Wingnut

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About Wingnut

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  • Birthday 08/01/1953

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  1. I think you are correct in that you still have a chunk or two somewhere. If she is fresh water cooled, the inlet side of the tube & shell heat exchanger is a favorite choke point too but as you said limited flow to thermostat I'll assume you are raw water cooled. Power steering cooler being the first tight spot is likely the bad actor. If you remove the other end of the cooler inlet and outlet hoses, you may be able to blow the debris out backwards with high pressure air, if it's easier to remove the opposite ends of the hoses. W
  2. Anchored on the Severn to the southeast of the exclusion zone year before last for the Annapolis show, and Fat Albert swooped in and went vertical right over my boat. Could smell the jet fuel and feel the prop wash. Amazing what an empty C-130 can pull off. Last years show was extremely limited due to low ceiling. By far, the best show I've seen in years was Fleet Week Baltimore two years ago. KC-135 in tight maneuvers, F-35 tail dance in full after-burner, and the Angels doing there thing. Have to wait until October for that one this year. W
  3. Motorcraft CX1766 Idle Air Control Motor W
  4. Good news, now go sign Cyclop's commitment papers. Consider it a public service. W
  5. Correct, but now that I have an Ex-Mob product number from The Doctor, I will be able to find out if Mobil is still making the stuff, and if so what it's made from. I've already reached out to the marketing group, and I would guess that it is sourced out of Beaumont Texas as it's a full synthetic. I could be a re-brand of one of their existing industrial offerings, but I suspect not as the cone clutch lubricants require a friction modifier and marine drive lube need a emulsifier. His report is from 2015, so hopefully Mobil still has the contract. W
  6. Mobil's OEM supplier contracts are typically a 2 year deal so it would be interesting to learn if they are still making the Volvo lube domestically as this report is from 2015. I'll check with my boys. This is a blend to order product, and not a re-brand of one of their standard offerings so a cheaper alternative would not be available from the Ex-Mob... W.
  7. The hose clamp is actually from the factory, and has been used for as long as I can remember. If nothing else, we all learned from your experience. The error code was set by the ECM when it lost electrical connection to the fuel pump. That was likely also causing the shut down. We may never know what was causing the alarm, as the fuel pump issue can't sound the buzzer, but hopefully the harness repair cured that issue also. I had a friends 1985 Sea Ray that had an issue with that plug, as one of the pins was molded into the body shorter than all the others. Showed up after a few trips out, but at least it failed at the dock. Enjoy your summer and I hope the alarm issue has also been put to rest. W
  8. It's Commissioning Week at the USNA Annapolis, and as in the past, the Blue Angels will preform a full practice session on Tuesday at 2:00 pm, and the actual demonstration on Wednesday at 2:00. Weather (ceiling) permitting, both shows are exactly the same, with Tuesday typically being a bit less crowded at the mouth of the Severn river. Good holding power and sand bottom to starboard as you approach the exclusion zone in about 5' of water. Show typically lasts about 45 minutes. We plan to go on Wednesday as the weather looks to be more promising. W
  9. Good news is that parts were not needed. W
  10. Never have I seen a fuel pump set an error code. Injector yes, but not a fuel pump. Good luck. W
  11. It idles fine so I would forget the IAC. When they fail, they mimic a vacuum leak at idle, but will run fine if you can get them going. This is the first time you mentioned a steady beep, which is seen by the ECM as a critical alarm. If it's truly a constant beep then it's seeing low lube oil level. If the buzzer is constant, not beeping then the ECM is seeing either a low raw water pressure, low oil pressure, engine coolant overheat, or exhaust over heat condition. Low sea water pressure or an actual overheat condition are the only things that will limit engine performance from 0 to 100 percent. Remember that exhaust manifold temperature overheat will not show up as engine coolant overheating on the helm display, but you can easily determine that condition by placing you hand on the exhaust riser elbow. If one is significantly hotter than the other then you have a cooling water flow restriction. The two beeps per minute is another issue as that is the ECM seeing a sensor that is out of it's normal range to the point where it's showing an unbelievable, impossible value. I never recommend throwing parts at a problem, but if it were me and I was desperate, I'd but the tool. That said, if you wish to take a shot in the dark, forget the IAC, do the hand test on the manifold riser elbows, and if they feel ok and you think your raw water impeller is in good condition, then replace the raw water pressure sensor. You can get an indication of how healthy the raw water pump is by removing the belt and rotating the pump pulley by hand in the same direction as engine rotation. You should feel slight, consistent resistance through 360 degrees of rotation. If it feels notch y, or there seems to be a free spot where resistance disappears, then the pump needs to be serviced. It's unfortunate your dealer is so backed up. It's frustrating but the solution is systematic testing, eliminating possibilities as you go. You now have a new condition, but need to tell us if the constant alarm was a steady beep, or continuous buzz. Seems silly, but per the table I posted it makes a difference. Also, it idles even during alarm events so the IAC is likely fine. We assume you are looking carefully at engine temp, battery voltage, and oil pressure during the alarm event. Even the wrong weight oil can wreak havoc at higher RPM's. Hang in there and we should be able to walk you through it. If you get to the boat and get stuck, send me a pm with a cell phone number and I'll give you a call. W
  12. But you did make it back. Describe exactly what happened and we may be able to narrow it down. If it would not start and idle but seemed to run above idle and pulled hard only to stall again when returning to an idle state, the the IAC valve likely failed, which is both somewhat common and an easy fix. Give us a blow by blow report of the breakdown. Many 2 beep alarms limit power per the table I posted so that you can limp home or at the very least get out of the traffic lane. Some of these will limit engine output by as much as 90%. Describe in detail what happened exactly. W
  13. There is a certain amount of information stored in the ECM histogram, and it varies depending on what model ECM your particular power plant utilized. The newer, the better, just be sure to also order the RINDA patch cable for your particular ECM. If you get good with the thing, you will be the hit of your boating group. Info per link below. The tool is marine specific, and is not cheap but will also read Volvo codes. The first time you need it the thing pays for itself. Other good information is accessible from the hand held also such as raw water pump pressure which is a real time indication of pump health. My guess now is that you may have a sender beginning to fail, but until it does, it will be hard to find. As you can see there are quite a few "two beep" possibilities but the good news is, none of them will leave you stranded in most cases. W http://www.rinda.com/marine/mtspec.htm
  14. I just noticed that you said two beeps a minute and on the Smart Craft System, the low out drive lube oil strategy will set a constant alarm as it is deemed a critical condition. Below is a list of the possibilities for 2 beeps a minute. Notice the frequency column (Audio Alarm) that may help track down your bad actor and the most common in my experience are a failing IAC valve, or the raw water pressure sensor mounted to the power steering cooler.An actual low sea water pressure situation will however set a constant alarm, with two beeps per minute reserved for an electrical sensor failure. These alarm codes have numbers and descriptions that can be read off of a Merc hand held scan tool, and off the newer smart craft displays, but in your case you would need to buy the tool or visit the dealer. I encourage every Merc owner with this system to print out and carry a copy of this list aboard as it can save a vacation. W Fault SC1000 Audio Alarm Available Power Description Cam Sensor Yes 2 Bp/min 90% Open or short, engine must be cranking to set this fault code. ECT CKT HI Yes 2 Bp/min 90% Open ECT CKT LO Yes 2 Bp/min 90% Short ECT Coolant Overheat Yes Constant 6-100 % Engine guardian overheat condition EST 1-8 Open Yes 2 Bp/min NA Coil harness wire open EST 1-8 Short Yes 2 Bp/min NA Coil harness wire short Fuel Injector 1-8 Open Yes 2 Bp/min NA Fuel injector wire open Fuel Injector 1-8 Short Yes 2 Bp/min NA Fuel injector wire short IAC Output Yes 2 Bp/min 90% Only with rpm Knock Sensor 1 Yes 2 Bp/min 90% Alarm sounds for 20 seconds in NEUTRAL and indefinitely in gear. Knock Sensor 2 Yes 2 Bp/min 90% Alarm sounds for 20 seconds in NEUTRAL and indefinitely in gear. Low Drive Lube Strategy Yes Steady Bp 0-100% Low oil in sterndrive Low Oil Pressure Strategy Yes Constant 0-100% Low oil pressure strategy MAP Sensor 1 Input High No 2 Bp/min 90% Short, no visual on SC1000 MAP Sensor 1 Input Low No 2 Bp/min 90% Open, no visual on SC1000 MAT Sensor Yes 2 Bp/min 90% Open or short in MAT circuit NOTE: If any 5v sensor becomes shorted to ground the engine will not start. If the engine is operating when the short occurs the engine may stop operating and will not start. Fault SC1000 Audio Alarm Available Power Description Oil PSI CKT Hi Yes 2 Bp/min 90% Short, defaults to 51.7 psi Oil PSI CKT Lo Yes 2 Bp/min 90% Open, zero oil pressure Overspeed Yes Constant RPM Limit Engine over rpm limit Port EMCT CKT Hi Yes 2 Bp/min 90% Open, defaults to 32 degrees F (0 degree C) Port EMCT CKT Lo Yes 2 Bp/min 90% Short, defaults to 32 degrees F (0 degree C) Port EMCT CKT Overheat Yes Constant 6-100% Overheat condition, 212 degrees F (100 degrees C) limit Sea Pump PSI Lo Yes Constant 6-100% Low water pressure strategy, defaults to 43.4 psi Sea Pump CKT Hi Yes 2 Bp/min 90% Open Sea Pump CKT Lo Yes 2 Bp/min 90% Short STB EMCT CKT Hi Yes 2 Bp/min 90% Open, defaults to 32 degrees F (0 degrees C) STB EMCT CKT Lo Yes 2 Bp/min 90% Short, defaults to 32 degrees F (0 degrees C) STB EMCT CKT Overheat Yes Constant 6-100% Overheat condition, 212 degrees (100 degrees C) limit Steer CKT Hi Yes No No Open and short TPS1 CKT Hi Yes 2 Bp/min 90% Short, signal to 5v+, engine will not start. Refer to data monitor screen. TPS1 CKT Lo Yes 2 Bp/min 90% Open TPS 1 Range Hi Yes 2 Bp/min 90% Above 4.8v, 994 counts TPS 1 Range Lo Yes 2 Bp/min 90% Below 0.5v, 35 counts Trim CKT Hi Yes No No Short, high range, visual warning on SC1000 only. Trim CKT Lo Yes No No Open, low range, visual warning on SC1000 only. 5 VDC PWR Low Yes 2 Bp/min varies Short any 5v+ to ground
  15. I have to agree. RPM is a tick high, so I ask if the props are stock. HP does not seem to be the issue as the thing will turn 5,500. I'll assume that you have experimented with trim. W