"Hello All,
Newbee here but
"Hello All,
Newbee here but have been reading topics with much interest. Seems to be a lot of knowledgeable folks on the board.
Let me first apologize for the long post.
I am working on a 1989 Johnson 225 VRO that I am trying to limp along until I can justify a rebuild or new motor (budget constraints). I recently bought this vessel and have been making incremental progress getting it seaworthy. I have disconnected the oiling system for now and run 50:1 in the tank as outlined in other topics. So far I have installed a complete impeller kit as well as two new thermostats. I installed a piezo buzzer from Radio Shack along with a momentary button that shorts the tan line to test for operation instead of buying the $50+ Johnson replacement.
It seems to have a problem with fuel delivery to the carbs. It runs fairly well as long as I pump the bulb. This motor has low compression all the way around as measured by an el-cheapo compression tester. All cylinders are within 10% of 75psi. I realize that this is a bit on the low side but it runs good enough for now as long as it gets fuel.
I have rebuilt the VRO pump with a Johnson kit but still have the fuel delivery problem. The old pump parts looked fine buy the way. I have cleaned the pulse limiter as per the factory manual and checked for leaks in the lines.
My question is what is the vacuum/pressure signal strength I should see at the pulse line powering the VRO pump for proper operation? Also what value of fuel pressure should I see at the main carb feed lines?
I am wondering if I have a leaky (seals) and loose (low compression) powerhead, I will not be able to make a strong enough vacuum/pressure signal to properly run the VRO pump. If I measure good number as suggested by you experts out there then I might go for a new VRO pump. I just want to make sure I don? spend the money and still have the same problem due to a worn powerhead assembly.
As a last act of desperation I am considering a small electric fuel pump powered through a relay by a signal from the rectifier/regulator.
I would install a diode between the rectifier/regulator red wire attached to the starter solenoid and tee into the red wire behind the diode so the pump relay would only be powered by the running rectifier/regulator voltage and not by the battery, which would now be blocked by the diode.
As an extra measure of safety I would put a kill lanyard switch and manual toggle switch in series with the power feed to the electric pump so I could easily kill fuel in an emergency.
I encourage your feedback.
Lou"
Newbee here but
"Hello All,
Newbee here but have been reading topics with much interest. Seems to be a lot of knowledgeable folks on the board.
Let me first apologize for the long post.
I am working on a 1989 Johnson 225 VRO that I am trying to limp along until I can justify a rebuild or new motor (budget constraints). I recently bought this vessel and have been making incremental progress getting it seaworthy. I have disconnected the oiling system for now and run 50:1 in the tank as outlined in other topics. So far I have installed a complete impeller kit as well as two new thermostats. I installed a piezo buzzer from Radio Shack along with a momentary button that shorts the tan line to test for operation instead of buying the $50+ Johnson replacement.
It seems to have a problem with fuel delivery to the carbs. It runs fairly well as long as I pump the bulb. This motor has low compression all the way around as measured by an el-cheapo compression tester. All cylinders are within 10% of 75psi. I realize that this is a bit on the low side but it runs good enough for now as long as it gets fuel.
I have rebuilt the VRO pump with a Johnson kit but still have the fuel delivery problem. The old pump parts looked fine buy the way. I have cleaned the pulse limiter as per the factory manual and checked for leaks in the lines.
My question is what is the vacuum/pressure signal strength I should see at the pulse line powering the VRO pump for proper operation? Also what value of fuel pressure should I see at the main carb feed lines?
I am wondering if I have a leaky (seals) and loose (low compression) powerhead, I will not be able to make a strong enough vacuum/pressure signal to properly run the VRO pump. If I measure good number as suggested by you experts out there then I might go for a new VRO pump. I just want to make sure I don? spend the money and still have the same problem due to a worn powerhead assembly.
As a last act of desperation I am considering a small electric fuel pump powered through a relay by a signal from the rectifier/regulator.
I would install a diode between the rectifier/regulator red wire attached to the starter solenoid and tee into the red wire behind the diode so the pump relay would only be powered by the running rectifier/regulator voltage and not by the battery, which would now be blocked by the diode.
As an extra measure of safety I would put a kill lanyard switch and manual toggle switch in series with the power feed to the electric pump so I could easily kill fuel in an emergency.
I encourage your feedback.
Lou"