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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. Wingnut

    Personal Property Tax in Virginia

    So true. Politics needs to go back to the days when informed patriots served driven by a true desire to make things better for the next generation and people looking for a lucrative career choice looked elsewhere. TERM LIMITS........ Even in local politics, our officials all talk about what they will and won't support, and never about this percentage of the people agree with me but the overwhelming majority do not so I can support my position. There are no perfect candidates who will always be aligned with the majority on every issue, but when did they stop listening/asking and spend each and every day trying to figure out how to get re-elected. The excuse is always "we have to offer ridiculous compensation and for life benefits to attract the right people". Hows that working out. W
  2. Wingnut

    Right spark plugs?

    MerCruiser Spark Plug Recommendations Models Affected Sterndrive, Inboard, and Ski Models Affected Engine Serial Number 3.0L Carb 0M300000 and above 4.3L Carb and MPI 5.0L Carb and MPI 5.7L Carb and 350 Mag MPI 6.2L MX MPI Black Scorpion and MX 6.2 Black Scorpion 8.1L and 496 MAG and HO Situation This bulletin supersedes previously published spark plug recommendations. SPARK PLUGS FOR ENGINES WITH SERIAL NUMBER 0M300000 AND ABOVE Production Years Engine (Sterndrive, Inboard, Ski) OEM Spark Plug Mercury Part Number Gap Before April 2006 3.0L AC MR43LTS 33-862029 1.14 mm (0.045 in.) 4.3L. 5.0L and 5.7L carbureted AC 41-932 33-884019 1.14 mm (0.045 in.) 4.3L, 5.0L, 350 Mag and MX 6.2 MPI AC 41-932 33-884019 1.5 mm (0.060 in.) Black Scorpion and MX 6.2 Black Scorpion AC 41-932 33-884019 1.5 mm (0.060 in.) 8.1L/496 Mag and HO AC 41-983 33-863622001 1.5 mm (0.060 in.) Production Years Engine (Sterndrive, Inboard, Ski) OEM Spark Plug Mercury Part Number Gap After April 2006 3.0L AC MR43LTS 33-862029 1.14 mm (0.045 in.) 4.3L. 5.0L and 5.7L carbureted AC 41-993 33-884019001 1.14 mm (0.045 in.) 4.3L, 5.0L, 350 Mag and MX 6.2 MPI AC 41-993 33-884019001 1.5 mm (0.060 in.)
  3. Wingnut

    Need help with 310 Signature! a variety of issues.

    Here is the cheat sheet for Mercriuser warning horns and you need to concentrate on the issues that induce the higher percentage power limiting modes. Could be something as simple as corrosion on a gang plug as others have said, but without a scan tool in hand it may be hard to identify the bad actor. Your smart craft display will give you a readout on many of the sensors if you access the "active alarms" menu during the event. Per the list, Merc severely limits power only for low engine oil pressure, low drive lube oil level, low sea water pump pressure, engine coolant elevated temperature, and high exhaust temperature so your list should be pretty short. Could be an actual, verifiable condition or a failing sensor but all of the listed issues are hard core and easy to check. 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.
  4. Wingnut

    mercruiser,audio warning system keeps sounding

    The foot is rectangular and will be pointing straight forward when the drive is in forward gear. When shifted into reverse, it will rotate about 75 degrees, and neutral will be found at the mid-point of that rotation. If you lock it in neutral with your fingers, have your helper move the helm shifter in small increments until you feel movement. Then have him move the shifter in the opposite direction until you again feel the foot reverse its direction. That handle movement represents the amount of play in the linkage from the helm to the foot. You said that the shifting action locked the prop in gear. You should not be able to turn the prop in one direction as stated, but you should be able to force it to move in the other while at the same time you should hear a ratcheting noise. It won't take much force and does no harm as this is normal. This should happen in both forward and reverse and the ratcheting action should require about equal force, as an indication that your cable adjustment is proper. If the resistance is heavy in one direction, and barely noticeable in the other then you are over-shifting into that "heavy" direction and under-shifting into the other. This is what I think may be happening in your case. Getting the shift linkage set right on an Alpha can be a challenge and requires that you follow all the prescribed steps in sequence as described in the manual, as A, impacts B, which influences C, and effects D, and so on.Neutral should be clean and you should hear no ratcheting at all. Run-out and end-play of the propeller shaft is measured by grabbing the prop with both hands and pushing it forward and back. Some play is normal, and the shaft (and prop) should move about .009" in total on a fresh out drive. That's your end-play. Moving the prop up and down is an indication of bearing play/wear and rotating the shaft with a dial indicator resting on a flat concentric area of the shaft is a check for run-out. (bent shaft). A bearing failure is usually accompanied by a related seal leak where the shaft exits the housing so again I do not think this is your issue. Likely you need to affirm that the cable adjustment sequence has been followed per the manual with no steps skipped, and if so it may be time to pull the lower gear case. As the issue would be just ahead of the props, you could just pull the lower gear case and leave the upper attached to the boat, but while the cases are parted, be sure to inspect and/or replace the raw water pump impeller as it mounts to the top of the lower gear case. If you don't have the manual, send me a pm with a valid email address and I'll send you the procedure, just don't rush through the steps as this is your last shot at a fix before you get into the expensive out drive repair work. Good Luck W
  5. Wingnut

    mercruiser,audio warning system keeps sounding

    The linkage between the cable and upper gear case lever is pretty straight forward. If you get in the water, you can feel the shifter foot where it exits the upper gear case and enters the lower one. Tilting the drive up about 30% will make it easier to get your hand in there. With a helper you should be able to affirm that the movement to that point is proper. I am leaning away from there being an issue in the lower unit as those Alpha dog clutches are not really clutches at all, but are simply a splined ring with square teeth. When they do fail (rare) it is usually because the output shaft bearing set has failed and excessive thrust causes the teeth on the "clutch" not to engage. Check the shaft for both run-out and end play travel where it exits the nose cone. Easier to do with the prop off. When the clutch is nested fully in-gear, the prop will lock in one direction, and will ratchet in the other if you attempt to rotate it by hand. The ratchet "feel" will show the same resistance in both forward and reverse if the cable adjustment is proper. The last thing I'll throw out there is the prop hub. They place an elastomer element between the splined prop shaft, and propeller hub called the prop bushing. (Alpha's only) When they fail they can lock in now and then and the next time you attempt a shift, they spin within themselves. You are actually in gear but think it not to be so as you have zero thrust. W
  6. Wingnut

    The Boatyard

    Hey, Isn't that the guy that just winterized your new boat?
  7. Wingnut

    Engine noise - “popping” or “missing”

    If you send me a valid e-mail address I will send you the test procedure direct from the Merc manual. Simply put, you unplug each injector, and plug on the test pig tail. Then the other end of the pigtail gets connected to the hand held scan tool. You establish a base line fuel pressure, and then with the key off, you depress the test button on the hand held which fires that injector for a specific pulse width (duration in milliseconds). You then record the new fuel pressure reading and repeat the procedure for the remaining 7 injectors. Too much pressure drop indicates a sticking injector which closes too slowly. Too little pressure drop indicates a partially plugged injector. No pressure drop indicates that the injector has failed electrically, is plugged solid, or is stuck fully closed. W
  8. Wingnut

    Engine noise - “popping” or “missing”

    You put a fuel pressure gauge on the fuel rail, then turn the key on without cranking and note the pressure. Let's say it's 43 psig. You then hit the test button on a specific injector and note the pressure drop. Let's say it's 3 psi. Then you repeat the process with the remaking injectors. If they are higher or lower than the average then you have a bad actor. The test just opens the injector for a precise period of time as commanded by the hand held. Injectors are expensive and if you find a bad one you change it. No reason to fool with the remaining 7 as they tend to be very reliable. W
  9. Wingnut

    Engine noise - “popping” or “missing”

    The injectors can be tested individually while still installed with a test pigtail and a Merc hand held. I'm still leaning toward a coil. W
  10. Wingnut

    Engine noise - “popping” or “missing”

    Sticking valves are old school, as your engine has plenty of hours that tight valve guides are not an issue, and modern oils prevent the effects of dissimilar metal corrosion between stem and guide. Still sounds like an ignition issue so your tech may be looking hard at the ignition coil and crank position sensor next. W
  11. Wingnut

    Lubricants for Mercruiser

    WD-40 is not on my shop's shelf either. It's a wax derivative that sets up in cold weather too. CRC-656 is my favorite. W
  12. Wingnut

    mercruiser,audio warning system keeps sounding

    My guess would be the rear shift cable. Disconnect it from the engine mounted shift lever and see if you can make it engage by hand. I'm guessing you have twin Alpha drives which use a simple dog clutch buried in the lower gear case just ahead of the prop and they either work or they don't as they are a simple device. A failing shift cable suffers from lateral deflection which can shift once in a while but not consistently. It may also be an adjustment issue where the neutral point is biased too far toward reverse, and not providing enough forward detent but you will confirm that when you hand shift it as you will be shifting without the normal travel limit. Getting a clean neutral even with a new cable is a little tricky as the shift interrupter switch comes into play and all the mechanical components must work in concert so that the momentary engine shut off, gear engagement, and throttle response all happen at the appropriate point in response to input from the helm station. That involves 3 cables, two switches, and several levers. W
  13. Wingnut

    Engine noise - “popping” or “missing”

    Correct. You are on the right track. Good luck and if it were me I would take the extra time to confirm rotor indexing as wear in the timing chain can change the relationship between the camshaft and crankshaft which retards the rotor placement relative to TDC. W
  14. Wingnut

    Engine noise - “popping” or “missing”

    The tighter gap makes the plug easier to fire and actually puts less stress on things like caps, rotors, and wires. The wide gap allows the fuel/air mixture to see more of the spark and promotes more complete combustion. Running with a .045" gap and economy may suffer a tad, but as an operator you would likely not see a difference. I still suspect your issue is with the cap and rotor. W Production Years Engine (Sterndrive, Inboard, Ski) OEM Spark Plug Mercury Part Number Gap After April 2006 3.0L AC MR43LTS 33-862029 1.14 mm (0.045 in.) 4.3L. 5.0L and 5.7L carbureted AC 41-993 33-884019001 1.14 mm (0.045 in.) 4.3L, 5.0L, 350 Mag and MX 6.2 MPI AC 41-993 33-884019001 1.5 mm (0.060 in.) • AC 41-932 spark plugs (P/N 33-884019) will be replaced by AC 41-993 spark plugs (P/ N 33-884019001). The spark plugs are fully interchangeable. Serial number breaks have not been recorded. • Follow these guidelines for the correct spark plugs for carbureted MerCruiser engines: a. MerCruiser 4.3L, 5.0L, and 5.7L carbureted engines are shipped new with platinum AC 41-932 (P/N 33-884019) spark plugs, soon to be superseded by AC 41-993 (P/N 33-884019001). b. The recommended service replacement spark plugs for these engines are non-platinum AC MR43LTS (P/N 33-884019) or NGK BPR6EFS (P/N 33-816336). c. MerCruiser carbureted engines require a spark plug gap of 1.14 mm (0.045 in.). d. Mercury platinum spark plugs have a gap setting of 1.5 mm (0.060 in.). To reduce the possibility of installing the platinum spark plugs with the incorrect spark plug gap, the non-platinum spark plug is the recommended service replacement. e. The use of AC 41-932 (P/N 33-884019) or AC 41-993 (P/N 33-884019001) platinum spark plugs in a MerCruiser 4.3L, 5.0L, or 5.7L carbureted engine is acceptable if the spark plug gap is set at 1.14 mm (0.045 in.). • Always check the spark plug gap before installing any new spark plug. • In some owner's manuals, the AC 41-993 spark plug used in 496 and 8.1L engines was incorrectly listed as the appropriate spark plug for 4.3 MPI, 5.0 MPI, 350 Mag MPI, and MX 6.2 MPI engines. The heat range and the thread length of these spark plugs are correct. The firing tip on the AC 41-983 is longer and extends slightly deeper into the combustion chamber than the correct AC 41-932 (now being replaced by AC 41-993) spark plug. While the AC 41-983 is not the recommended spark plug, its use will not harm the engine or its performance.
  15. Wingnut

    Hydraulic Trimming Question

    On the trim cylinder seal assembly there is a wiper ring that scrapes the rod during retraction to remove any accumulated scale. It is common, especially in brackish water, for crystals to form behind this ring and as they grow, the wiper ring squeezes the shaft tighter and tighter to the point where the resistance out distances the hydraulic system's ability to move the ram. With the weight of the drive hanging on the rams, it is easier to trim down than up and it sounds like that is why you need to break it loose first with a quick trim down before she will go up. Seal kits are cheap and re-building the ram is pretty straight forward. The hardest part will be getting the cylinder end plug that houses the seal assembly off of the ram shaft. It's hard to believe how hard that little ring will grab the shaft, but at times I've have had to use a 20 ton bench press to get them apart. The new one will slide on fairly easily after you clean the corrosion out from behind the old wiper ring and install the new one. The rams live in hydraulic oil so spraying the rams with WD-40 won't help much as the crystals form deep inside the seal pocket, behind the wiper ring. If you do rebuild them, be sure to push the cylinder piston fully into the cylinder and fill the resulting void space with hydraulic fluid before screwing in the end cap. Pick up a spanner wrench to tighten the end cap so you don't damage it. They are cheap and available at most auto parts stores or on line. To bleed the system, trim full down, fill the tank, trim full up, wait a minute, then repeat until air is gone. Fill the tank with the trim full down to prevent overfilling. W
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