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Wingnut

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About Wingnut

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    WINGNUT
  • Birthday 08/01/1953

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    wingnutmfs@yahoo.com

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  1. Same is true for the 27' Blackfin's and Southports. All well over 225. About 160 will get you in a loaded Cobia with Twin 200's. They all what to push the joystick stuff too, but for 32 grand I'll buy something new to pull it with or a few more months of Florida ICW rental to enjoys it. W
  2. Not my favorite place either. 3 hours up, and 3 hours back. You can look at the shipping weights and learn a lot. The Southports and Blackfin's are all over 9,600# in my preferred size. Key West and Cobia's are around 6,900#, and the Tidewater, Scout, and Sea Hunt's are all under 5,300#. The rough water ride in the Southport is phenomenal, but you better hang enough power off of the thing if you wish to move. Formula showed really well but if they stack any more engines across the back of their boats, they will need to start stacking transoms. W
  3. Pouring rain on Saturday, so show remained uncrowded and we found street parking 2 blocks away after searching full garages for over a half hour. The lot across the street was getting $65 for the day. I hate NYC. I felt both Chap and Robalo were well represented and it seemed their sales staff were very engaged and busy at their respective desks, pen in hand. I'm looking toward a center console, and as in the past the Southport showed the best by fay, but were about 60k more than average for a 27' boat. Cobia again caught my eye, and I'm still leaning toward the 280 CC but am being talked out of twin 250's. Seems like the Yamaha's need to be run hard and the dealers favor twin 200's/V4 on that boat. I thought the single 425-V8 direct injected would be a good choice but both performance and economy numbers just are not there. Electronic power steering on the 425 is effortless, and at RPM's below 2,500, exhaust is diverted to above the cavitation plate which provides up to 135% more reverse thrust than a comparable 300 with typical thru prop hub exhaust. As far as the twin 250/6 cylinder offerings on the 280, Cobia says they are fast, thirsty (about 2.2 MPG at 3,500) and if you do a lot of slow speed operation, they raise crankcase levels with un-burned fuel. Never a good thing. They call it OILING, and actually leave the crankcase a half quart short on a normal service so as it overfills, their customers don't panic. Did not like to hear that and I had the same comment from a regional Chap deal a few weeks ago. The two cycle direct injected Evinrude was on display but not many builders are mounting them. Really noisy, and I'm told reverse is a myth with these motors but they are economical. Looks like Yanmar has cornered the small diesel market, and Cummings is cornering the 400 +/- HP offerings. Not a Cummings fan as they are really noisy and the new electronic fuel delivery system has had issues. Suzuki had their big 4 cycle outboard there with a dual prop set-up which is new for them. Yamaha tried that years ago, but dropped it but I think it may come back now that the torque numbers on the bigger 4 cycle outboards have improved. Boston Whaler's looked good from a distance, but are suffering from price creep as they continue in their attempt to carry Sea Ray. Edgewater looked nice but I am aware of hull failures that are not being covered by the factory and I would put their quality in line with Sea Hunt. Everglades showed well, but I think I would still take a Key West or the Cobia over them for a number of reasons. Robalo looked good but I don't consider their boats under 30' to have a true inlet/offshore hull as it lacks the Carolina flair and the ones I've been on in a chop ride similar to our Chaps and on a choppy, windy day you are going to get wet. Really the only negative I found at the Cobia booth was their sales staff. They were totally engaged with each other sitting in the front of the boats, and you really had to force your way into the conversations to get a simple question answered. Perhaps that's why I did not see any of them with a pen and a contract in their hand. I had hopped to see 7-Marine there with their LS based outboards, but at 80 grand each, I guess that's a very limited market. One thing for sure, the future seems to be outboard based. If you really like your IO and are happy with your boat, take care of it. W
  4. My guess is that the raw water water pump impeller is failing, but it could be the raw water pressure sensor. Even a healthy raw water pump will only put up 5 psig (35 kpa) at idle. Sensor is located at the rear of the engine, upper starboard side corner on the water feed line to the power steering cooler. Easy swap and not expensive. As far as the water pump rubber impeller goes, you can fail them in just a few seconds if the pump runs dry. A common failure is running over a floating trash bag. The flow shuts off momentarily, you get a low pressure alarm. and when you tilt the drive up for inspection, there is nothing there. Block pressure is a term used for both high and low alarms on a Merc info screen. A high pressure situation will only occur if these is a blockage on the down stream side of the sender. If you do get into the raw water pump, be sure to check the housing end plates for sand scratches, which limit pump output even with a new impeller. Depending on what 8.2 you have, the later pumps have replaceable end plates. W
  5. Block Pressure? Are we talking oil pressure or raw water pressure? Both can cause the Guardian to go into limp mode as you have described. Your engine has two oil pressures senders, whereas one is a variable output resistor used for helm display (gauge indication) and the other is a simple STSP switch that talks to the ECM and will set an alarm. If you are showing ample oil pressure at the helm station, then your pressure switch which only talks to the ECM could be failing. Otherwise, low raw water pressure can be caused by a failing sensor (located at the power steering cooler) or a marginal raw water pump impeller of grooved housing. Other things to check is the level in the out drive lube remote bottle, enginge coolant temperature, and exhaust manifold temperatures. That's the end of the list as far a critical alarms go. Do you have the proper viscosity oil in your 8.2? W Warning System The engine warning system incorporates an audio alarm and, if installed, a SC1000 System Monitor. When the key switch is turned to the ON position, the audio alarm will momentarily activate to test the warning system. The alarm should sound once if the system is operable. This table is a guick guide, showing what warning output will accompany a fault. 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 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.
  6. Heading up there in a little over an hour. My friend Mike in Milltown has a ticket with my name on it and is home for the weekend, as he's been working in Alberta at 40 below. Not for me. I told him, "Fine, I'll go but dinner is on you as I cannot trust myself to bring my check book or credit card. Daughter and God Daughter are in Hoboken, so that's two more mouths to feed. Poor Mike. W
  7. ???? OK Phil, now I'm confused. W
  8. Nick, what is you WOT RPM now? If it's at or near rated rpm for you engine, then that is the first consideration before adding pitch, cup, or diameter. What you don't want to do is lug the engine as it needs to be between 3,100 and 3,450 for best cruise efficiency and longevity. W
  9. Just remember to restrict the amount of water you are stealing from the water heater loop as any remaining volume still needs to mix with and quench the exhaust gasses before they pass through the rubber exhaust hoses and transom. W
  10. Wingnut

    High RPM beep

    Here is a list that is easier to read. W Warning System The engine warning system incorporates an audio alarm and, if installed, a SC1000 System Monitor. When the key switch is turned to the ON position, the audio alarm will momentarily activate to test the warning system. The alarm should sound once if the system is operable. This table is a guick guide, showing what warning output will accompany a fault. 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 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.
  11. Wingnut

    High RPM beep

    When you replaced the water pump impeller, did you inspect the inside of the housing for sand scratches? Your boat also has two oil pressure senders. One is for the help display, and the other talks to the ECM and can set the alarm you describe. Exhaust manifold high temperature will also set an alarm, even though the coolant temperature is normal. Do either of the risers feel hot to the touch when the alarm sounds? One other thing I've seen is the out drive lube bottle float becoming saturated and actually sinking even though the bottle is full. W
  12. Wingnut

    High RPM beep

    What year is your boat? Should have the Smart Craft gauge package that will give you a description on the Active Alarm page. Is it a constant buzz" If it stays on, then the possibilities are limited to a handful, per listing below. Look at the ones marked "Constant". W Engine Guardian System ALARM SUMMARY General Description Engine Guardian is the focal point of the self-diagnostic strategy on these engines. It helps protect the engine from possible damage that could result from several faulty conditions. The system monitors the sensors incorporated on the engine and if a malfunction is discovered, a fault description is stored in thePCMand available power is normally reduced. By ensuring that engine output is at a low enough level, the engine is better protected from thermally induced failures. For example, if an open or short is found in any sensor, available power will be reduced to 90% of total, the AudioWarning System Alarmwill sound 2 beeps perminute (2 Bp/min) and the Smartcraft gauges will display a warning lamp. In a seawater pump pressure low condition, the maximum rpm will vary with the pressure and temperature of the engine and could be limited to idle in extreme cases of overheating, a constant beep will sound and Smartcraft gauges will display a warning lamp. IMPORTANT: Engine Guardian cannot guarantee that engine damage will not occur when adverse operating conditions are encountered. Engine Guardian is designed to warn the operator of an adverse condition and to reduce power by limiting rpm in an attempt to reduce possible engine damage. The boat operator is ultimately responsible for proper engine operation. SERVICE MANUAL NUMBER 36 GENERAL INFORMATION 90-864573 FEBRUARY 2002 Page 1A-25 Warning Chart The engine warning system incorporates an audio alarm and, if installed, Smartcraft Gauges System. When the key switch is turned to the ON position, the audio alarm will momentarily activate to test thewarning system. The alarm should sound once if the system is operable. This table is a guick guide, showingwhat warning output will accompany a fault. Fault Smartcraft Gauges Audio Alarm Available Power Description 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 % Overheat condition EST 1 Open 1 Yes 2 Bp/min 100% Coil harness wire open EST 1 Short 1 Yes 2 Bp/min 100% Coil harness wire short Fuel Injector 1-7-4-6 Open Yes 2 Bp/min 100% Fuel injector wire open Fuel Injector 3-5-2-8 Open Yes 2 Bp/min 100% Fuel injector wire open Guardian Strategy Yes Constant 0% - 100% Protection Strategy IAC Output LO/HI 2 Yes 2 Bp/min 90% Open Knock Sensor 1 Lo Yes 2 Bp/min 90% Open Knock Sensor 1 Hi Yes 2 Bp/min 90% Short Low Drive Lube Strategy Yes Constant 100% Low oil in sterndrive Low Oil Pressure Strategy Yes Constant 0 - 100% Low oil pressure strategy 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. NOTE: 1 GM EFI ignition system failure open or shorted, driver will flag EST 1 fault. NOTE: 2 TPS must see 5% throttle then back to 0% to flag IAC fault. NOTE: 3 2-wire sensor open will read sensor Hi on scan tool. NOTE: 4VDC PWR Low - if shorted or no voltage engine will not start; if VDC PWR voltage falls velow 22 volts will set sensor faults. NOTE: 5 Shift Switch - will activate code when engine rpm are above 3500 rpm and 40% load. GENERAL INFORMATION SERVICE MANUAL NUMBER 36 Page 1A-26 90-864573 FEBRUARY 2002 Warning Chart (continued) Fault Smartcraft Gauges Audio Alarm Available Power Description Main Power Relay Output Yes No N/A Engine will not start Main Power Relay Backfeed Yes No N/A Engine will not start MAP Sensor 1 Input High Yes 2 Bp/min 90% High voltage or short MAP Sensor 1 Input Low Yes 2 Bp/min 90% Open, no visual on SC1000 Oil PSI CKT Hi Yes 2 Bp/min 90% Open, defaults to 50.7 psi Oil PSI CKT Lo Yes 2 Bp/min 90% Short, defaults to 50.7 psi Overspeed Yes Constant rpm limit Engine over rpm limit Pitot CKT Hi No 100% Short or high voltage Pitot CKT Lo No 100% Open Sea Pump PSI Lo Yes Constant 6-100% GuardStrat Sea Pump CKT Hi Yes 2 Bp/min 90% Open - 0 psi reading Sea Pump CKT Lo Yes 2 Bp/min 90% Voltage high or short Sea Water Temp No N/A Defaults to --31 degreesC Fuel Level #1 No N/A Only if turned on STB EMCT CKT Hi N/A N/A N/A N/A STB EMCT CKT Lo N/A N/A N/A N/A STB EMCT CKT Overheat N/A N/A N/A N/A 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. NOTE: 1 GM EFI ignition system failure open or shorted, driver will flag EST 1 fault. NOTE: 2 TPS must see 5% throttle then back to 0% to flag IAC fault. NOTE: 3 2-wire sensor open will read sensor Hi on scan tool. NOTE: 4VDC PWR Low - if shorted or no voltage engine will not start; if VDC PWR voltage falls velow 22 volts will set sensor faults. NOTE: 5 Shift Switch - will activate code when engine rpm are above 3500 rpm and 40% load. SERVICE MANUAL NUMBER 36 GENERAL INFORMATION 90-864573 FEBRUARY 2002 Page 1A-27 Warning Chart (continued) Fault Smartcraft Gauges Audio Alarm Available Power Description Steer CKT Hi No 100% Short or high voltage Steer CKT Lo No 100% Open TPS1 CKT or Range Hi Yes 2 Bp/min 90% Short or high voltage TPS1 CKT or Range Lo Yes 2 Bp/min 90% Open or low voltage Trim CKT or Range Hi Yes No 100% Open or high voltage Trim CKT or Range Lo Yes No 100% Short 5 VDC PWR Low 4 Yes 2 Bp/min 90% Short or low - engine may not start MAT Sensor Hi Yes 2 Bp/min 90% Open -default to --32 degrees F MAT Sensor Lo Yes 2 Bp/min 90% Short -default to --32 degrees F Shift Switch 5 Yes 2 Bp/min 90% Open 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. NOTE: 1 GM EFI ignition system failure open or shorted, driver will flag EST 1 fault. NOTE: 2 TPS must see 5% throttle then back to 0% to flag IAC fault. NOTE: 3 2-wire sensor open will read sensor Hi on scan tool. NOTE: 4VDC PWR Low - if shorted or no voltage engine will not start; if VDC PWR voltage falls velow 22 volts will set sensor faults. NOTE: 5 Shift Switch - will activate code when engine rpm are above 3500 rpm and 40% load.
  13. Got it. Strange that they fought you so hard. Glad it all worked out. W
  14. Those o-rings provide an interference fit so that the out drive input shaft locks into the inner race of the gimbel bearing. Otherwise, the shaft might just spin inside the stationary bearing, especially right after the bearing has been greased, as there is initially more resistance to rotation. Merc OEM rings are Viton, and are dimension-ally stable, where as some of the aftermarket rings are generic black rubber and will grow, especially when exposed to grease. I've run into this trying to remove drives that have been on for several years. Amazing how hard those two little rings will hang on. I'd be interested to hear what rings you are using. W
  15. Actually a spline application is one of the biggest challenges for the lubricant compounders to formulate a viable grease for. Bearings by their nature are anti-friction elements so lubricity becomes a secondary concern. Bearings, u-joints, and the like will live well on a multi-purpose grease as it's primary requirement will be to transfer and take away heat. On a slip spline application, the grease is constantly in shear as the teeth are in constant metal to metal contact at right angles to the direction of rotation, and experience continuous longitudinal slippage generated by the harmonics coming from the engine opposing the resistance of the out drive. It's only a few thousandth's of an inch back and forth per revolution, but teeth are in full metal to metal contact. Any miss-alignment only exacerbates the situation. Also, any time the trim is adjusted, then there is a whole new field of contact applied. If you look at any automotive application where a slip spline is employed, (4 wheel drive with 2 piece drive shafts are the most common) the OEM always offers a purpose formulated specialty extreme pressure lubricant that gets used there, and nowhere else. They are all extreme pressure formulations and typically include dry lubricating compounds such as lead, sulfur, zinc, or in Fords case even Teflon. A normal grease would be hydraulic-ed off the surfaces after a few loaded rotations, where the heavy metal compounds in these special lubes get into the pores of the metal and both leach out and replenish themselves when pressure is applied. The other thing I think that is being missed here is the dissimilar metals involved in the coupler/spline applications, and the high moisture environment the thing lives in. Grease will prevent electrolysis and corrosion, but not if the grease is still in the grease gun. W
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