Ohm Reading for Stator on 1978 Mercury 50 Hp Outboard

Download Mercury Outboard and Mercruiser Serial #s by year

• Download Mercury Outboard Serial #south by year 1993 thru 2004 : Mercury_93_04
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• Download MerCruiser Series #s by twelvemonth 1962 thru 1994: mcm_62-94

OUTBOARD IGNITION SYSTEM DIAGNOSTIC SPECS

MERCURY IGNITION STSTEMS

Twelvemonth	HP	CD Ign (OEM PART#)	Stator (OEM#)	Trigger	Stator	Trigger	Stator	Pack to Coil
				Resistance (ohms)		Peak Voltage (cranking)
72-74	four - 20	336-4516	336-4470 HS 336-4469 LS	Points	450-550 HS 3600-5500 LS	N/A	20V+ HS 180V+ LS	180V+
75-78	4 - 20	339-6222	339-5209	750-1400 Note v	800-900 Per curl	4V+	180V+	180V+
75-76	20(200)	332-4911	396-5255	750-1400 Annotation v	180-220 HS 5800-7000 LS	4V+	20V+ HS 180V+ LS	180V+
78-94	6 - 40	339-7452	86617	750-1400	200-250 HS 3250-3650 LS	4V+	20V+ HS 180V+ LS	180V+
95 & Up	15/20/25 2 Cyl	18495	398-9710	750-1400	75-90 HS 3250-3650 LS Notes 3 & 11	4V+	20V+ HS 180V+ LS	150V+
70-71	40	332-4172	398-4424 398-4423	Cannot be tested with ohm meter	105-135 HS 2000-2400 LS	4V+	20V+ HS 170V+ LS	170V+
75-78	forty(402)	332-4911	398-5255	750-1400 Annotation v	180-220 HS 5800-7000 LS	4V+	20V+ HS 180V+ LS	180V
75	50 - 65	333-3213	333-3176 HS 333-3175 LS	Ignition driver	9-11 HS 385-425 LS	N/A	130V+	130V+
68-76	3 Cyl 4 Cyl half-dozen Cyl	332-2986 332-4796	398-4793 398-4792	Run into Merc Tech Bulletin	Battery	2.5V Notation 7	None	120V+ at idle
76-87	3 Cyl	332-7778	398-5704	750-1400	135-165 HS 5800-7000 LS	4V+	20V+ HS 180V+ LS	180V+
88 & Upwardly	3 Cyl	332-7778	398-8778	750-1400	125-155 HS 5800-7000 LS	4V+	20V+ HS 180V+ LS	150V+
91-95	l/55/threescore/45Jet iii Cyl	19052	398-8778 398-9710	1200-1400	75-ninety HS 3250-3650 LS	4V+	20V+ HS 180V+ LS	150V+
96 & Up	3 Cyl	18495	398-9710 398-9873	1200-1400	15-35 HS 1000-1600 LS	4V+	20V+ HS 180V+ LS	150V+
94 & Up	75/xc/65JET 3 Cyl	18495	398-8778 398-9710	1200-1350	75-ninety HS 3250-3650 LS	4V+	20V+ HS 180V+ LS	150V+
76-87	4 Cyl	332-5772	398-5454	750-1400	125-155 HS 5800-7000 LS	4V+	20V+ HS 180V+ LS	180V+
88-94	4 Cyl	332-5772	Note 6 398-8778 398-9710	1200-1400	75-90 HS 3250-3650 LS	4V+	20V+ HS 180V+ LS	180V+
95 & Upwardly	100/115/125 4 Cyl 16 amp	332-5772	398-8778 398-9710 398-9873	1200-1400	75-xc HS 3250-3650 LS Note 3	4V+	20V+ HS 180V+ LS	180V+
95-96	120 Sport Jet 4 Cyl	332-826866	Note 6 398-8778 398-9710	1200-1400	75-ninety HS 3250-3650 LS	4V+	20V+ HS 180V+ LS	150V+
77 & Upward	6 Cyl 9 - 15 amp	332-7778	398-5454	750-1400	135-165 HS 5800-7000 LS	4V+	20V+ HS 180V+ LS	180V+
ninety & Up	6 Cyl 16 amp	332-7778	398-5454	1200-1400	135-165 HS 5800-7000 LS	4V+	20V+ HS 180V+ LS	150V+
ninety-95	6 Cyl 40 amp	332-7778	398-9610	1000-1400	90-140 HS 3350-4050 LS	4V+	20V+ HS 180V+ LS	150V+
96 & Upwards	half-dozen Cyl 40 amp	332-7778	398-9610	1000-1400	90-140 HS 3350-4050 LS	4V+	20V+ HS 180V+ LS	150V+
97 & Up	175 Sport Jet 16 amp	18495	398-9873	1200-1400	75-90 HS 3250-3650 LS	4V+	20V+ HS 180V+ LS	150V+

LS = Low Side

HS = High Side

1) Most Mercury ignition systems utilize a red wire and/or carmine/white stripe for the high speed accuse ringlet, and blue and/or blue/white stripe for the low speed accuse gyre.

2) three and 6 cyl. 76 & Upwardly. Charge coils are measured from ground.(Black wire if present) to the red and blue wires.

3) 4 cyl 76 & Upwards switch box, charge coils are measured between the wires(blue to blue/white, red to blood-red/white) with no connection to basis.

4) CDI stators/triggers will vary from the original charge coil readings specified in the manuals. All readings be consequent and no varnish leakage should be visible.

5) 2 cyl triggers read betwixt the ii trigger wires.

six) All red stators will read approx. 600-700 ohms between the white/green and the green/white wires, (DVA 180V+) Mercury red stators do not have a depression/high speed winding.

7) Battery CD triggers: 393-3736 measure between black and white wires/ 332-4797 mensurate between black and blue wires.

BATTERY IGNITIONS

A big portion of the issues with the battery CD units are caused by low battery voltage and/or bad footing connections. Low voltage symptoms are weak fire or weak erratic firing of cylinders.

1. Cheque all battery and ground connections.
2. Dead or no fire until you let off of key switch: Check the voltage on the blood-red and white ignition wires at the CD unit. If the voltage is less than 9.5 volts at cranking, there is a problem in the battery wires or ignition switch circuit. these units require at least 9.5 volts to burn down properly. On a 332-2986 switch box, check the voltage on the brown concluding(white/black for 332-4796) where the trigger is connected. Information technology requires at least nine volts at cranking. DVA check betwixt the white and black wire(black and blue on 332-4796). You lot should read at least 2.v volts at cranking. Connect a jumper wire direct from the bombardment(+) concluding to the red and white ignition wires. Circumspection: Do non connect the jumper wire to the white trigger last. Retest. ATTENTION: In order to kill the engine if it cranks, the jumper wire has to exist disconnected and/or choke the engine. If the engine still fails to crank, recheck voltage as above. If low supplant battery and retry. If there is still no burn, disconnect points wire(or trigger wires) and connect to battery CD tester according to the instructions on the back of the tester, and aline rotor with a spark plug wire. Connect a spark gap tester to all plug wires and plough the ignition switch on. If the CD unti fires to only one spark plug wire, check points wire(for breaks or shorts) or trigger. IF Whatsoever other plug wires burn besides the i that the rotor is aligned with, the distributor cap and rotor should be replaced. The battery CD tester will fire the system to approximately three,000 RPM. If the battery CD tester is non used, strike points wire confronting engine ground. If the CD unit fails to burn with this hookup, the CD unit is usually bad.
3. Engine cranks and fires as long as the starter is engaged. This problem commonly indicates a bad trigger.
4. Bank check the ignition curlicue: An open, cracked, or poorly grounded coil, can burn out a battery CD.
5. Check the DVA voltage on the primary input wire to the coil: Using the Fluke meter with the meridian reading voltage adapter, or CD-77. The reading should be approximately 100 volts or more for OEM CD'southward.
6. Inline engines with internal exhaust plate: if engine speeds up when you lot remove one spark plug wire, the internal exhaust plate is more than likely warped.

Power PACKS AND CD'South

1. Disconnect the impale wire(s): Connect a DC voltmeter betwixt the kille wires and engine basis. Plough ignition switch on and off several times. If at any fourth dimension you see DC voltage actualization on the meter, at that place is a problem in the harness, or ignition switch. Note: At no time should y'all see voltage on whatever kill wires. Battery voltage on the kill circuit will destroy most CD units.
2. Visually audit stator for cracks or leaks: if found, replace the stator. Burnt marks or discolored areas on the battery accuse windings, bespeak a possible problem with the rectifier.
3. Unit will not fire: Disconnect impale wire AT THE PACK. Check for cleaved or bare wires on the unit, stator, and trigger. Check DVA voltage of the stator(on iii and 6 cylinder models read from each red and blueish wire to engine ground; on 4 cylinder models read between the 2 reddish wires, and the two bluish wires), with everything connected. The readings should exist approximately 180 volts or more on the blueish wires, and thirty volts or more on the red wires. Disconnect the rectifier. If the engine fires, replace the rectifier.
4. Engine volition not kill: Check impale circuit in the pack by using a jumper wire connected to the blackness/yellowish terminal or wire coming out of the pack and shorting information technology to ground. If this kills the engine, the kill circuit in the harness or on the gunkhole is bad, or peradventure the ignition switch has a problem.
5. High speed miss: Disconnect the rectifier and retest. If miss is gone, rectifier is commonly at fault. If the miss notwithstanding exsists, cheque DVA voltage(between the red wires on 4 cylinder, or red wires to engine ground on 3 and 6 cylinders) of the stator at high speed. Observe: Use caution when doing this and practise not exceed the rated voltage range of your meter. The readings should testify a smooth climb in voltage. If there is a sudden or fast drop in voltage right before this miss becomes apparent, the stator is usally at fault. If at that place is no indication of the problem, it could be a pocket-size water leak in one or two cylinders.
6. Coils fire with spark plugs out, but non in: Bank check for dragging starter or low battery causing slow cranking speed. DVA test stator and trigger. Disconnect recifier, regulator, and retest. If the problem goes abroad, replace the rectifier and/or regulator.
7. Engine runs rough on elevation or bottom 2 cylinders(iv cylinder engines): Bank check DVA voltage of the stator between blue wires and ground. Readings to footing should be fairly equal. If unequal, bandy stator leads(blueish with blue/white, cherry with carmine/white) and see if the trouble moves with the stator leads. If information technology does, replace the stator. Check trigger resistance between number i and number two, compare to resistance between number iii and number four. The readings should exist approximately 850 - 1250 ohms. For test purposes only bandy trigger leads 1 and 3, and two and 4. If the problem moves, replace the trigger. If it does not move, swap coil primary wires, and replace the pack if the trouble remains on the same terminals.
8. No burn down on one depository financial institution(odd or even cylinders on inline half dozen cylinder engines): Cheque DVA voltage of the stator, checking from each red and blueish wire to engine ground. The readings should be approximately 180 volts or more on the bluish wires, and 30 or more on the red wires. If a DVA meter is not available, swap both sets of the stator wires betwixt the packs. If the trouble moves, replace the stator. If the trouble stays on the aforementioned bank, swap physical locations and all connections of the two packs. If the trouble stays with i pack, replace the pack. Notation: If the pack is bad, it is recommended that both packs exist replaced at the same fourth dimension. If the packs loose footing internally or externally, they commonly have severe harm to the bias circuit, and have to be replaced equally a prepare.
9. Intermittent firing on i or more cylinders: Disconnect the white/black wire between the packs on a six cylinder and retest. If all cylinders now fire, supersede both packs, equally at that place is a problem in the bias circuitry. On all others, check for depression voltage from the stator and the trigger. Disconnect the rectifier and retest. If the trouble disappears, replace the rectifier.
10. All cylinders fire, but the engine will not creepo and run: On iii and 6 cylinder engines, disconnect white/black wire and check the bias circuit(white/black terminals) resistance to engine ground. Readings should be approximately xv,000 ohms for standard packs, and ix,600 ohms for racing units. If the readings are right on the packs, index the flywheel and check timing on all individual cylinders. If the timimg varies, replace the packs. On 4 cylinder engines, the bias excursion is internal therefore, the only way to varify proper operation of the bias excursion, is to index the flywheel and check timing on each cylinder. If the timing is off, replace the packs.

Force

Yr	HP	Trigger	Stator	Trigger	Stator	Pack to Coil
		Resistance (ohms)		Superlative Voltage (cranking)
78-83	6 - viii	48-52 See note S	680-800 Meet annotation U	0.5V+	180V+	150V+
77-80	9.9 - -35	48-52 Come across note Southward	58-65 Loftier Side Meet note AA 1775-1850 Low Side	0.5V+	25V+ 180V+	150V+
78-91	20 - 35	48-52 Meet note Due south	58-65 High Side Meet note AA 1775-1850 Low Side	0.5V+	25V+ 180V+	150V+
92-95	2 Cyl	1200-1350 Come across note Due west	See annotation A & BB 75-ninety HS See note Z 3250-3650 LS	4V+	25V+ 180V+	150V+
94-96	2 cyl	1200-1350 Come across note Due west	130-150 High Side See note CC 5000 Depression Side	4V+	25V+ 180V+	150V+
eighty-86	fifty - 125	48-52 Come across note Due south	680-800 Meet notation T	0.5V+	180V+	150V+
87-89	50	48-52 Meet annotation South	680-800 See notation U	0.5V+	180V+	150V+
86-89	85 - 125	48-52 Encounter note S	680-800 Come across notation T	0.5V+	180V+	150V+
89-90	fifty - 120	48-52 See note Southward	680-800 See note T	0.5V+	180V+	150V+
91-92	50 - 150	48-52 See note S	680-800 See note T	0.5V+	180V+	150V+
91-92	120 - 150	1200-1350 Encounter annotation 5 925-1050	12V Inverter	4V+	225V	150V+
92-95	3 cyl	1200-1350 See note 5	See note A & BB 75-90 High Side 3250-3650 Depression Side	4V+	25V+ 180V+	150V+
92-95	iv cyl	1200-1350 Run into notation X	See note A & BB 75-ninety High Side 3250-3650 Low Side	4V+	25V+	150V+
96-99	3 - 4 Cyl	800-1350	600-700	4V	180V+	North/A

A) Blue to blue/white may read 600 ohms for some CDI stators.

Due south) Bank check DVA and resistance readings between the wire pairs for each cylinder. Each cylinder has ii wires from the trigger.

T) Check DVA and resistance readings between the blue and yellow stator wires(some units may take brown wires with bluish and yellow stripes).

U) Check DVA and resistance readings betwixt the two staor wires(some units have two blue wires instead of a bluish and yellow)>

V) Test from the white/black stripe to all of the other trigger wires.

W) Mensurate betwixt the 2 trigger wires.

Ten) Check between the #1 and #2 cylinder trigger wire set, and between the #3 and #4 cylinder wire set.

Z) Read from the blue to blue/white and red to red/white.

AA) Check from blue to footing and blue to xanthous.

BB) Red stators approx. 600 - 700 Ohms between white/light-green and green/white wires(DVA 180+). Red stators exercise non have low/high speed windings.

CC) Measure from the black to the blueish and cherry-red wires.

Battery CD Ignitions

A big portion of the problems with the battery CD units are acquired by depression battery voltage and/or bad ground connections. Depression voltage symptoms are weak fire or weak erratic firing of cylinders. Warning: Battery reversal will cause severe impairment to the CD units and to the rectifier. While the Chrysler/Strength battery ignitions are similar to OMC's, care must be taken with regards to the colour codes of the wires. The post-obit listing will assist you every bit a general guideline.

• Carmine: +12V direct battery connectedness
• Blue: +12V ignition switch
• Gray: + Final of whorl
• White: OEM Tach
• White/Black stripe: Points or preamp
• Blackness: Engine ground

1. Check all bombardment and ground connections. Maximum battery voltage is 16v DC.
2. Check the voltage on the blueish wire at the CD unit. If the voltage is less than 9 1/2 volts during cranking, there is a problem in the bombardment circuit. These units require at least ix ane/two volts to fire properly. Connect a jumper wire straight from the + battery last to the CD and retest. Warning: If the motor starts with jumper wire connected, you will be required to remove the jumper to kill the motor. If motor starts with jumper connected, there is a problem with voltage in blue wire. Repair equally necessary.
3. Disconnect points/sensor wire. Strike the points/censor wire against engine ground. The CD unit should fire every fourth dimension. If the CD unit fails to burn down, check the ignition coil for cracks or poorly grounded status. A poorly grounded ignition gyre can burn out a battery CD. Connect a spark gap tester directly to the coil. If it doesnt fire, supplant the whorl with whatever known good CD coil. If the CD unit yet fails to burn down, it is usually bad.
4. Check the DVA voltage on the gray wire primary input wire to the coil. Using a DVA meter, readings should be 200 volts or more.

Magnapower Two CD Systems

1. Disconnect the white and blue impale wires from the CD and connect a DC voltmeter betwixt the kill wires and engine basis. Plow the ignition switch on and off several times. AT NO TIME SHOULD YOU Encounter THE Battery VOLTAGE ON A KILL Circuit.
2. Connect a spark gap tester to all ignition coils and test with the spark plugs in and out. If the coils burn just with the plugs out, cheque pinch with all spark plugs removed. A blown head gasket on these engines can cause a no fire problem if the plugs are installed. Notation: This is an unexplained situation, but feel has shown that it tin can occur.
3. Check the DVA voltage on the T1 and T4 terminals using the Fluke meter with the summit reading adapter (CDI #511-9773), or CD 77, by cranking the engine over and stopping to read the voltage. You should read betwixt 170-270 volts.
4. If either T1 or T4 has a low reading, disconnect the trigger module wires (white/blue and green/white) and retest. If the readings are at present correct, the trigger module is probably bad. If in that location is however a low reading, employ a fix of jumpers and bandy the green and white capacitor leads. If the depression reading stays on the same terminal, the CD is bad. If it follows one lead of the capacitor, then the capacitor is bad.
5. Check to run into if the ignition coils are wired properly. On a 2 cylinder engine, #1 is connected every bit NEGATIVE ground and #2 is POSITIVE ground. With a 4 cylinder, #1 and #2 are NEGATIVE ground and #3 and #iv are POSITIVE footing.

FORCE/U.Southward. MARINE Alternator Driven Ignitions

For P/Ns:116-3301, 116-5301, 116-8301, 475301-1 (300-F475301-one), 653301 (300-F817974A1), 658301-two,685301-1 (300-F658301-2)

(Detect: Maintenance-free batteries are not recommended for use with these systems)

DVA readings should always exist taken with everything connected.

1. Check for broken wires and terminals, especially within the plastic plug-in connectors. We recommend that you remove the pins from the connectors and visually inspect them.
2. Cheque the flywheel for broken or loose magnets.
3. Disconnect the kill wires from the CD and connect a DC voltmeter between the kill wires and engine ground, turn the ignition switch on and off several times. If, at whatever time, yous run across voltage appearing on the meter, there is a problem in the harness or ignition switch. AT NO TIME SHOULD Yous Meet BATTERY VOLTAGE ON A Impale CIRCUIT.
4. Visually inspect stator for burned or discolored areas. If found, supervene upon the stator.If the areas are on the bombardment charge windings, it indicates a possible problem with the rectifier.
5. If no fire on any cylinder: Disconnect kill wire AT THE PACK. Check for broken or blank wires on the unit, stator and trigger. Using the Fluke meter with the CDI 511-9773 Peak Reading Adapter, or CD-77 and CDI 511-9770 Piercing Probes, measure DVA voltage of the stator between the output wire sets. With everything connected, readings should be approximately 180 volts or more than. The OEM stator resistance between the bluish and yellow wires is 700-900 ohms. CDI/Rapair stators should read 300-500 ohms. Disconnect the rectifier. If the engine fires, replace the rectifier.
6. No burn or intermittent on ane cylinder: Check stator and trigger resistance. Trigger wire sets read approximately fifty ohms between the wire sets(DVA-5V or more), OEM stators read 700-900 ohms (DVA 180V or more) from blue to yellow, while CDI/Rapair stators read 300-500 ohms. If readings are skillful, disconnect kill wire from one pack. If the expressionless cylinder starts firing, the problem is likely the blocking diode in the other pack.
7. No burn down on two cylinders: If two cylinders from the same CD unit will non burn down, the problem is usually in the stator. Examination per 5 above.
8. Engine volition not kill: Check impale circuit in the pack by using a jumper wire connected to the kill wire coming out of the pack and shorting information technology to basis. If this kills the pack, the kill circuit in the harness or on the gunkhole is bad, mayhap the ignition switch.
9. Coils only burn with the spark plugs out: Bank check for dragging stator or low battery causing tedious cranking speed. DVA test stator and trigger.
10. Loftier speed miss: Using the Fluke meter with the CDI 511-9773 superlative reading adapter (or CD-77) and CDI 511-9770 piercing probes, DVA bank check stator voltage to each pack at high speed. If information technology exceeds 400 volts, replace the pack. Disconnect the rectifier and retest. If the miss is gone supercede the rectifier.

EVINRUDE

Battery Ignitions

A large portion of the problems with the bombardment CD units are caused by low bombardment voltage and/or bad ground connections. Low voltage symptoms are weak burn down or weak erratic firing of cylinders.

1. Check all battery and basis connections.
2. Bank check voltage on the red (or purple) wire at the CD unit. If the voltage is less than 9.five volts during cranking, at that place is a problem in the bombardment circuit. These units require at least 9.5 volts to fire properly. Connect a jumper wire directly from the battery(+) terminal to the red (or purple) wire. Retest. ATTENTION: In lodge to kill the engine if it cranks, the jumper wire must be disconnected and/or choke the engine. If the engine however fails to crank, recheck voltage as mentioned above. If low, supervene upon bombardment and retry.
3. Disconnect points and/or sensor wire and connect battery tester. Connect the battery CD tester co-ordinate to the instructions on the dorsum and align rotor with spark plug wire. Connect a spark gap tool to all spark plug wires and turn ignition switch on. If the CD unit of measurement fires to merely 1 spark plug wire, check the points, sensor, anti reverse spring, and wires for breaks or shorts. IF Any other spark plug wire fires also the ane the rotor is aligned with, the distributor cap and rotor should be replaced. The bombardment CD tester will fire the system to approximately 3000 RPM. If the battery CD tester is not used, strike points wire against engine ground. For the sensor, strike the two sensor wires together. The CD unit of measurement should fire every time. If the CD unit fails to fire, it is usually bad.
4. Bank check the ignition coil An open up, croaky, or poorly grounded ringlet, can burn out a battery CD unit.
5. Check the DVA voltage on the primary input wire to the coil. Reading should be approximately 200 volts or more than.
6. Simplified bench test

Power Packs & CD'southward

1. Check the flywheel for cracked and/or loose magnets. Exist sure the magnets are secure and have not moved out of place.
2. Disconnect the impale wire(southward) from the pack and connect a voltmeter between the impale wires and engine footing. Plow the ignition switch on and off several times. If at any time you encounter DC voltage appearing on the meter, at that place is a problem in the harness, or ignition switch. Note: At no fourth dimension should you encounter voltage on any kill wires.
3. Visually inspect stator for cracks or leaks: if found, supersede the stator. Burnt marks or discolored areas on the battery charge windings, indicate a possible problem with the rectifier.
4. Unit will non fire: Disconnect kill wire AT THE PACK. Check for broken or blank wires on the unit, stator and timer base. Measure DVA voltage of the stator with everything continued. Readings should be approximately 150 volts or more. On standard CD types, check DVA voltage on the timer base white wire. Voltage should be approximately 150 volts or more (Quick commencement units usually take the white wire tied to the footing inside the pack). If reading is skillful on the stator but low on the white wire, the timer is usually bad. Disconnect the rectifier. If the engine fires, replace the rectifier.
5. '88 - ' 96 V6 & V8 Quick start timer bases: Disconnect the timer base of operations using the Fluke meter prepare to ohms scale and one of the piercing probes, connect the cherry lead from the meter to the white wire in the Amphenol connector to the timer base. Utilise the black lead from the meter, and check to all of the pastel colored wires in both connectors from the timer base. All of the readings should exist fairly even, normally between ane & 2 meg ohms measured with the Fluke meter. With the red lead all the same continued to the white wire, connect the black meter lead to the black/white wire in the opposite connector from the timer base. You should read approximately 220 ohms (440 ohms on the GT 150/175). If one or more cylinders are out of line (i.eastward. all the rest are reading ane.two/one.8 meg ohms, and i reads 0.898 or two.2 one thousand thousand ohms) the timer base of operations is normally bad.
6. '92 - '96 Looper units with optical triggers: DVA check the stator, each set of brownish wires should read at to the lowest degree 150 V (950 - 1050 ohms) and 12 volts between the two orange wires from the power coil (fifty ohms). Note: These plug connectors containing the kill wires use a jumper wire to connect the impale wires in the pack. If the pack still fires, in that location is a problem in the harness, safety circuit, or ignition switch. A no fire state of affairs with the jumper in place, indicates a bad pack.
7. '89 - '95 4 cylinder looper unit: If the engine misses on i cylinder with the white/black temperature wire hooked upwardly, and does not with information technology unhooked, this is unremarkably the timer base causing the trouble.
8. For PowerPack iv units: Cylinder 1 & 3 or 2 & 4 will not fire: Check timer base resistance between 1 - 3 and 2 - four. Readings should read 10 - 20 ohms on each. Check air gap on sensor coils. If regapping is needed, R97-2 sensor gap gauge is required.
9. Engine will not kill: Remove the black/yellow kill wire from the prophylactic connector to run into if the pivot is broken. Cheque kill circuit in the pack past using a jumper wire connected to the black/yellow wire coming out of the pack and shorting information technology to footing. If this kills the engine, the kill circuit in the harness or gunkhole is bad, or the ignition switch is bad.
10. Coils burn down with spark plugs out, just non in: Check for dragging starter or low battery causing ho-hum cranking speed. DVA examination stator and timer base of operations.
11. Engine runs rough on 1 bank ( four and 6 cylinder engines with CD ignition): DVA check stator voltage to both sides. The readings should be fairly equal. If it exceeds 400 volts, replace the pack on that banking company. If unequal, swap banks with stator leads and encounter if the problem moves with the stator leads. If it does, supervene upon the stator. Disconnect i of the blackness/yellow impale wires AT THE PACK. If the problem is eliminated, replace the pack that was running smooth, as it probably has a bad blocking diode.
12. Intermittent firing on one or more cylinders: Low voltage from the stator or a bad timer base. Disconnect rectifier and retest. If the problem disappears, supercede the rectifier.
13. Check for broken wires and terminals: Particularly check inside the safe Amphenol plug-in connectors. We recommend that you remove the pins from the connectors and visually inspect them.

Year	HP	Ign. Type	Trigger	Stator	PWR Coil	PWR Scroll	Trigger	Stator	Pack Output	Comments
			Resistance (ohms)			Meridian Voltage (cranking)
89 & Upward	iv - 55	CD2USL	North/A	450/600	N/A	N/A	Due north/A	150V	125V
85-88	9.ix - 55	CD2	ten-18, 36-45	450-600	N/A	N/A	0.5V	150V	125V
87 & Up	two.5 - 4	CD2	40 - 50	430-530	N/A	N/A	0.5V	150V	130V
95-97	25 - 35 3 Cyl	Optical Elec Start	See note 2	720-880	52-62	12V+	N/A	150V	125V
95-97	25 - 35 iii Cyl	Optical Homo. first	Run into annotation two	1010-1230	76-92	12V+	N/A	150V	125V
72-77	50 - 200	PP(Srw. term.)	10-20	450-600	N/A	N/A	0.5V	150V	125V	PP2 chg coil to gnd
67-72	55 - 85	Bat CD	Points	Northward/A	North/A	N/A	N/A	N/A	220V	9.5V min @ cranking See note v
86-94	sixty - 75	CD3	38-45	450-600	N/A	N/A	0.5V	150V	125V
95 & Upwards	lx - 70	CD3 12 amp	Run across note one	750-950	360-440	12V+	i.5V	150V	125V
95 & Upward	60 - lxx	CD3 half-dozen amp	viii-fourteen	360-440	360-440	12V+	0.5V	150V	125V
77-85	65 - 75	CD3	ten-18, 36-45	450-600	N/A	North/A	0.5V	150V	125V
77-87	85 - 140	CD4	10-18, 36-45	450-600	North/A	Northward/A	0.5V	150V	125V
67-72	100 - 125	Prestolite	five-six	North/A	N/A	N/A	North/A	North/A	220V	ix.5V min crank volts Meet note 5
88-95	88 - 115	CD4 6 amp Crossflow	36-45	500-620	N/A	N/A	0.5V	150V	130V
88-95	88 - 115	CD4 ix-10 Amp Crossflow	36-45	430-530	North/A	N/A	0.5V	150V	130V
88-95	V4	CD4 nine amp Looper	Run into note one	430-530	86-106	12V+	0.5V	150V	130V
88-95	V4	CD4 35 amp Looper	See note 1	765-935	86-106	12V+	0.5V	150V	130V
96-98	90 - 115	V4 Optical	See notation 2	1000-1200	45-65	12V+	Northward/A	200V	180V
77-84	150 - 235	CD3/6	35-55	450-600	N/A	N/A	0.5V	150V	130V
85-91	150 - 175	CD3/6 9 amp Crossflow	35-55	455-505	N/A	Northward/A	0.5V	150V	130V
88-90	150 - 175	CD6 35 amp Looper	See note ane	765-935	86-106	12V+	i.5V	150V	130V
91-92	150 - 175	V6 Optical	Run into notes ii,3 & 4	495-605	86-106	12V	N/A	150V	130V
92-99	150 - 175	V6 Optical	See notes two & 4	495-605	45-65	12V+	N/A	150V	130V
85-88	200 - 225	CD3/6	35-55	950-1050	Due north/A	N/A	0.5V	150V	130V
88-99	200 - 250	CD6/8 35 amp Looper	Meet note 1	765-935	86-106	12V	0.5V	150V	130V

1. These timer bases are difficult to test. Delight refer to the OMC troubleshooting section.
2. Optical triggers cannot be tested by an ohmeter.
3. The pack has a black sleeve on the trigger harness. You lot may use either the blackness or gray sleeved stators.
4. If the pack has either a blue or grey sleeve on the trigger harness. Yous MUST utilise the gray sleeved stator.
5. These units require a minimum of nine.v volts at cranking, and a maximum of sixteen volts at wide open throttle.

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Source: https://www.inland-marine.com/service-info/

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