Service Manual 250-300 HP 3.4 L E-TEC System Analysis [Ignition Output Tests]

The electrical system presents a serious shock hazard. Allow outboard to sit for two minutes after running before handling capacitor or 55 V electrical components.
Failure to handle capacitor properly can result in uncontrolled electrical discharge and possible electrical shock to humans.
DO NOT handle primary or secondary ignition components while outboard is running or flywheel is turning.

Check the Evinrude Diagnostics Software program Stored Faults screen for current service codes before troubleshooting. Correct any problems and clear the codes FIRST.

Following is a complete list of circuits required for ignition output:

Stop Circuit

• Black/yellow wire NOT grounded (emergency stop switch lanyard in place).

Battery

• Battery switched B+ input to power up EMM
• Battery B+ input to Start Assist Circuit (SAC) of EMM

Stator Output Voltage

• Provides EMM J2 connector with A/C voltage:
  Outboard cranking, typical range is 20-40 VAC (AC output voltage is related to cranking RPM); outboard running approximately 55 VAC.

EMM

• Controls digital grounds, battery grounds, and ignition timing.
• Start Assist Circuit (SAC) converts battery voltage (12 V) to 30 V for system circuit (55 V).

Crankshaft Position Sensor

• Provides EMM with input.

• Outboard cranking speed exceeds 300 75 RPM and a steady CPS signal is generated.

Alternator Output/System Voltage

• System voltage from EMM (white/red) provides 55 VDC to the oil injection pump, the fuel injectors, and the ignition module of EMM.

Capacitor

• Connected to 55 V circuit (white/red) to stabilize current on 55 V circuit
• Negative terminal of capacitor must be grounded.

Ignition Primary Voltage

• Output from EMM
• EMM provides 200 VDC ± 10 V output to orange ignition primary wires.

Ignition Coil

• EMM provides input to primary winding of coil
• Output from ignition coil secondary winding and high tension spark plug wire.

Visually inspect all wiring, connections, and grounds.

Use an ohmmeter to test resistance on all ground circuits and connections. Ohmmeter readings should be approximately 0.0 Ω.

Check that all engine wire harness grounds have continuity to the cylinder/crankcase.

1. Main engine harness ground

Clean or repair all ground circuits, wiring, and connections as needed.

When the CPS is working properly, EMM LED 2 turns on while the outboard is being started.

Use the Evinrude Diagnostics software CPS Sync and engine RPM displays to confirm a valid CPS signal while the outboard is cranking or running. An RPM display higher than zero indicates a CPS signal to the EMM.

Engine Monitor Screen, Engine RPM display

Check CPS resistance (560 Ω ± 10%). Make certain ohmmeter is calibrated properly. Refer to Crankshaft Position Sensor (CPS) Test on p. 130.

The ignition system is powered by the 55 V system.

Use the Evinrude Diagnostics software Monitor screen to check system voltage.

Engine Monitor Screen, System Voltage

Results:

• KEY ON (not running) - 30 V ± 2, system voltage is GOOD.

• KEY ON (not running) - less than 30 V ± 2, check 12 V power to EMM. Repair connection or wiring. Possible fault in EMM SAC circuit.

• RUNNING - 55 V ± 2, system voltage is GOOD.

• RUNNING - less than 55 V ± 2, check stator output to EMM. Repair connection or wiring. Possible faulty stator or EMM. Refer to STATOR TESTS on p. 132.

IMPORTANT: The EMM must be ON for voltage to be present on the system voltage (55 V) circuit. Power is normally supplied to the EMM when the key switch is turned ON. The EMM is also turned ON when it begins to receive AC voltage from the stator while the outboard is being
cranked.

Use the Evinrude Diagnostics software Monitor screen to check ignition voltage to the primary ignition circuits of the ignition coils.

Engine Monitor Screen, Ignition Voltage

Results:

• KEY ON (not running) - 125 V ± 10, Ignition voltage is GOOD, check voltage with outboard running.

• KEY ON (not running) - less than 125 V ± 10, check system voltage to EMM. Refer to System Voltage Test on p. 116. Note: Key ON voltage
  will not be constant (fluctuates 125 - 200 V range)

• “RUNNING” - 200 V ± 10, Ignition voltage is GOOD.

• “RUNNING” - less than 200 V ± 10, check stator output to EMM. Refer to System Voltage Test on p. 116 and STATOR TESTS on p. 132

Low or no voltage on EMM ignition circuit:

• Check system voltage (55 V) input to ignition circuit on pin 4 of EMM J1-B connector.

Perform the static ignition test using Evinrude Diagnostics software and an inductive timing light.

IMPORTANT: DO NOT use a spark checker tool with E-TEC models. Radio Frequency Interference (RFI) generated by the arcing current can
cause erratic behavior in the EMM.

The outboard must NOT be running and the emergency stop switch lanyard must be installed.

Testing, Static Test Screen

Connect timing light pickup to the secondary circuit (spark plug lead) of the cylinder being tested. Activate test and observe timing light strobe for consistent flash.

1. Timing light pick-up
2. Spark plug lead

IMPORTANT: You may need to remove shielding from wire if pickup does not read signal.

Results:
No spark on one or more cylinders:

• Inspect or replace spark plugs
• Repeat static test on primary circuit.

Connect timing light pickup to the primary circuit of the cylinder being tested. Activate test and observe timing light strobe for consistent flash.

1. Timing light pick-up
2. Ignition coil primary wire

No spark control on one or more cylinders:

• Refer to Ignition Primary Circuit Resistance Test on p. 119
• Refer to Ignition Coil Tests on p. 119.

Steady spark on all cylinders:

• Refer to Running Ignition Tests on p. 118 and DYNAMIC TESTS on p. 112.

Use Evinrude Diagnostics software to monitor system voltage (55 V) and ignition voltage (200 V).

• Voltage readings at a specific speed (RPM) should be steady.
• Refer to System Voltage Test on p. 116.
• Refer to Ignition Voltage Test on p. 117.

Use an inductive timing light to monitor the spark signal through each of the secondary circuit (spark plug lead) wires.

Start outboard and observe timing light strobe. Look for a consistent flash and only one flash per revolution. The strobe of the timing light should be the same for each cylinder.

IMPORTANT: Test on primary circuit if strobe from secondary circuit appears faulty.

1. Timing light pick-up
2. Spark plug lead

Results:
Steady voltage and strobe, engine misfires:

• Inspect or replace spark plugs
• Refer to FUEL DELIVERY TESTS on p. 120.
• Check for internal engine damage.

Steady voltage, erratic strobe, engine misfires:

• Inspect or replace spark plugs
• Check CPS air gap and resistance.
• Refer to Ignition Primary Circuit Resistance Test on p. 119.
• Refer to Ignition Coil Tests on p. 119.

Voltages fluctuate, engine misfires:

• Inspect battery and connections
• Test capacitor and all ground connections.
• Refer to System Voltage Test on p. 116
• Refer to Ignition Voltage Test on p. 117
• Refer to Ignition Primary Circuit Resistance Test on p. 119.
• Refer to Ignition Coil Tests on p. 119.

IMPORTANT: If a running problem occurs at about 1200 RPM, the outboard may be in S.A.F.E. Refer to S.A.F.E. WARNING SYSTEM on p. 100.

Disconnect the battery cables at the battery.

Calibrate ohmmeter to low ohms scale.

With key switch OFF, remove the EMM J1-B connector and measure resistance of each primary circuit. Note resistance reading between each primary wire and ground. Refer to engine wiring diagram.

IMPORTANT: A reading of less than 2 ohms is acceptable. Make sure meter is calibrated to read 1 ohm or less.

1. J1-B connector
2. Red meter lead, with pin adapter
3. Black meter lead to ground

Results:
Primary circuit (complete circuit) resistance reading is higher than 2 Ω:

• Repair primary circuit wiring or coil grounds as needed and retest.
• Replace faulty coils or wiring.

Primary circuit resistance reading less than 2 Ω or within specification and EMM ignition output voltage is 130 V or higher:

• Refer to Ignition Coil Tests on p. 119. Repair high tension spark plug lead or replace ignition coil and/or high tension spark plug lead assembly.

Connect a digital multimeter between coil primary terminal and clean engine ground.

IMPORTANT: A reading of less than 2 ohms is acceptable. Make sure meter is calibrated to read 1 ohm or less.

Connect meter between coil secondary terminal and coil primary terminal.

Capacitor Test

IMPORTANT: Make sure the capacitor is discharged before testing. Make a momentary connection between the two terminals to ground any stored energy

Use an ohmmeter set on the high ohms scale to test the capacitor. Connect the meter leads to the capacitor terminals:

• If the capacitor is working correctly, it will store energy from the meter. The resistance reading will increase until it goes to (nearly) infinity.
• If the capacitor is shorted, the reading will immediately show full continuity.
• If there is an open circuit in the capacitor, the meter will show no continuity.

If the resistance reading starts as a negative number, or the reading goes down in value, the capacitor already retains some stored energy. Ground the capacitor and test again.

Protect against hazardous fuel spray.
Before starting any fuel system service, carefully relieve fuel system pressure.

Refer to Relieving Fuel System Pressure on p. 174.

Check the Evinrude Diagnostics software Stored Faults screen for current service codes before troubleshooting. Correct any problems and clear the codes FIRST.

Inspect all fuel hoses, filters, and connections. Check quality of fuel supply.

Fuel Pump Static Test

Use the Evinrude Diagnostics software Fuel Pump test to activate the electric fuel pump. If the pump runs, the EMM and fuel pump circuit are not at fault.