Download Course 2 Reference Material.indd - For Dealers

PCM DRIVABILITY CHECKLIST - 2
1. Melted, skinned or burnt wiring – You will
need to repair the wiring. The condition of the
wiring may have been caused by a Cooling
System failure or a Main Electrical System
failure.
2. Oil level excessively high on the dipstick
– This may indicate a foreign liquid in the oil
or an over-fill condition exists. Investigate
and correct a high oil level condition before
proceeding. Symptoms of too much oil in the
crankcase include a loss of power, a loss of top
end rpm, a possible low oil pressure reading
and the engine may be going into Power
Derate Mode.
3. Evidence of excessive water in the bilge – A
rust/water line on the starter/engine block is
usually a good indication; if the water is not
still covering these items. Multiple electrical
issues may remain. Most common is a failed
starter. High water may short out the battery
and other electrical devices. As mentioned
above, you may have water in the engine oil or
transmission.
The results of a good visual inspection will help you
determine where you will concentrate your troubleshooting
efforts.
4. Verify the problem. At this point you must verify the
problem or symptom you are trying to repair. In order to
verify the problem, you will need to connect your Diacom
scan tool and Fuel Pressure gauge to the engine. You
should also have your Digital Multi-Meter (DMM) available.
We want to perform some basic checks before we go for a
water test and verify the problem. You are going to need
your senses: sight, hearing and touch, as much as you will
need your tools. A Digital Multi-Meter (DMM), Diacom and
Fuel Pressure Gauge will be used while performing these
checks. This will be your first look at the various engine
systems, with a focus on troubleshooting the problem.
Within a few minutes of testing you may know the direction
of your troubleshooting efforts.
Try to start the engine. If the engine starts and continues
to run, you would go to the Water Test and verify:
1. The reported problem and
2. The fuel pressure at wide-open-throttle.
If we have a no crank condition we would troubleshoot the
Main Electrical System and the Starter circuit.
For any other conditions, long crank, hard start, stalling,
etc., we want to continue with our testing and perform the
Key-On-Engine-Off (KOEO) test.
Key-On-Engine-Off (KOEO) Test. This test may be used
to determine the condition of the engine’s Electrical, Fuel
and Engine Management systems:
Place the ignition switch in the Key-ON-Engine-OFF
(KOEO) position. Ensure the boat’s safety lanyard is
properly connected. You should listen, feel and observe
that the following actions take place:
1. Both fuel pumps run for 2-4 seconds. Listen for
each pump and place your hand on each pump
to verify that it is indeed running. Diacom can
be used to cycle the fuel pumps as necessary.
NOTE: You can unplug the low pressure fuel pump
(mounted to outside of FCC) electrical connector and
cycle the ignition to listen and feel whether the high
pressure fuel pump (located inside FCC) runs.
Always verify, for yourself, that the problem you are
about to troubleshoot is the same problem reported to
you in Step 1 of the PCM Drivability Checklist. Verifying
the problem may require you to water test the boat and
trying to recreate the conditions under which the failure
occurred.
Refer to Figure 2-2, Step 4. Step 4 is a series of checks
leading up to verifying the reported problem. Remember
that the PCM Drivability Checklist is to be used to help you
locate a problem.
Refer to the Troubleshooting Tree for Step 4 of PCM
Drivability Checklist, Figure 2-3. This diagram will take
you through a step by step approach to troubleshoot and
repair the problem.
2. Observe the Fuel Pressure Gauge; fuel
pressure should rise to the proper specification
while the fuel pumps run.
You have learned a lot about the engine systems when
you turned the ignition ON. The simple action of turning
the key to the ON position has allowed you to check
three engine systems simultaneously - Electrical, Fuel
and Engine Management. If the actions described in the
previous frame occur, then you have verified the:
1. Boat’s Ignition Switch,
Refer to Figure 2-3. This diagram is a troubleshooting
tree for Step 4 of PCM Drivability Checklist. As you can
see from Figure 2-3, if an action performed fails you may
have a new branch to follow to troubleshoot and repair the
problem.
NOTE: For illustrative purposes each test presumes the
problem has not been resolved. Therefore, you proceed
to the next step. In actual troubleshooting, if any step
corrects the problem, there would be no reason to proceed
further. You would verify your repair, Step 7 of the PCM
Drivability Checklist.
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2. Boat’s Safety Lanyard circuit,
3. Low and High Pressure Fuel pumps,
4. Relays - System and Fuel Pump,
5. Fuse Block fuses and 100A Fuse,
6. ECM powered up and functioned to turn on the
fuel pumps,
7. Battery voltage is at least 9.6 vdc, and
8. Power and ground circuits and related
components are functioning.