Complete Johnson Evinrude 40-250 HP, 2-Stroke Fuel Injected Models service repair workshop manual for the:
- Model/Engine Years
40 hp E-Tee, 2 eyl, 2-stroke 2004-2006
50 hp E-Tee, 2 eyl, 2-stroke 2004-2006
60 hp E-Tee, 2 eyl, 2-stroke 2004-2006
70 hp E-Tee, 2 eyl, 2-stroke 2005
75 hp E-Tee, 3 eyl, 2-stroke .2004-2006
90 hp E-Tee, 3 eyl, 2-stroke 2004;.2006
200 hp E-Tee, V6, 2-stroke 2005-2006
200 hp E-Tee HO, V6, 2-stroke 2005-2006
225 hp E-Tee, V6, 2-stroke 2005-2006
225 hp E-Tee HO, V6, 2-stroke 2005-2006
250 hp E-Tee, V6, 2-stroke 2005-2006
75 hp FIGHT, V4, 2-stroke . 2002-2003
90 hp FIGHT, V4, 2-stroke 2002-2003
115 hp FIGHT, V 4, 2-stroke 2002-2006
135 hp FIGHT, V6, 2-stroke 2002-2006
150 hp FIGHT, V6, 2-stroke 2002-2006
150 hp FIGHT HO, V6, 2-stroke 2002-2006
175 hp FIGHT, V6, 2-stroke 2002-2006
200 hp FIGHT, V6, 2-stroke 2002-2005
200 hp FIGHT HO, V6, 2-stroke 2002-2005
225 hp FIGHT, V6, 2-stroke 2002-2005
225 hp FIGHT HO, V6, 2-stroke 2002-2005
250 hp FIGHT, V6, 2-stroke 2002-2005
This is the same manual dealerships use to repair your Johnson Evinrude All Engines 40-250 HP. Manual covers all the topics like: 2-stroke engine oil,40-amp relays ,air intake silencer,anodes,anti-siphon valve,basic electrical theory, battery, boat maintenance,boating equipment (not required but recommended),boating safety,charging circuit,clearing a submerged motor,cooling system, E-tec fuel injection & ignition system,electric starter motor pinion,engine maintenance ,fasteners, measurements and conversions, Ficht fuel injection (DI/FFI) & ignition system,filter module ,fuel system basics ,fuel tank and lines, gearcase, general information,hand rewind starter,impeller ,lubrication service ,oil injection system · DI/Ficht, oil injection system· E-tec, powerhead , powerhead break-in , powerhead exploded views ,remote controls,safety in service , shop equipment,starting circuit,storage (what to do before and after),timing and synchronization ,trim/tilt systems ,troubleshooting ,tune up,understanding and troubleshooting electrical systems,warning system ,wiring diagrams,etc.
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- Typical DI/FICHT Starter Circuit (V-motor shown, EMM and solenoid connections vary on inline motors, please refer to Wiring Diagrams for them)
Troubleshooting can be defined as a methodical process during which one discovers what is causing a problem with engine operation. Although it is often a feared process to the uninitiated, there is no reason to believe that you cannot figure out what is wrong with a motor, as long as you follow a few basic rules. To begin with, troubleshooting must be systematic. Haphazardly testing one component, then another, might uncover the problem, but it will more likely waste a lot of time. True troubleshooting starts by defining the problem and performing systematic tests to eliminate the largest and most likely causes first. . Start all troubleshooting by eliminating the most basic possible causes. Begin with a visual inspection of the boat and motor. If the engine won’t crank; make sure that the kill switch or safety lanyard is in the proper position. Make sure there is fuel in the tank and the fuel system is primed before condemning the carburetor or fuel injection system. On electric start motors, make sure there are no blown fuses, the battery is fully charged, and the cable connections (at both ends) are clean and tight before suspecting a bad starter, solenoid or switch. The majority of problems that occur suddenly can be fixed by simply identifying the one small item that brought them on. A loose wire, a clogged passage or a broken component can cause a lot of trouble and are often the cause of a sudden performance problem. The next most basic step in troubleshooting is to test systems before components. For example, if the engine doesn’t crank on an electric start motor, determine if the battery is in good condition (fully charged and properly connected) before testing the starting system. If the engine cranks, but doesn’t start, you know already know the starting system and battery (if it cranks fast enough) are in good condition, now it is time to look at the ignition or fuel systems. Once you’ve isolated the problem to a particular system, follow the troubleshooting/testing procedures in the section for that system to test either subsystems (if applicable, for example: the starter circuit) or components (starter solenoid).
Troubleshooting Electronic Fuel Injection and Ignition
On carbureted outboards fuel is metered through needles and valves that react to changes in engine vacuum as the amount of air drawn into the motor increases or decreases. The amount of air drawn into carbureted motors is controlled through throttle plates that effectively increase or decrease the size of the carburetor throat (as they are rotated open or closed).
In contrast, fuel injected engines use a computer control module to regulate the amount of fuel introduced to the motor. The control unit or Electronic Management Module (EMM) monitors input from various engine sensors in order to receive precise data on items like engine position (where each piston is on its 2-stroke cycle), overall engine speed, air or engine temperatures, exhaust and barometric pressure and throttle position. Analyzing the data from these sensors tells the EMM exactly how much air is drawn into the motor at any given moment and allows it to determine how much fuel is required (as well as how much oil and what ignition timing curves to use).
The EMM will hammer pulse the fuel injectors (activating them repeatedly up to 100 times per combustion cycle for a single cylinder) to spray metered amounts of the oil/fuel mixture needed for optimum performance with minimum emissions. This electronically controlled, precisely metered fuel spray or “fuel injection” is the heart of the FIGHT fuel injection system and .the main difference between a fuel injected and carburetor motor.
Troubleshooting a fuel injected motor contains similarities to carbureted motors. Mechanically, the powerhead of a 2-stroke fuel injected motor operates in the same way as a carbureted 2-stroke. There still must be good ·engine compression for either engine to operate properly. Wear or physical damage will have virtually the same affect upon either motor. Furthermore, the low-pressure fuel system that supplies fuel to the reservoir in the vapor separator tank operates in the same manner as the fuel circuit that supplies gasoline to the carburetor float bowl (on non-oil injected models).
The major difference in troubleshooting engine performance on FIGHT motors is the presence of the EMM and electronic engine controls. The complex interrelation of the sensors used to monitor engine operation and the EMM used to control the fuel, oil injection, and ignition systems makes logical troubleshooting all that much more important.
Before beginning troubleshooting on a FIGHT motor, make sure the basics are all true. Make sure the engine mechanically has good compression (refer to the Compression Check procedure that is a part of a regular Tune-Up). Make sure the fuel is not stale. Check for leaks or restrictions in the Lines and Fittings of the low-pressure fuel circuit, as directed in this section under Fuel Tank and Lines. FIGHT systems cannot operate properly unless the circuits are complete and a sufficient voltage is available from the battery and charging systems. A quick-check of the battery state of charge and alternator output with the engine running will help determine if these conditions are adversely affecting FICHT operation.