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1993 evinrude el70tlets no fire still

C

ccfisher

New member
I realize there are no magic bullets here to find , just looking for some new pointers.
I had no issues with my engine untill my son in law used the boat last summer, after days of use he said it would not start one morning.
I discovered no spark. I checked the kill circut, disconnected the rectifier, and any obvious wiring issues. I changed the stator, no fire. Changed the power pack, no fire.
I went back and rechecked the kill circut, used a meter and discovered no readings from two of the three wires from the timer base. changed it last niight and still noo fire.
I have bought all replacement parts here, using CDI. Anyone got a clue what to check next?
This thing has kicked my butt!
 
If the starter motor is in poor shape ( they burn up easily ) then the motor will not crank fast enuff to give you spark.------------Bonus is these starters are easy to trouble shoot and repair.-------I install new brushes at $5.00 all the time and a new armature is available to me at $66.00.
 
Thanks racerone,
It sure seems to spin pretty fast. no slower than it ever has.
I put a fully charge battery to it last night and cranked over well.
 
Beyond the obvious, are all the magnets in the flywheel still attached and spaced correctly? Two loose magnets with no gap between them will cause this problem. If you find them loose and touching do not remove them. There is a polarity to them and must be reattached in the correct direction.
 
Thanks Chris,
I have had the flywheel off a few times and yes the magnets are secure and look like they belong where they are.
 
Thanks again racerone,
the black/yellow striped wire that is in the plug for the powerpack . I cut it and plugged the connectors back together. earlier in last fall the big plug that connects the boat to the motor was bypassed with a jumper harness, it had a push button to activate the solenoid to crank the motor over.
The "jumper harness" was hooked up after install ing the new CDI stator and power pack. since then I have reconnected the boat harness. just yesterday i cut the black/yellow stripe wire.
 
I have checked the resistance as I posted earlier. found only one reading from the three timer base wires.
should I have turned the flywheel the see different readings on the other timer base wires ? I had the correct resistance on 1 wire and 0 on the other two but I did not move the flywheel. I purchased and installed a new timer base since then.
also DVA means what? I was tryingto get readings today but didnt really understand when the chart said " 150 volts DVA connected" or DVA disconnected ???
 
You need this tool from CDI to test your engine.



DVA Direct Voltage Adapter
Part Number: 511-9773
Name: PEAK READING ADAPTER WITH LEADS & PROBES


http://www.marineengine.com/newparts/part_details.php?pnum=CDI511-9773&ptype=&Engine=&Model=



From the CDI site.

DVA stands for Direct Voltage Adapter, which is used to measure peak AC voltage. This type of
measurement of AC voltage takes the absolute peak or highest value of the fluctuating AC
voltage signal. Peak readings will be substantially higher than standard or RMS AC values and
are typically used when testing marine CD (capacitor discharge) ignition systems due to their
high variance in frequency as RPM increases and decreases.
An example would be that the typical RMS AC reading of a wall outlet in North America is
120V. However, a DVA measurement of this same AC voltage would reveal that the peak of the
AC sine wave is typically between 160-170V.
Some meters are capable of reading DVA or peak voltage pulses. Many ignition system
components produce short AC voltage pulses. A peak-reading analog meter or DVA adapter
plugged into a digital meter captures and holds the peak value of an AC sine wave long enough
for the human eye to see it displayed on the meter. A conventional meter is incapable of
accurately measuring these short-duration voltage pulses. A peak-reading voltmeter has special
circuits that allow the meter to capture the maximum voltage produced during these short
duration pulses and display the voltage as DVA or peak voltage. Failure to measure DVA can
cause good ignition components to be incorrectly diagnosed as faulty.
The only meters that have built-in peak reading capabilities are analog meters with built-in DVA.
Digital meters do not have built-in peak reading capabilities. In order for a digital meter to read
peak voltage, one will need a DVA adapter, such as CDI part# 511-9773 or 511-9773NL.
Using a DVA adapter, a digital meter must be set to its DC voltage scale. Peak AC voltage is the
measurement, but the DVA adapter has a built-in bridge rectifier, which converts AC to DC. The
DC voltage setting on a digital meter is required to accurately read DVA.





 
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