Gnd 3650 28 32 400V 100V White amp Purple 1400 1 0 2200 2400 70 1993 OE009500 18495 Blue to Red to 3250 75 90 180 25 Wht BIk to Brown 800 4V 0 2 800 1100 1995 OE138599 114 4953 Eng Gnd Eng Gnd 3650 28 32 400V 100V White amp Purple 1400 1 0 2200 2400 75 1996 OE138600 827509 Green White to 500 700 180 400V Eng Gnd to Wht Open 1V N A 900 1100 1999 OE369299 114 7509 White Green 400 600 Blk Wht Yel Blue 2100 Wht 2400 80 1983 WICD amp 475301 Blue to Yellow 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 1984 Alternator 116 5301 300 400 Red to Wht Grn 1 0 85 1983 856XL 475301 Blue to Yellow b 680 850 180 400V Org to Grn 48 52 0 5V 0 2 800 1100 116 5301 300 400 1 0 85 1984 All Models 475301 Blue to Yellow b 680 850 180 400V Org to Grn 48 52 0 5V 0 2 200 2000 1989 658301 300 400 Red to Wht Grn a 1 0 116 5301 116 8301 90 1983 WICD amp 475301 Blue to Yellow 680 850 180 4
117. Blue wire with the Blue wire going to the 1 pack POWER PACK OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark NO SPARK ON TWO CYLINDERS 1 If two cylinders from the same CD unit will not spark the problem is usually in the stator Test per above 2 Ifthe engine has a CDI stator installed A lf 1 and 3 are the ones not firing disconnect the Yellow stator wire from the 1 pack and see if the 3 cylinder starts firing Is so replace the 1 pack If not then reconnect the Yellow stator wire to the 1 pack and disconnect the Yellow stator wire from the 2 pack and see if the 1 cylinder starts firing If so replace the 2 pack B If 42 and 4 are the ones not firing disconnect the Blue stator wire from the 1 pack and see if the 4 cylinder starts firing Is so replace the 1 pack If not then reconnect the Blue stator wire to the 1 pack and disconnect the Blue stator wire from the 2 pack and see if the 2 cylinder starts firing If so replace the 2 pack ENGINE WILL NOT SHUT OFF Disconnect all stop wires at the power pack Connect a jumper wire to the stop wire from the pack and short it to en
118. Brown Brown Yellow 950 1100 35 Amp 150 400 V 150 400 V White Purple 15 50 a 0 6 V 0 6 V White Blue 15 50 a 0 6 V 0 6 V White Green 15 50 a 0 6 V 0 6 V This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is out of spec disconnect the stator wires and recheck the DVA output If the reading is still out of spec the stator is bad If the reading is now within spec the pack is bad 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 timer base s DVA reading for that cylinder is low disconnect the timer base wires and recheck the DVA output If the reading stays low the timer base is bad If the reading is now within spec the pack is bad 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 for both sides the timer base should be good The exception would be if the insulation is breaking down while the engine is running 6 Checkthe center hub triggering magnet in the flywheel A loose magnet can cause this problem 7 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT
119. C Sea Drive CUI Electronics DVA Peak Reading Voltage and Resistance Chart Ignition Stator Trigger ar Engine Year Model Part Charge Coil Power Coil Ohms umber Read Ohms DVA Read Ohms DVA Read Ohms DVA Pri Sec woe ee geome P mds ose 20 ie 1909 59 Brownyelow eoo aov NA NA 2046 oeve To a00 amp 1988 132556 Bmwnwelow eoo NA N N 3545 99V To an asamp 193 zem 1182138 Browwvelon moo soov NA NA NA 2545 09 To agg wm S eme Ey emo ma om 02 o9 A EET ee gems e amy wa wa femen mas ose 02 2 rava ue met eee a wa wa wa emm nm 02 2 FEST ss ae geome e a ace ame 02 me Se a wa wa wa emm oow 02 2 26LV6 1986 um Brown a um bos N A N A N A 35 45 0 6V p i 16LV4 1987 5 NAME NIA N A N A uc ai 3545 osve YE 20 18LV4 1987 sg ie B us T n bes N A N A N A 3545 0 6v pus rod 27LV6 1987 Pope Brown a n pes N A N A N A ne n
120. Check for chafing on the wiring and harnesses Inspect and clean all engine and ignition ground connections Pull on each wire from each CDM harness plug Make sure all wires are making proper contact inside plugs 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 Remember only one side of the stator is connected to one CDM and the other side is connected to two CDM modules If you disconnect the CDM using the lone side of the stator you will need to ground that side of the stator 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 Check the stator resistance and DVA output as given below WIRE READ TO OEM RESISTANCE CDI RESISTANCE _ DVA Connected DVA Disconnected White Green Green White 500 700 500 600 180 400 V 180 400 V This reading can be used to determine if a stator or the CDM modules have a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec at least one of the CDM modules is bad Check the resistance of each of the CDM modules as follows RED METER LEAD BLACK METER LEAD READING CDM Pin A C OEM 2200 2400 Ohms CDI 1200 1300 Ohms CDM Pin
121. DER 1 Disconnect the Black Yellow or Orange stop wire AT THE SWITCH BOX 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 3 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections 5 Check the stator resistance and DVA output as given below Black Stator using Flywheel with Bolted in Magnets WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Blue Engine GND 5800 7000 2200 2400 180 400 V 180 400 V Red Engine GND 135 165 45 55 25 100 V 25 100 V Black Stator using Flywheel with Glued in Magnets WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Blue Engine GND 3250 3650 500 600 180 400 V 180 400 V Red Engine GND 75 90 28 32 25 100 V 25 100 V Red Stator Kit WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected White Green Green White 500 700 500 600 180 400 V 180 400 V Blue Engine GND OPEN OPEN 180 400 V 180 400 V This reading can be used to determine if a stator or pack has a problem For instance if
122. DVA voltage on the Gray wire while connected 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 TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gib Electronics Chrysler amp Force y Chrysler Magnapower II Systems Make sure the timing arm is in the full retarded position as the ignition will not spark if the arm is advanced at cranking The Wide Open Timing WOT must be set at the top engine RPM Do not set at cranking speed Disconnect the White and Blue stop wires from the CD Module and retest If the engine starts and runs the key switch or stop circuit is bad Disconnect the stop wires from the CD Measure DC voltage from the stop wires from the harness to engine ground Turn the ignition switch on and off several times DC voltage should never exceed 2V If it does the stop circuit has a fault Check the key switch harness and shift switch Connect a spark gap tester to all cylinders and test
123. Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Test the stator exciter and trigger pulsar stator coils as follows Red Lead Black Lead Resistance DVA Connected Wht Red Black 4 75 V Minimum Wht BIk Black 4 75 V Minimum Blue Wht Black 4 75 V Minimum BIK Wht Black 110 V Minimum CDI Output to coil CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Tohatsu amp Nissan 80 90 NO SPARK ON ANY CYLINDER 1 Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Test the stator exciter and trigger pulsar stator coils as follows Red Lead Black Lead Resistance DVA Connected Wht Grn Wht Yel 135 V Minimum Wht Red Black 4 75 V Minimum Wht BIk Black 4 75 V Minimum Wht Blue Black 4 75 V Minimum BIK Wht Black 110 V Minimum CDI Output to coil BIk Red Black 110 V Minimum CDI Output to coil Blk Grn Black 110 V Minimum CDI Output to coil 115 120 NO SPARK ON ANY CYLINDER 1 Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Test the stator exciter and trigger pulsar stator coils as follows Red Lead Black Lead Resistance DVA Connected Wht Grn Wht Yel 135 V Minimum Wht Red Black 4 75 V Minimum Wht BIk Black 4 75 V Minimum Wht Blue Black 4 75 V Minimum Wht Yel Black 4 75 V Minimum BIK Wht Black 110 V Minimum CDI Output to coil
124. E CYLINDER above 4 Performa 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 5 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest Two Cylinder Engines 1994 1996 With 114 4952A30 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 NO SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow stop wire AT THE SWITCH BOX 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 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 3 Inspect and clean all engine and ignition ground connections 4 Check the stator resistance and DVA output as given below WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Blue Black 2900 3500 2200 2600 180 400 V 180 400 V Red Black 100 180 200 250 25 100 V 25 100 V Black Engine GND Open Open 2
125. E WILL NOT SHUT OFF Disconnect the stop wire at the switch box Connect a jumper wire to the stop wire from the switch box and short it to engine ground If this stops the switch box from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the switch box from sparking replace the switch box Repeat test as necessary for additional switch boxes WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the engine now has good spark replace the rectifier 2 Connect a DVA meter between the stator s Green White and White Green wires Run the engine up to the RPM where the problem is occurring DVA voltage should increase with RPM A sharp drop in DVA right before the problem occurs usually indicates a bad stator 3 Connect an inductive tachometer to each cylinder in turn and try to isolate the problem A single cylinder dropping spark will likely be a bad switch box or ignition coil All cylinders not sparking properly usually indicates a bad stator 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and
126. EAD TO RESISTANCE DVA Connected DVA Disconnected Brown Brown Yellow or Brown White 900 1200 150 400 V 150 400 V Orange Orange Black 50 60 11 22 V 45 120 V This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is out of spec disconnect the stator wires and recheck the DVA output If the reading is still out of spec the stator is bad If the reading is now within spec the pack is bad 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 piercing probes were used 14 Check the DVA output from the power pack to the primary coil wires as follows WIRE READ TO DVA Connected Orange Blue Engine Ground 150 Orange Green Engine Ground 150 NOTE If the DVA values are below these specifications the power pack or sensor is likely bad 15 Check the sensor DC voltage as follows WIRE READ TO DC voltage Connected Orange Red Engine Ground 10 5 12 VDC Black Orange Engine Ground 8 10 VDC WARNING The Black Orange wire should NEVER be shorted to engine ground as this will damage the sensor 16 Check the center hub triggering magnet the flywheel A loose magnet can cause this problem 17 Check the triggering and charge coil flywheel magnets for cracked broken and loo
127. EM 986297 987495 N A 914636 5 7L 91 Prestolite BID 987877 123 7571 383444 5 7L 91 92 Prestolite BID 987571 123 7571 383444 5 8L 93 Switch Assy 988038 N A N A 5 8L 93 Switch Assy 988039 3854432 N A N A 5 8L 94 Switch Assy 3854410 N A N A 5 8L 94 Switch Assy 3854431 N A N A 5 8L 94 Switch Assy 3854432 N A N A 7 4L 90 91 EEM 986293 987497 N A 914636 7 4L 94 95 Switch Assy 986361 3854133 N A N A 7 4L 94 95 Switch Assy 3854133 3854432 N A N A 7 4L 95 Delco EST 3854714 123 7566 3854002 7 5L Ford 87 88 Points 974730 987738 123 9898 P 383444 Shift Switch for most 86 90 Switch Assy 984051 933 4051 N A 987000 987400 N A 987400 N A TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com 2 ZDI Electronics Breaker Points Wiring Some models used a resistive wire instead Breaker points or E Points module inside Distributor Switched 12VDC ESA Power MUST come Z NOTE The 123 9898 P may not work with Pertronix from this 3100 0 resistor style E Points modules if the ballast resistor is omitted or a Hl current aftermarket coil is used Must have good engine ground Optional Over Stroke Switch 123 9898 P ESA Module Shift Interrupt Switch Delco EST Wirin Electronic Spark Timing Distributor EST Distributor Switched 12VDC EEEE 4V Pulses to distributor 6V tach pulses from distributor Shift Interrupt Switch Must h
128. EPEATEDLY BLOWS ON SAME CYLINDER Check the timer base wires for shorts to engine ground as a shorted timer base wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a timer base coil Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack or timer base 3 Connect an inductive tachometer to each cylinder in turn and try to isolate the problem A high variance in RPM on one cylinder usually
129. ESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Johnson Evinrude Johnson Evinrude Battery CD Ignitions with Points 1968 1972 55 60 65 85 and 100 HP Battery Powered Models With 113 7123 Power Pack DUE TO THE CONSTRUCTION OF THE BATTERIES DO NOT USE AUTOMOTIVE MAINTAINENCE FREE OR LOW MAINTAINENCE BATTERIES FOR THIS APPLICATION OVERCHARGING CAN CAUSE SEVERE DAMAGE TO THE IGNITION MODULE NOTE All clipper modules surge suppressors and safety circuits should be removed After removing the ignition wire Red or Purple must be connected directly to the ignition switch terminal providing 12V from ignition switch 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 Not Used Gray Tach Wire Connect with one of the Yellow stator wires Engine Wiring Connections for Testing Ignition Module Red Wire 12V 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 to the high tension lead coming from the ignition coil and set it to approximately 72 4 Crankthe engine over if it sparks while the spark gap tester is connected to the c
130. GER RESISTANCE 1 2 3 4 5 6 PP DVA TO COIL 1 2 3 4 5 6 BATTERY VOLTAGE CRANKING IDLE WOT STARTER AMPERAGE DRAW ENGINE TIMING RECOMMENDED CORRECTIONS CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER
131. If the above reading is OK and there is no spark the ignition coil is likely defective 9 9D 9 9D2 15D 18E NO SPARK 1 Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Testthe stator exciter and trigger pulsar stator coils as follows Red Lead Black Lead Resistance DVA Connected Red Black 168 252 110 V Minimum Blue Black 30 46 4 V Minimum Black Yellow Eng Ground 110 V Minimum If the above readings are OK and there is no spark the ignition coil is likely defective TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Tohatsu amp Nissan 15D2 18E2 NO SPARK 1 Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Testthe stator exciter and trigger pulsar stator coils as follows Red Lead Black Lead Resistance DVA Connected Red Black 130 195 110 V Minimum Blue Black 30 46 4 V Minimum Black Yellow Eng Ground 110 V Minimum CDI Output to coil If the above readings are OK and there is no spark the ignition coil is likely defective 25C2 30A 30A2 30A3 40C 2 Cyl 50C 50D 60A 70A NO SPARK ON ANY CYLINDER 1 Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Testthe stator exciter and trigger pulsar stator coils as follows Red Lead Black Lead Resistance DVA Conne
132. If the engine has spark replace the rectifier 3 Checkthe cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Johnson Evinrude 5 Check the stator and timer base resistance and DVA output as given below for BOTH banks WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown Brown Yellow 450 550 150 400 V 150 400 V White Purple 11 45 0 6 V 1988 amp newer 100 400 V a 0 6 V White Blue 11 45 0 6 V 1988 amp newer 100 400 V a 0 6 V White Green 11 45 0 6 V 1988 amp newer 100 400 V a 0 6 V White Pink 11 45 0 6 V 1988 amp newer 100 400 V a 0 6 V This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is out of spec disconnect the stator wires and recheck the DVA output If the reading is still out of spec the stator is bad If the reading is now within spec the pack is bad 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 timer base s DVA reading for that cylinder is low
133. K BIk to Wht Yel BIk to Wht Brn BIk to Wht Red Blk to Wht Grn 8 93 225 S 6 2 HA Red to BIK Wht 224 336 160 pu 3 5 160 d 12 08 None BIk to Wht Yel BIk to Wht Brn BIk to Wht Red 1990 Bm Blue to Bik Bh to nee 294 ue to 250 1096 6 2 Ped 224 336 90 Bik to Wht Blue Bon 3 100 0 5 2 7K 5K Blk to Wht Yel Blk to Wht Brn BIk to Wht Red 1997 B Blue to Bik ee M NE 294 ue to 250 2002 6 2 E 224 336 115 El Gaile 398 3 100 0 5 2 7K 5K BIk to Wht Yel BIk to Wht Brn BIk to Wht Red Blk to Wht Grn 8 93 250 ed 6 2 HPDI Red to BIk Wht CDI OUTPUT 160 BE E pu 3 5 140 Vs 12 08 None to Wht Yel BIk to Wht Brn BIk to Wht Red 300 2004 6 2 ae Red to BIk Wht CDI OUTPUT 265 Bk to WB 3 5 265 T N TUM eoo Blk to Wht Blue 398 1 84 9 89K one BIk to Wht Yel BIk to Wht Brn Black Grn Green Pur Purple Yel Yellow Eng Gnd Engine Ground N A Not Applicable Pri Primary Brn Brown Org Orange Wht White Gnd Engine Ground COMM Commercial Sec Secondary Indicates a part manufactured by CDI Electronics TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com 3 Y Cu Electronics Glossary of Terms ADI Alternator Driven Ignition consists of a flywheel stator trigger and ignition module ADTC After Top Dead Center
134. K ON ANY CYLINDER above 4 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 CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Johnson Evinrude 5 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest Six Cylinder Engines 1976 1978 150 235 HP Models With Screw Terminal Power Packs NO SPARK ON ANY CYLINDER 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 steps 3 and 6 below 1 Disconnect the Black Yellow stop wires AT THE POWER PACKS 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 engine has spark replace the rectifier 3 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections 5 Check the stator and timer base resistance and DVA output as given below
135. LINDER above If the power pack has no spark on one bank and the readings are good replace the power pack 5 Disconnect the 4 pin connector on the port side of the power pack and see if the spark returns If it does spark check resistance to see if the Black Yellow wire is shorted to engine ground Check to see if the Shift Interrupter switch is located in the circuit where there is no spark CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gi Electronics Johnson Evinrude Optical Ignitions Port 4 Pin Connector Starboard 4 Pin Connector a Black Yellow Brown Tan b Orange Black White Black c Orange Yellow Red d Brown Yellow POWER PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the sensor wires for shorts to engine ground as a shorted sensor wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a sensor coil Check the sensor DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs ONLY SPARKS 1 CYLI
136. NDER Check the optical sensor to encoder wheel mesh You may need to shim the optical sensor upwards 25 1000 at a time to make it engage the encoder wheel MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack 3 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 4 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 pickup to see if the readings are the same from the power pack A difference in readings between the primary and secondary coil wires usually indicates a bad coil or bad ignition wires No difference indicate
137. Orange Blue Black Yellow TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CUI Electronics Johnson Evinrude DVA Peak Reading Voltage and Resistance Chart Ignition Stator Trigger HP Year Model Part Charge Coil Power Coil Number Read Ohms DVA Read Ohms DVA Read Ohms DVA 4 60 1978 CD2 582285 Brown to Brown 450 550 150 N A N A N A White Black to 15 50 0 6V 1988 582453 Yellow 400V Black White 582474 583241 113 2285 113 2453 113 2474 113 3241 4 55 1989 CD2 USL 584488 Brown to Brown 450 550 150 N A N A N A N A N A N A 1993 584489 Yellow 400V 4 55 1989 CDI USL 113 4488 Brown to Brown 450 550 150 N A N A N A White Black to 15 50 0 6V 1993 Replacement 113 4489 Yellow 400V Black White 5 50 1992 CD2 584767 Brown to Brown 450 550 150 N A N A N A White Black to 15 50 0 6V 2006 W SLOW 584783 Yellow 400V Black White 113 4767 113 4783 25 50 1992 CD2 585316 Brown to Brown 450 550 150 Orange to 450 550 11 White to Blue and 15 50 100 2005 W SLOW 113 5316 Yellow 400V Orange Black 45 55 22V Green 400V 50 55 1971 Power 581397 Brown to Engine 400 600 150 N A N A N A White Black to 10 20 0 6V 1977 Pack 2 113 1397 Ground 400V Black White 30 40 25 35 1995 CD3 584823 Brown to Brown 720 880 150 Orange to 52 62 11 N A N A N A El
138. 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 CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Johnson Evinrude 5 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM Runs smooth below that 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 the temperature switch is likely bad Reconnect the Tan wire to the pack if it goes into the harness and disconnect the Tan wire from the temperature switch in the cylinder head If the engine now performs normally the temperature switch is defective If it does not perform correctly there is likely a problem in the engine harness VRO if equipped or the boat harness 3 Make sure the Tan temperature switch wire is not located next to a spark plug wire RF interference can activate the SLOW function ENGINE DIES WHEN QUICK START DROPS OUT Check ignition timing at idle with the White Black temperature wire disconnected Remember to allow for the drop in ignition timing when Quick Start disengages Verify ignition timing after engine has wa
139. R 1 Disconnect the Black Yellow stop wire AT THE POWER PACK 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 TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Johnson Evinrude 3 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections 5 Check the stator and timer base resistance and DVA output as given below WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown Brown Yellow 450 550 150 400 V 150 400 V Orange Orange Black 450 550 CDI 45 55 11 22 V 45 120 V White Purple c 100 400 V a 0 6 V White Blue c 100 400 V a 0 6 V White Green c 100 400 V a 0 6 V White Black White 400 500 6 12 V b 6 12 V from pack This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is out of spec disconnect the stator wires and recheck the DVA output If the reading is still out of spec the stator is bad If the reading is now within
140. SCR inside the power pack can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the switch box Connect a jumper wire to the stop wire from the switch box and short it to engine ground If this stops the switch box from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the switch box from sparking replace the switch box Repeat test as necessary for additional switch boxes 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 TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Johnson Evinrude JOHNSON EVINRUDE Flywheel Trigger Magnet Location This drawing is to be used to determine if the flywheel sensor magnet has moved from it s original location only 2 Cyl Loop Charged V4 Cross Flow V4 amp V6 Loop Charged 150 175 V6 Cross Flow 1988 1992 1986 1987 Flywheel Triggering Magnet Loctions 185 200 225 V6 1988 2001 V4 amp V8 Loop Charged Loop Charged 1988 1999 30 TROUBL
141. SPARK ON ONE BANK 1 Swap the stator wire pairs from one side of the engine to the other side and see if the problem moves If it does the stator is bad 2 Disconnect the stop wires from both power packs and retest If the spark returns swap the power packs and reconnect the stop circuit If the no spark problem remains on the same bank the stop circuit has a fault If the problem moves replace the power pack that was firing correctly due to a bad blocking diode in the pack 3 Check the stator and timer base resistance and DVA output for BOTH banks see NO SPARK ON ANY CYLINDER above TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Johnson Evinrude 4 Check the DVA voltage to engine ground on the White timer base wire while 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 NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This is usually caused by a weak battery or dragging starter Connect a battery charger on its highest setting to the battery and retest If good spark replace the starter and or battery with an 850 CCA cranking dual purpose non maintenance free type 2 Check the DVA output on the Orange wires from the power pack
142. T ON THE WATER CUI Electronics Johnson Evinrude WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown Brown Yellow 900 1100 35 amp 150 400 V 150 400 V Orange Orange Black 93 103 11 22 V 45 120 V White Purple c 100 400 V a 0 6 V White Blue c 100 400 V a 0 6 V White Green c 100 400 V a 0 6 V White Pink c 100 400 V a 0 6 V White Purple 2nd connector c 100 400 V a 0 6 V White Blue 2nd connector c 100 400 V a 0 6 V White Green 2nd connector c 100 400 V a 0 6 V White Pink 2nd connector c 100 400 V a 0 6 V White Black White 2nd connector 215 225 6 12 V b 6 12 V from pack This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is out of spec disconnect the stator wires and recheck the DVA output If the reading is still out of spec the stator is bad If the reading is now within spec the pack is bad 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 timer base s DVA reading for that cylinder is low disconnect the timer base wires and recheck the DVA output If the reading stays low the timer base is bad If the reading is now within spec the pack is bad a Check stator DVA first Then if timer base DV
143. TER CDI Electronics Mercury amp Force CDM Mercury Force Two Cylinder Engines 1994 2006 Engines Using CDM Modules NO SPARK ON ANY CYLINDER 1 NDOJA Wh 10 11 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 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 of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine Inspect the spark plug wires boots and spark plugs Check for chafing on the wiring and harnesses Inspect and clean all engine and ignition ground connections Pull on each wire from each CDM harness plug Make sure all wires are making proper contact inside plugs Disconnect one CDM module at a time and using a set of piercing probes and jumper wires short the stator wire in the CDM connector to engine ground Retest If the other module starts sparking the CDM you unplugged is bad Check the stator resistance and DVA output as follows WIRE READ TO OEM RESISTANCE CDI RESISTANCE _ DVA Connected DVA Disconnected White Green Green White 500 700 500 600 180 400 V 180 400 V This reading can be used to determine if a stator o
144. V t N A This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad 5 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem 6 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the trigger resistance and DVA output as shown below WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown White 800 1400 4 4V Brown Engine GND Open 1V t N A White Engine GND Open 1V N A 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 trigger s DVA reading for that cylinder is low disconnect the trigger wires and recheck the DVA output If the reading stays low the trigger is bad If the reading is now within spec the pack is bad 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 places If the reading is low on one cylinder disconnect the G
145. Volts Minimum 3 Checkthe cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine properly 2 5 Volts Minimum NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Check the resistance and DVA output of the Stator and Trigger Read from Read to OEM Readin CDI Readin DVA connected White Red Trigger wire White Green Trigger wire 280 430 ohms 280 430 ohms 2 5 Volts Minimum White Red Trigger wire Eng Ground Open Open 2 5 Volts Minimum White Green Trigger wire Eng Ground Open Open 2 5 Volts Minimum White Black Trigger wire White Blue Trigger wire 280 430 ohms 280 430 ohms 2 5 Volts Minimum White Black Trigger wire Eng Ground Open Open 2 5 Volts Minimum White Blue Trigger wire Eng Ground Open Open 2 5 Volts Minimum White Yellow Trigger wire White Brown Trigger wire 280 430 ohms 280 430 ohms 2 5 Volts Minimum White Yellow Trigger wire Eng Ground Open Open 2 5 Volts Minimum White Brown Trigger wire Eng Ground Open Open 2 5 Volts Minimum Brown Stator wire Red Stator wire 840 1260 ohms 600 800 ohms 85 Volts Minimum Brown Stator wire Eng Ground Open Open 85 Volts Minimum Red Stator wire Eng Ground Open Open 85 Volts Minimum Blue Stator wire Black Red Stator wire 65 130 ohms 10 20 ohms 16 Volts Minimum Blue Stator wire Eng Ground Open Open 16 Volts Minimum Black Red Stator wire Eng Ground Ope
146. White Gnd Engine Ground COMM Commercial Sec Secondary Indicates a part manufactured by CDI Electronics TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Y CI Electronics Q DVA Peak Reading Voltage and Resistance Chart Stator Trigger Ignition Coil 9 os HP YEAR STK Model Read Ohms DVA OHMS 10 PLG Cyl Low High Low High Low High Read Ohms DVA Out CAP Primary Sec Spd Spd Spd Spd Spd Spd 105 on 1 amp 3 at Bin idle 1998 Blueto 191 64 White Red to 241 0 on 4 0 is 1999 3 2 E to Red 288 96 99 90 White BIk 362 7 2 2 K Nong Red 145 on all at 1500 RPM Brn Wht Red to 1995 Redto 900 105 White Grn 290 4 8 s 1996 3 2 Be Blue 1100 140 85 m Wht BIk to 370 29 05 K None Wht Grn Brn Wht Red to 1996 Redto 900 105 White Yel 290 4 8 T3 1999 3 2 P Blue 1100 140 85 dz Wht Grn to 370 29 95 K Nong Wht BIk Wht Red to 1997 Redto 480 50 White Grn 290 44 29 2000 3 2 E t Blue 600 70 198 5 WhtBlk to 370 195 0 5 K mE Blue Wht Grn 1 7 6K Blk to Wht 75 2003 A E F Red 396 27 107 5 41 2 56 90 2004 Bic WHUBIE 594 K 3 6 3K 4 7 2K Brn Blue to 220 70 White Red to 241 4 1 80 1997 3 2 c Hed 290 55 100 60 WL BIK 5 1
147. a bad regulator rectifier disconnect the Green wires to the regulator rectifier and retest if the engine now performs OK the regulator rectifier is likely bad MISS AT ANY RPM 1 Verify the engine is not overheating and causing the problem 2 Using an inductive tachometer check the RPM on all cylinders A difference in readings between the individual cylinders can be caused by a bad coil power pack or spark plug 3 Disconnect the Green wires to the regulator rectifier and retest if the engine now performs OK the regulator rectifier is likely bad S A F E WILL NOT ENGAGE Disconnect the Pink warning wire from the power pack Connect a jumper wire to engine ground and connect it to the terminal where the Pink wire goes If the engine now limits at approximately 2000 RPM check the wiring from the temperature sensor and oil tank to the power pack If it still fails to engage the power pack is likely bad ENGINE WILL NOT STOP Disconnect the White stop wire and connect a jumper wire to engine ground If you still have spark the power pack is likely bad If the engine has no spark with the jumper connected either the wiring harness key switch or emergency stop switch is bad Four Cylinder Engines NO SPARK ON ANY CYLINDER Brown 1 Cyl Stator Blue 2 Cyl Stator Red non Stator Black Red Stator White Kill Wht Red Trigger er Wht BIK O Heat Trigger BIk Gnd Wht Yel Trigger Blue Jumper R
148. a problem in the power pack or ignition coil Occasionally a timer base will cause this same problem Check the timer base DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest ENGINE MISSES OR HAS ERRATIC TIMING 1 Disconnect the Black Yellow stop wire s AT THE POWER PACK S and retest If the engine runs normally the stop circuit could have a fault Check the key switch harness and shift switch If all check good replace the power pack For engines with dual power packs replace BOTH power packs at the same time 2 Check the stator and timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above Four Cylinder Engines Without Quick Start 1985 1998 65 140 HP Single Power Pack Engines Service Note Please use the Factory recommended spark plug currently Champion QL77JC4 gapped at 0 030 NO SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow stop wire s AT THE POWER PACK S 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
149. ace the rectifier 2 Inthe water or on a Dynameters check the DVA output on the Green wires from the switch box while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 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 DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest www cdielectronics com TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 Gini Electronics Mercury Two Cylinder Engines 1979 1996 With 114 7452A3 amp K1 339 7452 Switch Box NO SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow stop wire AT THE SWITCH BOX and retest If
150. ack to engine ground If the voltage on the Black White wire drops out after approximately 5 seconds but the engine timing does not change replace the timer base If the voltage remains present disconnect the Yellow Red wire to the pack and repeat the test If the voltage still remains replace the pack Six Cylinder Engines Without Quick Start 1979 1988 150 235 HP Dual Power Pack Engines Service Note Please use the Factory recommended spark plug currently Champion QL77JC4 gapped at 0 030 NO SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow stop wires AT THE POWER PACKS 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 engine now has spark replace the rectifier 3 Check the cranking RPM Acranking speed of less than 250 RPM will not allow the system to spark properly This is usually caused by a weak battery or dragging starter Connect a battery charger on its highest setting to the battery and retest If good spark replace the starter and or battery with an 850 CCA cranking dual purpose non maintenance free type 4 Inspect and clean all engine and ignition ground connections 5 Check the stator and timer base resistance and DVA output as given below for BOTH banks WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown Brown Yellow 450 550 9 Amp 150 400 V 150 400 V
151. age 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 250 4 CDI Electronics replacement stator only part 176 4796K1 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 OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 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 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 SWITCH BOX OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the power pack 2 In contrast a shorted
152. all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack or timer base 3 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 power pack or ignition coil Occasionally a timer base will cause this same problem Check the timer base DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM 1 Use a temperature probe and verify that the engine is not overheating CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Johnson Evinrude 2 Disconnect the tan temperature wire from the pack and retest If the engine now performs properly the temperature switch is likely bad Reconnect the Tan wire to the pack if it goes into the harness and disconnect the Tan wire from the temperature switch in the cylinder head If the engine now performs normally the temperature switch is defective If it does not perform correctly there is likely a problem
153. ance 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 DVA voltage see NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS above 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 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets Rotate the stator one bolt hole in either direction and retest 4 5 6 CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gil Electronics Force Force Five Cylinder Engines using a Single Switch Box 1991 1992 NOTE This engine uses a battery powered inverter box 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 part 176 4796K1 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 volt
154. and retest If the miss clears replace the rectifier 2 Disconnect the idle stabilizer advance module and reset the timing between 23 25 degrees Wide Open Throttle If the problem clears discard the idle stabilizer as it is not needed 3 Inthe water or on a Dynameters check the DVA output on the Green wires from the switch box while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 4 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 DVA voltage see NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS above 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 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets 7 Rotate the stator one bolt hole in either direction and retest CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WA
155. ast 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 6 Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil 7 Swap the ignition coil with one that is sparking correctly 8 Rare causes include a weak trigger magnet If possible try another flywheel POWER PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the timer base wires for shorts to engine ground as a shorted timer base wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a timer base coil Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears
156. at a time to make it engage the encoder wheel MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack 3 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 4 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 pickup to see if the readings are the same from the power pack A difference in readings between the primary and secondary coil wires usually indicates a bad coil or bad ignition wires No difference indicates a bad power pack 5 Perform a high speed shutdown and read the spark plugs Check for water A crack in the bl
157. ator Yellow Brown Yellow Stripe Pack Orange Blue Coil White Ignition Coil White Orange Blue Blue Red White Stop Circuit White Black Yellow Force Prestolite ADI Ignitions 1984 1992 Three and Four Cylinder Engines Using Separate Switch Boxes and Ignition CoilS NO SPARK ON ANY CYLINDER 1 Disconnect the stop wire AT THE POWER PACK 2 Disconnect the rectifier If the engine sparks replace the rectifier 3 Check for broken or bare wires on the unit stator and trigger 4 Check the stator and trigger resistance and DVA voltage as follows WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Brown Blue or Blue Brown Yellow or Yellow 680 900 250 350 180 400 V Connected Brown Blue or Blue Engine GND Open Open lt 2 V Disconnected Brown Yellow or Yellow Engine GND Open Open lt 2 V Disconnected White Orange or Orange White Yellow or Green 45 55 45 55 0 5 V Connected White Red or Red White Green 45 55 45 55 0 5 V Connected NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the stator and trigger resistance and DVA voltage see NO SPARK ON ANY CYLINDER above 2 If readings 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 3 If 2 three cylinder engine is the one not firing and the engine has a CDI stator installed disconnect the Blue wire going to the 2 pack and see if the 2 cylinder starts firing If so reconnect the
158. attery Ignition Engine Ground 12V from Battery Trigger Use a Jumper and Tap against Engine Ground Should Fire the Ignition Coil Each Time 1 2 Air Gap GENERAL 1 Clean all battery connections and engine grounds 2 Disconnect the mercury tilt switch and retest If the ignition works properly replace or discard the mercury tilt switch 3 Connect a spark gap tester to the spark plug wires and check for spark on all cylinders If some cylinders spark 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 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 n
159. ave good ground 123 7566 or 123 7878 ESA Module 2 CEBI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Prestolite BID Wiring s Haee BID Module Breakerless Ignition Distributor inside Distributor Shift Interrupt Switch Switched 12VDC Must have good ground PEPPE LEERTE EREA JR y B 4 L4 4 x 4 1 5 Ohm Resistance Wire 4 4 4 Fequired niin Coil 123 7567 or 123 7571 ESA Module 55 KEEPING YOUR BOAT ON THE WATER H T w m Electronics AS GOOD OR BETTER THAN THE WHEN PARTS FAIL REPLACE THEM WITH PARTS THAT WILL LAST CDI MANUFACTURES QUALITY COMPONENTS THAT ARE DESIGNED AND BUILT AS GOOD OR BETTER THAN THE QOEM TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Y CI Electronics Ignition Checklist NAME DATE PHONE ALT PHONE MFG HP YEAR OFCYLS MDL SN PROBLEM SPARK 1 2 3 4 5 6 STATOR DVA Charge Coil Charge Coil PowerCoi Conn Dis Conn Dis Conn Dis MERC STATOR DVA LS LS HS HS Conn Dis Conn Dis Conn Dis Conn Dis STATOR RESISTANCE Charge Coil Charge Coil Power Coil MERC STATOR RESISTANCE LS LS HS HS TRIGGER DVA 1 2 3 4 5 6 Conn Dis Conn Dis Conn Dis Conn Dis Conn Dis Conn Dis TRIG
160. ch box 2 If the timing is off by any other degree check the flywheel key NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the DVA output between the Green and Green White wires 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 ok the ignition coil is likely 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 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 Disconnect the negative side of the ignition coils Connect a jumper wire to the negative side of the coil and while the engine is turning over tap the jumper wire to engine ground If this causes the coil to spark the coil is good and you will need to replace the pack 4 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets SWITCH BOX OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the switch bo
161. ck Gry Gray TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Y cul Electronics 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 G nerator 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 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 BI 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 CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gi Electronics Chrysler amp Force Chrysler Points Type Igni
162. cs com GDI Electronics Johnson Evinrude Optical Ignitions won 10 11 12 13 14 15 16 17 Disconnect the Yellow wires from the stator to the rectifier and retest If the engine sparks replace the rectifier Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine Verify the engine is turning in a clockwise direction If not see TRIES TO RUN BACKWARDS below 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 Disconnect the 5 pin connector on the port side of the power pack and see if spark returns If it does spark check resistance to see if the Black Yellow wires are shorted to engine ground If it loses spark after the key switch is disengaged check the DVA voltage on the stator s power coil Orange to Orange Black as given below in Step 13 Either the power coil or power pack is the fault Check the battery voltage on the Yellow Red wire while cranking the engine If below 11 VDC charge the battery and check all battery cables A continued low battery reading coul
163. cted Red Black 200 300 110 V Minimum Blue Black 30 46 4 V Minimum NO SPARK ON ONE CYLINDER If only one spark plug has spark the internal ignition coil is defective The power pack will need to be replaced 40D 3 Cyl 50D2 NO SPARK ON ANY CYLINDER 1 Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Testthe stator exciter and trigger pulsar stator coils as follows Red Lead Black Lead Resistance DVA Connected Org Wht Grn 110 V Minimum Wht Red Black 4 V Minimum Wht BIk Black 4V Minimum Blue Wht Black 4V Minimum Blk Wht Black 110 V Minimum CDI Output to coil Blk Red Black 110 V Minimum CDI Output to coil Blk Grn Black 110 V Minimum CDI Output to coil NO SPARK ON ONE CYLINDER If only one spark plug has spark the internal ignition coil is defective The power pack will need to be replaced 60B 70B NO SPARK ON ANY CYLINDER 1 Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Testthe stator exciter and trigger pulsar stator coils as follows Red Lead Black Lead Resistance DVA Connected Wht Grn Brn Wht 8 1 V Minimum Wht Grn Wht Yel 34 2 V Minimum Brn Wht Wht Yel 35 1 V Minimum Blue Wht Black 4 75 V Minimum Blk Wht Black 110 V Minimum CDI Output to coil BIk Red Black 110 V Minimum CDI Output to coil Blk Grn Black 110 V Minimum CDI Output to coil 60C 70C NO SPARK ON ANY CYLINDER 1
164. d be from a dragging starter If still below 11 VDC disconnect the power pack s Yellow Red wire from the starter solenoid and apply a verified 12 VDC to the Yellow Red wire If the engine now runs good check the DVA voltage on the stator s power coil Orange to Orange Black as given below in Step 13 Either the power coil or power pack is the fault 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 S The thin area between the crank position and the cylinder position is the most common breakout location 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 Check the stator resistance and DVA voltage as given below for BOTH banks WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown Brown Yellow 450 600 150 400 V 150 400 V Brown White Brown Black 450 600 150 400 V 150 400 V Orange Orange Black 50 60 11 22V 45 120 V This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is out of spec disconnect the stator wires and recheck the DVA output If the reading is still out of spec the stator is bad If the reading is now within spec the pack is bad NOTE Low readings o
165. d 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 NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Disconnect the Yellow wires from the rectifier and retest If the engine has good spark replace the rectifier 2 Checkthe timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Swap the timer base wire sets swap the 1 amp 3 pair with the 2 amp 4 pair and see if the no spark problem follows a timer base wire 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 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 5 Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil 6 Swap the ignition coil with one that is sparking correctly 7 Rare causes include a weak trigger magnet If possible try another flywheel POWER PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER 1 Checkthe timer base wires for shorts to engine ground as a shorted timer base wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside th
166. d to Wht 1996 Brn to Blue 660 62 bns Wht 280 225 199 6 2 L HP Be 0 zo 145 40 Bue 260 2 130 0 5 4 1K 5K Wht Yel to Wht Brn Blk to Wht Red 1994 XHP Bmt Blug 224 224 Bkk ANNUI 294 rn to 225 1995 6 2 U HP Red yid 336 336 2 90 Blk to Wht Blue 398 3 100 05 Eu us Blk to Wht Yel Blk to Wht Brn Black Grn Green Pur Purple Yel Yellow Eng Gnd Engine Ground N A Not Applicable Pri Primary Brn Brown Org Orange Wht White Gnd Engine Ground COMM Commercial Sec Secondary Indicates a part manufactured by CDI Electronics TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CUI Electronics Peak Reading Voltage and Resistance Chart Stator Trigger Ignition Coil R CDI s SPK HP YEAR STK Model ead Ohms DVA OHMS 10 PLG Cyl Low Low High Low High Read Ohms DVA Out CAP Spd High Spd Spd Spd Spd Spd Primary Sec 2002 Blk Org to Red Yel to Wht Red 459 19 6 225 2001 6 4 BIk Yel to Red Yel CDI OUTPUT 252 BIk to Wht Grn 561 53 252 15 19 354g None BIk Wht to Red Yel Blk to Wht BIk BIk to Wht Red Blk to Wht Grn S X U Brn 1996 Blue to BIk to Wht BIk 294 225 2002 6 2 Eg EHE 224 336 115 Slice WRUBIUS 398 3 100 0 5 2 7K 5K BIk to Wht Yel BIk to Wht Brn BIk to Wht Red 1998 Blue to Bik En tp HIE 294 ue to 225 2004 6 2 gt Red 224 336 115 Blicto Whi Blue 398 3 100 0 5 2 7K 5
167. d verify that the engine is not overheating 2 Disconnect the tan temperature wire from the pack and retest If the engine now performs properly test and replace the defective 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 ENGINE DIES WHEN QUICK START DROPS OUT Check ignition timing at idle with the White Black temperature wire disconnected Remember to allow for the drop in ignition timing when Quick Start disengages Verify ignition timing after engine has warmed up according to the service manual ENGINE STAYS IN QUICK START 1 With the engine idling check the Yellow Red wire for DC voltage If there is DC voltage over 2 volts on this wire while the engine is running the Quick Start will not disengage A voltage of 5 to 7 volts will not engage the starter solenoid yet will engage Quick Start 2 Short the White Black temperature switch wire FROM the power pack to engine ground Start the engine if the Quick Start drops out after approximately 5 seconds replace the White Black temperature switch 3 Disconnect the Black White wire from the power pack If the Quick Start feature is not now working replace the power pack ENGINE WILL NOT ENGAGE QUICK START 1 Disconnect the White Black wire from the temperature sensor 2 With the engine idling check
168. d whine coming from it when the key switch is in the on position This is normal and does not indicate a problem TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com G Y CUI Electronics Johnson Evinrude Johnson Evinrude Prestolite Battery Ignitions with Pickup Sensors 1968 1972 100 115 and 125 HP Battery Powered Models With 113 8362 Power Pack DUE TO THE CONSTRUCTION OF THE BATTERIES DO NOT USE AUTOMOTIVE MAINTAINENCE FREE OR LOW MAINTAINENCE BATTERIES FOR THIS APPLICATION OVERCHARGING CAN CAUSE SEVERE DAMAGE TO THE IGNITION MODULE NOTE clipper modules surge suppressors and safety circuits should be removed After removing the ignition wire Red or Purple must be connected directly to the ignition switch terminal providing 12V from ignition switch 1 Clean all battery connections and engine grounds 2 Check wiring as follows Except 1967 1967 Pack Wire Color Function Pack Wire Color Function Red or Purple 12V from key switch Red or Purple 12V from key switch 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 1972 models only 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
169. ding 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 timer base s DVA reading for that cylinder is low disconnect the timer base wires and recheck the DVA output If the reading stays low the timer base is bad If the reading is now within spec the pack is bad 6 Checkthe center hub triggering magnet in the flywheel A loose magnet can cause this problem 7 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Disconnect the stop wire and retest remember you will have to choke the engine to stop it If the engine runs normally the stop circuit has a fault 2 Disconnect the White Black temperature switch sensor and retest If all cylinders now have spark replace the timer base 3 Check the stator and timer base resistance DVA output see NO SPARK ON ANY CYLINDER above 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 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 5 Visually inspect the ignition coils for burned or discolored
170. ding of at least 150V or more while connected 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 3 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 4 Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil 5 Swap the ignition coil with one that is sparking correctly 6 Rare causes include a weak trigger magnet If possible try another flywheel SWITCH BOX OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the switch box 2 In contrast a shorted SCR inside the switch box can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the switch box Connect a jumper wire to the stop wire from the switch box and short it to engine ground If this stops the switch box from sparking the stop circuit has a fault Check the key switch harness and shift switch If this d
171. dings The typical range is 90 to 150 ohms You should have approximately the same ohm reading on all six tests If one of the SCR s inside the power pack is shorted or open the readings will be quite a bit different Check the spark plug wires for breaks and abrasions Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil Swap the ignition coil with one that is sparking correctly Rare causes include a weak trigger magnet If possible try another flywheel OWER PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER Check the timer base wires for shorts to engine ground as a shorted timer base wire can destroy a SCR inside the power pack In contrast a shorted SCR inside the power pack can destroy a timer base coil Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wires at the power pack Connect a jumper wire to the stop wires from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectif
172. e If it does the harness or starter solenoid is likely defective If the voltage on the Black White wire stays in the 6 10 volt range with the Yellow Red wire disconnected and the White Black wire shorted to engine ground the power pack is defective Six Cylinder Engines 1988 2001 185 250 HP Quick Start Models Service Note Please use the Factory recommended spark plug currently Champion QL77JC4 gapped at 0 030 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 BOTH of the Black Yellow stop wires AT THE POWER PACK 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 stator to the rectifier and retest If the engine sparks replace the rectifier 3 Checkthe cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This is usually caused by a weak battery or dragging starter Connect a battery charger on its hi
173. e disconnected and the White Black wire shorted to engine ground the power pack is defective Johnson Evinrude 60 4 Cylinder Optical 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 Quick Start ignitions use stator charge coils and a power coil to provide high voltage and power for the Quick Start and rev limiter circuits They require a sensor for triggering and use separate magnets for the high voltage and triggering the sensor 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 Quick Start 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 Quick Start S L O W rev limiter and spark 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 spark if the engine is not turning in the right direction S L O W functions reduce the engine RPM to approximately 25
174. e of the engine to the other side and see if the problem moves If it does the stator is bad Disconnect the Yellow wires from the stator to the rectifier and retest If the engine sparks replace the rectifier Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This is usually CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Johnson Evinrude caused by a weak battery or dragging starter Connect a battery charger on its highest setting to the battery and retest If good spark replace the starter and or battery with an 850 CCA cranking dual purpose non maintenance free type 5 Check the stator resistance and DVA output for BOTH banks see NO SPARK ON ANY CYLINDER above 6 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 NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This is usually caused by a weak battery or dragging starter Connect a battery charger on its highest
175. e power pack can destroy a timer base coil Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack or timer base 3 Connectan 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 power pack or ignition coil Occasionally a timer base will cause this same problem Check the timer base DVA voltage see NO SPAR
176. e problem is usually in the stator Test per above 2 Ifthe engine has a CDI stator installed A If 1 and 3 are the ones not firing disconnect the Yellow stator wire from the 1 pack and see if the 3 cylinder starts firing Is so replace the 1 pack If not then reconnect the Yellow stator wire to the 1 pack and disconnect the Yellow stator wire from the 2 pack and see if the 1 cylinder starts firing If so replace the 2 pack B If 2 and 4 are the ones not firing disconnect the Blue stator wire from the 1 pack and see if the 4 cylinder starts firing Is so replace the 1 pack If not then reconnect the Blue stator wire to the 1 pack and disconnect the Blue stator wire from the 2 pack and see if the 2 cylinder starts firing If so replace the 2 pack ENGINE WILL NOT SHUT OFF Disconnect all stop wires at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gs CDI Electronics Chrysler amp Force COILS ONLY HAVE SPARK WITH SPARK PLUGS OUT Check for dragging starter or low battery causing slow cranking speed DVA test stator and trigger MISS
177. e problem moves to the other cylinder the stator is likely bad If no change replace both CDMs A continued no spark condition on the same cylinder indicates a bad trigger If the cylinders are only misfiring up above an idle connect an inductive tachometer to all cylinders and try to isolate the problem cylinders Check the resistance of each of the CDM modules see NO SPARK ON ANY CYLINDER above CDM OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 2 3 4 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the CDM In contrast a shorted SCR inside the CDM can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above Cut the Black Yellow stop wire from the CDM not sparking Measure DC voltage from Black Yellow from the harness to engine ground Turn the ignition switch on and off several times DC voltage should never exceed 2V If it does the stop circuit has a fault Check the key switch harness and shift switch Replace the CDM on the cylinder dropping spark MISS AT ANY RPM 1 2 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 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 Check the trigger DVA voltage see NO SP
178. e 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 CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CUI Electronics Chrysler Force DVA Peak Reading Voltage and Resistance Chart Model Ignition Stator Trigger Ignition Coil HP Year or Part High Low High Ohms Serial Number LowSpd HighSpd Low Spd SoA Spd Spd Read Ohms DVA Pri Sec 7 5 1972 BOC B1D 525475 Blue to Blue 680 850 180 400V Org to Grn 48 52 0 5V N A 125 140 HOC H1D 116 5475 300 400 Red to Wht Grn 225 325 7 5 1977 BOC B1C 525475 Blue to Blue 680 850 180 400V Org to Grn 48 52 0 5V N A 125 140 HOC H1C 116 5475 300 400 Red to Wht Grn 225 325 7 5 1979 All Models 525475 Blue to Blue 680 850 180 400V Org to Grn 48 52 0 5V N A 125 140 19
179. e 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 Spark 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 Spark 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 firing all three cylinders To verify this condition swap the trigger leads
180. e the problem A single cylinder dropping spark will likely be a bad switch box or ignition coil All cylinders not sparking properly usually indicates a bad stator 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 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CDI Electronics Mercury MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters check the DVA output on the Green wires from the switch box while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 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 DVA voltage see NO SPARK OR INTERMITTENT SPARK ON ON
181. each time spark gap 1 4 3 3 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 spark on all cylinders If some cylinders spark and not others the problem is likely in the distributor cap rotor button or spark plug wires 4 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 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 5 Check voltage present on the White and Red terminals White wire on the 114 2803 while at cranking It MUST be at least 9 5 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 spark each time If the coil does spark this means the CD module is usually good and the points points plate and grounding wire for the points plate should be checked 8 Connect a spark gap tester
182. eading 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 if the timer base checks good 3 Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil 4 Swap the ignition coil with one that is sparking correctly 5 Rare causes include a weak trigger magnet If possible try another flywheel 6 Check the power pack resistance given below WIRE CYL READ TO Resistance Orange Blue 1 Blue 110 a Orange 2 Purple 110 a Orange Green 3 Green 110 a White Black Engine Ground Shorted Brown amp Brown Yellow Black Engine Ground Open or M range a Use a comparison reading as different brands of meters will give different readings The typical range is 90 to 150 ohms for the Orange wires You should have approximately the same ohm reading on all six tests with the Orange wires If one of the SCR s inside the power pack is shorted or open the readings will be quite a bit different POWER PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the timer base wires for shorts to engine ground as a shorted timer base wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a time
183. eading stays low the timer base is bad If the reading is now within spec the pack is bad a Check stator DVA first Then if timer base DVA is 0 6 2 5 V the pack is faulty If below 0 6 V or 2 6 99 V the timer base is faulty b DVA will drop below 1 V when the engine drops out of Quick Start engine is over 104 Degrees or 1200 RPM CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Johnson Evinrude c 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 Remember that temperature will affect the readings 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 6 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem 7 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE BANK 1 Disconnect BOTH of the Black Yellow stop wires AT THE POWER PACK and retest If the engine s ignition now has spark the stop circuit has a fault Check the key
184. eat shield and coat them with RTV g If still no spark replace the sensor 7 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 is low disconnect the timer base 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 in the internal wiring possibly a thin spot in the insulation on one wire 8 Checkthe center hub triggering magnet in the flywheel A loose magnet can cause this problem 9 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE BANK 1 Swap the timer base wire sets swap the 1 amp 3 pair with the 2 amp 4 pair and see if the no spark problem follows a timer base wire 2 Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above If the DVA 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 Step 6 see NO SPARK ON ANY CYLINDER above 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 connect a loa
185. eck the timer base DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest Models with S L O W ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM Runs smooth below that RPM 1 Clean all engine and power pack ground connections 2 Useatemperature probe and verify that the engine is not overheating 3 Disconnect the Tan temperature wire from the pack and retest If the engine now performs properly the temperature switch is likely bad Reconnect the Tan wire to the pack if it goes into the harness and disconnect the Tan wire from the temperature Switch in the cylinder head If the engine now performs normally the temperature switch is defective If it does not perform correctly there is likely a problem in the engine harness VRO if equipped or the boat harness 4 Make sure the Tan temperature switch wire is not located next to a spark plug wire RF interference can activate the SLOW function Three Cylinder Engines 1993 2001 40 70 HP Quick Start Models Service Note Please use the Factory recommended spark plug currently Champion QL77JC4 gapped at 0 030 NO SPARK ON ANY CYLINDE
186. ect the wiring If the engine has a tiller handle check the push button stop switch 2 Check the stator and trigger resistance and DVA voltage as follows WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Brown Blue Brown Yellow 680 900 250 350 180 400 V Connected Brown Blue Engine GND Open Open 2 V Disconnected Brown Yellow Engine GND Open Open 2 V Disconnected Orange Green 45 55 45 55 0 5 V Connected Red White Green 45 55 45 55 0 5 V Connected 3 If readings are good and the 2 cylinder is the one not firing swap the Red and White Green trigger wires If both cylinders now have spark the trigger is not wired for this engine However you may leave the wires as they are and the engine will be run normally 4 Disconnect the stop wire from one pack If that cylinder starts firing the stop circuit in the harness or on the boat is bad possibly the ignition switch 5 If readings 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 Disconnect the Brown stop wires Connect a jumper wire to ONE of the stop wires from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the pack Blue or Yellow TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 w
187. ectric 1997 OPTICAL 586472 Yellow 400V Orange Black 22V Start 586504 25 35 1995 CD3 584823 Brown to Brown 1010 150 Orange to 76 92 11 N A N A N A Manual 1997 OPTICAL 586472 Yellow 1230 400V Orange Black 22V Start 586504 40 70 1993 CD3 584808 Brown to Brown 450 550 150 Orange to 450 550 11 White to Blue Open 100 2001 Looper 113 4808 Yellow 400V Orange Black 45 55 22V Purple Green 400 400V White to Black White 500 6 12V 60 75 1972 Power 581726 Brown to Brown 400 600 150 N A N A N A Black White to 10 20 0 6V 1978 Pack 3 113 1726 Yellow 400V White Blacks 30 40 60 75 1979 CD3 582115 Brown to Brown 450 550 150 N A N A N A White to Blue 38 42 0 6V 1990 582138 Yellow 400V Purple Green 113 2115 113 2138 60 70 1989 CD3 583748 Brown to Brown 450 550 150 Orange to 450 550 11 White to Blue 38 42 100 1995 W SLOW 113 3748 Yellow 400V Orange Black 45 55 22V Purple Green 400V 65 75 1984 CD3 582537 Brown to Brown 450 550 150 N A N A N A White to Blue 38 42 0 6V 1988 582556 Yellow 400V Purple Green 582705 583122 113 2537 113 2556 113 2705 113 3122 65 1996 CD3 585274 Brown to Brown 450 550 150 Orange to 450 550 11 White to Blue 38 42 100 2001 W SLOW 113 5274 Yellow 400V Orange Black 45 55 22V P 400V 65 115 1989 CD4 584028 Brown to Brown 450 550 150 N A N A N A White to Blue 11 45 100 1998 584030 Yellow 400V Purple Green Pink 400V 113 4028 113 4030 85 140 1973 Power 581731 Brown to Brown 400 6
188. ed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections 5 Check the stator resistance and DVA output where applicable Black Stator WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Blue Blue White 3250 3650 500 600 180 400 V 180 400 V Red Red White 75 90 28 32 25 100 V 25 100 V Red Stator Kit WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected White Green Green White 500 700 500 600 180 400 V 180 400 V Blue Blue White OPEN OPEN 180 400 V 180 400 V TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Force This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad 6 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem 7 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Check the trigger resistance and DVA out
189. eel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER OR ONE BANK 1 Disconnect the stop wires from both power packs and retest If spark returns swap the power packs and reconnect the stop circuit If the no spark problem remains on the same bank the stop circuit has a fault If the problem moves replace the power pack that was firing correctly due to a bad blocking diode in the pack 2 Swap the stator wire pairs from one side of the engine to the other side and see if the problem moves If it does the stator is bad 3 Check the stator and timer base resistance and DVA output on BOTH banks see NO SPARK ON ANY CYLINDER above 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 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 5 Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil 6 Swap the ignition coil with one that is sparking correctly 7 Rare causes include a weak trigger magnet If possible try another flywheel P l OWER PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER Check the timer base
190. egative battery cable terminal then shifting to the engine block rectifier base and case ground of the CD module NO SPARK ON ANY CYLINDER 1 If a mercury tilt switch is connected to the switch box disconnect it and retest If you now have spark replace or discard the mercury tilt switch 2 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 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 3 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 5 volts If not there is a problem in the harness key switch starter battery cables or battery 4 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 A low reading indicates a bad switch box 5 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 switch box should spark each time Failure to spark usually indicates a bad CD module 6 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
191. engine ground 9 If it loses spark after the key switch is disengaged check the DVA voltage on the stator s power coil Orange to Orange Black as given below in Step 13 Either the power coil or power pack is the fault 10 Check the battery voltage on the Yellow Red wire while cranking the engine If below 11 VDC charge the battery and check TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com NDOJA WN Gini Electronics Johnson Evinrude Optical Ignitions all battery cables A continued low battery reading could be from a dragging starter If still below 11 VDC disconnect the power pack s Yellow Red wire from the starter solenoid and apply a verified 12 VDC to the Yellow Red wire If the engine now runs good check the DVA voltage on the stator s power coil Orange to Orange Black as given below in Step 13 Either the power coil or power pack is the fault 11 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 The thin area between the crank position and the cylinder position is the most common breakout location 12 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 13 Check the stator resistance and DVA voltage as given below WIRE R
192. eplace the rectifier 2 Connect a DVA meter between the stator s Blue wire and engine ground Run the engine up to the RPM where the problem is occurring DVA voltage should increase with RPM A sharp drop in DVA right before the problem occurs usually indicates a bad stator Read from Blue to engine ground if the engine has a Red stator kit installed 3 Connect a DVA meter between the stator s Red wire and engine ground The DVA voltage should show a smooth climb in voltage and remain high through the RPM range A reading lower than on the Blue wire reading indicates a bad stator 4 Connect an inductive tachometer to each cylinder in turn and try to isolate the problem A single cylinder dropping spark will likely be a bad switch box or ignition coil All cylinders not sparking properly usually indicates a bad stator 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 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters check the DVA output on the Green wires from the switch box while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing wi
193. er Engines 1988 1998 250 300 HP 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 BOTH of the Black Yellow stop wires AT THE POWER PACK S 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 stator to the rectifier and retest If the engine sparks replace the rectifier 3 Checkthe cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This is usually caused by a weak battery or dragging starter Connect a battery charger on its highest setting to the battery and retest If good spark replace the starter and or battery with an 850 CCA cranking dual purpose non maintenance free type Inspect and clean all engine and ignition ground connections Check the stator and timer base resistance and DVA output as given below for BOTH banks 4 5 Ga TROUBLESHOOTING GUIDE KEEPING YOUR BOA
194. es from the terminal strip and connect the other end of the jumper wire to the stop wires If the pack still has spark the terminal strip has a fault check the screw length If there is still no spark check the harness and stop circuit 2 Disconnect the rectifier If the engine now has spark replace the rectifier 3 Check for broken or bare wires on the ignition module stator and trigger 4 Check the stator and trigger resistance and DVA voltage as follows WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Brown Blue or Blue Brown Yellow or Yellow 680 900 250 350 180 400 V Connected Brown Blue or Blue Engine GND Open Open lt 2 V Disconnected Brown Yellow or Yellow Engine GND Open Open lt 2 V Disconnected White Orange or Orange White Yellow or Green 45 55 45 55 0 5 V Connected White Red or Red White Green 45 55 45 55 0 5 V Connected NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the stator and trigger resistance and DVA voltage see NO SPARK ON ANY CYLINDER above 2 If readings are good disconnect stop wire from one pack If the dead cylinder starts sparking the problem is likely the blocking diode in the pack 3 Bypass the terminal strip using jumper wires and see if spark comes back If so the terminal strip has a problem POWER PACK OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the power pack 2
195. ess and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs COILS ONLY SPARK WITH THE SPARK PLUGS OUT Check for dragging starter or low battery causing slow cranking speed DVA test stator and trigger MISS AT ANY RPM 1 Disconnect the rectifier from the stator and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters check the DVA output from the power pack outputs while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 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 DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 R
196. est Six Cylinder Engines 1989 1992 150 175 HP GT Cross Flow Quick Start Models Service Note Please use the Factory recommended spark plug currently Champion QL77JC4 gapped at 0 030 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 1 2 3 as 6 7 NO 1 2 3 D SPARK ON ANY CYLINDER Disconnect BOTH of the Black Yellow stop wires AT THE POWER PACK 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 stator to the rectifier and retest If the engine sparks replace the rectifier Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This is usually caused by a weak battery or dragging starter Connect a battery charger on its highest setting to the battery and retest If good spark replace the starter and or battery with an 850 CCA cranking dual purpose non maintenance free type Inspect and clean all
197. ev Limit Wht Grn Trigger 1 Disconnect the White stop wire 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 Checkthe resistance and DVA output of the Stator and Trigger Read from Read to Reading CDI Reading DVA connected White Red Trigger wire White Yellow Trigger wire 280 430 ohms 280 430 ohms 2 5 Volts Minimum White Black Trigger wire White Green Trigger wire 280 430 ohms 280 430 ohms 2 5 Volts Minimum Brown Stator wire Red Stator wire 840 1260 ohms 600 800 ohms 85 Volts Minimum Blue Stator wire Black Red Stator wire 65 130 ohms 10 20 ohms 16 Volts Minimum 3 Checkthe cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine properly CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Yamaha NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Check the resistance and DVA output of the Stator and Trigger Read from Read to Readin CDI Readin DVA connected White Red Trigger wire White Yellow Trigger wire 280 430 ohms 280 430 ohms 2 5 Volts Minimum White Black Trigger wire White Green Trigger wire 280 430 ohms 280 430 ohms 2 5 Volts Minimum White Red Trigger wire Eng Ground Open Open 2 5 Volts Minimum White Black Trigger wire Eng Ground Open Open
198. fferent readings The typical range is 90 to 150 ohms for the Orange wires You should have approximately the same ohm reading on all six tests with the Orange wires If one of the SCR s inside the power pack is shorted or open the readings will be quite a bit different Check the spark plug wires for breaks and abrasions Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil Swap the ignition coil with one that is sparking correctly Rare causes include a weak trigger magnet If possible try another flywheel POWER PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the timer base wires for shorts to engine ground as a shorted timer base wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a timer base coil Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wires at the power pack Connect a jumper wire to the stop wires from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to
199. ghest setting to the battery and retest If good spark replace the starter and or battery with an 850 CCA cranking dual purpose non maintenance free type 4 Inspect and clean all engine and ignition ground connections 5 Check the stator and timer base resistance and DVA output as given below for BOTH banks WIRE READ TO RESISTANCE DVA Connected _ DVA Disconnected Brown Brown Yellow 900 1100 35 amp 150 400 V 150 400 V Orange Orange Black 93 103 11 22 V 45 120 V White Purple c 100 400 V a 0 6 V White Blue c 100 400 V a 0 6 V White Green c 100 400 V a 0 6 V White Purple 2nd connector c 100 400 V a 0 6 V White Blue 2nd connector c 100 400 V a 0 6 V White Green 2nd connector c 100 400 V a 0 6 V White Black White 2nd connector 215 225 6 12 V b 6 12 V from pack This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is out of spec disconnect the stator wires and recheck the DVA output If the reading is still out of spec the stator is bad If the reading is now within spec the pack is bad 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 timer base s DVA reading for that cylinder is low disconnect the timer base wires and recheck the DVA output If the r
200. gine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs COILS ONLY HAVE SPARK WITH SPARK PLUGS OUT Check for dragging starter or low battery causing slow cranking speed DVA test stator and trigger MISS AT ANY RPM 1 Disconnect the rectifier from the stator and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters check the DVA output from the power pack outputs while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 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 DVA voltage see NO SPARK ON ANY CYLINDER above TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CUI Electronics Force 4 Perform a high speed shutdown and read the spark plugs Check for water A crack in the block can cause a
201. ging starter bad battery cables or a mechanical problem inside the engine Inspect the spark plug wires boots and spark plugs Check for chafing on the wiring and harnesses Inspect and clean all engine and ignition ground connections Pull on each wire from each CDM harness plug Make sure all wires are making proper contact inside plugs Disconnect the CDM modules 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 Check the stator resistance and DVA output as given below WIRE READ TO OEM RESISTANCE CDI RESISTANCE _ DVA Connected DVA Disconnected White Green Green White 500 700 500 600 180 400 V 180 400 V This reading can be used to determine if a stator or the CDM modules have a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec at least one of the CDM modules is bad DOOR WN TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com GDI Electronics Mercury amp Force CDM 10 11 Check the resistance of each of the CDM modules as follows RED METER LEAD BLACK METER LEAD READING CDM Pin A C OEM 2200 2400 Ohms CDI 1200 1300 Ohms CDM Pin D A DIODE CDM Pin A D DIODE CDM Pin D B DIODE
202. gnition coil is likely bad A continued low reading indicates a bad power pack 8 Checkthe center hub triggering magnet in the flywheel A loose magnet can cause this problem 9 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK ON ONE CYLINDER 1 Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 2 Swap the timer base wires and see if the problem follows a timer base wire 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 while connected 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 Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil Swap the ignition coil with one that is sparking correctly Rare causes include a weak trigger magnet If possible try another flywheel www cdielectronics com TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 Gini Electronics Johnson Evinrude POWER PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the timer base wires for shorts to engine ground as a shorted timer base wire can destroy a SCR
203. h 3 Disconnect the Black White wire from the power pack If the Quick Start feature is not now working replace the power pack ENGINE WILL NOT ENGAGE QUICK START 1 Disconnect the White Black wire from the temperature sensor 2 With the engine idling check the Black White timer base wire for DC voltage There should be about 6 to 10 volts DC voltage on this wire while the engine is running for the Quick Start to engage 3 Short the White Black temperature switch wire FROM the power pack to engine ground If the voltage on the Black White wire drops out after approximately 5 seconds but the engine timing does not change replace the timer base If the voltage remains present disconnect the Yellow Red wire to the pack and repeat the test If the voltage still remains replace the pack ENGINE TIMING TOO HIGH 1 Check the flywheel center hub magnet to make sure it s tight Look for signs of cracks and bulges in the Brown ferret magnet material 2 Shortthe White Black temp wire to engine ground and see if the timing drops back to normal 3 Check the DC voltage on the Black White wire going to the timer base With the White Black temp wire disconnected the voltage should be 6 to 10 volts When the White Black temp wire is shorted to engine ground the voltage should drop out If the voltage on the Black White wire stays in the 6 10 volt range disconnect the Yellow Red wire from the power pack The voltage should drop out on the Black White wir
204. h 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 Check the trigger DVA voltage see NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS above 3 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 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets Rotate the stator one bolt hole in either direction and retest Stop Circuit Stop Circuit as Black Yellow Black Yellow Purple Trigger White Trigger Brown Trigger Purple Trigger White Trigger Brown Trigger White Green i Green White White Green i Green White Stator Stator Stator Stator Stator Stator Mercury Force Four Cylinder Engines 1996 2006 Engines Using CDM Modules NO SPARK ON ANY CYLINDER 1 Cuteach Black Yellow stop wire from each CDM module and disconnect the RPM Limiter s stop wire one at a time and retest If the engine s ignition sparks the stop circuit you just cut 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 cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery drag
205. has a problem in the triggering circuit For instance if you have no spark on one cylinder and the timer base s DVA reading for that cylinder is low disconnect the timer base wires and recheck the DVA output If the reading stays low the timer base is bad If the reading is now within spec the pack is bad a The trigger signal rides on top of the high voltage on these timer bases Check stator DVA first Then if timer base DVA is 0 6 2 5 V the pack is faulty 6 Ifthe timer base output is low you may try to reset the air gap between the timer base sensor and the triggering magnet See below for resetting the air gap a 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 b Slide the sensor in toward the crankshaft approximately 0 005 at a time Coat the face of the sensor with machinists bluing or equivalent d Install the flywheel according to the service manual and crank the engine over e Remove the flywheel and check to see if the trigging magnet struck the sensor face f Ifthe ignition sparked finger tight the nut on the outside of the heat shield and coat it with RTV g Ifstill no spark slide the sensor in another 0 005 and repeat steps c through f until the sensor strikes the triggering magnet Then back the sensor off 0 005 A continued problem can indicate a bad sensor 7 With another person s help verify the triggering ci
206. he Black Yellow stop wire AT THE POWER PACK 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 engine now sparks replace the rectifier 3 Checkthe cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections 5 Check the stator and timer base resistance and DVA output as given below WIRE READ TO OEM RESISTANCE CDI RESISTANCE _ DVA Connected DVA Disconnected Brown Brown Yellow 400 600 400 600 150 400 V 150 400 V Black White White Black all 10 20 30 40 0 6V 0 6 V Black White Engine GND Open Open 150 400 V a N A White Black Engine GND Open Open 150 400 V a N A This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad 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 timer base s DVA reading for that cylinder is
207. he stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad 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 trigger s DVA reading for that cylinder is low disconnect the trigger wires and recheck the DVA output If the reading stays low the trigger is bad If the reading is now within spec the pack is bad 6 Inspect the ignition coils You should have either a Red Orange or Green coil with a bare braided ground wire from 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 7 Check the ignition coils as follows Check resistance from to terminal reading should be 0 2 1 0 ohms 800 1100 ohms from the high tension lead to engine ground There should be no connection from the terminal to engine ground 8 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem 9 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Mercury 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 swit
208. heck the DVA output on the Green wires from the switch box while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 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 DVA voltage see NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one 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 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
209. heck the resistance of each of the CDM modules see NO SPARK ON ANY CYLINDER above CDM OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER l 2 3 4 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the CDM In contrast a shorted SCR inside the CDM can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above Cut the Black Yellow stop wire from the CDM not sparking Measure DC voltage from Black Yellow from the harness to engine ground Turn the ignition switch on and off several times DC voltage should never exceed 2V If it does the stop circuit has a fault Check the key switch harness and shift switch Replace the CDM on the cylinder dropping spark MISS AT ANY RPM 1 2 Oak Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 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 Check the trigger DVA voltage see NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS above 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 Check the triggering and charge coil flywheel magnets
210. hite to Black 215 6 12V Brown Black White to Black White 225 150 175 1992 CD6 584985 Brown to 450 600 150 Orange to 50 60 11 22V Orange Red to Eng N A 10 5 2005 OPTICAL 584986 Brown Yellow 400V Orange Gnd 12 113 4985 Brown White to Black VDC 113 4986 Brown Black Black Orange to 8 10 Eng Gnd VDC 185 250 1988 CD6 584037 Brown to 900 1100 150 Orange to 93 103 11 22V White to Blue Purple Open 100 2000 586212 Brown Yellow 400V Orange Green 400V 113 4037 Black 215 6 12V 113 6212 White to Black White 225 250 300 1988 CD8 584035 Brown to 900 1100 150 Orange to 93 103 11 22V White to Blue Purple Open 100 1998 584642 Brown Yellow 400V Orange Green Pink 400V 113 4035 Black 113 4642 White to Black White 215 6 12V 225 275 300 1985 CD8 568076 Brown to 950 1100 150 N A N A N A White to Blue and 35 55 0 6V 1987 Quad 113 8076 Brown Yellow 400V Green Packs 275 300 1985 CD4 8 583072 Brown to 950 1100 150 N A N A N A White to Blue Purple 35 55 0 6V 1987 Dual Packs 583101 Brown Yellow 400V Green Pink 113 3072 113 3101 Black Grn Green Pur Purple Yel Yellow Eng Gnd Engine Ground N A Not Applicable Pri Primary Brn Brown Org Orange Wht White Gnd Engine Ground COMM Commercial Sec Secondary Indicates a part manufactured by CDI Electronics NOTE Ignition Coils will read 0 2 to 1 0 ohms on the Primary and 200 400 ohms on the Secondary windings CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER OM
211. ht E TEC engines Suzuki 4 Stroke and MEFI 1 4 Sterndrives 551 33 1 Gearcase Filler With Check Valve New design prevents tipping over and EZ Fill calibrated check valve creates air lock to keep lube from running out while installing drain plug Makes filling lower units easier 551 34PV Pressure Vacuum Tester Repairable metal unit does both vacuum and pressure testing 551 5110 Flywheel Holder New design has a high tensile strength poly coated woven belt for a more secure grip of flywheel Longer handle provides a more comfortable grip for more leverage with less effort 553 2700 Amphenol Pin Tool Set Set contains one each of 553 2697 insertion 553 2698 pin removal and 553 2699 socket removal tools 553 4994 Gauge Ring Used to set stator and trigger air gap on Johnson Evinrude 2 Cyl 2 Stroke engines from 1977 2006 911 9783 Bullet Connector Kit Contains 10 pieces each of the male female connectors and sleeves 912 9708 Marine Terminal Kit Contains 100 pieces of hard to find terminals and heat shrink 961 0002 Troubleshooting Guide Manual has detailed troubleshooting information and DVA charts 991 9705 Dielectric Grease Used to keep water and corrosion out of connectors Optional Equipment Upgrades 511 0300 Infrared Temperature Used to read engine spark plug lower unit and hull temperature Ideal for Meter quickly measuring engine temperat
212. ich cylinders are misfiring If the cylinders are only misfiring above an idle connect an inductive tachometer to all cylinders and try to isolate the problem cylinders 4 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets SWITCH BOX OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the switch box 2 In contrast a shorted SCR inside the switch box can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the switch box Connect a jumper wire to the stop wire from the switch box and short it to engine ground If this stops the switch box from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the switch box from sparking replace the switch box Repeat test as necessary for additional switch boxes WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the engine now has good spark replace the rectifier 2 Disconnect the idle stabilizer advance module and reset the timing between 23 25 degrees Wide Open Throttle If the problem clears discard the idle stabilizer as it is not needed
213. ide the sensor The other Quick Start 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 Quick Start S L O W rev limiter and spark 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 spark 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 Quick Start 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 Quick Start 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 Quick Start after 5 minutes of running time regardless of the condition of the cold sensor The CDI power pack also will not spark if the wrong encoder wheel 4 cylinder is installed by mistake At cranking speed the voltage from the stator may not
214. ier 2 Inthe water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack or timer base 3 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 power pack or ignition coil Occasionally a timer base will cause this same problem Check the timer base DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM Runs smooth below that RPM 1 Use 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 the temperature switch is likely bad Reconnect the Tan wire t
215. iggering magnet in the flywheel A loose magnet can cause this problem 7 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Check the trigger resistance and DVA output as shown below TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown White Black 800 140 4V 4V White White Black 800 140 4V 4V ff Purple White Black 800 1400 4V 4V Brown Engine GND Open 1V N A White Engine GND Open 1V N A Purple Engine GND Open 1V N A 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 trigger s DVA reading for that cylinder is low disconnect the trigger wires and recheck the DVA output If the reading stays low the trigger is bad If the reading is now within spec the pack 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 while connected 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
216. ill cause this same problem Check the trigger DVA voltage see NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS above 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 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets Rotate the stator one bolt hole in either direction and retest 4 5 6 CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CDI Electronics Mercury amp Force CDM 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 Six Cylinder Engines 1978 1999 Inline 6 and V6 Carbureted Engines Using Dual Switch Boxes and Six Ignition Coils SERVICE NOTE Whenever replacing one switch box always replace the other 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 NO SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow or Orange stop wires AT THE SWITCH BOXES 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
217. in the engine harness VRO if equipped or the boat harness 3 Make sure the tan temperature switch wire is not located next to a spark plug wire ENGINE DIES WHEN QUICK START DROPS OUT Check ignition timing at idle with the White Black temperature wire disconnected Remember to allow for the drop in ignition timing approximately 10 15 degrees when Quick Start disengages Verify ignition timing after engine has warmed up according to the service manual ENGINE STAYS IN QUICK START 1 With the engine idling check the Yellow Red wire for DC voltage If there is DC voltage over 2 volts on this wire while the engine is running the Quick Start will not disengage A voltage of 5 to 7 volts will not engage the starter solenoid yet will engage Quick Start 2 Short the White Black temperature switch wire FROM the power pack to engine ground Start the engine if the Quick Start drops out after approximately 5 seconds replace the White Black temperature switch 3 Disconnect the Black White wire from the power pack If the Quick Start feature is not now working replace the power pack ENGINE WILL NOT ENGAGE QUICK START 1 Disconnect the White Black wire from the temperature sensor 2 With the engine idling check the Black White timer base wire for DC voltage There should be about 6 to 10 volts DC voltage on this wire while the engine is running for the Quick Start to engage 3 Short the White Black temperature switch wire FROM the power p
218. inders 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 spark on one side and 3 and 4 spark 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 2 If you have two cylinders not firing either 1 and 2 3 and 4 switch the stator leads end to end on the switch box swap Red with Red White and swap Blue with Blue White If the problem moves to the other cylinders the stator is bad If the problem stays on the same cylinders the switch box is likely 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 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 4 If the cylinders are only misfiring above an idle connect an inductive tachometer to all cylinders and try to isolate the problem cylinders 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets
219. indicates a problem in the power pack or ignition coil Occasionally a timer base will cause this same problem Check the timer base DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest ENGINE MISSES OR HAS ERRATIC TIMING 1 Disconnect the Black Yellow stop wire s AT THE POWER PACK S and retest If the engine runs normally the stop circuit could have a fault Check the key switch harness and shift switch If all check good replace the power pack For engines with dual power packs replace BOTH power packs at the same time 2 Checkthe stator and timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above wONFAZNOD Four Cylinder Engines 1988 2001 120 140 HP Quick Start Models Service Note Please use the Factory recommended spark plug currently Champion QL77JC4 gapped at 0 030 NO SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow stop wire AT THE POWER PACK and retest If the engine s ignition has spark the stop circuit has a fault Check the key switch harness and shift switch TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 4
220. inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a timer base coil Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs WILL NOT ACCELERATE BEYOND 3000 RPM Runs smooth below that RPM 1 Disconnect the Yellow wires from the rectifier and retest If the engine has good spark replace the rectifier 2 Inthe water or on a Dynameters 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 3 Check the stator resistance If it reads approximately 900 ohms replace it with the 500 ohm design MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier
221. ip 511 9766 ealed Spark Gap Tester Allows you to test up to 8 cylinders for cranking speed tests Sealed design reduces the chances of injury and fire 511 9770 Highly Recommended Allows access to wires for testing without removing the connector Tiny hole usually reseals itself when wire heats 511 9772 Ammeter Adapter Used with most Digital multimeters to measure amperage output of the charging system or starter draw amperage 511 9773NL DVA Peak Voltage Adapter Unit automatically compensates for polarity Can be used with most quality multimeters 511 9775 S Piercing Probes Load Resistor To load the output of ignition modules when testing ignition coils 511 60A CDI Electronics Meter Most cost effective meter for marine use Has voltage temperature amperage ohms and DVA readings includes the 511 9773 NL DVA 520 ST80 DC Inductive Timing Light DC powered timing light with a very bright strobe light 531 0118T 3 Marine Engine Diagnostic Software M E D S Software operates with Windows Microsoft operating systems Reads and monitors failure codes on Mercury 1994 and newer EFI 1997 and newer Optimax Verado 2001 2006 4 Stroke Yamaha Built Mercury Yamaha HPDI 1998 amp up 4 Stroke V6 2000 amp up I3 amp 14 4 Stroke 2008 amp up engines Yamaha PWCs Plus Mercruiser I O engines using the 555 ECM module Johnson Evinrude Fic
222. iven CD Ignitions 1971 1978 Two Cylinder Engines 1971 1977 50 55 HP Models With Screw Terminal Power Packs NO SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow stop wire AT THE POWER PACK 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 engine now sparks replace the rectifier 3 Check the cranking RPM Acranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections 5 Check the stator and timer base resistance and DVA output as given below WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Brown Engine GND 400 600 400 600 150 400 V 150 400 V Black White White Black 10 20 30 40 06V 0 6 V Black White Engine GND Open Open 150 400 V a N A White Black Engine GND Open Open 150 400 V a N A This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad This reading can be used to determine if a pack
223. k the flywheel key 2 Ifthe timing is off and the flywheel key is ok replace the trigger NO SPARK ON ONE CYLINDER If one cylinder is firing good and one is not the problem is going to be either in the distributor cap or spark plug wire TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CDI Electronics Mercury Two Cylinder Engines 1974 1985 With 114 4911 332 4911 332 4733 Switch Box NO SPARK ON ANY CYLINDER 1 Disconnect the Orange or Black Yellow stop wire AT THE SWITCH BOX 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 sparks replace the rectifier 3 Checkthe cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections 5 Check the stator and trigger resistance and DVA output WIRE READ TO OEM RESISTANCE CDI RESISTANCE _ DVA Connected DVA Disconnected Blue White 6000 7400 a 2000 2500 a 180 400 V 180 400 V Blue Engine GND 5200 7000 b 2000 2500 b 180 400 V 180 400 V Red Blue 185 205 a 160 200 a 25 100 V 25 100 V Red Engine GND 180 340 b 160 200 b 25 100 V 25 100 V Brown White or Brown 800 1000 a
224. k trigger magnet If possible try another flywheel OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER 2 3 Check the timer base wires for shorts to engine ground as a shorted timer base wire can destroy a SCR inside the power pack In contrast a shorted SCR inside the power pack can destroy a timer base coil Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs MISS AT ANY RPM 1 2 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier In the water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack or timer base
225. king the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack or timer base 3 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 power pack or ignition coil Occasionally a timer base will cause this same problem Check the timer base DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either di
226. l 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 spark 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 spark 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 OMC ADI Ignitions 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 until the problem recurs then replace the last sensor you connected Mak
227. 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 TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Force Force Prestolite ADI Ignitions 1984 1992 Five Cylinder Engines Using Separate Switch Boxes and Ignition Coils NO SPARK ON ANY CYLINDER 1 Disconnect the stop wire AT THE POWER PACK 2 Disconnect
228. lator block 1 for the cylinder not sparking If the spark remains on the same coil when you swap the points wires and it is the coil where the Green wire is coming from 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 Check the ignition coil You should have approximately 1 000 1 K ohm of resistance from the spark plug wire to engine ground using the Orange coil and 600 ohms for the Green coil Inspect the ignition coils You should have either a Red Orange or Green coil with a bare braided ground wire from 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 Green Jumper Wire High Voltage range or Salmon Wire Stop Wire ground path to stop engine Connect to engine ground for a one cylinder engine Must be grounded thru the stop switch run on two cylinder engine opens the Brown wire from Points CEBI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Engine Ground White wire from Points CDI Electronics Mercury Mercury 1970 1975 Four Cylinder Engines With 333 3213 Switch Box With Ignition Driver Distributors WARNING DO NOT CONNECT 12VDC
229. lears replace the rectifier 2 Inthe water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack or timer base 3 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 power pack or ignition coil Occasionally a timer base will cause this same problem Check the timer base DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest Three Cylinder Engines 1972 1978 65 75 HP Models With Screw Terminal Power Packs 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 steps 3 and 7 below 1 Disconnect t
230. likely bad Touch the jumper wire from T4 to the negative terminal of 2 ignition coil If the coil now has spark the trigger is bad if still no spark the CD is likely bad On a 4 cylinder engine T1 should be tested to both 1 and 2 cylinders coils positive terminals while the T4 must be tested to the negative terminal of 3 and 4 ignition coils 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 T 4 MB Tachometer Battery Charge Stator Short MB Blue to MW White to Stop Engine Green White Ign Coil 1 Neg 1 and 2 4 Cyl Eng Black Trigger Coil 2 Orange Brown Ign Coil 2 Neg 3 and 4 4 Cyl Eng CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gl Electronics Chrysler amp Force Chrysler Capacitive Discharge Module with Alternator ADI Alternator Driven Ignition GENERAL 1 Disconnect the stop wires from the CD Measure DC voltage from the stop wires from the harness to engine ground Turn the ignition switch on and off several times DC voltage should never exceed 2V If it does the stop circuit has a fault Check the key switch harness and shift switch 2 Check the flywheel for a broken or loose magnet
231. linder is low disconnect the timer base wires and recheck the DVA output If the reading stays low the timer base is bad If the reading is now within spec the pack is bad a Check stator DVA first Then if timer base DVA is 0 6 2 5 V the pack is faulty If below 0 6 V or 2 6 99 V the timer base is faulty b The trigger signal rides on top of the high voltage on these timer bases Check stator DVA first Then if timer base DVA is 0 6 2 5 V the pack is faulty c Some meters will pickup static stray electricity up to 2 volts 6 1988 and newer models Check the power pack resistance given below WIRE CYL READ TO RESISTANCE Orange Blue 1 Blue 110 a Orange Green 2 Green 110 a White Black Engine Ground Shorted Brown amp Brown Yellow Black Engine Ground Open or M range a Use a comparison reading as different brands of meters will give different readings The typical range is 90 to 150 ohms for the Orange wires You should have approximately the same ohm reading on all six tests with the Orange wires If one of the SCR s inside the power pack is shorted or open the readings will be quite a bit different 7 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 i
232. located in the circuit where there is no spark Stator To Power Pack Connections Power Coil Charge Coils 50 60 Ohms 450 600 Ohms Charge Coil for Gyinders 2 4 6 6 Pin Connector Cylinders 1 3 5 ji Brown Black RE us b Orange Black a c Brown Yellow E F G D E F o X e Orange f Brown White Char ge Coils 150V Cranking ck Connect b cre Power Coil d Lid Power 11 22V Cranking Coil POWER PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the sensor wires for shorts to engine ground as a shorted sensor wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a sensor coil Check the sensor DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wires at the power pack Connect a jumper wire to the stop wires from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs ONLY SPARKS 1 CYLINDER Check the optical sensor to encoder wheel mesh You may need to shim the optical sensor upwards 25 1000
233. lty If below 0 6 V or 2 6 99 V the timer base is faulty b 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 for both sides the timer base should be good The exception would be if the insulation is breaking down while the engine is running c Wires must be paired correctly If the wires are crossed between pairs the resulting feedback will destroy the power pack 6 Checkthe center hub triggering magnet in the flywheel A loose magnet can cause this problem 7 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE BANK 1 Disconnect BOTH of the Black Yellow stop wires AT THE POWER 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 Swap the stator wire pairs from one side of the engine to the other side and see if the problem moves If it does the stator is bad Disconnect the Yellow wires from the stator to the rectifier and retest If the engine sparks replace the rectifier Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This is usually caused by a weak battery or dragging starter Connect a battery charger on its highest setting to the battery and retes
234. m 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 Quick Start S L O W and rev limiter functions 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 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 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
235. m in the battery Try a known good non maintenance free cranking battery If no change check the key switch starter and battery cables Perform the jumper wire test in the illustration above Disconnect the trigger wires from the switch box and connect a jumper wire from the Black trigger terminal wire of the switch box to the White Black trigger terminal wire of the switch box Connect another jumper wire to the Blue trigger terminal wire of the switch box Turn the ignition switch to ON Strike the jumper wire from the Blue trigger terminal wire against Engine Ground DO NOT HOLD THE JUMPER AGAINST ENGINE GROUND The ignition coil should spark each time the Blue wire is tapped to Engine Ground If not the switch box and or ignition coil is faulty 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 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 Check DC voltage on the White Black trigger terminal wire it must be connected to the switch box to Engine Ground AT CRANKING It must be at least at least 9V DC A low reading indicates a bad switch box Check DVA voltage between the Blue and Black trigger terminals wires they must be connected to the switch box AT CRANKING It must be at least 3V DVA A low readi
236. me problem Check the trigger DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest Two Cylinder Engines 1970 1971 Model 400 With the 332 4172 Switch Box NO SPARK ON ANY CYLINDER 1 Disconnect the Orange or Salmon stop wire AT THE SWITCH BOX 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 Check the stator and trigger resistance and DVA output WIRE READ TO OEM RESISTANCE CDI RESISTANCE A DVA Connected DVA Disconnected Blue Engine GND 3200 3800 2200 2600 180 400 V 180 400 V Red or White Engine GND 45 55 45 55 25 100 V 25 100 V Brown Engine GND N A N A 1 0V N A This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad ENGINE HAS SPARK BUT WILL NOT RUN 1 Index the flywheel and check the timing If it is out chec
237. meter still reads above 0 6V move 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 can 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 1V Johnson Evinrude Model to Year Identification for 1980 and newer Engines INTRODUCES R O D U C E S 1 2 3 4 5 6 7 8 9 0 Example J150TTLCE would be a 1989 150 HP Johnson and aE175STEU would be a 1997 175 HP Evinruide CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Battery Differences Maintenance free batteries gel cells AGM closed case have thin plates They re ideal for a charging system that maintains a typical charge between 12 5V 14 4V but not for outboards where batteries are commonly drained by accessories while fishing etc i e when there is no charge applied to a battery while the battery is in use Its thin plates cannot withstand constant discharging and charging It will develop weak and or dead cells due to this behavior Maintenance free batteries should not be used because their life span is shortened when used on an outboard application A new fully charged maintenance free batter
238. miss at high speed when the water pressure gets high but a normal shutdown will mask the problem 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest 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 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 Pack 2 Firing 3 Cylinder Pack White Orange Stripe Trigger White Orange Stripe White Yellow White Yellow 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
239. n Open 16 Volts Minimum 2 Check the DVA output on the Black White wires from the power pack while connected to the ignition coils You should have a reading of at least 125V or more If the reading is low on one cylinder disconnect the 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 trigger test per above TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Yamaha ENGINE WILL NOT ACCELERATE ABOVE APPROXIMATELY 2000 RPM 1 Verify the engine is not overheating and causing the control module to limit the RPM 2 Disconnect the White wire on the power pack coming from the control module and retest If the engine now performs correctly check the overheat sensor oil level in the oil tank mounted on the engine and the wiring harness If everything test correctly the control module is likely defective ENGINE WILL NOT ACCELERATE ABOVE APPROXIMATELY 2500 RPM 1 Using an inductive tachometer check the RPM on all cylinders A difference in readings between the individual cylinders can be caused by a bad coil power pack or spark plug 2 Ifall cylinders show the same RPM and the engine will only rev to approximately 2500 RPM check the running stator DVA output from idle thru WOT You should show a steady increase in voltage on the Blue to the Black Red stator wi
240. n 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 piercing probes were used Check the DVA output from the power pack to the primary coil wires as follows WIRE READ TO DVA Connected Orange Blue Engine Ground 150V Orange Engine Ground 150V Orange Green Engine Ground 150V NOTE If the DVA values are below these specifications the power pack or sensor is likely bad Check the sensor DC voltage as follows WIRE READ TO DC voltage Connected Orange Red Engine Ground 10 5 12 VDC Black Orange Engine Ground 8 10 VDC WARNING The Black Orange wire should NEVER be shorted to engine ground as this will damage the sensor Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets ONLY HAS SPARK AS LONG AS THE KEY SWITCH IS ENGAGED OR WILL NOT REV ABOVE IDLE SPEED Check the DVA voltage on the stator s power coil Orange to Orange Black as given above in Step 13 NOTE The readings should rapidly increase as the engine RPM increases and stabilize below 22 volts DVA voltage exceeding 22 V DVA indicates a bad power 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 disengage the key switch indica
241. n inductive tachometer check the RPM on all cylinders A difference in readings between the individual cylinders can be caused by a bad coil power pack or spark plug 2 Ifall cylinders show the same RPM and the engine will only rev to approximately 2500 RPM check the running stator DVA output from idle thru WOT You should show a steady increase in voltage on the Blue to the Black Red stator wires throughout the RPM range A drop in voltage can be the result of a bad stator coil or a bad regulator rectifier disconnect the Green wires to the regulator rectifier and retest if the engine now performs OK the regulator rectifier is likely bad MISS AT ANY RPM 1 Verify the engine is not overheating and causing the problem 2 Using an inductive tachometer check the RPM on all cylinders A difference in readings between the individual cylinders can be caused by a bad coil power pack or spark plug 3 Disconnect the Green wires to the regulator rectifier and retest if the engine now performs OK the regulator rectifier is likely bad S A F E WILL NOT ENGAGE Disconnect the Pink warning wire from the power pack Connect a jumper wire to engine ground and connect it to the terminal where the Pink wire goes If the engine now limits at approximately 2000 RPM check the wiring from the temperature sensor and oil tank to the power pack If it still fails to engage the power pack is likely bad ENGINE WILL NOT STOP Disconnect the White stop
242. n the distributor cap rotor button or spark plug wires Remember the distributor cap is a two piece design and may not shows the arcing until it is disassembled 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 4 Check the DC voltage present on the Blue wire at cranking It MUST be at least 9 5 volts If not the problem is likely in the harness key switch starter or battery 5 Connect a DC voltmeter to the White Black wire while it is connected to the distributor and slowly 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 spark each time If it does then the CD module is usually good and the points or Preamp require checking If the CD module fails to spark with this test then the CD module is usually bad 6 Check
243. n the stator Test per above 2 Ifthe engine has a CDI stator installed A If 1 and 3 are the ones not firing disconnect the Yellow stator wire from the 1 pack and see if the 3 cylinder starts firing Is so replace the 1 pack If not then reconnect the Yellow stator wire to the 1 pack and disconnect the Yellow stator wire from the 2 pack and see if the 1 cylinder starts firing If so replace the 2 pack B If 2 and 4 are the ones not firing disconnect the Blue stator wire from the 1 pack and see if the 4 cylinder starts firing Is so replace the 1 pack If not then reconnect the Blue stator wire to the 1 pack and disconnect the Blue stator wire from the 2 pack and see if the 2 cylinder starts firing If so replace the 2 pack ENGINE WILL NOT SHUT OFF Disconnect all stop wires at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs COILS ONLY HAVE SPARK WITH SPARK PLUGS OUT Check for dragging starter or low battery causing slow cranking speed DVA test stator and trigger MISS AT ANY RPM 1 Disconnect the rectifier from the stator and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters check the DVA output f
244. nds replace the White Black temperature switch 3 Disconnect the Black White wire from the power pack If the Quick Start feature is not now working replace the power pack ENGINE DIES WHEN QUICK START DROPS OUT Check ignition timing at idle with the White Black temperature wire disconnected Remember to allow for the drop in ignition timing when Quick Start disengages Verify ignition timing after engine has warmed up according to the service manual m CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER GDI Electronics Mercury Mercury Battery CD Ignitions with Points 1966 1967 Models 950 and 1100 With 114 2803 332 2803 Switch Box SERVICE NOTE Check the battery voltage at approximately 3500 RPM The 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 Technical Information The points set at 0 005 on each set as a preliminary setting Dwell must be set at 55 degrees with a dwell meter Engine Wiring Connection for Testing Ignition Module Engine Ground red 12 Btty white 12V brown tach 3 pj green black coil Brown Points Wire Tap against engine ground with the keyswitch on end pack should fire
245. ne Temperature Sensor Check the Crank Position Sensor Check the ECU Check the Harness for loose connections between ECU and Starter Solenoid ENGINE MISSES LOW RPM BUT RUNS SMOOTH HIGH RPM 1 Check the Harness for loose connections between ECU and Ignition Modules 2 Check the Ignition Modules ENGINE STARTS HARD WHEN HOT 1 Check the Enrichment Solenoid Carbureted engines 2 Check the Crank Position Sensor 3 Check the Engine Temperature Sensor ENGINE WILL NOT RUN OVER 3000 RPM AND IS NOT OVERHEATING 1 Check the Engine Temperature Sensor 2 Check the Throttle Position Sensor 3 Check the ECU Map Sensor and Shift Interrupt Switch aAFON SFM CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Tohatsu amp Nissan Tohatsu Nissan 2 amp 4 STROKE 2 STROKE Carbureted Engines MISS AT ANY RPM 1 If the boat is equipped with a Hummingbird D depth finder disconnect the power to it and retest If the miss is gone switch to a different depth finder See Tohatsu Service Bulletin 1200 dated 9 14 1990 Check fuel lines tank for restrictions leaks or loose connections Check fuel pump diaphragms for holes allowing extra fuel at high RPM Verify correct spark plugs are installed and are not fouled Disconnect the stop switch and retest If the engine performs properly the stop circuit has a fault 2 5 NO SPARK 1 Disconnect the Black and Brown stop
246. nected to the ignition coils You should have a reading of at least 125V or more If the reading is low on one cylinder disconnect the 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 trigger test per above ENGINE WILL NOT ACCELERATE ABOVE APPROXIMATELY 2000 RPM 1 Verify the engine is not overheating and causing the power pack to limit the RPM 2 Disconnect the Pink wire from the power pack and retest If the engine now performs correctly check the overheat sensor oil level in the oil tank mounted on the engine and the wiring harness 3 Check the position of the Pink wire and make sure it is not next to a spark plug wire TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Yamaha ENGINE WILL NOT ACCELERATE ABOVE APPROXIMATELY 2500 RPM 1 Using an inductive tachometer check the RPM on all cylinders A difference in readings between the individual cylinders can be caused by a bad coil power pack or spark plug 2 Ifall cylinders show the same RPM and the engine will only rev to approximately 2500 RPM check the running stator DVA output from idle thru WOT You should show a steady increase in voltage on the Blue to the Black Red stator wires throughout the RPM range A drop in voltage can be the result of a bad stator coil or
247. net material 2 Shortthe White Black temp wire to engine ground and see if the timing drops back to normal 3 Check the DC voltage on the Black White wire going to the timer base With the White Black temp wire disconnected the voltage should be 6 to 10 volts When the White Black temp wire is shorted to engine ground the voltage should drop out If the voltage on the Black White wire stays in the 6 10 volt range disconnect the Yellow Red wire from the power pack The voltage should drop out on the Black White wire If it does the harness or starter solenoid is likely defective If the voltage on the Black White wire stays in the 6 10 volt range with the Yellow Red wire disconnected and the White Black wire shorted to engine ground the power pack is defective Four Cylinder Engines Without Quick Start 1978 1987 85 140 HP Dual Power Pack Engines Service Note Please use the Factory recommended spark plug currently Champion QL77JC4 gapped at 0 030 NO SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow stop wire s AT THE POWER PACK S 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 engine has spark replace the rectifier 3 Checkthe cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad batte
248. ng 2 Disconnect the tan temperature wire from the pack and retest If the engine now performs properly test and replace the defective temperature switch VRO engine harness or boat harness 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 ENGINE STAYS IN QUICK START 1 With the engine idling check the Yellow Red wire for DC voltage If there is DC voltage on this wire while the engine is running the Quick Start will not disengage A voltage of less than 7 volts will not engage the starter solenoid yet will engage Quick Start 2 Shortthe White Black temperature switch wire FROM the power pack to engine ground Start the engine if the Quick Start drops out after approximately 5 seconds replace the White Black temperature switch 3 Disconnect the Black White wire from the power pack If the Quick Start feature is not now working replace the power pack ENGINE DIES WHEN QUICK START DROPS OUT Check ignition timing at idle with the White Black temperature wire disconnected Remember to allow for the drop in ignition timing when Quick Start disengages Verify ignition timing after engine has warmed up according to the service manual ENGINE WILL NOT ENGAGE QUICK START 1 Disconnect the White Black wire from the temperature sensor 2 With the engine idling check the Black Whi
249. ng indicates bad trigger Check DVA voltage on the Green wire going to the coil to Engine Ground AT CRANKING It must be at least 100V DVA A low reading indicates a bad switch box TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CDI Electronics Mercury ONLY HAS SPARK AS LONG AS THE STARTER IS ENGAGED This symptom usually indicates a bad trigger or low battery 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 highly recommended 2 Align the rotor with 1 spark plug wire Disconnect the trigger wires from the switch box and connect a jumper wire from the Black trigger terminal wire of the switch box to the White Black trigger terminal wire of the switch box 3 Connect another jumper wire to the Blue trigger terminal wire of the switch box Turn the ignition switch to ON Strike the jumper wire from the Blue trigger terminal wire against Engine Ground DO NOT HOLD THE JUMPER AGAINST ENGINE GROUND Only the 1 spark plug wire should spark If any other spark plug wire has spark there is a problem in the distributor cap 4 Repeatthe test for the other cylinders MISS AT ANY RPM 1 Check the battery voltage on the Red and White terminals White wire on the 114 4796 they must be connected to the switch box to Engine Ground throughout the RPM range The voltage
250. ngine ground You should have a reading of at least 150V or more while connected to the pack If the reading is low disconnect the timer base 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 7 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem 8 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE BANK 1 Disconnect the stop wires from both power packs and retest If the spark comes back swap the power packs from side to side and reconnect the stop circuit If the no spark problem remains on the same bank the stop circuit is bad Check the key switch harness and shift switch If the problem moves replace the power pack that was firing correctly due to a bad blocking diode in the pack 2 Swap the stator wire pairs from one side of the engine to the other side and see if the problem moves If it does the stator is bad 3 Check the stator and timer base resistance and DVA output on BOTH banks see NO SPARK ON ANY CYLINDER above NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Disconnect the Yellow wires from the rectifier and retest If the engine has good spark replace the rectifier 2 Checkthe timer base resistance and DVA output on
251. nifold cover ref A 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 7 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 7T 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 Fig 1 Fig 2 TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Y cul Electronics Modified Force Engine Wiring Diagrams for CDI Electronics Components PRESTOLITE NS FORCE 2 CYL Ignition E w FORK Terminals AN A TYPE III 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 4 and 5 cylinder applications NOTICE This stato
252. nside the switch box 2 In contrast a shorted SCR inside the switch box can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the switch box Connect a jumper wire to the stop wire from the switch box and short it to engine ground If this stops the switch box from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the switch box from sparking replace the switch box Repeat test as necessary for additional switch boxes WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the engine now has good spark replace the rectifier 2 Connect a DVA meter between the stator s Black Yellow wire terminal and engine ground Run the engine up to the RPM where the problem is occurring DVA voltage should increase with RPM A sharp drop in DVA right before the problem occurs usually indicates a bad stator 3 Connect a DVA meter between the stator s Black White wire terminal and engine ground The DVA voltage should show a smooth climb in voltage and remain high through the RPM range A reading lower than on the Black Yellow wire terminal reading indicates a bad stator 4 Connect an inductive tachometer to each cylinder in turn and try to isolat
253. o 500 700 180 es fe 800 i 1996 0G760299 114 4953 White Green 500 600 400V 1400 Kit and Purple 3CYL n White Black to Glued in 1977 4571652 332 7778 Blue to Red to 3250 3650 135 165 180 25 Wile 800 avi Magnets 1994 OE033710 114 7778 Eng Gnd Eng Gnd 500 600 30 90 400V 100V 1400 and Purple 3 CYL 30 85 Bolted in 1976 4357640 332 5772 Blue to Red to 5000 7000 125 155 180 25 Brown to White Black 800 E Magnets 1996 0G291031 114 5772 Blue Wht Red Wht 2200 2400 45 55 400V 100V Purple to White 1400 4CYL 30 125 hid 1976 4357640 332 5772 Green White to 500 700 180 Brown to White Black 800 dut Ki 1996 0G437999 114 5772 White Green 500 600 400V Purple to White 1400 4 CYL 40 125 Glued in 1988 OB209468 332 5772 Blue to Red to 3250 3650 75 90 180 25 Brown to White Black 800 n Magnets 1996 09437999 114 5772 Blue Wht Red Wht 500 600 28 32 400V 100V Purple to White 1400 4 CYL 50 65 1968 2309311 Red to Blue to 180 25 MEUM ACYL 1975 4357639 333 3213 White White 380 420 9 11 400V 100V Ignition Driver N A N A 80 125 Engine Gnd to 1995 OG141089 827509 Green White to 500 700 180 ed 2006 1B999999 114 7509 White Green 500 600 400V Brown Had Purple Open ae 120 4995 OE080400 332 826866 Blue to Red to 3250 3650 75 90 180 25 Brown to White Black 800 p 4CYL OE141088 114 6866 Blue Wht Red Wht 500 600 28 32 400V 100V Purple to White 1400 BIk Black Grn Green Pur Purple Yel Yello
254. o the pack if it goes into the harness and disconnect the Tan wire from the temperature switch in the cylinder head If the engine now performs normally the temperature switch is defective If it does not perform correctly there is likely a problem in the engine harness VRO if equipped or the boat harness TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Johnson Evinrude 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 ENGINE DIES WHEN QUICK START DROPS OUT Check ignition timing at idle with the White Black temperature wire disconnected Remember to allow for the drop in ignition timing when Quick Start disengages Verify ignition timing after engine has warmed up according to the service manual ENGINE STAYS IN QUICK START 1 With the engine idling check the Yellow Red wire for DC voltage If there is DC voltage over 2 volts on this wire while the engine is running the Quick Start will not disengage A voltage of 5 to 7 volts will not engage the starter solenoid yet will engage Quick Start 2 Short the White Black temperature switch wire FROM the power pack to engine ground Start the engine if the Quick Start drops out after approximately 5 seconds replace the White Black temperature switc
255. ock can cause a miss at high speed when the water pressure gets high but a normal shutdown will mask the problem Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets Rotate the stator one bolt hole in either direction and retest TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gl Electronics Johnson Evinrude Optical Ignitions 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 a bad location is shown below The tan wires need to be located as far away as possible from the spark plug wires Unacceptable 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 apes STAYS IN QUICK START Check the Yellow Red wire for DC volts while the engine is running You should only see voltage on this wire while the starter solenoid is engaged A DC voltage of 5 7 volts will not engage the starter solenoid but will engage Quick Start 2 Shortthe White Black temperature switch wire FROM the power pack to engine ground Start the engine if the Quick Start drops out after approximately 5 seco
256. oes not stop the switch box from sparking replace the switch box Repeat test as necessary for additional switch boxes WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the engine now has good spark replace the rectifier 2 Connect a DVA meter between the stator s Blue and Blue White wires Run the engine up to the RPM where the problem is occurring DVA voltage should increase with RPM A sharp drop in DVA right before the problem occurs usually indicates a bad stator Read from Blue to engine ground if the engine has a Red stator kit installed 3 Connect a DVA meter between the stator s Red 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 on the Blue wire reading indicates a bad stator TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Force 4 Connect an inductive tachometer to each cylinder in turn and try to isolate the problem A single cylinder dropping spark will likely be a bad switch box or ignition coil All cylinders not sparking properly usually indicates a bad stator 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 Check the triggering and charge coil fl
257. oil and does not spark through the spark plug wires there is a problem in the distributor cap rotor button or spark plug wires 5 Check DC voltage present on the Purple wire at cranking It MUST be at least 9 5 volts If not there is a problem in the harness key switch starter or battery 6 Check DVA voltage on the Blue wire going to the coil while connected it should be approximately 200 volts at cranking 7 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 8 Check the Anti reverse spring around the crankshaft Make sure it is not shorting out the points set 9 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 10 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 NOTE The CDI Electronics power pack may have a high pitche
258. on the switch box that was originally firing all three cylinders If the miss moves to another cylinder the switch box is bad TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com G Y Cu Electronics 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 aremote start switch activate the starter solenoid to spin the engine and observe the reading on the meter
259. onnect a DVA meter between the stator s Red 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 on the Blue wire reading indicates a bad stator 4 Connect an inductive tachometer to each cylinder in turn and try to isolate the problem A single cylinder dropping spark will likely be a bad switch box or ignition coil All cylinders not sparking properly usually indicates a bad stator 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 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters check the DVA output on the Green wires from the switch box while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 Connect an inductive tachometer to each cylinder in turn and try to isolate the problem A high vari
260. ons with Points 65 Battery CD Ignitions without Points 66 69 Alternator Driven Ignitions 70 84 Mercury Force CDM Ignitions Troubleshooting 2 4 Cylinder CDM Ignitions 1994 2006 85 88 6 Cylinder CDM Ignitions 1996 2005 2 5L 89 90 6 Cylinder CDM Ignitions 1994 2003 3 0L 91 92 Tohatsu Nissan Troubleshooting 2 Stroke and 4 Stroke Carbureted lgnitions 93 96 Yamaha Troubleshooting 2 Stroke Carbureted Ignitions Screw Terminal Power Packs 97 101 Appendix DVA Peak Voltage and Resistance Charts Introduction 102 Chrysler Force DVA and Resistance Charts 103 104 Johnson Evinrude DVA and Resistance Charts 105 106 OMC Sea Drive DVA and Resistance Charts 107 Mercury DVA and Resistance Charts 108 109 Yamaha DVA and Resistance Charts 110 115 Glossary of Terms 116 CDI Technical Service Bulletin OMC 3 Cyl 60 65 and 70 HP Engines 117 Force Engine Wiring Diagrams 118 120 OMC Stern Drive Electronic Shift Assist Applications and Wiring Diagrams 121 123 Ignition Checklist 124 CDI Electronics 2012 Troubleshooting Guide 08 2012 TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com O Y Cu Electronics 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
261. operly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections 5 Check the stator and timer base resistance and DVA output as given below WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown Brown Yellow 450 550 150 400 V 150 400 V Brown Engine GND Open 150 400 V 2V c Brown Yellow Engine GND Open 150 400 V 2V c Orange Orange Black 450 550 CDI 45 55 11 22 V 45 120 V Black White White Black 15 50 0 6V 0 6 V Black White Engine GND Open 150 400 V b 2V c White Black Engine GND Open 150 400 V b 2V c Some engines use the following wiring on the timer base White Blue 25 30 100 400 V a 0 6 V White Green 25 30 100 400 V a 0 6 V White Engine GND Open N A N A Blue Engine GND Open 100 400 V a N A Green Engine GND Open 100 400 V a N A This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is out of spec disconnect the stator wires and recheck the DVA output If the reading is still out of spec the stator is bad If the reading is now within spec the pack is bad 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 timer base s DVA reading for that cy
262. otate the stator one bolt hole in either direction and retest TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gl Electronics Chrysler amp Force Chrysler Force 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 Measure DC voltage from the stop wires from the harness to engine ground Turn the ignition switch on and off several times DC voltage should never exceed 2V If it does the stop circuit has a fault Check the key switch harness and shift switch 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 NO SPARK ON ANY CYLINDER 1 Disconnect all stop wires AT THE POWER PACK and retighten the terminal screw If you then have spark use jumper wires and connect the two stop wires together Aloss of spark means the pack is defective If the pack still has spark connect the stop wires together using one end of the jumper wire Remove the stop wir
263. 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 POWER PACK OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect all stop wires at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs COILS ONLY HAVE SPARK WITH SPARK PLUGS OUT Check for dragging starter or low battery causing slow cranking speed DVA test stator and trigger MISS AT ANY RPM 1 Disconnect the rectifier from the stator and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters check the DVA output from the power pack outputs while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the mis
264. put as shown below WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Purple White 800 140 4V 4V Brown White Black 800 1400 4V 4V Purple Engine GND Open TV N A White Engine GND Open 1V N A Brown Engine GND Open 1V N A White Black Engine GND Open 1V N A 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 or two cylinders and the trigger s DVA reading for that cylinder is low disconnect the trigger wires and recheck the DVA output If the reading stays low the trigger is bad If the reading is now within spec the pack is bad 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 while connected 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 3 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 4 Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil 5
265. r base coil Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator Asharp drop in DVA on less than all cylinders will normally be the power pack or timer base 3 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 power pack or ignition coil Occasionally a timer base will cause this same problem Check the timer base DVA voltage see NO SPARK ON ANY CYLINDER above 4
266. r 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 4 5 cylinder applications BROWN OYELLON TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CUI Electronics Modified Force Engine Wiring Diagrams for CDI Electronics Components TO BATTERY Dc T 300 1000 ee 4 CYL FORCE TYPE III IGNITION SYSTEM WHITE ORANGE NOTICE This stator has been redesigned to enhance durability 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 Bluc Brown Bluc wires to be connected together from the stator permitting the stator to be used for the 2 3 4 and 5 cylinder application IGNITION __ ORANGE BLUE BLACK colt BLUE RED ORANGE BLUE BLACKIVELLDME STOP SWITCH LUEIRED IGNITION BLACK COIL LJ 2CYL BLACK IGNITION BLACK COIL 3 CYL IGNITION BLACK COIL Land 4 CYL BROWN YELLOW 4 BROWN BLUE 1 BROWN YELLOW 2 TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467
267. r pack or timer base Check the stator and timer base resistance and DVA output for BOTH banks see NO SPARK ON ANY CYLINDER above Visually inspect the ignition coils for burned or discolored areas and cracks in the casing indicating arcing inside the coil Swap the ignition coil with one that is sparking correctly Rare causes include a weak trigger magnet If possible try another flywheel Identify the timer base wire responsible for the problem cylinder remember that the color codes are Blue sky is up and Green grass is down and swap it with one that is operating correctly In order to run the engine you will have to also swap the corresponding spark plug wire POWER PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the timer base wires for shorts to engine ground as a shorted timer base wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a timer base coil Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wires at the power pack Connect a jumper wire to the stop wires from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary
268. r the CDM modules have a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec at least one of the CDM modules is bad Check the resistance of each of the CDM modules as follows RED METER LEAD BLACK METER LEAD READING CDM Pin A C OEM 2200 2400 Ohms CDI 1200 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 High Tension Lead A OEM 700 1300 Ohms CDI 2200 2400 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 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 2 5 6 Inspect the spark plug wires boots and spark plugs Check for chafing on the wiring and harnesses Clean and inspect CDM ground wire connections to engine ground Check the trigger DVA output as shown below WIRE READ TO RESISTANCE DVA Connected Purple Engine GND Open 1V White Engine GND Open 1V If one cylinder is not sparking swap the White Green and Green White stator wires and retest If th
269. rcuit For instance if you have no spark on one cylinder and the timer base s DVA reading for that cylinder is low disconnect the timer base wires and recheck the DVA output If the reading stays low the timer base is bad If the reading is now within spec the pack is bad TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Johnson Evinrude a The trigger signal rides on top of the high voltage on these timer bases Check stator DVA first Then if timer base DVA is 0 6 2 5 V the pack is faulty 6 Ifthe timer base 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 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 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 sparked finger tight the nuts on the outside of the h
270. rcuit inside the power pack as follows Disconnect the timer base wires and using a good 1 1 2 volt battery AA or larger connect a jumper wire to each timer base terminal Hold one jumper wire to the negative side of the battery Have the other person crank the engine over and tap the remaining jumper wire to the positive side of the battery Be careful not to touch the engine or stand in water as the triggering circuit is riding high on the high voltage inside the power pack You should get a spark from the ignition coil with each tap Reverse the connections to the battery and test again If you get sparks from both tests the power pack should be OK 8 Check the DVA voltage on each timer base 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 timer base 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 its internal wiring a thin spot in the insulation on one wire 9 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem 10 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 2
271. re If the reading is low you can have a problem firing both cylinders the one that is firing will usually show a weak spark 2 Connect an inductive tachometer 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 3 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets SWITCH BOX OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the switch box 2 In contrast a shorted SCR inside the switch box can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the switch box Connect a jumper wire to the stop wire from the switch box and short it to engine ground If this stops the switch box from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the switch box from sparking replace the switch box Repeat test as necessary for additional switch boxes MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears repl
272. re increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 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 DVA voltage see NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER above 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 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets Rotate the stator one bolt hole in either direction and retest Two Cylinder Engines 1994 2006 With 114 5713 855721A3 amp A4 Switch Box NO SPARK ON ANY CYLINDER 1 won as 6 7 Disconnect the Black Yellow stop wire AT THE SWITCH BOX 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 sparks replace the rectifier Check the cranking RPM A cranking speed of less than 250 RPM
273. reading for that cylinder is low disconnect the trigger wires and recheck the DVA output If the reading stays low the trigger is bad If the reading is now within spec the pack 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 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 triggering and charge coil flywheel magnets for cracked broken and loose magnets G3 CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CDI Electronics Mercury SWITCH BOX OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the switch box 2 In contrast a shorted SCR inside the switch box can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGIN
274. rectifier regulator Always use a battery charger to charge a battery If no battery charger is available the rectifier regulator s red wire may be disconnected while jump starting to avoid damaging the rectifier regulator TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com 0 PON O9 om GDI Electronics If no change measure DVA voltage across the stator s battery charge wires typically Yellow wires while connected to the regulator rectifier At idle DVA should be between 17 25V DVA If not disconnect the Yellow wires from the regulator rectifier and retest for 17 50V DVA at idle If not the stator is possibly faulty Visually inspect the stator for browning varnish dripping and any signs of overheating If the stator shows any signs of overheating replace the stator If the stator DVA checks and visually looks good test the regulator rectifier as given below Regulator Rectifiers Tests With all wires connected and the engine running at approximately 1500 RPM check the DVA voltage from each battery charge wire typically Yellow wire to engine ground The two readings must be within 1 5 volts of each other i e if one is reading 20 volts the other has to read between 18 5 and 21 5 volts If the readings are not equal go to step 3 If they are equal go to step 2 Check DVA voltage from each of the Yellow wires to the Red wire going to the solenoid The two readings must be within
275. rection and retest ENGINE MISSES OR HAS ERRATIC TIMING 1 Disconnect the Black Yellow stop wires AT THE POWER PACKS and retest If the engine runs normally the stop circuit could have a fault Check the key switch harness and shift switch If all check good replace BOTH power packs at the same time 2 Check the stator and timer base resistance and DVA output for BOTH banks see NO SPARK ON ANY CYLINDER above Six Cylinder Engines Without Quick Start 1989 1991 150 HP Single Power Pack Engines With 583816 584044 Power Pack Service Note Please use the Factory recommended spark plug currently Champion QL77JC4 gapped at 0 030 NO SPARK ON ANY CYLINDER 1 Disconnect BOTH of the Black Yellow stop wires AT THE POWER PACK 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 engine now has spark replace the rectifier 3 Checkthe cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This is usually caused by a weak battery or dragging starter Connect a battery charger on its highest setting to the battery and retest If good spark replace the starter and or battery with an 850 CCA cranking dual purpose non maintenance free type 4 Inspect and clean all engine and ignition ground connections 5 Check the stator and timer base resistance and DVA output a
276. reen Trigger wire 280 430 ohms 280 430 ohms 2 5 Volts Minimum Brown Stator wire Blue Stator wire 840 1260 ohms 600 800 ohms 85 Volts Minimum Blue Stator wire Red Stator wire 110 130 ohms 10 20 ohms 25 Volts Minimum 3 Checkthe cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine properly NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Check the resistance and DVA output of the Stator and Trigger Read from Read to OEM Reading CDI Reading DVA connected White Red Trigger wire White Yellow Trigger wire 280 430 ohms 280 430 ohms 2 5 Volts Minimum White Black Trigger wire White Green Trigger wire 280 430 ohms 280 430 ohms 2 5 Volts Minimum White Red Trigger wire Eng Ground Open Open 2 5 Volts Minimum White Black Trigger wire Eng Ground Open Open 2 5 Volts Minimum White Yellow Trigger wire Eng Ground Open Open 2 5 Volts Minimum White Green Trigger wire Eng Ground Open Open 2 5 Volts Minimum Brown Stator wire Blue Stator wire 840 1260 ohms 600 800 ohms 85 Volts Minimum Brown Stator wire Eng Ground Open Open 85 Volts Minimum Blue Stator wire Eng Ground Open Open 16 Volts Minimum Blue Stator wire Red Stator wire 65 130 ohms 10 20 ohms 16 Volts Minimum Red Stator wire Eng Ground Open Open 30 Volts Minimum 2 Check the DVA output on the Black White wires from the power pack while con
277. reen 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 3 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 4 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets SWITCH BOX OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the switch box 2 In contrast a shorted SCR inside the switch box can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the switch box Connect a jumper wire to the stop wire from the switch box and short it to engine ground If this stops the switch box from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the switch box from sparking replace the switch box Repet test as necessary for additional switch boxes TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com C GDI Electronics Mercur y WILL NOT ACCELERATE BEYOND 3000 4000 RPM 1 2 5
278. res throughout the RPM range A drop in voltage can be the result of a bad stator coil or a bad regulator rectifier disconnect the Green wires to the regulator rectifier and retest if the engine now performs OK the regulator rectifier is likely bad MISS AT ANY RPM 1 Verify the engine is not overheating and causing the problem 2 Using an inductive tachometer check the RPM on all cylinders A difference in readings between the individual cylinders can be caused by a bad coil power pack or spark plug 3 Disconnect the Green wires to the regulator rectifier and retest if the engine now performs OK the regulator rectifier is likely bad S A F E WILL NOT ENGAGE OR ENGINES REVS ABOVE 6500 RPM 1 Disconnect the Pink warning wire from the control module Connect a jumper wire to engine ground and connect it to the terminal where the Pink wire goes If the engine now limits at approximately 2000 RPM check the wiring from the temperature sensor and oil tank to the power pack If it still fails to engage the power pack is likely bad 2 Checkthe voltage on the Brown wire going to the control module You should see approximately 35 volts when running at idle Low or high voltage is likely to be a shorted control module and a very low voltage is likely to be a defective power pack ENGINE WILL NOT STOP Disconnect the White stop wire and connect a jumper wire to engine ground If you still have spark the power pack is likely bad If the
279. reverse the leads and read again You should get a low reading in one direction and a higher reading in the other TIMING FLUCTUATES Service Notes It is normal for timing to fluctuate 2 idle If engine overheats above 200 F Engine Temperature Sensor will retard timing to limit RPM to 3000 If engine RPM exceeds 6000 over rev circuit in ECU will retard timing to reduce RPM If engine RPM drops below 475 idle stabilizer in ECU will advance timing 3 to 6 1 Clean and inspect all ground connections 2 Check the Crank Position Sensor gap 0 040 0 020 and resistance as given below WIRE READ TO RESISTANCE Red White 900 1300 3 Checkthe Throttle Position Sensor 4 Checkthe Engine Temperature Sensor 5 Checkthe ECU TIMING WILL NOT ADVANCE Service Note If timing will not advance on only one cylinder check wiring between Ignition Module and ECU If wiring is OK replace Ignition Module 1 Check the Crank Position Sensor 2 Checkthe Throttle Position Sensor 3 Checkthe ECU TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com CDI Electronics Mercury amp Force CDM ENGINE MISSES AT HIGH RPM Check the Ignition Modules Check the Crank Position Sensor Check the Alternator s Red output lead for tightness Check the ECU Check for correct spark plugs use Champion QL77CC NGINE HARD TO START WHEN COLD Check the Enrichment Solenoid Carbureted engines Check the Engi
280. riggering and charge coil flywheel magnets for cracked broken and loose magnets Rotate the stator one bolt hole in either direction and retest Index the flywheel and check the timing on ALL cylinders On carbureted models the control module rev limit 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 NO SPARK OR INTERMITTENT SPARK ON 1 2 and 3 OR 4 5 and 6 CYLINDERS 1 2 3 Check the cranking RPM Acranking speed less than 250 RPM will not allow the system to spark properly Disconnect the CDM modules 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 WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected Disconnected White Green Green White 500 700 500 600 180 400 V 180 400 V White Green Engine GND Open Open 180 400 V lt 2V Green White Engine GND Open Open 180 400 V lt 2V Check the trigger resistance and DVA output see NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS above Check the trigger DVA output as given below WIRE READ TO RESISTANCE DVA Connected Purple Engine GND Open 1V White Engine GND Open 1V Brown Engine GND Open 1V
281. ripe 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 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 CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gli Electronics Chrysler amp Force Chrysler Force Two Cylinder Engines using Combination CD Module with Built in Ignition Coils 1978 1988 NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the Brown stop wires They MUST be separated from each other THIS SYSTEM SHORTS THE BROWN WIRES TOGETHER TO STOP THE ENGINE The common practice of connecting the stop wires together and shorting them to ground in order to stop the engine will not work on this engine Disconnect the Brown stop wires and retest If you have spark check the ignition switch s M terminals if using remote start You should have a White wire on one terminal and a Blue wire on the other terminal If both the Blue and White wires are connected together corr
282. rmed up ENGINE STAYS IN QUICK START 1 With the engine idling check the Yellow Red wire for DC voltage If there is DC voltage over 2 volts on this wire while the engine is running the Quick Start will not disengage A voltage of 5 to 7 volts will not engage the starter solenoid yet will engage Quick Start 2 Short the White Black temperature switch wire FROM the power pack to engine ground Start the engine if the Quick Start drops out after approximately 5 seconds replace the White Black temperature switch 3 Disconnect the Black White wire from the power pack If the Quick Start feature is not now working replace the power pack ENGINE WILL NOT ENGAGE QUICK START 1 Disconnect the White Black wire from the temperature sensor 2 With the engine idling check the Black White timer base wire for DC voltage There should be about 6 to 10 volts DC voltage on this wire while the engine is running for the Quick Start to engage 3 Short the White Black temperature switch wire FROM the power pack to engine ground If the voltage on the Black White wire drops out after approximately 5 seconds but the engine timing does not change replace the timer base If the voltage remains present disconnect the Yellow Red wire to the pack and repeat the test If the voltage still remains replace the pack ENGINE TIMING TOO HIGH 1 Check the flywheel center hub magnet to make sure it s tight Look for signs of cracks and bulges in the Brown ferret mag
283. rom the power pack outputs while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 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 CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gil Electronics Force Check the trigger DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest Force Prestolite ADI Ignitions 1984 1992 Two Cylinder Engines Using Separate Switch Boxes and Ignition Coils GENERAL 1 Disconnect the stop wires from the CD Measure DC voltage from the stop wires from the harness to engine ground Turn the ignition switch on and off several times DC voltage
284. ry cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections 5 Check the stator and timer base resistance and DVA output as given below for BOTH banks WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown Brown Yellow 450 550 150 400 V 150 400 V White Blue 11 45 0 6V 0 6 V White Green 11 45 0 6V 0 6 V White Black Blue White 11 45 0 6V 0 6 V White Black Green White 11 45 0 6V 0 6 V This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is out of spec disconnect the stator wires and recheck the DVA output If the reading is still out of spec the stator is bad If the reading is now within spec the pack is bad 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 timer base s DVA reading for that cylinder is low disconnect the timer base wires and recheck the DVA output If the reading stays low the timer base is bad If the reading is now within spec the pack is bad TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Johnson Evinrude 6 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem 7 Check the triggering and charge coil flywh
285. s a bad power pack 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 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets 7 Rotate the stator one bolt hole in either direction and retest 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 Checkthe routing of the tan temperature wires an example of a bad location is shown below tan wires have to be located as far away as possible from the spark plug wires Unacceptable routing for the temp wire TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com 59 CDI Electronics Johnson Evinrude Optical Ignitions 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 replace the power pack ENGINE STAYS IN QUICK START 1 Check the Yellow Red wire for DC volts while the engine is running You should only see voltage on this wire while the starter solenoid is engaged A DC voltage of 5 7 volts will not engage the starter solenoid but will engage Quick Start 2 Shortthe
286. s a problem in the distributor cap Repeat the test for the other cylinders MISS AT ANY RPM 1 Check the battery voltage on the Red and White terminals White Red wire on the 114 2986 they must be connected to the switch box to Engine Ground throughout the RPM range The voltage should be between 12V 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 Perform a high speed shutdown and read the spark plugs Check for water A crack in the block can cause a high miss at high speed when the water pressure gets high but a normal shutdown will mask the problem TRIES TO RUN BACKWARDS Check timing and timing belt CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CDI Electronics Mercury Four Cylinder Engines 1970 1971 Engines With 337 4406 337 4411 Switch Box 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 B
287. s becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 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 DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Force Connections Color Code Cross Reference Pack 1 Firing 1 and 2 Cylinders FUNCTION OLD NEW Pack White Orange Stripe Trigger White Orange Stripe Trigger Orange White Orange Stripe White Yellow White Yellow a Trigger Green White Yellow Stripe White Red White Red a Trigger Red White Red Stripe White Green Stripe White Green Stripe Trigger White Green Stripe White Green Stripe Pack Brown Yellow Stripe Stator Brown Yellow Stripe Stator Blue Brown Blue Stripe Brown Blue Stripe Brown Blue Stripe St
288. s given below for BOTH banks Ao CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gini Electronics Johnson Evinrude WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown Brown Yellow 1st Pair c 450 550 9 Amp 150 400 V 150 400 V Brown White Brown Black 2nd Pair 450 550 9 Amp 150 400 V 150 400 V Black Purple 15 50 b 100 400 V a 0 6 V Black Blue 15 50 b 100 400 V a 0 6 V ff Black Green 15 50 b 100 400 V a 0 6 V Black Purple White 15 50 b 100 400 V a 0 6 V Black Blue White 15 50 b 100 400 V a 0 6 V Black Green White 15 50 b 100 400 V a 0 6 V ff This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is out of spec disconnect the stator wires and recheck the DVA output If the reading is still out of spec the stator is bad If the reading is now within spec the pack is bad 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 timer base s DVA reading for that cylinder is low disconnect the timer base wires and recheck the DVA output If the reading stays low the timer base is bad If the reading is now within spec the pack is bad a Check stator DVA first Then if timer base DVA is 0 6 2 5 V the pack is fau
289. se magnets ONLY HAS SPARK AS LONG AS THE KEY SWITCH IS ENGAGED OR WILL NOT REV ABOVE IDLE SPEED Check the DVA voltage on the stator s power coil Orange to Orange Black as given above in Step 13 NOTE The readings should rapidly increase as the engine RPM increases and stabilize below 22 volts DVA voltage exceeding 22 V DVA indicates a bad power 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 disengage the key switch indicates a bad power coil on the stator TRIES TO RUN BACKWARDS 1 Check the encoder wheel It must have 5 notches 2 Check the timing Before Quick Start it must be set to 4 BTDC After Quick Start it must be set to 6 ATDC 3 Try another sensor 4 Replace the power pack NO SPARK OR INTERMITTENT SPARK ON ONE BANK 1 Disconnect the Black Yellow stop wire AT THE POWER PACK 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 stator to the rectifier and retest If the engine sparks replace the rectifier 3 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Check the stator resistance and DVA output see Step 13 on NO SPARK ON ANY CY
290. setting to the battery and retest If good spark replace the starter and or battery with an 850 CCA cranking dual purpose non maintenance free type 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 3 Check the timer base resistance and DVA output for BOTH banks see NO SPARK ON ANY CYLINDER above 4 Check the power pack resistance given below Wire Color CYL Check to Wire Color Resistance Orange Blue 1 Blue in male 4 pin connector with White wire 110 a Orange 3 Purple in male 4 pin connector with White wire 110 a Orange Green 5 Green in male 4 pin connector with White wire 110 a Orange Blue 2 Blue in female 4 pin connector with Black White wire 110 a Orange 4 Purple in female 4 pin connector with Black White wire 110 a Orange Green 6 Green in female 4 pin connector with Black White wire 110 a White Black Engine Ground Shorted Brown Brown Yellow Black Engine Ground Open or M range Brown White Brown Black Black Engine Ground Open or M range Orange Orange Black Black Engine Ground Open or M range a Use a comparison reading as different brands of meters will give different rea
291. should be between 12V 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 high miss at high speed when the water pressure gets high but a normal shutdown will mask the problem TRIES TO RUN BACKWARDS Check timing and timing belt Four and Six Cylinder Engines With 114 2986 332 2986 393 3736 Switch Box Note ACD Tester like the one by CDI Electronics 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 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 mercur
292. sure to also charge this battery off of a battery charger before each use NEVER jump start a battery while an outboard engine is running This can cause damage to the rectifier regulator Always use a battery charger to charge a battery If no battery charger is available the rectifier regulator s Red wire may be disconnected while jump starting to avoid damaging the rectifier regulator Troubleshooting Battery Charging Issues Regardless if the charging issue is overcharging or not charging at all the 1 cause of all charging issues is the battery often due to improper style and or charging neglect 2 is the battery s connections 3 is the rectifier regulator 4 is the stator The battery and or its connections often cause the rectifier regulator and in rare cases the stator to become faulty thus often creating more than one faulty component Example Bad battery causing the rectifier regulator to become faulty The rectifier regulator is more susceptible to failure than the stator because its diodes are more fragile than the stator s typical 12 18 gauge wire encompassing its frame A rectifier s job is to convert the stator s AC signal into DC to charge the battery In non regulated applications rectifier only the battery acts as its own regulator which is not designed to do When it can no longer self regulate proper voltage from the rectifier usually due to dead and or weak cells it poses a serious threat to rectifier failure and
293. t If good spark replace the starter and or battery with an 850 CCA cranking dual purpose non maintenance free type Check the stator resistance and DVA output for BOTH banks see NO SPARK ON ANY CYLINDER above 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 NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS 1 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This is usually caused by a weak battery or dragging starter Connect a battery charger on its highest setting to the battery and retest If good spark replace the starter and or battery with an 850 CCA cranking dual purpose non maintenance free type 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 powe
294. t the spark plug wires boots and spark plugs Check for chafing on the wiring and harnesses Inspect and clean all engine and ignition ground connections Pull on each wire from each CDM harness plug Make sure all wires are making proper contact inside plugs Disconnect the CDM modules 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 9 Check the stator resistance and DVA output as given below WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected White Green Green White 500 700 500 600 180 400 V 180 400 V This reading can be used to determine if a stator or the CDM modules have a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec at least one of the CDM modules is bad A ONO 10 Check the resistance of each of the CDM modules as follows RED METER LEAD BLACK METER LEAD READING CDM Pin A C OEM 2200 2400 Ohms CDI 1200 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 High Tension Lead A OEM 700 1300 Ohms CDI 2200 2400 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
295. tage and remain high through the RPM range A reading lower than on the Blue wire reading indicates a bad stator 4 Connect an inductive tachometer to each cylinder in turn and try to isolate the problem A single cylinder dropping spark will likely be a bad switch box or ignition coil All cylinders not sparking properly usually indicates a bad stator 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 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters check the DVA output on the Green wires from the switch box while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 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 w
296. tdown 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 Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets Rotate the stator one bolt hole in either direction and retest 4 5 6 CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CUI Electronics Force 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 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 Yellow 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
297. te timer base wire for DC voltage There should be about 6 to 10 volts DC voltage on this wire while the engine is running for the Quick Start to engage 3 Short the White Black temperature switch wire FROM the power pack to engine ground If the voltage on the Black White wire drops out after approximately 5 seconds but the engine timing does not change replace the timer base If the voltage remains present disconnect the Yellow Red wire to the pack and repeat the test If the voltage still remains replace the pack ENGINE TIMING TOO HIGH 1 Check the flywheel center hub magnet to make sure it s tight Look for signs of cracks and bulges in the Brown ferret magnet material 2 Shortthe White Black temp wire to engine ground and see if the timing drops back to normal 3 Check the DC voltage on the Black White wire going to the timer base With the White Black temp wire disconnected the voltage should be 6 to 10 volts When the White Black temp wire is shorted to engine ground the voltage should drop out If G9 CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gl Electronics Johnson Evinrude Optical Ignitions the voltage on the Black White wire stays in the 6 10 volt range disconnect the Yellow Red wire from the power pack The voltage should drop out on the Black White wire If it does the harness or starter solenoid is likely defective If the voltage on the Black White wire stays in the 6 10 volt range with the Yellow Red wir
298. tes a bad power coil on the stator TRIES TO RUN BACKWARDS 1 2 3 4 Check the encoder wheel It must have 7 notches Check the timing Before Quick Start it must be set to 4 BTDC After Quick Start it must be set to 6 ATDC Try another sensor Replace the power pack TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER GDI Electronics Johnson Evinrude Optical Ignitions NO SPARK OR INTERMITTENT SPARK ON ONE BANK 1 Disconnect BOTH of the Black Yellow stop wires AT THE POWER PACK and retest If the engine s ignition has spark the stop circuit has a fault Check the key switch harness and shift switch 2 Swap the stator wire pairs to the other bank and see if the problem moves If it does the stator is bad 3 Disconnect the Yellow wires from the stator to the rectifier and retest If the engine sparks replace the rectifier 4 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 5 Check the stator resistance and DVA output on BOTH banks see Step 13 on NO SPARK ON ANY CYLINDER above 6 Disconnect the 5 pin connector on the port side of the power pack and see if the spark returns If it does spark check resistance to see if the Black Yellow or Black Orange wire is shorted to engine ground Check to see if the Shift Interrupter switch is
299. th 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 3 If the cylinders are only misfiring above an idle connect an inductive tachometer to all cylinders and try to isolate the problem cylinders 4 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets SWITCH BOX OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the switch box 2 In contrast a shorted SCR inside the switch box can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the switch box Connect a jumper wire to the stop wire from the switch box and short it to engine ground If this stops the switch box from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the switch box from sparking replace the switch box Repeat test as necessary for additional switch boxes CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CDI Electronics Mercury amp Force CDM
300. th engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 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 DVA voltage see NO SPARK OR INTERMITTENT SPARK ON ONE OR MORE CYLINDERS above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest Force Mercury Designed Ignitions 1991 1996 Four Cylinder Engines using a Single Switch Box and Four Ignition Coils NO SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow stop wire AT THE POWER PACK and retest If the engine s ignition sparks 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 now has spark replace the rectifier 3 Checkthe cranking RPM A cranking spe
301. the Black White timer base wire for DC voltage There should be about 6 to 10 volts DC voltage on this wire while the engine is running for the Quick Start to engage 3 Short the White Black temperature switch wire FROM the power pack to engine ground If the voltage on the Black White wire drops out after approximately 5 seconds but the engine timing does not change replace the timer base If the voltage remains present disconnect the Yellow Red wire to the pack and repeat the test If the voltage still remains replace the pack ENGINE TIMING TOO HIGH 1 Check the flywheel center hub magnet to make sure it s tight Look for signs of cracks and bulges in the Brown ferret magnet material 2 Shortthe White Black temp wire to engine ground and see if the timing drops back to normal 3 Check the DC voltage on the Black White wire going to the timer base With the White Black temp wire disconnected the voltage should be 6 to 10 volts When the White Black temp wire is shorted to engine ground the voltage should drop out If the voltage on the Black White wire stays in the 6 10 volt range disconnect the Yellow Red wire from the power pack The voltage should drop out on the Black White wire If it does the harness or starter solenoid is likely defective If the voltage on the Black White wire stays in the 6 10 volt range with the Yellow Red wire disconnected and the White Black wire shorted to engine ground the power pack is defective Eight Cylind
302. the Tan temperature switch wire is not located next to a spark plug wire RF interference can activate the SLOW function 4 Check the stator resistance If it reads approximately 900 ohms replace it with the 500 ohm design Three Cylinder Engines Without Quick Start 1979 2001 60 75 HP Models Service Note Please use the Factory recommended spark plug currently Champion QL77JC4 gapped at 0 030 NO SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow stop wire AT THE POWER PACK 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 ignition now has spark replace the rectifier Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine Inspect and clean all engine and ignition ground connections Check the stator and timer base resistance and DVA output as given below WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Brown Brown Yellow 450 550 150 400 V 150 400 V Orange Orange Black 450 550 CDI 45 55 11 22V 45 120 V White Purple 38 42 0 6 V 1988 amp newer 100 400 V a 0 6 V White Blue 38 42 0 6 V 1988 amp newer 100 400 V a 0 6 V White Green 38 42 0 6 V 1988 amp newer 100 400 V a 0 6 V
303. the engine s ignition now has spark the stop circuit has a fault Check the key switch harness and shift switch 2 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 3 Inspect and clean all engine and ignition ground connections 4 Check the stator resistance and DVA output WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Black Yellow Engine GND 3250 3650 2200 2400 180 400 V 180 400 V Black White Engine GND 150 250 200 250 25 100 V 25 100 V This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad 5 Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem 6 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 Check the trigger resistance and DVA output WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Brown Yellow Brown White 750 1400 925 1050 4 4V ff Brown Yellow Engine GND Open Open 1V N A Brown White
304. the pack is bad a Check stator DVA first Then if timer base DVA is 0 6 2 5 V the pack is faulty If below 0 6 V or 2 6 99 V the timer base is faulty b DVA will drop below 1 V when the engine drops out of Quick Start engine is over 104 Degrees or 1200 RPM c 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 Remember that temperature will affect the readings 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 d Wires must be paired correctly If the wires are crossed between pairs the resulting feedback will destroy the power pack Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets SPARK OR INTERMITTENT SPARK ON ONE BANK Disconnect BOTH of the Black Yellow stop wires AT THE POWER 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 Swap the stator wire pairs from one sid
305. the rectifier If the engine now has spark replace the rectifier 3 Check for broken or bare wires on the CD Modules stator and trigger 4 Check the stator and trigger resistance and DVA voltage as follows WIRE READ OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Yellow Blue 680 850 250 350 180 400 V 180 400 V Yellow Engine GND Open Open 180 400 V a 2V b Blue Engine GND Open Open 180 400 V a 2V 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 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 DVA 180 400V from Blue to Yellow 2 If readings 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
306. the rectifier and retest If the miss clears replace the rectifier TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com G3 Gini Electronics Johnson Evinrude 2 Inthe water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack or timer base 3 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 power pack or ignition coil Occasionally a timer base will cause this same problem Check the timer base DVA voltage see NO SPARK ON ANY CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM Runs smooth below that RPM 1 Use a temperature probe an
307. thus needs replacing This is why a regulator is crucial to a healthy charging system A regulator s job is to regulate battery voltage between 12 5 14 4V In this case it is recommended to replace the rectifier with a combination rectifier regulator and replace the battery with a dual purpose or cranking starting non maintenance free battery This way the battery will no longer have to self regulate The rectifier regulator will take that responsibility thus giving the entire charging system optimum life 1 Check all battery connections particularly at engine ground Make sure all connections are corrosion free and tight Do NOT use wing nuts They will loosen over time due to vibration causing battery and or rectifier regulator failures 2 f no change remove all batteries and try a single NOT more than one known good fully charged off a battery charger 850 CCA dual purpose or cranking starting non maintenance free battery NOT a closed case battery Make sure the battery is a lead acid flooded cell has vent caps on its top Make sure to charge any battery off of a battery charger BEFORE installing NEVER allow the stator to charge a battery The stator is designed to maintain the battery s voltage at an optimum charge It s not designed to charge a dead or weak battery Recheck all connections making sure they are corrosion free and tight NEVER jump start a battery while an outboard engine is running This can cause damage to the
308. tion Coils NO SPARK ON ANY CYLINDER 1 Disconnect the Black Yellow stop wire AT THE POWER PACK and retest If the engine s ignition sparks 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 now has spark replace the rectifier 3 Checkthe cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections 5 Check the stator resistance and DVA output as follows Black Stator WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected Blue Engine GND 3250 3650 500 600 180 400 V 180 400 V Red Engine GND 75 90 28 32 25 100 V 25 100 V Red Stator Kit WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected DVA Disconnected White Green Green White 500 700 500 600 180 400 V 180 400 V Blue Engine GND OPEN OPEN 180 400 V 180 400 V This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad 6 Check the center hub tr
309. tions with Amplifiers With 115 3301 523301 1 6CB2012 Power Pack Preamps are electronic replacements for points DANGER DO NOT USE AUTOMOTIVE OIL FILLED IGNITION COILS ON AN OUTBOARD ENGINE USING POINTS AND CONDENSOR IGNITION AS THE OIL FILLED COILS CAN EXPLODE If the OEM coil is not available you can substitute Johnson Evinrude P N 389569 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 spark 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 Spark at all 1 Clean all battery connections and engine grounds 2 Make sure the CD module is grounded Units using rubber shock mounts require a ground wire fastened from the pack to the engine block 3 Connect a spark gap tester to the high tension lead coming from the ignition coil and set it to approximately 77 If it sparks when you crank the engine over there is a problem i
310. tive Remember that the coils must not be the Black or Blue coils these coils are not isolated ground 5 Test the 336 4516 module as follows 336 4516 REPAIR amp RETURN BLUE WIRE TEST UNIT WITH METER OHM SCALE 1 Check Stator Coils Yellow 170 1802 High Speed Coil B Red Yellow 4 6 4 7KcG OEM 2 2KQ CDI CHECK WITH METER USE THE DIODE SCALE TO MEASURE THE UNIT AS FOLLOWS SHORTED HIGH or OPEN CDI Electronics Inc Kole MN Pe NN TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com C Gini Electronics Mercury Mercury One and Two Cylinder Engines 1966 1985 With 174 3996 336 3996 336 3962 Stator Switch Box WARNING DO NOT START AND RUN THIS ENGINE ON A FLUSHING ATTACHMENT OR 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 Brown and White points wires and insulator blocks for cracking or arcing This system operates at a much higher voltage than the normal
311. u 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 6 If there is no spark 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 7 If the cylinders are only misfiring above an idle connect an inductive tachometer to all cylinders and try to isolate the problem cylinders 8 Check the resistance of each of the CDM modules see NO SPARK ON ANY CYLINDER above CDM OR TRIGGER REPEATEDLY BLOWS ON SAME CYLINDER 1 Check the trigger wires for shorts to engine ground as a shorted trigger wire can destroy a SCR inside the CDM 2 In contrast a shorted SCR inside the CDM can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Cut the Black Yellow stop wire from the CDM not sparking Measure DC voltage from Black Yellow from the harness to engine ground Turn the ignition switch on and off several times DC voltage should never exceed 2V If it does the stop circuit has a fault Check the key switch harness and shift switch 4 Replace the CDM on the cylinder dropping spark MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Connect an inductive tachometer to eac
312. ue to Bik 660 62 Th a 280 x ue to M 200 joo 9 2 i ae 50 9 145 40 Ble 260 25 105 0 5 3 8K None Wht Yel to Wht Brn Black Grn Green Pur Purple Yel Yellow Eng Gnd Engine Ground N A Not Applicable Pri Primary Brn Brown Org Orange Wht White Gnd Engine Ground COMM Commercial Sec Secondary Indicates a part manufactured by CDI Electronics TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com GDI Electronics Yamaha DVA Peak Reading Voltage and Resistance Chart Stator Trigger Ignition Coil SPK HP year stk Model Read Ohms DVA CDI OHMS 10 PLG cyl Low High Low High Low High Read Ohms DVA Out Sec CAP Spd Spd Spd Spd Spd Spd ry Wht Red to Wht 1991 Brn to Blue 660 62 Td Wht 280 200 4095 6 2 P eh y E don 145 40 Bie 260 2 105 0 5 3 8K None Wht Yel to Wht Brn Wht Red to Wht 1996 Brn to Blue 660 62 ee Wht 280 200 6 2 L P S Red E is 320 140 40 us 20 25 130 0 5 4 1K 5K Wht Yel to Wht Brn Blk to Wht Red Bm t Blue Bk to IE 294 2 7K rn to ii e 200 1998 6 2 V Red S 224 336 115 aa 3 100 0 5 S ic 5K Blk to Wht Yel BIk to Wht Brn 2002 Blk Org to Red Yel to Wht Red 459 19 6 200 004 6 4 F BIk
313. uit For instance if you have no spark on one or two cylinders and the trigger s DVA reading for that cylinder is low disconnect the trigger wires and recheck the DVA output If the reading stays low the trigger is bad If the reading is now within spec the pack is bad 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 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 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 If the reading is low on one cylinder disconnect the Green wire from the ignition coil for that cylinder and TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com 8 Gini Electronics Mercury amp Force CDM 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 switch box 3 Connect a spark gap tester and verify wh
314. um If the above readings are OK and there is no spark the ignition coil is likely defective TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com Gini Electronics Yamaha 25 and 30 HP Carbureted NO SPARK 1 Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Test the stator exciter and trigger pulsar stator coils while connected as follows Red Lead Black Lead Resistance DVA Connected Black Red Blue 175 V Minimum Black White Eng Gnd 190 V Minimum Black Red Eng Gnd 190 V Minimum Black Green Eng Gnd 190 V Minimum White Red Eng Gnd 3 5 V Minimum White Black Eng Gnd 3 5 V Minimum White Green Eng Gnd 3 5 V Minimum If the above readings are OK and there is no spark the ignition coil is likely defective 25 and 30 HP Carbureted NO SPARK 1 Disconnect the Black and Brown stop wires and retest If you now have spark the stop circuit has a fault 2 Test the stator exciter and trigger pulsar stator coils while connected as follows Red Lead Black Lead Resistance DVA Connected Black Red Blue 175 V Minimum Black White Eng Gnd 190 V Minimum Black Red Eng Gnd 190 V Minimum Black Green Eng Gnd 190 V Minimum White Red Eng Gnd 3 5 V Minimum White Black Eng Gnd 3 5 V Minimum White Green Eng Gnd 3 5 V Minimum If the above readings are OK and there is no spark the ignition coil is likely defective 25 and 30 HP EFI NO SPARK 1
315. ure 518 88 5 Fluke 88 Automotive Used to check engine DVA ohms amps pulse width frequency Meter Temperature Capacitance diodes and engine RPM 520 ST84 Easily check engine timing in bright sunlight Change the switch and read Timing Light w Tach the engine RPM CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER Gil Electronics Tricks to Testing with Minimal Test Equipment All Engines e 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 e Remember to check the compression of all cylinders It does not make any sense to fix an ignition problem if the engine has a blown cylinder Don t forget low compression can be caused by something as simple as a bad starter a low or weak battery e An engine requires air fuel and spark at the correct time in order to run Make sure the engine has all three e fthe engine has no spark on any cylinder make sure to disconnect the stop circuit AT THE IGNITION PACK If the harness or ignition switch is bad the pack will start firing when you do this 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 Check the Stator Trigger Rectifier Regulator and Flywhee
316. w Eng Gnd Engine Ground N A Not Applicable Pri Primary Brn Brown Org Orange Wht White Gnd Engine Ground COMM Commercial Sec Secondary Indicates a part manufactured by CDI Electronics NOTE Ignition Coils will read 0 2 to 1 0 ohms on the Primary and 800 1100 ohms on the Secondary windings CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CUI Electronics DVA Peak Reading Voltage and Resistance Chart Model Ignition Stator i Read Ohms DVA Trigger HP Year 9r Part High High Low High Serial Number Low Spd Spd Low Spd Spd Spd Spd Read Ohms DVA 90 350 Blue to Red to 5000 7000 9 16 1976 4301235 332 7778 Gnd Gnd 2200 90 200 180 25 See NOTE 1 800 1994 06201874 114 7778 Blue Wht Red Wht 2400 30 90 400V 100V 1400 6 CYL to Gnd io Gnd Blue to Red to priis 1989 OC100861 332 7778 Gnd Gnd e ds 90 140 180 25 See NOTE 1 800 AV P 2000 06960499 114 7778 Blue Wht Red Wht 28 32 400V 100V 1400 6 CYL 2400 to Gnd to Gnd Purple to Blue 100 2 51 1996 OE373939 827509 Green White to 500 700 180 ME io Red 1400 AV CDM 2005 1B999999 114 7509 White Green 500 600 400V Brown to Yellow 850 6 CYL 1050 Blue to Red to 175 210 1997 OE151580 18495 Gnd Gnd 3250 3650 75 90 180 25 See NOTE 1 800 AV 6 CYL 1999 OE433133 114 4953 32 Blue Wht Red Wht 500 600 28 32 400V 100V 1400 225 250 827509 Engine Gnd to Grn 3 0L 19
317. will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine Inspect and clean all engine and ignition ground connections Check the stator resistance and DVA output as given below WIRE READ TO OEM RESISTANCE CDI RESISTANCE _ DVA Connected DVA Disconnected White Green Green White 660 710 350 450 180 400 V 180 400 V This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect the stator wires and recheck the DVA output If the reading stays low the stator is bad If the reading is now within spec the pack is bad Check the center hub triggering magnet in the flywheel A loose magnet can cause this problem Check the triggering and charge coil flywheel magnets for cracked broken and loose magnets NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 3 4 Check the trigger resistance and DVA output as shown below WIRE READ TO OEM RESISTANCE CDI RESISTANCE _ DVA Connected DVA Disconnected Brown Yellow Brown White 850 1100 850 1100 4 4V ff Brown Yelow Engine GND Open Open 1V N A Brown White Engine GND Open Open 1V N A 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 trigger s DVA
318. wires Check DC voltage on the Brown trigger terminal wire it must be connected to the switch box to Engine Ground AT CRANKING It must be at least at least 9V DC A low reading indicates a bad switch box Check DVA voltage between the White and Black trigger terminals wires they must be connected to the switch box AT CRANKING It must be at least 3V DVA A low reading indicates a bad trigger Check DVA voltage on the Green wire going to the coil to Engine Ground AT CRANKING It must be at least 100V DVA A low reading indicates a bad switch box ONLY HAS SPARK AS LONG AS THE STARTER IS ENGAGED This symptom usually indicates a bad trigger or low battery voltage NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER 1 2 3 4 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 Align the rotor with 1 spark plug wire Disconnect the trigger wires from the switch box and connect a jumper wire from the Brown trigger terminal wire of the switch box to the White trigger terminal wire of the switch box Connect another jumper wire to the Black trigger terminal wire of the switch box Turn the ignition switch to ON Strike the jumper wire from the Black trigger terminal wire against Engine Ground DO NOT HOLD THE JUMPER AGAINST ENGINE GROUND Only the 1 spark plug wire should spark If any other spark plug wire has spark there i
319. wires for shorts to engine ground as a shorted timer base wire can destroy a SCR inside the power pack 2 In contrast a shorted SCR inside the power pack can destroy a timer base coil Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the power pack Connect a jumper wire to the stop wire from the pack and short it to engine ground If this stops the pack from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the pack from sparking replace the power pack Repeat test as necessary for additional packs MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters 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 DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the power pack or timer base 3 Connectan inductive tachometer to each cylinder in turn and try to isolate the problem A high variance in RPM on one cylinder usually indicates
320. witch Box SERVICE NOTE These engines require the Orange Red or Green Ignition coils The Black or Blue ignition coils use a common ground connection internally for the primary and the secondary side of the coils This system requires that the primary and the secondary side of the coils be separate as the pack drives the negative side of the coil to ground causing the coil to generate spark on the secondary side NO SPARK ON ANY CYLINDER 1 Disconnect the Orange stop wire AT THE SWITCH BOX 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 sparks replace the rectifier 3 Checkthe cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly This can be caused by a weak battery dragging starter bad battery cables or a mechanical problem inside the engine 4 Inspect and clean all engine and ignition ground connections 5 Check the stator and trigger resistance and DVA output WIRE READ TO RESISTANCE DVA Connected DVA Disconnected Orange Engine GND 1600 1800 800 900 per coil 180 400 V 180 400 V Brown White or Brown 140 160 0 5V 0 5 V This reading can be used to determine if a stator or pack has a problem For instance if you have no spark on any cylinder and the stator s DVA reading is low disconnect t
321. with the spark plugs in and out If the coils will not spark 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 Crank the engine with the starter and then stop Check the DVA voltage on terminals T1 and T4 while connected You should read between 170 and 270 volts Positive on terminal T1 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 Disconnect the trigger wires from the T1 and T4 terminals and the ignition coils Connect a jumper wire to the T1 and T4 terminals Using the starter spin the engine over Touch the jumper wire from T1 to the positive terminal of 1 ignition coil If the coil now has spark the trigger is bad if still no spark the CD is
322. ww cdielectronics com 7 Gini Electronics Force Force Prestolite ADI Ignitions 1984 1992 1 Disconnect the stop wires from the CD Measure DC voltage from the stop wires from the harness to engine ground Turn the ignition switch on and off several times DC voltage should never exceed 2V If it does the stop circuit has a fault Check the key switch harness and shift switch 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 NO SPARK ON ANY CYLINDER 1 Disconnect the stop wire AT THE POWER PACK 2 Disconnect the rectifier If the engine sparks replace the rectifier 3 Check for broken or bare wires on the CD Module stator and trigger 4 Check the stator and trigger resistance and DVA voltage as follows WIRE READ TO OEM RESISTANCE CDI RESISTANCE DVA Brown Blue or Blue Brown Yellow or Yellow 680 900 250 350 180 400 V Connected Brown Blue or Blue Engine GND Open Open lt 2 V Disconnected Brown Yellow or Yellow Engine GND Open Open 2V Disconnected White Orange or Orange White Yellow or Green 45 55 45 55 0 5
323. x 2 In contrast a shorted SCR inside the switch box can destroy a trigger coil Check the trigger resistance and DVA output see NO SPARK ON ANY CYLINDER above 3 Replace the ignition coil on the cylinder dropping spark ENGINE WILL NOT SHUT OFF Disconnect the stop wire at the switch box Connect a jumper wire to the stop wire from the switch box and short it to engine ground If this stops the switch box from sparking the stop circuit has a fault Check the key switch harness and shift switch If this does not stop the switch box from sparking replace the switch box Repeat test as necessary for additional switch boxes MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters check the DVA output on the Green wires from the switch box while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 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 sa
324. y and retest If good spark replace the starter and or battery with an 850 CCA cranking dual purpose non maintenance free type 2 Check the timer base resistance and DVA output see NO SPARK ON ANY CYLINDER above 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 or timer base 4 Check the power pack resistance given below Wire Color CYL Check to Wire Color Resistance Orange Blue 1 Blue in 4 pin connector with Black White wire 110 a Orange 3 Purple in 4 pin connector with Black White wire 110 a Orange Green 5 Green in 4 pin connector with Black White wire 110 a Orange Blue 2 Blue in 4 pin connector with White wire 110 a Orange 4 Purple in 4 pin connector with White wire 110 a Orange Green 6 Green in 4 pin connector with White wire 110 a White Black Engine Ground Shorted Brown Black Engine Ground Open or M range Brown Yellow Black Engine Ground Open or M range Brown White Black Engine Ground Open or M range Brown Black Black Engine Ground Open or M range a Use a comparison reading as different brands of meters will give di
325. y tilt switch and retest If the ignition works properly replace or discard the mercury tilt switch 3 Connect a spark gap tester to the spark plug wires and check for spark on all cylinders If some cylinders spark 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 TECH SUPPORT 1 866 423 4832 CUSTOMER SERVICE 1 800 467 3371 www cdielectronics com DDI Electronics Mercur y 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 NO SPARK ON ANY CYLINDER
326. y will work fine at first but under constant discharging and charging something that style battery is not designed for it will eventually become weak and or develop dead cells thus unable to accept a full charge thus putting a rectifier regulator at extreme risk of failure Non maintenance free batteries lead acid flooded cell has vent caps on its top have heavy thick plates They re ideal for outboards where batteries are commonly drained by accessories while fishing etc i e when there is no charge applied to a battery while the battery is in use Its heavy plates can withstand constant discharging and charging These batteries have much more reserve time and are much more suited for this behavior The recommended type of battery for outboards is a single NOT more than one 850 CCA dual purpose or cranking starting non maintenance free battery Make sure to charge any battery off of a battery charger BEFORE installing NEVER allow the stator to charge a battery The stator is designed to maintain the battery s voltage at an optimum charge It s not designed to charge a dead or weak battery Make sure the battery is always charged off of a battery charger before each use of the boat to maintain optimum performance and life of the battery stator and regulator If multiple accessories are used a 2nd battery NOT connected to the starting battery is recommended If desired a make before break switch can be used between the two batteries Make
327. ylinder engines using standard ADI ignitions The trigger magnet for the CDM modules is completely different CEI TROUBLESHOOTING GUIDE KEEPING YOUR BOAT ON THE WATER CDI Electronics Mercury Mercury Alternator Driven Ignitions One and Two Cylinder Engines 1971 1975 With 336 4516 Phase Maker Ignition SERVICE NOTE These engines require the Orange Red or Green Ignition coils The Black or Blue ignition coils use a common ground connection internally for the primary and the secondary side of the coils This system requires that the primary and the secondary side of the coils be separate as the points drive the negative side of the coil to ground causing the coil to generate spark on the secondary side NO SPARK ON ONE OR BOTH CYLINDERS 1 Disconnect the Orange stop and connect it to engine ground 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 READ TO OEM RESISTANCE CDI RESISTANCE DVA Connected Red Yellow 4600 4700 2200 N A Blue Yellow 170 180 180 N A Green Engine Ground 180 V 3 Disconnect the Brown and White points wires one at a time and retest If the spark comes back on the one still connected when you disconnect one of them the points or points wire is defective for the disconnected cylinder 4 Disconnect the Green wires one at a time and retest If the spark comes back on one cylinder the ignition coil not connected is defec
328. ywheel magnets for cracked broken and loose magnets MISS AT ANY RPM 1 Disconnect the Yellow wires from the stator to the rectifier and retest If the miss clears replace the rectifier 2 Inthe water or on a Dynameters check the DVA output on the Green wires from the switch box while connected to the ignition coils You should have a reading of at least 150V DVA or more increasing with engine RPM until it reaches 300 400V DVA maximum A sharp drop in DVA right before the miss becomes apparent on all cylinders will normally be caused by a bad stator A sharp drop in DVA on less than all cylinders will normally be the switch box or trigger 3 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 DVA voltage see NO SPARK OR INTERMITTENT SPARK ON ONE CYLINDER above 4 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 5 Checkthe triggering and charge coil flywheel magnets for cracked broken and loose magnets 6 Rotate the stator one bolt hole in either direction and retest Force Mercury Designed lgnitions 1991 1996 Three Cylinder Engines using a Single Switch Box and Three Igni

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