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CDI Troubleshooting Guide - Johnson/Evinrude

1. HP Year Ignition Stator Trigger Part Chg Power Chg Power Chg Power DVA Reading Number Ohms Reading Min DVA Output Read Color Ohm Out Colors 100 984 Brown to COMM 1997 CD4 450 600 N A 50V N A Brownlyellos N A 35 45 0 5V Wht to BI Pur Grn Pk 105 JET 994 Brown to Org to OPTICAL 2000 CD6AL 450 600 50 60 50V 12V Browniyellow Org BIk N A N A N A 110 999 CD4 450 600 N A 50v N A Brown to N A 35 45 0 5V Whtto BI Pur Grn Pk 1989 Brown yellow 112 aan CD4 450 600 N A 50V N A Brownito N A 35 45 0 5V Wht to BI Pur Grn Pk 1996 Brown yellow 115 978 CD4 450 600 NA 50v NA Brown t0 N A 35 45 0 5V Whtto BI Pur Grn Pk 1997 Brown yellow 120 140 985 450 600 Brown to Org to iG ANP 180 CD4 450 700 Soso 150V 12v Bescon Orge 3545 0 5V Whtto BI Pur Gm Pk 120 140 985 Brown to SB AND 1504 CD4 735 935 N A 50V N A B oWANWSllOW N A 35 45 0 5V Wht to BI Pur Grn Pk 991 450 600 Brown to Org to 5 125 1904 CD4 450 700 Soso 50V 12V Bron nN iow Orge 3545 0 5V Wht to BIPur Gm Pk 125 989 90 100 Brown to Org to S ONN 1994 CD4 450 700 Joso 150V 12v rownlyell w Or 3545 0 5V Whtto BIPur Gm Pk 994 450 600 Brown to Org to 130 2000 CD4AL 450 700 Soso 150V 12v Brownellow Or 2545 O 5V Whtto BIPur Gm Pk 140 978 CD4 450 600 N A 50V N A Brownie N A 35 45 0 5V Wht to BI Pur Grn Pk 1984 Brown yellow 977 Power Pack I Black White to 150 235 1978 s 450 600
2. connector a 0 6V or more Connected White wire Green wire 2 connector a 0 6V or more Connected White wire Pink wire 2 connector a 0 6V or more Connected White wire Black White wire 2 connector 215 225 Not Applicable a Use a comparison reading as different brands of meters will give different readings The typical range is 1M to 5M ohms As long as you have approximately the same ohm reading on all six tests and the correct output with the DVA meter the Timer Base should be good The exception would be if one of the scr s inside the Timer Base is breaking down while the engine is running This can be found indexing the flywheel and checking the timing on all cylinders If the readings are off reverse the meter leads and retest to see if the readings are corrected Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to fire properly 5 n tH lt mais 5 gc ion 4 p O n E i ite should have a reading of at least 150V or more If the reading is low on one bank disconnect the orange wires from the ignition coil for that bank and reconnect them to a load resistor Retest If the reading is now good one or all of the ignition coils are likely bad A continued low reading indicates a bad power pack ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM 1 2 3 4 Use a temperature probe and verify that the engine is not overheating Di
3. 0 2 1 0 200 400 583605 Brown to Wht to BI Pur Grn 2 7L V6 1987 113 3605 Brown yellow_ 735 935 150V N A N A N A 35 45 0 5V 0 2 1 0 200 400 583101 Brown to Wht to 3 6L V8 1987 113 3101 Brown yellow 735 935 150V N A N A N A BI Pur Grn PK 35 45 0 5V 0 2 1 0 200 400 583101 Brown to Wht to 1 6L V4 S 1988 113 3101 Brown yellow 450 600 150V N A N A N A BI Pur Grn PK 35 45 0 5V 0 2 1 0 200 400 584041 Brown to Org to 90 110 Wht to 2 0L V4 S 1988 113 4041 Brown yellow 735 935 150V Org BIk 40 55 12V BI Pur Grn PK 35 45 0 5V 0 2 1 0 200 400 584037 Brown to Org to 90 110 Wht to BI Pur Grn 3 0L V6 S 1988 113 4037 Brown yellow_ 735 935 150V Org Bik_ 40 55 12V Open 0 5V 0 2 4 0 200 400 583030 Brown to Wht to 1 6L V4 S 1989 113 3030 Brown yellow 450 600 150V N A N A N A BI Pur Grn PK 35 45 0 5V 0 2 1 0 200 400 584041 Brown to Org to 90 110 Wht to 2 0L V4 S 1989 113 4041 Brown yellow 735 935 150V Org BIk 40 55 12V BI Pur Grn PK 35 45 0 5V 0 2 1 0 200 400 584037 Brown to Org to 90 110 Wht to BI Pur Grn 3 0L V6 S 1989 113 4037 Brown yellow_ 735 935 150V Org Bik_ 40 55 12V Open 0 5V 0 2 1 0 200 400 Brown to Org to 90 110 Wht to 4 0L V8 S 1989 584035 Brown yellow 735 935 150V Org Bik 40 55 12V BI Pur Grn PK Open 0 5V 0 2 1 0 200 400 584028 Brown to Wht to 1 6L V4 S 1990 113 4028 Brown yellow 450 600 150V N A N A N A BI P
4. 12 If all the tests so far show good readings check the DVA output from the power pack on the primary coil wires as follows Red Lead Black Lead DVA Reading Orange Blue Engine Ground 130 V or more Orange Engine Ground 130 V or more Orange Green Engine Ground 130 V or more Note If the DVA values are below these specifications the power pack or sensor is likely bad 13 Check the DVA voltage on the Black Orange and Orange Red sensors leads as follows Red Lead Black Lead DVA Reading Orange Red Engine Ground 12 V or more Black Orange Engine Ground 12 V or more WARNING The Black Orange wire should NEVER be shorted to engine ground as this will damage the sensor 33 Troubleshooting the Johnson Evinrude 60 6 Cylinder Ignition OIS 2000 1991 2006 Model Years Continued 14 If an oscilloscope is available check the white blue crank position signal and white green cylinder position signal sensor wires while connected to the sensor With the engine cranking over you should see a square toothed pattern on both wires The white blue wire should show 1 pulse per revolution and the white green should show 7 pulses per revolution of the engine See chart below 133 6343 Optical Sensor LED Ret A EEE Pwr B IT fT IT I I T Ground C Syce D T E f T I Cyl ECR EF VP T T TI T 10 Dwell Syne es x LIL Il LU UL Offset for Anti Reverse Detection Led Power Black Oran
5. comparing a known good system to a suspect one Please forward any additional readings you would like to have included in future printings Big enough to do the job small enough to care e Tech Support 866 423 4832 e Fax 256 772 5701 e www rapair com 61 Johnson amp Evinrude Outboard DVA Peak Voltage and Resistance Chart HP Year Ignition Stator Trigger Part Chg Power Chg Power Chg Power DVA Reading Number Ohms Reading DVA Output Read Color Ohm Out Colors 971 Power Pack y White Black to 4 55 Jo gt 450 600 N A 150V N A Brown to Engine Gnd N A 10 20 0 5V Blackwnit 978 Brown to White Black to 4 60 1088 CD2 450 600 N A 150V NIA Scivation NIA 35 55 0 5V BAANT 4 55 339 CD2 USL 450 950 N A 150V NIA Brown to NIA NIA NIA NIA 1993 Brown Yellow 989 CDI Elect Brown to White Black to 4 55 1993 USL Repl 450 600 N A 150V NIA Baia Velion NIA 35 55 0 5V BIERENS 992 CD2 Brown to White Black to 5 60 2000 Wisi ow 450 600 N A 150V NIA eval NIA 35 55 0 5V Bleck White 992 Brown to Org to White Black to 5 60 200E CD2 SL 500 700 450 600 150V 12 24V Boa Votan Orek 3555 0O V Benti 25 35 995 CD3 Brown to Org to Elect Start 1997 opTicAL 720 880 5262 150V 12V Brown Yellow Org BIk N A N A N A 25 35 995 CD3 1010 Brown to Org to M
6. ohms or 30 40 ohms for CDI Electronics Blue Timer Bases 6 Check the DVA output from the timer base A reading of at least 0 5V or more is needed from the black white wire to the white black wires while connected to the pack to fire the pack If the output is low you may try to reset the air gap between the timer base sensor and the triggering magnet using a Sensor Gap Gauge 553 9702 or use the following procedure outlined below a Loosen the two mounting screws on the sensors and the nuts located in the epoxy on the outside of the heat shield of the timer base and slide the sensors in toward the crankshaft until the sensor touches the stop boss located at the base of the sensor mounting area Tighten the mounting screws b Coat the face of the sensor with machinists bluing or equivalent and install the flywheel without the key and rotate the flywheel at least one full turn Remove the flywheel and check to see if the trigging magnet struck the sensor face If it did back the sensor out approximately 0 005 and repeat steps C D and E c Ifthe ignition has spark finger tight the nut on the outside of the heat shield and coat it with RTV d Ifstill no spark replace the sensor o 5 n i lt eg 5 e 4 am oz O n T ite 23 8 Johnson Evinrude Troubleshooting Alternator Driven CD Ignitions 1972 1978 Three Cylinder Engines with screw terminal type power packs conti
7. use the CDI meter set to Ohms and see if the Black Yellow wires are shorted to engine ground 7 Check the battery voltage on the Yellow Red striped wire while cranking the engine If below 11 volts charge the battery or check all battery cables 8 Remove the sensor wheel and check for damage especially where the top slots are located Sometimes the wheels will break out where the windows overlap ki 2 5 n Q es lt 5 e ge T Q e ic o _ O un gt T D ga This area is the most common breakout location 9 Check the sensor eyes for dirt grease etc If you have to clean it use denatured alcohol and a Q tip Do not use any other cleaning agent because damage to the optical lens will occur 10 Disconnect the voltage regulator rectifier and retest If the engine now has spark replace the regulator rectifier 11 Using the Piercing Probes check the resistance then check the DVA voltage on the 6 pin stator connector while connected as follows Red Lead Black Lead Resistance DVA Reading Orange Orange Black 50 60 ohms 12 V or more Brown Brown Yellow 450 600 ohms 150V or more Brown White Brown Black 450 600 ohms 150V or more Note Low readings on all checks indicate a possible problem with the flywheel magnets that require checking Service note It is recommended that liquid neoprene be applied to the areas where the piercing probes were used
8. Troubleshooting the Johnson Evinrude 60 6 Cylinder Ignition OIS 2000 1991 2006 Model Years Continued High Speed Miss 1 Ifthe engine runs fine until you get above 4900 RPM and then starts missing check the Orange to Orange Black power coil wires with an oscilloscope If available or replace the pack A breakdown inside the pack could cause RFI noise to activate the rev limiter for no apparent reason 2 Using the Piercing Probes and DVA adapter check the DVA voltage at the RPM where the problem is occurring while connected as follows Red Lead Black Lead DVA Bank Cylinder Brown Brown Yellow 150V Starboard 1 3 5 Brown White Brown Black 150V Port 2 4 6 NOTE The readings should rapidly increase as the engine RPM increases and stabilize below 400 volts voltage exceeding 400 V DVA indicates a bad pack A sharp drop in voltage right before the miss becomes apparent usually indicates a bad stator charge coil 3 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 coming out of the power pack A difference in readings between the primary and secondary coil wires usually indicate bad ignition wires No difference indicates a bad power pack Will Not Rev Above Idle Speed or Only Has Spark as Long as the Starter Sol
9. connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack or Timer Base 2 Check the Timer Base resistance and DVA output as given below for each cylinder Wire Color Check to Wire Color Resistance DVA Reading White wire Purple wire 15 42 a 0 6V or more Connected White wire Blue wire 15 42 a 0 6V or more Connected White wire Green wire 15 42 a 0 6V or more Connected a Use a comparison reading as the values for different years used different coils in the Timer Base As long as you have approximately the same ohm reading on all three tests and the correct output with the DVA meter the Timer Base should be good Inspect the ignition coil for burned or discolored areas indicating arcing Swap the ignition coil with one that is sparking correctly 5 Banks with the power packs and see if the problem moves If fit does replace the power pack If not replace the Timer Base Pe 29 O z n lt m lt ie an s Q e _ fom oO O n gt T ite Six Cylinder Engines Quick Start Models Note These engines usually have a 35 Amp battery charging capacity Due to the size and weight of the flywheel ma
10. crankshaft until the sensor touches the stop boss located at the base of the sensor mounting area Tighten the mounting screws c Coat the face of the sensors with machinists bluing or equivalent d Install the flywheel without the key and rotate the flywheel at least one full turn e Remove the flywheel and check to see if the trigging magnet struck the face of the sensors If it did back the sensor out approximately 0 005 and repeat steps c d and e f Ifthe ignition fired finger tight the nuts on the outside of the heat shield and coat them with RTV g Ifstill no fire replace the sensor Check the DVA voltage on each black white wire to engine ground You should have a reading of at least 150V or more while connected to the pack If the reading is low disconnect the trigger wires from the pack and recheck the black white terminals on the pack If the voltage jumps up to an acceptable reading the timer base may have a problem in the internal wiring possibly a thin spot in the insulation on one wire Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to fire properly Johnson Evinrude Troubleshooting Alternator Driven CD Ignitions 1972 1978 Four Cylinder Engines with screw terminal type power packs Continued NO SPARK OR INTERMITTENT ON ONE OR MORE CYLINDERS Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of
11. ground while connected to the pack If the reading is low disconnect the trigger wires from the pack and recheck the terminals on the pack If the voltage jumps up to an acceptable reading the timer base may have a problem in it s internal wiring A thin spot in the insulation on one wire 7 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly NO SPARK ON ONE CYLINDER Either a faulty power pack or ignition coil normally causes this Extremely rare causes include a weak trigger magnet in the flywheel or a timer base ON QV U peak Three Cylinder Engines NO SPARK ON ANY CYLINDER Note If the ignition only sparks with the spark plugs out the timer base is likely weak or the engine is not spinning fast enough See 6 and 8 1 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has 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 stator resistance Reading should be about 500 ohms from the brown wire to brown yellow wire 4 Check the DVA output from the stator You should have a reading of at least 150V or more from the brown wire to the brown yellow wire while connected to the pack 5 Check the timer base s resistance from the black white wire to the white black wires Reading should be 10 20
12. gt D va Troubleshooting the Johnson Evinrude 60 4 Cylinder Ignition OIS 2000 Carbureted 1995 2006 Model Years Due to the differences in this ignition system troubleshooting can be somewhat difficult if you are not familiar with the design The other Johnson Evinrude QuickStart ignitions use stator charge coils and a power coil to provide high voltage and power for the QuickStart and rev limiter circuits They require a timer base for triggering and use separate magnets for the high voltage and triggering the timer base The OIS 2000 Optical system uses the stator charge coil to provide high voltage for the firing of the ignition coils and a power coil to provide power for the electronics both inside the power pack and inside the sensor The other QuickStart models will run the engine without the power coil being connected of course this will burn out the control circuits inside the power pack The OIS 2000 ignition has to have the power coil supplying power in order to operate the QuickStart S L O W rev limiter and fire the coils beyond cranking speed The optical sensor located on the top is fed power from the power pack and sends crankshaft position cylinder location and direction of rotation back to the power pack The pack is smart enough to know not to fire if the engine is not turning in the right direction S L O W functions reduce the engine RPM to approximately 2500 when the engine over heats or the no oil warning is
13. ignition coils You should have a reading of at least 130V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack or Timer Base NO SPARK ON ONE BANK 1 Check the stator resistance and output see NO SPARK ON ANY CYLINDER above 2 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You NO SPARK ON ANY CYLINDER Disconnect the black yellow kill wires AT THE PACK and retest If the engine s ignition now has fire the kill circuit has a fault possibly the key switch harness or shift switch Disconnect the yellow wires from the stator to the rectifier and retest If the engine fires replace the rectifier Check the stator and trigger resistance and DVA output as given below for each bank Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Y ellow wire 900 1100 35 amp 150V or more Connected Orange Orange Black 93 103 OEM 12 24V Connected Orange Orange Black 40 55 CDI 12 24V Connected White wire Purple wire a 0 6V or more Connected White wire Blue wire a 0 6V or more Connected White wire Green wire a 0 6V or more Connected White wire Pink wire a 0 6V or more Connected White wire Purple wire 2 connector a 0 6V or more Connected White wire Blue wire 2
14. indicates a bad power pack Johnson Evinrude Troubleshooting Alternator Driven CD Ignitions 1978 2006 Four Cylinder Engines Quick Start Models NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has a fault possibly the key switch harness or shift switch 2 Disconnect the yellow wires from the rectifier and retest If the engine has spark replace the rectifier 3 Check the stator and trigger resistance and DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Yellow wire 950 1100 150V or more Connected Orange wire Orange Black wire 93 100 150V or more Connected White wire Purple 35 55 0 6V or more Connected White wire Blue wire 35 55 0 6V or more Connected White wire Green wire 35 55 0 6V or more Connected White wire Pink 35 55 0 6V or more Connected White wire Purple White 115 125 1 6V or more Connected White wire Blue White 115 125 1 6V or more Connected White wire Green White 115 125 1 6V or more Connected White wire Pink White 115 125 1 6V or more Connected NOTE Some engines use a 50 ohm power coil 4 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to fire properly NO SPARK OR INTERMITTENT ON ONE OR MORE CYLINDERS 1 Check the trigger resistance and DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading White wire Purple 35 5
15. is likely weak or the engine is not spinning fast enough See 6 and 8 NO SPARK ON ANY CYLINDER 1 8 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has a fault check the key switch harness and shift switch Disconnect the yellow wires from the rectifier and retest If the engine has spark replace the rectifier Check the stator resistance You should read about 500 ohms from the brown wire to the brown yellow wire Check the DVA output from the stator You should have a reading of at least 150V or more from the brown wire to the brown yellow wire while connected to the pack on each bank Check the timer base s resistance from the white wire to the blue green and purple wires Reading should be 10 20 ohms or 30 40 ohms for CDI Electronics Blue Timer Bases Check the DVA output from the timer base A reading of at least 0 5V or more from the white wire to the blue green and purple wires while connected to the pack is needed to fire the pack Check the DVA voltage on the white wire to engine ground You should have a reading of at least 150V or more while connected to the pack If the reading is low disconnect the trigger wires from the pack and recheck the white terminal on the pack If the voltage jumps up to an acceptable reading the timer base may have a problem in the internal wiring possibly a thin spot in the insulation on one wire Check the cranking RPM A c
16. load the battery when testing the battery charging output Optional Equipment 511 4017 OMC Optical Sensor Tester Unique handheld tester that will efficiently test the optical ignition sensor 511 0401 CDI 2 Cylinder Ignition Tester New hand held ignition tester generates high voltage stator and low voltage trigger signals to test a variety of 2 cylinder ignition systems Engine specific adapters are required Includes 511 0402 511 0403 and 511 0404 adapters 520 ST84 Ferret Ultra Bright Timing Light Ultra bright timing light is visible in bright sunlight Also has a built in tachometer for 2 and 4 stroke engines This feature is a valuable diagnostic tool when troubleshooting ignition system problems Tricks to Testing with Minimal Test Equipment All Engines Please keep detailed records when you repair an engine If an engine comes in with one cylinder not firing mark which one on the work order history Intermittent Firing This problem can be very hard to isolate A good inductive tachometer can be used to compare the RPM on all cylinders up through WOT wide open throttle A significant difference in the RPM readings can help pinpoint a problem quickly Visually Check the Stator Trigger Rectifier Regulator and Flywheel Cracks burned areas and bubbles in or on the components indicate a problem If the battery charge windings on the stator are dark brown black or burned on most or all of the posts the rectifier regulator is li
17. power coil wires with an oscilloscope If available or replace the pack A breakdown inside the pack could cause RFI noise to activate the rev limiter for no apparent reason Using the Piercing Probes and DVA adapter check the DVA voltage at the RPM where the problem is occurring while connected as follows Red Lead Black Lead DVA Brown Brown Yellow 150V NOTE The readings should rapidly increase as the engine RPM increases and stabilize below 400 volts voltage exceeding 400 V DVA indicates a bad pack A sharp drop in voltage right before the miss becomes apparent usually indicates a bad stator charge coil Connect an inductive tachometer to the spark plug wires one at a time and compare the readings If most of the cylinders show the same reading and one or two show different readings check the primary wires with the inductive pickup to see if the readings are the same coming out of the power pack A difference in readings between the primary and secondary coil wires usually indicate a bad coil or bad ignition wires No difference indicates a bad power pack Will Not Rev Above Idle Speed or Only Has Spark_as Long as the Starter Solenoid is Activated Using the Piercing Probes and DVA adapter check the DVA voltage while connected as follows Red Lead Black Lead DVA Orange Orange Black 11 24V NOTE The readings should rapidly increase as the engine RPM increases and stabilize below 24 volts voltage exceeding 24 V DVA indicates a bad p
18. problems had a service replacement power pack with a blue sleeve and a replacement sensor installed as a set The Blue sleeved power pack was only available as a service replacement The Gray sleeved stator could be used with all of the power packs but the Black sleeved stator was to be used only with a Black sleeved power pack The sensor P N changed to 586343 in the late 1990 s 32 Troubleshooting the Johnson Evinrude 60 6 Cylinder Ignition OIS 2000 1991 2006 Model Years Continued 6 Some engines do not have the RFI MFI noise shield between the ignition coils and the power pack If it is missing replace it 7 The Gray inductive spark plug wires replaced the Black copper spark plug wires that were used on the early 1990 s engines 8 Originally the spark plugs were the QL82YC but that recommendation was changed to the QL78YC for improved performance NO FIRE AT ALL 1 Check the kill lanyard and key switch position 2 Verify the engine rotation The engine needs to be turning in a clockwise direction 3 Check the power pack and ignition coil ground wires for corrosion and tightness 4 Connect a spark gap tester to all cylinders 5 Disconnect the boat side harness and connect a remote starter unit Check for spark If the engine has spark check the boat side harness s Black Yellow wire for shorts to ground 6 Disconnect the 5 pin connector on the port side of the power pack and see if the spark returns If it does
19. 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 I N T R O D U C E S 1 2 3 4 5 6 7 8 9 0 Example JISOTTLCE would be a 1989 150 HP Johnson and aE175STEU would be a 1997 175 HP Evinruide Engine Wiring Cross Reference Chart for Most Outboards Pupa Mercury Mercury Force Force Circuit PRE 1978 1978 amp up OMC Yamaha PRE 1994 19948 up SUZUKI Power Red Red Red Red Red Red Purple White Ign Switch White Purple Purple Yellow Blue Red Blue Gray Eng Gnd Black Black Black Black Black Black Black Orange Green Kill Circuit Salmon Blk Yellow Blik Yellow White White Blk Yellow Red White Blue Brown Eng Start Yellow Yellow Red Yellow Red Brown Yellow Yellow Red Yellow Red Tach Brown Gray Gray Green Purple Gray Yellow Battery Yellow Yellow Yellow Charge SIOWIRed Yellow Bik Yellow Gry Sree Yelow Yelowsik Yellow Red Blue Blue Red Blue White Brown Blue Blue Blue White Stator CDI White Red Brown Yel Brown Yellow Red Green Power Blue a Red White Brown Blk Red Brown Blue Red White Black Red Green Wht Brown Wht Blk Red Brown Yel Green Wht Wht Green Wht Green Choke 7 ad Yellow Blk Purple Wht Blue Gree
20. 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 H Select the DC Volts position on the meter 2 Connect the Red Positive lead on the meter to the positive battery POST 3 Connect the Black Negative lead on the meter to the starter solenoid terminal where the positive battery cable is connected 4 Using a remote start switch activate the starter solenoid to spin the engine and observe the reading on the meter A reading above 0 6V 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 abov
21. 5 0 6V or more Connected White wire Blue wire 35 55 0 6V or more Connected White wire Green wire 35 55 0 6V or more Connected White wire Pink 35 55 0 6V or more Connected 28 2 Disconnect the white black temperature wire and retest If all cylinders now fire replace the timer base 3 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM 1 Use a temperature probe and verify that the engine is not overheating 2 Disconnect the tan temperature wire from the pack and retest If the engine now performs properly replace the temperature switch 3 Make sure the tan temperature switch wire is not located next to a spark plug wire Six Cylinder Engines Without Quick Start NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wires and retest If the engine s ignition has spark the stop circuit has a fault possibly the key switch harness or shift switch 2 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly 3 Disconnect the yellow wires from the rectifier and retest If the eng
22. 900 ohms replace it with the 500 ohm design Engines with S L O W ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM 1 Use a temperature probe and verify that the engine is not overheating 2 Disconnect the tan temperature wire from the pack and retest If the engine now performs properly replace the temperature switch 3 Make sure the tan temperature switch wire is not located next to a spark plug wire 4 Check the stator resistance If it reads approximately 900 ohms replace it with the 500 ohm design Three Cylinder Engines Except Quick Start Models NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has a fault check the key switch harness and shift switch 2 Disconnect the yellow wires from the rectifier and retest If the ignition now has spark replace the rectifier 3 Check the stator and trigger resistance and DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Y ellow wire 450 550 150V or more Connected White wire Purple 38 42 0 6V or more Connected White wire Blue wire 38 42 0 6V or more Connected White wire Green wire 38 42 0 6V or more Connected 4 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly NO SPARK OR INTERMITTENT ON ONE OR MORE CYLINDERS 1 Check the trigger resistance and DVA output as given below Wire Color Check to Wire Co
23. 985 Brown yellow 991 90 100 Brown to Org to 250 2000 CD6 735 935 Songs 150V 12v Browniyell w Oek Open 0 V Wht to BI Pur Grn 275 usa CD4 8 735 935 N A 150v NIA Brownto N A 35 45 0 5V Wht to BI Pur Gm 1987 Brown yellow 988 90 100 Brown to Org to 275 1899 cbs 735 935 Yonge 150V 12V Brownie OrgBik OPen 0 5v Wht to BI Pur Grn 300 985 CD4 8 735 935 NA 150v NA Brown to N A 35 45 0 5V Wht to BI Pur Gm 1987 Brown yellow 988 90 100 Brown to Org to 300 1395 CD8 735 935 Joso 150V 12v Brownlyellow OrgBik OPen 0 5v Wht to BI Pur Grn N A Not Applicable Sec Secondary Org BIk Orange Black Stripe Pk Pink Part Manufactured by CDI Electronics Pri Primary BIk Black Pur Purple COMM Commercial Gnd Ground BI Blue NOTE Ignition Coils will read 0 2 to 1 0 ohms on the Primary and 200 400 ohms on the secondary windings NOTICE ALL DVA READINGS ARE TO BE TAKEN WITH ALL WIRING CONNECTED EXCEPT THE STOP CIRCUIT 65 OMC Sea Drive DVA Peak Reading Voltage and Resistance Chart Engine Year Ignition Stator Trigger Ignition Coil Part Charge Coil Power Coil Reading Pri Sec Number Color Ohms DVA Color Ohms DVA Colors Ohm DVA Ohm Reading 582138 Brown to Wht to BI Pur Grn 2 5 2 6L S 1982 113 2138 Brown yellow 450 600 150V N A N A N A 35 45 0 5V 0 2 1 0 200 400 582125 Brown t
24. Check the stator and trigger resistance and DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Y ellow wire 450 550 150V or more Connected Orange wire Orange Black wire 450 550 150V or more Connected White wire Purple 1 1M 2 4M 0 6V or more Connected White wire Blue wire 1 1M 2 4M 0 6V or more Connected White wire Green wire 1 1M 2 4M 0 6V or more Connected NOTE Some engines use a 50 or a 100 ohms power coil This reading will vary according to the meter used Do a comparison reading and if there is a difference of over 10 replace the timer base Typically use the Red meter lead to the White wire and the Black wire to the other wires Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly NO SPARK ON ONE OR MORE CYLINDERS 1 Check the stator and trigger resistance and DVA output as given below Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Yellow wire 450 550 150V or more Connected Orange wire Orange Black wire 450 550 150V or more Connected White wire Purple 1 1M 2 4M 0 6V or more Connected White wire Blue wire 1 1M 2 4M AA 0 6V or more Connected White wire Green wire 1 1M 2 4M AA 0 6V or more Connected NOTE Some engines use a 50 or a 100 ohms power coil This reading will vary according to the meter used Do a comparison reading and if there is a difference of over 10 replace th
25. Grn 80 992 CD4 450 600 N A 150V NA Brown to N A 35 45 0 5V Whtto BI Pur Grn Pk 996 Brown yellow 85 140 973 PowerPack 450 600 N A 150V NA Brown t N A 10 osv 1 to 3and 2to 4 977 4 Brown yellow 20 85 29 CD4 450 600 N A 150V NA Brown t N A 35 45 0 5V Whtto BI Pur Grn Pk 983 Brown yellow 85 9915 CD4 450 600 N A 150V NA Brown to N A 35 45 0 5v Whtto BI Pur Grn Pk 995 Brown yellow 88 98 CD4 450 600 N A 150V NA Brown to N A 35 45 0 5V Whtto BI Pur Grn Pk 996 Brown yellow 90 984 CD4 450 600 N A 150V NA Brown to N A 35 45 0 5V Whtto BI Pur Grn Pk 997 Brown yellow 90 115 995 Brown to Org to OPTICAL 2006 CD4AL 450 600 50 60 150v 12V B owa yellow OrglBlk N A N A N A 100 9907 CD4 450 600 N A 150V N A Brown to NIA 35 45 0 5V Wht to BI Pur Grn Pk 994 Brown yellow N A Not Applicable Sec Secondary Org BIk Orange Black Stripe Pk Pink Part Manufactured by CDI Electronics Pri Primary Blk Black Pur Purple COMM Commercial Gnd Ground BI Blue NOTE Ignition Coils will read 0 2 to 1 0 ohms on the Primary and 200 400 ohms on the secondary windings NOTICE ALL DVA READINGS ARE TO BE TAKEN WITH ALL WIRING CONNECTED EXCEPT THE STOP CIRCUIT 64 Johnson amp Evinrude Outboard DVA Peak Voltage and Resistance Chart
26. Introduction The information contained in this Troubleshooting Guide has been compiled from various sources within the marine industry Any reference to a specific product or brand is not intended for commercial purposes References to test equipment and products are based upon the information available to the staff of CDI Electronics This information is designed for use as a reference guide by a professional marine technician CDI Electronics cannot be held liable for the misuse or abuse of the information contained herein The staff tries to make the information as accurate as possible However CDI Electronics cannot assume responsibility for either the data accuracy or the consequences of the data s application CDI Electronics 2004 Safety Issues Always remember to treat the outboard engine with respect The engine uses high voltage for ignition and contains several moving components Always be aware of moving mechanical parts the surrounding area and the position of your hands and body near the engine e Never touch electrical components with wet hands e Whenever the power source is not needed disconnect the cable from the negative terminal e Never reverse the battery leads when you connect the battery or disconnect the terminals while the engine is running e Never touch high tension leads spark plug leads with any ungrounded tools while the engine is running e Never install equipment with requirements exceeding the g
27. N A 50V N A Brown to Engine Gnd NIA 10 20 0 5V Wi a Blas 150 185 979 Brown to TOAN 1086 CD3 6 450 600 NIA 50V NIA Browniyellow N A 35 45 0 5V Wht to BI Pur Grn 150 185 984 Brown to AE AND 1958 CD3 6 735 935 N A 50V N A Brown yellow N A 35 45 0 5V Wht to BI Pur Grn 150 175 989 Brown to DANS 1991 CD3 6 450 600 N A 50V N A Bona h elon N A 35 45 0 5V Wht to BI Pur Grn 150 175 989 90 100 Brown to Org to RA 1091 CD3 6 736 935 Songs 150V 12v eee Orek Open O 5v Wht to BI Pur Grn 150 175 992 Brown to Org to OOTAN 5008 CD6AL 735 935 50 60 50V 12V Brarivelion OBI N A N A N A 155 984 Brown to dAMP 1602 CD6 450 600 N A 50V N A rowniyellow N A 35 45 0 5V Wht to BI Pur Grn 155 984 Brown to Org to SAMO 1502 CD6 735 935 90 110 50V 12V Bronce Oek Open 0 5v Wht to BI Pur Grn 199 1995 cD6 450 600 N A 50v N A Brown to N A 35 45 0 5V Wht to BI Pur Gm Turbojet Brown yellow 990 90 100 Brown to Org to 185 iodi CD6 735 935 Zoso 50V 12V Bonn Naoi OrgiBik OPen 0 5v Wht to BI Pur Grn 200 235 es CD3 6 450 600 N A 50v N A Brownie N A 35 45 0 5V Wht to BI Pur Gm 1983 Brown yellow 200 225 996 CD3 6 735 935 N A 50v N A Brown to N A 35 45 0 5V Wht to BI Pur Gm 1987 Brown yellow 988 90 100 Brown to Org to 200 225 2000 CD6 735 935 Songs 150V 12v Bronne Oek OPen o 5v Wht to BI Pur Grn 235 cae CD3 6 735 935 N A 150v NA Brown t N A 35 45 0 5V Wht to BI Pur Gm 1
28. 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 Johnson Evinrude Troubleshooting Battery CD Ignitions with Points DUE TO THE CONSTRUCTION OF THE BATTERIES NEITHER MAINTAINENCE FREE NOR LOW MAINTAINENCE BATTERIES ARE NOT RECOMMENDED FOR THIS APPLICATION 1 Clean all battery connections and engine grounds 2 Check wiring as follows Pack Wire Color Function Red or Purple 12V from key switch Blue Positive to ignition coil Black White To points Black Engine Ground Engine Wiring Connections for Testing Ignition Module Red Wire 12V from Key Switch W hite 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 2 When you crank the engine over if it sparks while the spark gap tester is connected to the coil and does not spark through the spark plug wires there is a problem in the distributor cap rotor button or spark plug wires 4 Check voltage present on the purple wire at cranking It MUST be at least 9 volts If not there is a problem in the harness key switch starter or battery Check D
29. VA voltage on the blue wire going to the coil it should be approximately 200 volts at cranking 6 Disconnect the white black points wire Turn the ignition switch on and strike the white black points wire against engine ground The unit should spark each time If it does this usually means the CD module is good Check the points points plate and grounding wire for the points 7 Connect a spark gap tester to the high tension leads coming from the distributor cap and set the gap to approximately 7 16 Align the rotor with 1 spark plug wire Turn the ignition switch on and strike the white black points wire against engine ground Only the 1 spark plug wire should spark If another spark plug wire has spark there is a problem in the distributor cap Repeat the test for the other cylinders 8 Check the battery voltage at approximately 3500 RPM MAXIMUM reading allowable is 16 volts Over 16 volts will damage the ignition Check for loose connections or a bad battery pa o 5 n i lt eg 5 e 4 am n T te 21 Johnson Evinrude Prestolite Battery Ignitions with Pickup Sensors DUE TO THE CONSTRUCTION OF THE BATTERIES NEITHER MAINTAINENCE FREE NOR LOW MAINTAINENCE BATTERIES ARE NOT RECOMMENDED FOR THIS APPLICATION 1 2 ee 10 22 Clean all battery connections and engine grounds Check wiring as follows Except 1967 1967 Pack Wire Color Function Pack
30. Wire Color Function Red or Purple 12V from keyswitch Red or Purple 12V from keyswitch Blue Positive to ignition coil Green Positive to ignition coil Black White 2 To trigger sensor Blue 2 To trigger sensor Black Engine Ground Black Engine Ground Green Black Anti reverse Spring Green Black Anti reverse Spring Some engines had this wire on the sensor plate Red Wire 12V from Key Switch h Black White Striped Wires 2 Blue Wire coil Withe the keyswitch on Striking the two Sensor wires together should cause the ignition coil to fire Engine Ground a 3 8 to 1 2 Air Gap Johnson Evinrude Battery Ignition with Pickup Sensor Connect a spark gap tester to the high tension lead coming from the ignition coil and set it to approximately 2 When you crank the engine over if it sparks while the spark gap tester is connected to the coil and does not spark through the spark plug wires there is a problem in the distributor cap rotor button or spark plug wires Check voltage present on the Purple or Red wire at cranking It MUST be at least 9 volts If not there is a problem in the harness key switch starter or battery Check DVA voltage on the Blue or Green wire going to the coil it should be approximately 200 volts at cranking Disconnect the sensor wires Turn the ignition switch on and strike the sensor wires together The unit should fire each time If it does this usually means the CD module is good C
31. a Luby 84
32. able as a set P N 931 4921 A breakthrough at CDI Electronics has allowed the use of microprocessor digital control circuits to handle the timing QuickStart S L O W rev limiter and data logging inside the power pack This allows the timing to be set using a timing light remote starter spark gap tester piston stop tool and a jumper wire With these new digital power packs you disconnect the port temperature switch sensor leads and use a jumper wire to short the tan temperature sensor wire to engine ground Once you have verified the timing pointer using a piston stop tool Or a dial indicator connect all spark plug wires to a spark gap tester connect a remote starter to the engine and a timing light to 1 spark plug wire When you crank the engine over with the remote starter and check the timing you should see the timing 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 Additional items to be aware of 1 Some engines do not have th
33. ack A sharp drop in voltage right before the miss becomes apparent usually indicates a bad stator winding A sharp drop in voltage when you let off of the starter solenoid indicates a bad power coil on the stator Engine Will Not Rev Above 2500 RPM and Shakes Hard SLOW Activated 1 2 38 Verify the engine is not actually over heating by using a digital pyrometer Check the routing of the tan temperature wires an example of a bad location is shown below The tan wires have to be located as far away as possible from the spark plug wires 1 Unacceptable routing for the temp wire 3 Verify the engine is not overheating and disconnect the Tan temperature sensor wire If the engine performs normally check both temperature sensors and replace the defective one 4 If there is not any indication of a problem at this point replace the power pack Engine stays in QuickStart All of the Time Check the Yellow Red wire for 12 volts while the engine is running You should only see voltage on this wire while the starter solenoid is engaged nin ELECTRONICS A DIVISION OF RAPAIR INC ki 2 5 n S m lt 5 jon O se a Q e t e S gt ign s oO Zz j i ga DRC5851 39 CDI ELECTRONICS DVA PEAK READING VOLTAGE AND RESISTANCE CHARTS NOTICE These charts were compiled using the CDI 511 9773 Peak Adapter with a shielded Digita
34. activated QuickStart a 10 timing advance activates as long as the engine RPM is below 1100 the engine temperature is below 105 F and the Yellow Red wire from the starter solenoid is not feeding 12V DC to the power pack all of the time QuickStart will also activate for 5 10 seconds each time the engine is started regardless of engine temperature CDI Electronics blue case with red sleeve power packs have a built in feature to compensate for a shorted cold sensor allowing the engine to come out of QuickStart after 5 minutes of running time regardless of the condition of the cold sensor The CDI power pack will not fire if the wrong encoder wheel 6 cylinder is installed by mistake At cranking speed the voltage from the stator may not be enough to operate the circuits inside the power pack therefore there is battery voltage supplied from the starter solenoid via the yellow red striped wire The extra voltage is needed in order for the optical sensor to operate correctly as low voltage from the battery and or stator can cause intermittent or no fire at all There are a couple of critical items you should be aware of on these engines First the spark plug wires have to be the Gray inductive resistor wires these are NOT automotive wires Secondly the spark plugs have to be the factory recommended QL78YC Use of other spark plugs or wires can cause problems inside the power pack from RFI and MFI noise CDI Electronics has the spark plug wires avail
35. an Start 1997 OPTICAL 1230 16 92 M TOOW ES 12V Brown Yellow Org BIk Ne NA NA 60 980 CD3 450 600 N A 150V NA Brown to N A 35 45 0 5V Whtto Blue Pur Grn 1989 Brown yellow 989 CD3 90 100 Brown to Org to 60 1992 wistow 450 600 00 150V 12V B owiywell w OrgBik 3545 0 5V Whtto Blue Pur Gm 993 450 600 Brown to Org to 60 2000 CD3 Looper 500 700 40 50 150V 12V Brown yellow Org BIk Open 0 5V Wht to BI Pur Grn 972 Power Pack Brown to Black White to 65 70 1979 5 450 600 N A 150V NIA Brownlyell w NIA 10 20 O 5V Ap es aA CD3 90 100 Brown to Org to 65 1989 WISEQW 450 600 00 150V 12V Brown yoliowe OrgBik 3545 0 5V Whtto Blue Pur Gm 65 hed CD4 450 600 N A 150V N A Grown to NIA 35 45 0 5V Wht to BI Pur Grn Pk 995 Brown yellow 65 984 Brown to ONM nee CD3 450 600 N A 150V N A B ann elloa NIA 35 45 0 5V Wht to BI Pur Grn 65 COM 989 Brown to eer Stait 392 CD3 450 600 N A 150V N A Brown voles NIA 35 45 0 5V Wht to BI Pur Grn 65 COM 989 CD3 450 600 Brown to Org to Waa Stan 300 WTW 500 700 Sogo 150V 12v Browniyeliow Orek 3545 o sv Wht to BI Pur Grn 992 CD3 450 600 Brown to Org to 65 COM Soe WELW 500 700 Sopor 150V 12v Biownlyellow Ok 3545 0 5v Wht to BI Pur Grn 70 oi CD3 450 600 N A 150V NA Brown to N A 35 45 0 5V Whtto BI Pur Gm 988 Brown yellow 989 CD3 450 600 Brown to Org to 70 597 WON 450 700 Sogo 150V 12v Bronn elow Orek 3545 o sv Wht to BI Pur
36. and DVA output as given below for both banks Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Yellow wire 450 550 150V or more Connected White wire Blue wire 38 42 0 6V or more Connected White wire Green wire 38 42 0 6V or more Connected 4 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to fire properly 5 Check the center hub triggering magnet in the flywheel for damage and tight fit NO SPARK OR INTERMITTENT ON ONE CYLINDER OR ONE BANK 1 Check the stator and trigger resistance and DVA output as given below for both banks Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Yellow wire 450 550 150V or more Connected White wire Blue wire 38 42 0 6V or more Connected White wire Green wire 38 42 0 6V or more Connected NOTE Also check the DVA readings to engine ground from each brown wire and compare the readings If one wire reads low while connected to the pack swap the connections and see if the low reading stays on the same stator wire If it does the stator is bad 2 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading
37. at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is good the ignition coil is likely bad A continued low reading indicates a bad power pack NO SPARK OR INTERMITTENT ON ONE BANK 1 2 Check the timer base s resistance from the 1 to the 3 sensor wire and from the 2 to the 4 sensor wire Reading should be 10 20 ohms on each set or 30 40 ohms for CDI Electronics Blue Timer Bases Check the DVA output from the timer base A reading of at least 0 5V or more from the 1 to the 3 sensor wire and from the 2 to the 4 sensor wire while connected to the pack is needed to have spark If the output is low you may try to reset the air gap between the timer base sensor and the triggering magnet using a sensor gap gauge or use the procedure outlined in the previous page Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and connect a load resistor to that terminal Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack Six Cylinder Engines Note If the engine has spark with the spark plugs out but not with them installed the timer base
38. e 0 6V move the Black lead on the meter to the positive battery cable terminal on the battery and retest If the reading drops to below 0 6V the cable is bad or undersized Service Note A bad power connection to the ignition or battery charging system can be found by connecting the Black lead on the meter to the power connection of the ignition system or charging system then working your way back to the battery positive post At no time should you see a reading above 1V Testing the Negative Battery Cable to the Engine Select the DC Volts position on the meter Connect the Black Negative lead on the meter to the negative battery POST Connect the Red Positive lead on the meter to the engine block where the negative battery cable is connected Using a remote start switch activate the starter solenoid to spin the engine and observe the reading on the meter A reading above 0 6V is an indicator of a bad cable or bad connection a Ifthe meter reads above 0 6V move the Red lead on the meter to the negative battery cable terminal on the engine block and retest If the reading drops to below 0 6V the cable connection is bad b Ifthe meter still reads above 0 6V move 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 F A bad ground connection to the ignition and battery charging system can be found by connecting the Red lead on
39. e RFI MFI noise shield between the ignition coils and the power pack If it is missing replace it 2 Originally the spark plugs were the QL82YC but that recommendation was changed to the QL78YC for improved performance NO FIRE AT ALL Check the kill lanyard and key switch position Verify the engine rotation The engine needs to be turning in a clockwise direction Check the power pack and ignition coil ground wires for corrosion and tightness Connect a spark gap tester to all cylinders Disconnect the boat side harness and connect a remote starter unit Check for spark If the engine has spark check the boat side harness s Black Yellow wire for shorts to ground 6 Disconnect the 4 pin connector on the port side of the power pack and see if the spark returns If it does use the CDI meter set to Ohms and see if the Black Yellow wires are shorted to engine ground 7 Check the battery voltage on the Yellow Red striped wire while cranking the engine If below 11 volts charge the battery or check all battery cables 8 Remove the sensor wheel and check for damage especially where the top slots are located Sometimes the wheels will break out where the windows overlap 36 Q Q i This area is the most common breakout location 9 Check the sensor eyes for dirt grease etc If you have to clean it use denatured alcohol and a Q tip Do not use any other cleaning agent because damage to the optical lens will occ
40. e timer base Typically use the Red meter lead to the White wire and the Black wire to the other wires 2 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM 1 2 3 Use a temperature probe and verify that the engine is not overheating Disconnect the tan temperature wire from the pack and retest If the engine now performs properly replace the temperature switch Make sure the tan temperature switch wire is not located next to a spark plug wire 27 o 5 n tH lt mais 5 gc ion 4 O n E i ite Johnson Evinrude Troubleshooting Alternator Driven CD Ignitions 1978 2006 Four Cylinder Engines Except Quick Start Models NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has a fault possibly the key switch harness or shift switch 2 Disconnect the yellow wires from the rectifier and retest If the engine has spark replace the rectifier 3 Check the stator and trigger resistance
41. e timing for idle and WOT Additional advantages offered by the digital circuitry include the ability to compensate for a bad temperature switch a smoother rev limit customized rev limiters and special timing curves Additional items to be aware of 1 Early 150 and 175 HP engines did not have the tension washer on top of the sensor encoder wheel This washer is required to keep the encoder locked in place If it is missing be sure to install the correct washer 2 1991 and 1992 engines did not have a shift interrupter switch This resulted in hard shifting and required a conversion to resolve this problem 3 The shift interrupter switch killed the fire on the starboard bank of cylinders from 1993 thru mid 1990 s By 1998 a change was made for the shift interrupter switch to kill the fire on the Port bank 4 1991 through late 1990 s engines occasionally developed a crack in the water 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 5 1991 and 1992 engines came out with a Black sleeved power pack P N 584122 and stator P N 584109 and used a P N 584265 sensor In 1993 the power packs were changed to a Gray sleeve Production power pack P N 584910 The stator was changed to a Gray sleeve P N 584981 and the sensor was changed to P N 584914 Engines with ignition
42. enerating power of the engine Reference the service manual for values e Attempt to protect the electronic components from water e Insure fuel lines harnesses and oil lines are properly routed Failure to follow this rule could result in a fire hazard e Make sure all ground leads are clean and tight Recommended Marine Shop Electrical Test Equipment and Tools The following is a listing of tools available from CDI Electronics and recommended for testing late model engines Part Number _ Description Remarks Use 511 9764 Neon Spark Tester Sealed single cylinder has removable ground clamp can be used for running tests 511 9766 Sealed Spark Gap Tester Allows for testing up to 8 cylinder for cranking tests Sealed design reduces the chance of engine fire 511 9770 Piercing Probes Allows access to wires for testing without removing the connection Tiny hole usually reseals itself 511 9773 DVA Peak Voltage Adapter Unit automatically compensates for polarity Can be used with most quality Multimeters 511 9775 Load Resistor Used to load the output of ignition modules when testing ignition coils 518 33A CDI 33 Meter Meter has voltage amperage diode check and ohms Includes 511 9773 DVA Adapter DVA Adapter allows meter to read peak voltage 518 80TK Fluke Temperature Adapter Works with most digital Multimeters capable of reading millivolts 520 ST80 DC Inductive Timing Light DC Powered timing light wi
43. enoid is Activated Using the Piercing Probes and DVA adapter check the DVA voltage while connected as follows Red Lead Black Lead DVA Orange Orange Black 11 24V NOTE The readings should rapidly increase as the engine RPM increases and stabilize below 24 volts voltage exceeding 24 V DVA indicates a bad pack A sharp drop in voltage right before the miss becomes apparent usually indicates a bad stator winding A sharp drop in voltage when you let off of the starter solenoid indicates a bad power coil on the stator Engine Will Not Rev Above 2500 RPM and Shakes Hard SLOW Activated 1 Verify the engine is not actually over heating by using a digital pyrometer 2 Check the routing of the tan temperature wires an example of a bad location is shown below The tan wires have to be located as far away as possible from the spark plug wires AN 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 Engine stays in QuickStart All of the Time Check the Yellow Red wire for 12 volts while the engine is running You should only see voltage on this wire while the starter solenoid is engaged 35 ki o 5 n z es lt 5 e ae e Q e ag o z lt _ o O n
44. er pack and sends crankshaft position cylinder location and direction of rotation back to the power pack The pack is smart enough to know not to fire if the engine is not turning in the right direction S L O W functions reduce the engine RPM to approximately 2500 when the engine over heats or the no oil warning is activated QuickStart a 10 timing advance activates as long as the engine RPM is below 1100 the engine temperature is below 105 F and the Yellow Red wire from the starter solenoid is not feeding 12V DC to the power pack all of the time QuickStart will also activate for 5 10 seconds each time the engine is started regardless of engine temperature CDI Electronics blue case with red sleeve power packs have a built in feature to compensate for a shorted cold sensor allowing the engine to exit QuickStart after 5 minutes of running time regardless of the condition of the cold sensor The CDI power pack also will not fire if the wrong encoder wheel 4 cylinder is installed by mistake At cranking speed the voltage from the stator may not be enough to operate the circuits inside the power pack Therefore battery voltage supplied via the yellow red striped start wire The extra voltage is needed in order for the optical sensor to operate correctly as low voltage from the battery and or stator can cause intermittent or no fire at all There are a couple of critical items you should be aware of on these engines First the spark plug wires have t
45. er you should see a square toothed pattern on both wires The white blue wire should show 1 pulse per revolution and the white green should show 7 pulses per revolution of the engine See chart below 133 6343 Optical Sensor LED Ret A Es Power B CLE f P T I H Ground C Sync LET j T Pp P I P P Cyl ELF T Pp PT PF FF 10 Dwell Sync a e fin LIL Il LU UL Offset for Anti Reverse Detection Led Power Black Orange Power Orange Red Ground Black Sync White Blue Stripe Cy White Green p pga ph 37 n B Ey lt z Q o oO x O gq 5 T 4 or d ZZ a T ga 1 No Spark on One Bank of Cylinders Hig 1 Ifthe power pack has no spark on one bank and the readings are good replace the power pack 2 Disconnect the 4 pin connector on the port side of the power pack and see if the spark returns If it does use the CDI meter set to Ohms and see if the Black Yellow wire is shorted to engine ground 3 Check to see if the Shift Interrupter switch is shorted o o gt Port 4 Pin Connector Starboard 4 Pin Connector a Black Yellow a Brown b Tan b Orange Black c White Black c Orange d Yellow Red d Brown Yellow h Speed Miss If the engine runs fine until you get above 4900 RPM and then starts missing check the Orange to Orange Black
46. ge Power Orange Red Ground Black Sync White Blue Stripe Cy White Green e m Te No Spark on One Bank of Cylinders 1 Using the Piercing Probes and DVA adapter check the resistance and DVA voltage for the bank without spark on the pin stator connector while connected as follows Red Lead Black Lead Ohms Resistance DVA Bank Cyl Brown Brown Yellow 450 600 ohms 150V Stbd 1 3 5 Brown White Brown Black 450 600 ohms 150V Port 2 4 6 NOTE If the power pack has no spark on one bank and the readings are good replace the power pack 2 Disconnect the 5 pin connector on the port side of the power pack and see if the spark returns If it does use the CDI meter set to Ohms and see if the Black Yellow or Black Orange wire is shorted to engine ground Check to see if the Shift Interrupter switch is located in the circuit where there is no spark Stator To Power Pack Connections Note Starboard Browns power Port Bank Power Coil Charge Coils 45 to 65 Ohms 495 to 605 Ohms Even Cylinder Odd Cylinder Charge Coil Charge Coil Z cm a B lt D Charge Coils 150V Cranking 400V Idling TN With Pack Connected using CDI 511 9773 _ E F Power Coil yo Peak DVA Adapter 12V Cranking 18V Idling 6 Pin Connector a Brown Black b Orange Black c Brown Yellow d Brown e Orange f Brown White 34
47. gnets it is highly recommended that you check to make sure both the triggering and charge magnets are still secure in the flywheel before you service the engine A loose or broken magnet can be deadly to you or your pocketbook It is a recommended you index the flywheel and check the timing on all cylinders when servicing these engines Also check for static firing and intermittent spark NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow kill wires AT THE PACK and retest If the engine s ignition now has fire the kill circuit has a fault possibly the key switch harness or shift switch 2 Disconnect the yellow wires from the stator to the rectifier and retest If the engine fires replace the rectifier 3 Check the stator and trigger resistance and DVA output as given below for each bank Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Y ellow wire 900 1100 35 amp 150V or more Connected Orange Orange Black 93 103 OEM 12 24V Connected Orange Orange Black 45 55 CDI 12 24V Connected White wire Purple wire a 0 6V or more Connected White wire Blue wire a 0 6V or more Connected White wire Green wire a 0 6V or more Connected White wire Purple wire 2 connector a 0 6V or more Connected White wire Blue wire 2 connector a 0 6V or more Connected White wire Green wire 2 connector a 0 6V or more Connected White wire Black White wire 2 connector 215 225 Not Applicable a Use a comparison reading as diffe
48. han one cylinder is not firing Replace BOTH switch boxes unless you can pin the problem down to the trigger Replacing just one switch box can result in damage to the engine if the remaining switch box on the engine has a problem in the bias circuit Always check the bias circuit Disconnect the White Black jumper between the switch boxes and check the resistance from the White Black terminal on each switch box to engine ground You should read 12 15 000 ohms on stock switch boxes and 9 000 9 800 ohms on racing switch boxes MAKE SURE THE READING IS THE SAME ON BOTH SWITCH BOXES Any problem with the bias circuit and BOTH switch boxes must be replaced as a set No Fire on 1 3 5 or 2 4 6 Swap the stator leads from one switch box to the other If the problem moves replace the stator If the problem remains on the same cylinders replace the switch box If the stator is replaced and the problem is still present try another flywheel No Fire on One Cylinder This can be caused by a defective blocking diode in the other switch box Disconnect the White Black jumper between the switch boxes and retest If all cylinders are now firing replace the switch box that was originally firing all three cylinders To verify this condition swap the trigger leads on the switch box that was originally firing all three cylinders If the misfire moves to another cylinder the switch box is bad Voltage Drop Measurement Start by using a good digital auto ranging
49. heck the sensor and sensor air gap Make sure the triggering ring is the correct one for the type ignition being used Phase II ignitions require the sensor with wide gaps between the lobes Phase One Rotor Phase Two Rotor Reset the sensor air gap to 0 020 in If this allows the pack to fire leave the gap at that setting Connect a spark gap tester to the high tension leads coming from the distributor cap and set the gap to approximately 7 16 Align the rotor with 1 spark plug wire Turn the ignition switch on and strike the sensor s wires together Only the 1 spark plug wire should fire If any of the other spark plug wires have fire there is a problem in the distributor cap Repeat the test for the other cylinders Check the battery voltage at approximately 3500 RPM MAXIMUM reading allowable is 16 volts Over 16 volts will damage the ignition Check for loose connections or a bad battery Johnson Evinrude Troubleshooting Alternator Driven CD Ignitions 1972 1978 With screw terminal type power packs Two Cylinder Engines NO SPARK ON EITHER CYLINDER 1 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has a fault check the key switch harness and shift switch 2 Check the stator resistance You should read approximately 500 ohms from the brown wire to engine ground 3 Check the DVA output from the stator You should have a reading of at least 150V or more from the brown
50. ine now has spark replace the rectifier 4 Check the center hub triggering magnet in the flywheel for damage and tight fit NO SPARK ON ONE BANK 1 Check the stator and trigger resistance and DVA output as given below for each bank Wire Color Check to Wire Color Resistance DVA Reading Brown wire Brown Yellow wire 450 550 9 amp 150V or more Connected Brown wire Brown Y ellow wire 900 1100 35 amp 150V or more Connected White wire Purple 15 42 a 0 6V or more Connected White wire Blue wire 15 42 a 0 6V or more Connected White wire Green wire 15 42 a 0 6V or more Connected a Use a comparison reading as the values for different years used different coils in the Timer Base As long as you have approximately the same ohm reading on all three tests and the correct output with the DVA meter the Timer Base should be good The exception would be if the insulation is breaking down while the engine is running 2 Check the DVA voltage to engine ground on the White Timer Base wire while it is connected to the pack You should see approximately the same reading as you do between the Brown amp Brown Yellow wires for that bank A low reading usually indicates a bad Timer Base 3 Disconnect the Black Yellow stop wire from one of the packs and retest If the bank that had no fire now has spark the pack that was appearing to fire correctly is faulty NO SPARK ON ONE CYLINDER 1 Check the DVA output on the orange wires from the power pack while
51. kely shorted as well Any sign of rubbing on the outside of the stator indicates a problem in the upper or lower main bearings A cracked trigger or outer charging magnets can cause many problems ranging from misfiring to no fire at all Loose flywheel magnets can be dangerous check the tightness of the bonding adhesive Rectifier Regulators can cause problems ranging from a high speed miss to a total shutdown An easy check is to disconnect the stator leads to the rectifier Make sure to insulate them and retest If the problem is gone replace the rectifier regulator Johnson Evinrude Open Timer Bases When all cylinders fire with the spark plugs out but will not with them installed try re gapping the sensors using P N 553 9702 Gap Gauge See the section on OMC ADI Ignitions page 22 24 Engines with S L O W Features If the customer is complaining that the engine won t rev up and shakes real bad the S L O W function could be activating If the engine is NOT overheating a temperature sensor or VRO sensor failing early can cause this problem Disconnect the TAN wires at the power pack and retest If the engine performs normally reconnect the tan wires one at a time until the problem recurs then replace the last sensor you connected Make sure that all of the TAN wires are located as far as possible from the spark plug wires Also check the blocking diode in the engine harness Mercury 6 Cylinder Engines with ADI Ignitions If more t
52. l Multimeter NOTE The resistance readings are given for a room temperature of 68 F Higher temperatures will cause a slightly higher resistance reading DVA readings should always be taken with everything hooked up with the exception of the kill circuit The CDI peak reading voltage adapter is specifically designed to work with shielded Digital Multimeters This adapter will simplify the testing of electronic ignition systems stators sensors and charging systems The DVA readings will be approximately the same as any other DVA meter and the specifications listed in the service manuals can be followed without problems Hopefully a little easier to you The CDI piercing probe set 511 9770 and the pack load resister 511 9775 are highly recommended for use with this adapter INSTRUCTIONS 1 Plug the adapter into the shielded Digital Multimeter with the rib side pin in the V Ohms jack and the other pin in the COM jack 2 Set the digital voltmeter to DC Volts the purpose of the adapter is to convert and store the voltage so that it can be read by a meter 3 Connect the probes to the component to be measured NOTE The adapter will automatically compensate for polarity and all readings will be peak voltage See the following pages for readings of Chrysler Force Mercury OMC Johnson Evinrude OMC Sea Drive and Yamaha engines Other ignitions can be tested using test results given by the manufacturer of the equipment or by
53. lor Resistance DVA Reading White wire Purple 38 42 0 6V or more Connected White wire Blue wire 38 42 0 6V or more Connected White wire Green wire 38 42 0 6V or more Connected 2 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack 26 Johnson Evinrude Troubleshooting Alternator Driven CD Ignitions 1978 2006 Three Cylinder Engines Continued Models with S L O W ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM 1 2 3 Use a temperature probe and verify that the engine is not overheating Disconnect the tan temperature wire from the pack and retest If the engine now performs properly replace the temperature switch Make sure the tan temperature switch wire is not located next to a spark plug wire Three Cylinder Engines Quick Start Models NO SPARK ON ANY CYLINDER 1 2 3 4 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has a fault possibly the key switch harness or shift switch Disconnect the yellow wires from the rectifier and retest If the ignition now has spark replace the rectifier
54. n Yellow Blk 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 Black Gry Gray ABYC Recommended Boat Wiring Color Codes Color Function Comments Yellow Red Stripe YR Engine Start Circuit Brown Yellow Stripe BY Bilge Blower Alternate color is Yellow Y Yellow Stripe Y Bilge Blower If used for DC negative blower MUST be Brown Yellow Stripe Dark Gray Gy Navigation Lights Fuse or Switch to lights Dark Gray Gy Tachometer Brown Br Generator Alternator Charge Indicator Lights Fuse or switch to pumps Ammeter to alternator output and accessory Orange O Accessory Power fuse or switches Distribution Panel accessory switch Ignition switch to coil and electrical Purple Pu Ignition Instrument power instruments Distribution Panel to electric instruments Dark Blue Cabin and instrument lights Fuse or switch to lights Light Blue Lt Bl Oil Pressure Oil sender to gauge Tan Water Pressure Temperature sender to gauge Pink
55. nued Check the DVA voltage on the black white wire to engine ground You should have a reading of at least 150V or more while connected to the pack If the reading is low disconnect the trigger wires from the pack and recheck the black white terminal on the pack If the voltage jumps up to an acceptable reading the timer base may have a problem in the internal wiring A thin spot in the insulation on one wire Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to fire properly NO SPARK OR INTERMITTENT ON ONE OR MORE CYLINDERS 1 2 3 Check the timer base resistance from the black white wire to the white black wires Reading should be 10 20 ohms or 30 40 ohms for CDI Electronics Blue Timer Bases Check the DVA output from the timer base A reading of at least 0 5V or more is needed from the black white wire to the white black wires while connected to the pack to fire the pack Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is good the ignition coil is likely bad A continued low reading indicates a bad power pack Four Cylinder Engines NO SPARK ON ANY CYLINDER Note If the engine has spark with the spark plugs out but n
56. o 1 6L S 1983 113 2125 Brown yellow 450 600 150V N A N A N A Wht to BI Grn 35 45 0 5V 0 2 1 0 200 400 2 6L 10AMP 1AA 2BA 2B 582556 Brown to B 1983 113 2556 Brown yellow 450 600 150V N A N A N A Whtto Bl Pur Grn 35 45 0 5V 0 2 1 0 200 400 2 5L 35AMP 1AA 2BA 2B 582138 Brown to B 1983 113 2138 Brown yellow 735 935 150V N A N A NA Whtto BI Pur Grn_ 35 45 0 5V 0 2 1 0 200 400 582125 Brown to 1 6L V4 S 1984 113 2125 Brown yellow 450 600 150V N A N A N A Wht to BI Grn 35 45 0 5V 0 2 1 0 200 400 582556 Brown to Wht to BI Pur Grn 2 5 2 6L V6 1984 113 2556 Brown yellow 735 935 150V N A N A N A 35 45 0 5V 0 2 1 0 200 400 582811 Brown to Wht to BI Grn 1 6L V4 S 1985 113 2811 Brown yellow 450 600 150V N A N A N A 35 45 0 5V 0 2 1 0 200 400 582651 Brown to Wht to BI Pur Grn 2 5 2 6L V6 1985 113 2651 Brown yellow 735 935 150V N A N A N A 35 45 0 5V 0 2 1 0 200 400 583110 Brown to Wht to BI Grn 1 6L _V4 S 1986 113 3110 Brown yellow 450 600 150V N A N A N A 35 45 0 5V 0 2 1 0 200 400 583114 Brown to Wht to BI Pur Grn 2 6L V6 1986 113 3114 Brown yellow 735 935 150V N A N A N A 35 45 0 5V 0 2 1 0 200 400 583110 Brown to Wht to BI Grn 1 6L_V4 S 1987 113 3110 Brown yellow 450 600 150V N A N A N A 35 45 0 5V 0 2 1 0 200 400 583101 Brown to Wht to 1 8L V4 S 1987 113 3101 Brown yellow 735 935 150V N A N A N A BI Pur Grn PK 35 45 0 5V
57. o a spark gap tester DVA Direct Voltage Adapter Also known as Peak voltage The term refers to the peak voltage as read by a specialized meter or a multimeter using a adapter to convert the peak voltage in the ignition system to a DC value Regular meters cannot read the voltages due to the frequency and duration of the pulses in the system Power Pack Term used by Johnson Evinrude for the ignition module RPM Revolutions per minute The number of times the engine rotates in one minute S L 0 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 76 CDI ELECTRONICS OUTBOARD SERVICE BULLETIN 12 06 2003 CDI Bulletin 2276 Rev 1 Models affected Johnson Evinrude 60 HP 1986 CE through 1994 ER Johnson Evinrude 65 HP 1987 CU through 1994 ER Johnson Evinrude 70 HP 1989 CD through 1994 ER Problem The engine and electrical system can become damaged by overheating when air is trapped in the upper half of the cooling system Trapped air can cause the upper cylinder or regulator rectifier to overheat resulting in damage to the pist
58. o be the Gray inductive resistor wires these are NOT automotive wires Secondly the spark plugs should be the factory recommended QL78YC Use of other spark plugs or wires can cause problems inside the power pack from RFI and MFI noise CDI Electronics has the spark plug wires available as a set P N 931 4921 A breakthrough at CDI Electronics has allowed the use of microprocessor digital control circuits to handle the timing QuickStart S L O W rev limiter and data logging inside the power pack This allows the timing to be set using a timing light remote starter spark gap tester piston stop tool and a jumper wire With these new digital power packs you disconnect the port temperature switch sensor leads and use a jumper wire to short the tan temperature sensor wire to engine ground Once you have verified the timing pointer using a piston stop tool Or a dial indicator connect all 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 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 th
59. on 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 manifold 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 inch from the tip to prevent damage to the water jacket as a depth gauge Grease the tip and drill a hole through the casting The grease will help prevent shavings from entering the cooling system 6 Grease the tip of an 1 8 NPT tap and thread the hole 7 Apply gel seal to the threads of the original tee and install it in the hole you just tapped Posi
60. ot with them installed the timer base is either weak or the engine is not spinning fast enough See 6 and 8 1 2 3 4 24 Disconnect the black yellow stop wire and retest If the engines ignition now has spark the stop circuit has a fault possibly the key switch harness or shift switch Disconnect the yellow wires from the rectifier and retest If the engine has spark replace the rectifier Check the stator resistance You should read about 500 ohms from the brown wire to the brown yellow wire Check the DVA output from the stator You should have a reading of at least 150V or more from the brown wire to the brown yellow wire while connected to the pack Check the timer base resistance from the 1 to the 3 sensor wire and from the 2 to the 4 sensor wire Reading should be 10 20 ohms on each set or 30 40 ohms for CDI Electronics Blue Timer Bases Check the DVA output from the timer base A reading of at least 0 5V or more from the 1 sensor wire to the 3 sensor wire and from the 2 sensor wire to the 4 sensor wire while connected to the pack is needed to fire the pack If the output is low you may try to reset the air gap between the timer base sensor and the triggering magnet using a Sensor Gap Gauge 553 9702 or use the following procedure a Loosen the two mounting screws on the sensors and the nuts located in the epoxy on the outside of the heat shield of the timer base b Slide the sensors in toward the
61. r Check to Wire Color Resistance DVA Reading Brown wire Brown Yellow wire 450 550 150V or more Connected Black White wire White Black wire 15 42 0 6V or more Connected Some engines use the following wiring on the trigger White wire Blue wire 15 42 0 6V or more Connected White wire Green wire 15 42 0 6V or more Connected 3 Check the cranking RPM A cranking speed of less than 250 RPM will not allow the system to spark properly 4 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the readings are low disconnect the orange wires from the ignition coils and reconnect them to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack NO SPARK ON ONE CYLINDER Either a faulty power pack or ignition coil normally causes this problem Rare cases include a weak trigger magnet in the flywheel or a timer base WILL NOT ACCELERATE BEYOND 3000 RPM Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more increasing with engine RPM until it reaches 300 400 volts A sharp drop in voltage right before the miss becomes apparent will normally be caused by a bad stator A drop on only one orange wire will normally be the power pack Check the stator resistance If it reads approximately
62. ranking speed less than 250 RPM will not allow the system to fire properly NO SPARK OR INTERMITTENT ON ONE OR MORE CYLINDERS 1 2 3 Check the timer bases resistance from the white wire to the blue green and purple wires Reading should be 10 20 ohms or 30 40 ohms for CDI Electronics Blue Timer Bases Check the DVA output from the timer base A reading of at least 0 5V or more from the white wire to the blue green and purple wires while connected to the pack is needed to fire the pack Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack 25 5 n tH lt mais 5 gc ion 4 O n E i ite Johnson Evinrude Troubleshooting Alternator Driven CD Ignitions 1978 2006 Two Stroke Except Direct Injected Engines Two Cylinder Engines NO SPARK ON ANY CYLINDER 1 Disconnect the black yellow stop wire and retest If the engine s ignition has spark the stop circuit has a fault check the key switch harness and shift switch 2 Check the stator and trigger resistance and DVA output as given below Wire Colo
63. rent brands of meters will give different readings The typical range is 1M to 5M ohms As long as you have approximately the same ohm reading on all six tests and the correct output with the DVA meter the Timer Base should be good The exception would be if one of the scr s inside the Timer Base is breaking down while the engine is running This can be found indexing the flywheel and checking the timing on all cylinders If the readings are off reverse the meter leads and retest to see if the readings are corrected 4 Check the cranking RPM A cranking speed less than 250 RPM will not allow the system to fire properly NO SPARK ON ONE CYLINDER 1 Check the timer base s resistance and output see NO SPARK ON ANY CYLINDER above 2 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 130V or more If the reading is low on one cylinder disconnect the orange wire from the ignition coil for that cylinder and reconnect it to a load resistor Retest If the reading is now good the ignition coil is likely bad A continued low reading indicates a bad power pack or Timer Base NO SPARK ON ONE BANK 1 Check the stator resistance and output see NO SPARK ON ANY CYLINDER above 2 Check the DVA output on the orange wires from the power pack while connected to the ignition coils You should have a reading of at least 150V or more If the reading is low on one bank di
64. sconnect the orange wires from the ignition coil for that bank and reconnect them to a load resistor Retest If the reading is now good one or all of the ignition coils are likely bad A continued low reading indicates a bad power pack ENGINE WILL NOT ACCELERATE BEYOND 2500 RPM 1 Use a temperature probe and verify that the engine is not overheating 2 Disconnect the tan temperature wire from the pack and retest If the engine now performs properly replace the temperature switch 3 Make sure the tan temperature switch wire is not located next to a spark plug wire 4 Disconnect the VRO sensor from the engine harness and retest If the engine performs correctly replace the VRO or sensor 30 Eight Cylinder Engines Quick Start Models Note These engines usually have a 35 Amp battery charging capacity Due to the size and weight of the flywheel magnets it is highly recommended that you 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 4 NO SPARK ON ONE CYLINDER 1 Check the timer base s resistance and output see NO SPARK ON ANY CYLINDER above 2 Check the DVA output on the orange wires from the power pack while connected to the
65. sconnect the tan temperature wire from the pack and retest If the engine now performs properly replace the temperature switch Make sure the tan temperature switch wire is not located next to a spark plug wire Disconnect the VRO sensor from the engine harness and retest If the engine performs correctly replace the VRO or sensor 31 Troubleshooting the Johnson Evinrude 60 6 Cylinder Ignition OIS 2000 Carbureted 1991 2006 Model Years Due to the differences in this ignition system troubleshooting can be somewhat difficult if you are not familiar with the design The other Johnson Evinrude QuickStart ignitions use stator charge coils and a power coil to provide high voltage and power for the QuickStart and rev limiter circuits They require a timer base for triggering and use separate magnets for the high voltage and triggering the timer base The OIS 2000 Optical system uses the stator charge coils to provide high voltage for the firing of the ignition coils and a power coil to provide power for the electronics both inside the power pack and inside the sensor The other QuickStart models will run the engine without the power coil being connected of course this will burn out the control circuits inside the power pack The OIS 2000 ignition has to have the power coil supplying power in order to operate the QuickStart S L O W rev limiter and fire the coils beyond cranking speed The optical sensor located on the top is fed power from the pow
66. th a very bright strobe light 551 33GF Gearcase Filler w Check Valve Universal design makes filling lower units easier Check valve assembly helps prevent oil spills and makes filling easier 551 34PV Pressure Vacuum Tester Repairable metal combination unit does both vacuum and pressure testing 551 5110 Flywheel Holder Longer handle helps during use 551 9765 Spark Plug Wire Puller Grounded design reduces the chances of shocking 553 2700 Amphenol Pin Tool Set Set contains 1 each of 553 2697 Insertion 553 2698 Pin Removal and 553 2699 Socket Removal 553 9702 Sensor Gap Gauge Tool Used to set the timer base air gap on 1973 1978 OMC 3 and 4 cylinder engines with screw terminal power packs 554 9706 Amp Pin Removal Tool Used to remove the connector pins in the ignition system on Chrysler Force engines using the Prestolite type ignitions Also used on the Mercury TPI sensor connectors 911 9783 Bullet Connector Kit Contains 10 pieces each of the male female and sleeves 912 9708 Marine Terminal Kit Contains 100 pieces of hard to find terminals and heat shrink 991 9705 Dielectric Grease Use to keep water and corrosion out of connectors 511 6996 Remote Starter For OMC Used to replace the boat side harness for engine testing Fits most OMC engines 1969 to 2000 511 7900 Remote Starter for Mercury Used to replace the boat side harness for engine testing Fits most Mercury engines 1979 to 2000 519 LB85 Load Bank Used to
67. tion the tee so that the indicator nipple is facing the back of the engine 8 Install a new piece of 3 16 hose 19 inches long from the tee to the indicator 77 This drawing is to be used to determine if the flywheel sensor magnet has moved from it s original location only V4 amp V6 Loop Charged 1986 1987 150 175 V6 Cross Flow 1988 1992 Triggering Magnet Locations 185 200 225 V6 1988 2001 Loop Charged 2 Cyl Loop Charged V8 Loop Charged 1988 1999 81 Superceded OMC PIN Ignition CDI P N to Application Years 982749 Points 123 9898 P 5 0 5 7L V8 82 85 982755 Points 123 9898 P 2 5 3 0L V4 82 85 982774 Points 123 9898 P 3 8 4 3L V6 82 85 984036 Points 123 9898 P 986342 4 3L V6 86 88 984276 Points 123 9898 P 984730 5 0 5 7L V8 86 88 984281 Points 123 9898 P 985902 2 3 2 5 3 0L H 86 88 984730 Points 123 9898 P 3 5 4 6 5 0 5 8L V8 89 90 984730 Points 123 9898 P 3 5 4 6L V6 7 5L V8 87 88 984740 Points 123 9898 P No data 985902 Points 123 9898 P 987740 2 3 3 0 14 2 6 4 3L V6 89 90 986342 Points 123 9898 P 987740 4 3L V6 86 88 986610 Delco EST 123 7878 987396 3 0 3 0L HO 14 90 986837 Points 123 9898 P 5 7L V8 90 987396 Delco EST 123 7878 987878 3 0 3 0L HO H 90 987564 Prestolite BID 123 7571 5 0 5 8L V8 92 93 987566 Delco EST 123 7566 3 0 3 0L HO H 92 93 987567 Prestolite BID 123 7567 4 3L V6 92 93 987571 Prestolite BID 123 7571 5 7L V8 91 93 987738 Poin
68. ts 123 9898 P No data 987739 Points 123 9898 P No data 987740 Points 123 9898 P 4 3L V6 86 91 987874 Delco EST 123 7566 3 0 3 0L HO 14 987878 Delco EST 123 7878 3 0 3 0L HO H Also works with electronic points modules Pertronix Breaker Points Wiring Some models used a resistive wire instead Ballast Resistor Breaker points or E Points module inside Distributor Switched 12VDC ESA Power MUST come vai from this side of resistor NOTE The 123 9898 P may not work with Pertronix style E Points modules if the ballast resistor is omitted or a Hl current aftermarket coil is used Must have good engine ground Optional Over Stroke Switch zen ill z ome OHI A 123 9898 P y L sa Pib JL ESA Module Shift Interrupt Switch 82 sINPOW Vs3 LZSZ Z 10 Z9SZ jpunois poos IALL ISNIN DAAZb PEYIIMS YOHMS dniui ul PIUS ya 1o nqullsiq uoniuBi ss ayeaig SUM AIE ONOS 1oynqinsid P Su lnpoN aia 83 SINPOW VS3 0D aienbs QQ YE 8 oa lt m J0 nqu sip wo sesind yor A9 OINGUISIP o s sind Ap lt O 143S1Q Bulwiy yredg Siuono l3 UHIA DSH OPA 1oynqinsiq LS3 8Z8Z EZL 10 99SZ Z jpunoi6 poob aaey SnIN YdUMS dn113 U HIUS SAAT p u hie WWW k LLN SUMS ON HIVIAVH FO NOISIAIC V SIINOYLIATA imunn
69. ur 10 Disconnect the voltage regulator rectifier and retest If the engine now has spark replace the regulator rectifier 11 Using the Piercing Probes check the resistance then check the DVA voltage on the 6 pin stator connector while connected as follows Red Lead Black Lead Resistance DVA Reading Orange Orange Black 50 60 ohms 12 V or more Brown Brown Yellow 450 600 ohms 150V or more Note Low readings on all checks indicate a possible problem with the flywheel magnets that require checking Service note It is recommended that liquid neoprene be applied to the areas where the piercing probes were used 12 Ifall the tests so far show good readings check the DVA output from the power pack on the primary coil wires as follows Red Lead Black Lead DVA Reading Orange Blue Engine Ground 130 V or more Orange Green Engine Ground 130 V or more Note If the DVA values are below these specifications the power pack or sensor is likely bad 13 Check the DVA voltage on the Black Orange and Orange Red sensors leads as follows Red Lead Black Lead DVA Reading Orange Red Engine Ground 12 V or more Black Orange Engine Ground 12 V or more WARNING The Black Orange wire should NEVER be shorted to engine ground as this will damage the sensor 14 If an oscilloscope is available check the white blue crank position signal and white green cylinder position signal sensor wires while connected to the sensor With the engine cranking ov
70. ur Grn PK 35 45 0 5V 0 2 1 0 200 400 584041 Brown to Org to 90 110 Wht to 2 0L V4 S 1990 113 4041 Brown yellow 735 935 150V Org Bik 40 55 12V BI Pur Grn PK 35 45 0 5V 0 2 1 0 200 400 584037 Brown to Org to 90 110 Wht to BI Pur Grn 3 0L V6 S 1990 113 4037 Brown yellow 735 935 150V Org Bik 40 55 12V Open 0 5V 0 2 1 0 200 400 Brown to Org to 90 110 Wht to 4 0L V8 S 1990 584035 Brown yellow 735 935 150V Org Bik 40 55 12V BI Pur Grn PK Open 0 5V 0 2 4 0 200 400 N A Not Applicable Part Manufactured by CDI Electronics COMM Commerical Pri Primary Sec Secondary 66 Gnd Ground BI Blue Blk Black Grn Green Org Orange Org BIk Orange Black Stripe Pk Pink Pur Purple Wht White Glossary of Terms ADI Alternator Driven Ignition consists of a flywheel stator trigger and ignition module ADTC After Top Dead Center Reference on ignition timing BTDC Before Top Dead Center Reference on ignition timing CD Ignition Capacitive Discharge Ignition The capacitor stores the power developed by a stator or inverter and uses a SCR to deliver the power to the ignition coil CDM Capacitive Discharge Module The CDM is a combination of the switch box and ignition coil Crank Refers to the engine being turned over with the starter not running Spark plug wires are usually connected t
71. wire to engine ground while connected to the pack 4 Check the timer base s resistance from the black white wire to the white black wire Reading should be 10 20 ohms or 30 40 ohms for CDI Electronics 133 0875K1 Note The original factory specifications was 8 14 ohms this was changed around the mid 1970 s in response to the change in SCR s triggering requirements 5 Check the DVA output from the timer base A reading of at least 0 5V or more from the black white wire to the white black while connected to the pack is needed to fire the pack If the output is low you may try to reset the air gap between the timer base sensor and the triggering magnet 1 Loosen the two mounting screws on the sensor and the nut located in the epoxy on the outside of the heat shield of the timer base Slide the sensor in toward the crankshaft approximately 0 005 at a time Coat the face of the sensor with machinists bluing or equivalent Install the flywheel according to the service manual and crank the engine over Remove the flywheel and check to see if the trigging magnet struck the sensor face If the ignition fired finger tight the nut on the outside of the heat shield and coat it with RTV If still no fire slide the sensor in another 0 005 and repeat steps c through f Check the DVA voltage on each trigger wire to engine ground You should have a reading of at least 150V or more from the black white wire and the white black wire to engine

CDI Troubleshooting Guide - Johnson/Evinrude

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