Har ett felsökningsdokument på dessa typer av motorer och här är ett utklipp på vad jag tror är din motor: (att klistra in från ett pdf dokument blir inte optimalt)
Johnson/Evinrude Alternator Driven CD Ignitions 1977-2006
Two Stroke Carbureted Engines
Two Cylinder Two Stroke Engines
1978-2007 4-60 HP Models
Service Note: Please use the Factory recommended spark plug (currently Champion
QL77JC4) gapped at 0.030”.
NO SPARK ON ANY CYLINDER:
1. Disconnect the Black/Yellow stop wire AT THE POWER PACK and retest. If the engine’s ignition has spark, the
stop circuit has a fault. Check the key switch, harness and shift switch.
2. Disconnect the Yellow wires from the rectifier and retest. If the engine has spark, replace the rectifier.
3. Check the cranking RPM. A cranking speed of less than 250-RPM will not allow the system to spark properly.
This can be caused by a weak battery, dragging starter, bad battery cables or a mechanical problem inside the
engine.
4. Inspect and clean all engine and ignition ground connections.
5. Check the stator and timer base resistance and DVA output as given below:
Engines Without SLOW Function (Two Wire Trigger)
WIRE READ TO OEM Ohms CDI Ohms DVA (Connected) DVA (Disconnected)
Brown Brown/Yellow 500-650(1978-84) 500-650 150-400 V 150-400 V (*)
Brown Brown/Yellow 550-600(1985-1988) 500-650 150-400 V 150-400 V (*)
Brown Brown/Yellow 535-685(1989-1992) 500-650 150-400 V 150-400 V (*)
Brown Brown/Yellow 800-1000(1993-2007) 500-650 150-400 V 150-400 V (*)
Brown Engine GND Open Open 150-400 V < 2 V (c)
Brown/Yellow Engine GND Open Open 150-400 V < 2 V (c)
Black/White White/Black 30-50 45-55 0.6V or more 0.6V or more
Black/White Engine GND Open Open 0.6V or more < 2 V (c)
White/Black Engine GND Open Open 0.6V or more < 2 V (c)
1993-2001 40-55 HP 2 Cylinder Engines With SLOW Function (Three Wire Trigger)
WIRE READ TO OEM Ohms CDI Ohms DVA (Connected) DVA (Disconnected)
Brown Brown/Yellow 750-950 650-850 150-400 V 150-400 V (*)
Orange Orange/Black 360-440 45-55 11-22 V 45-120 V (*)
White Blue 22-32 25-30 100-400 V (a) 0.6 V + (#)
White Green 22-32 25-30 100-400 V (a) 0.6 V + (#)
White Engine GND Open Open SHORTED N/A
Blue Engine GND Open Open 100-400 V (a) N/A
Green Engine GND Open Open 100-400 V (a) N/A
(*) This reading can be used to determine if a stator or pack has a problem. For instance, if you have no spark
on any cylinder and the stator’s DVA reading is out of spec – disconnect the stator wires and recheck the DVA
output. If the reading is still out of spec – the stator is bad. If the reading is now within spec – the pack is bad.
(#) This reading can be used to determine if a pack has a problem in the triggering circuit. For instance, if you
have no spark on one cylinder and the timer base’s DVA reading for that cylinder is low – disconnect the timer
base wires and recheck the DVA output. If the reading stays low – the timer base is bad. If the reading is now
within spec – the pack is bad.
(a) Check stator DVA first. Then if timer base DVA is 0.6 - 2.5 V, the pack is faulty. If below 0.6 V, the timer base
is faulty if craning RPM is over 250.
(b) The trigger signal rides on top of the high voltage on these timer bases. Check stator DVA first. Then, if timer
base DVA is 0.6 - 2.5 V, the pack is faulty.
(c) Some meters will pickup static/stray electricity up to 2 volts.
40
6. 1988 and newer models: Check the power pack resistance given below:
WIRE (CYL) READ TO RESISTANCE
Orange/Blue (#1) Blue 110 (a)
Orange/Green (#2) Green 110 (a)
White Black (Engine Ground) Shorted
Brown & Brown/Yellow Black (Engine Ground) Open or M range
(a) Use a comparison reading as different brands of meters will give different readings. The typical range is
90 to 150 ohms for the Orange wires. You should have approximately the same ohm reading on all six
tests with the Orange wires. If one of the SCR’s inside the power pack is shorted or open, the readings
will be quite a bit different.
7. Check the DVA output on the Orange wires from the power pack while connected to the ignition coils. You
should have a reading of at least 150V or more. If the readings are low, disconnect the Orange wires from the
ignition coils and reconnect them to a load resistor. Retest. If the reading is now good, the ignition coil is likely
bad. A continued low reading indicates a bad power pack.
8. Check the triggering and charge coil flywheel magnets for cracked, broken and loose magnets.
NO SPARK ON ONE CYLINDER:
1. Check the timer base resistance and DVA output (see NO SPARK ON ANY CYLINDER above).
2. Swap the timer base wires and see if the problem follows a timer base wire.
3. Check the DVA output on the Orange wires from the power pack while connected to the ignition coils. You
should have a reading of at least 150V or more while connected. If the reading is low on one cylinder,
disconnect the Orange wire from the ignition coil for that cylinder and reconnect it to a load resistor. Retest. If
the reading is good, the ignition coil is likely bad. A continued low reading indicates a bad power pack.
4. Visually inspect the ignition coils for burned or discolored areas and cracks in the casing (indicating arcing inside
the coil).
5. Swap the ignition coil with one that is sparking correctly.
6. Rare causes include a weak trigger magnet. If possible, try another flywheel.
POWER PACK OR TIMER BASE REPEATEDLY BLOWS ON SAME CYLINDER:
1. Check the timer base wires for shorts to engine ground as a shorted timer base wire can destroy a SCR inside
the power pack.
2. In contrast, a shorted SCR inside the power pack can destroy a timer base coil. Check the timer base resistance
and DVA output (see NO SPARK ON ANY CYLINDER above).
3. Replace the ignition coil on the cylinder dropping spark.
