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Kawasaki JS440

Jet Ski® Watercraft Service Manual

©Kawasaki Motors Corp., U.S.A. 1977, 1978, 1980, 1981 Revised: August 1981

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FOREWORD

IMPORTANT: READ BEFORE USING THIS SERVICE MANUAL

This Service Manual is written for both the professional Kawasaki Jet Ski dealer mechanic and the ser ious "do-it­yourself" owner who wants to service and repair his own boat. Many of the tasks described here requ ire special tools that the average owner is apt not to possess. For this reason, we recommend that any contemplated repair procedure and all preparatory procedures be read through completely before beginning. If you cannot obtain the proper tools for the job, it is best left to a trained professional!

For the duration of your warranty per iod, especially, we recommend that all repairs and scheduled maintenance be performed by an authorized Kawasaki Jet Ski dealer. Any owner maintenance or repair procedure not performed in accordance with this manual may void the warranty.

To get the longest l ife out of your Jet Ski:

• Follow the Periodic Maintenance Chart in the Owner's Manual .

• Be alert for problems and non·scheduled maintenance. • Use proper tqols and genuine Kawasaki Jet Ski parts. • Follow the procedu res in this manual carefully. Don' t

take shortcuts. • Remember to keep complete records of maintenance

and repair with dates and any new parts installed .

HOW TO USE THI S SERVICE MANUAL

This manual consists of th ree major sections:

1. " Adjustments" describes how to complete various sched· uled maintenance items.

2. " Removal / D isassembly" gives teardown sequences reo quired to service most major components. Unless specific instructions are given for assembly and installation, they are performed by reversing the removal /disassembly sequences.

3. "Maintenance and Theory of Operation" tells how the various components/systems work and how and when to repair them.

Refer to the " Table of Contents" to find the specific procedure and page number that you are looking for.

"Service Limits" contains detailed wear limits not listed in the Owner's Manual. When checking a component for wear, always refer to this section for its " service limit. " If the component exceeds its service' limit, a new part should be installed.

Whenever you see the symbols shown below, heed their instructions I Always follow safe operating and maintenance practices.

WARNING'

This warning symbol identifies special instructions or procedures which , if not correctly followed, could result in personal injury, or loss of life.

This caution symbol identifies special instructions or procedures which, if not stricrly observed, could result in damage to or destruction of equipment.

NOTE : indicates points of particular interest for more efficient and convenient operation.

All information contained in this manual is based on the latest product information available at the time of publica· tion. The right is reserved to make changes at any time without prior notice and without incurring an obligation to make such changes to products manufactured previously. See your Jet Ski dealer for the latest information on pro­duct improvements incorporated after this manual was issued.

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic mechanical photo­copying, recording or otherwise, without the prior written permission of the Technical Publications Department, Kawasaki Motors Corp., U.S.A.

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TABLE OF CONTENTS FOREWORD ....................•......... 3

TABLE OF CONT ENTS ... ......• . • . ••.••..... 5

MODE L IDENTI F ICATI ON ......•• ... • .•...... 6

SPECIF ICATIONS . .. .. . ..... ..•. ........ 8

SE RVICE LIMI TS . .. . ... .... ....... • ........ 9

TORQUE AND LOCKING AGEN T .... .. .••..... 12

ENGINE PERFORMANCE CURVES .... . .. • ..... 15

PE RIODIC MAINTENANCE CHART .. . .......... 16

ADJUSTMENTS ... ... .................. . .. 17

Introduction .... . ................ ... 17

Mixture Screws- Static Adj ustment.. . .. . .. ... . ' 7

Ignition Tim ing. . . . . . . . . . . . . . . .... ..... 18

Spark Plugs .................... . ....... 19

Battery .................... • •. . ....... 20

Control Cable Adjustment ....... .• •.. .. ..... 21

Fuel Vent Check Valve ......... . ••. . ... 23

Fuel Filter & Sediment Bowl ......•.......... 23

Lubrication ................ • .. ... ...... 24

Cooling .System Cleaning. . . . . . . . • • . . . .... 25

Bilge System Cleaning ........... .

AEMOVAL/D ISASSEMBL Y ......... .

Engine Top End Overhaul - In Hul l . .

... 25

. .. 27

.. 27

Engine . ... ................ .. .... . .... . 31

Jet Pump .... . ............. .... •. • ..... 44

Driveshaft/8earing Holder/I mpeller ...... . ...... 47

Carburetor and Flame Arrester ................ 49

Flame Arreste r ..................• . •..... 50

Fuel Pump Body . ........ .. ...... • . . ...... 50

Handle Pole ....... '. . . . . . . .• • . . . 51

Starter. . . . . . . . . . . . . . . . . . . • . . . 57

Electric BOI\ : Large ..........•....... . . 59

Electric BOI\ : Small .......• • ••• .• • • • • ..... 63

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MAINT ENANCE AND THEORY OF OPERAT ION .... 69

Cylinder Assembly ........................ 69

Crankshaft Assembly Specifications . . .......... 71

Crankshaft Aunout Specifications ..... .•....... 71

Crankshaft ............................. 72

Coupler .. . . ..... ................... . .. 72

Main Bearing Shims- JS440·A4 and earlier ........ 73

Main Bearing Shims-JS440·A4A,A5 ............ 74

Driveshaft/Jet Pump ...... . . ............ 75

Jet Pump/ Impeller ......... .... . . ......... 75

Carburetor ............. • .... . • ... .. . ... 75

Cooling System .......• • .• . . • • •••.. • ..... 81

Bilge System. . . . . . . . . . •.....•........ 81

Ventilation System ........•.. . ........... 81

Electrical System. . . . . . . . . . . .. • •....... 82

BatterylStarter System .... . ..• • ,. , •...... B2

Magneto/COl System ......... . .....•...... 82

Charging System ...... . ...•...... 83

Electrical Test ing with COl Tester ...... • ...... 84

Electrical Test ing with Mult imeter .... • .•...... 93

Hull Repair ......................•..... 94

Rubber Parts ........................... 96

TR OUBLESHOOTING. .. 99

APPENDIX .................. . ...• . ..... 103

Special Tools .................• • . • ..... 103

Cooling & Bilge Hose C i<lgram .. . .. . ......... 104

Fuel Hose D iagram .. . .... . .......•..... 105

Wir ing Diagram, JS440·.\ 1/A1A ..... . .. • ..... 106

Wiring Diagram, JS440·A2/A3/A4 .... .. ...... 107

Wiring Diagram, JS440 ·A4A . ... • . •..... lOB

Wiring D iagram, JS440·A5 .... .. ........... 109

Unit Convers ion Tab le ........•...... • .... 110

list o f Abbreviations ......... • • .. ........ 110

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MODEL IDENTIFICATION

JS440-A 1,A 1 A,A2 Left Side View

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JS440-A 1, A 1 A, A2 Right Side View

440

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, MOOEL IOE NTIFICATION 7

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-, JS440-AJ, A4, A4A, A5 Left Side View

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GENERAL

ENG INE Model

Type

Displacement Bore and Stroke Compression Ratio Maximum Horsepower Maximum Torque Ignition Fue1!l ubrication Carbu retor

Starting

TUNING SPECIFICATIONS Spark Plugs

G,p Ignition Timing

Carburetor Idle Speed Low Speed Needle

High Speed Needle

Cranking Pressure

DRIVE SHAFT Coupling Jet Pump: .

Type Diameter Thrust

Steer ing 8raking

PERFORMANCE Maximum Speed Minimum Turning Radius Draft Fuel Consumption Cruising Range Noise Level

DIMENSIONS Length Width Height Dry Weight Fuel Tank Capacity

ELECTR ICAL EQUIPMENT Battery Maximum Generator Output

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SPECIFICATIONS

TI E440Wl A (JS440-A 1, AlA) TC440B ·A201 (JS440·A2) TC440B·B20 1 (JS440·A3,A4) TC440B·C201 (JS440-A4A) TC440B·D201 (JS440-AS) 2·stroke, vertical twin, 1800 f iri ng, piston valve, water cooled 436 cc 26.6 cu. in. 68x60mm 2.68 x 2.36 in. 6.1: 1 27 tip @ 6000 rpm 3.7 kg-m @ 4500 rpm 27 Ib-ft Magneto COl Gas/Oil Pre-mix, 40: 1 ratio Mikun i BN38 d iaphragm type (34 mm venturi) Electric

NGK B7ES, Champion N4G 0.7 - 0.8 mm 0.28 - 0.31 in. 25° BTDC @ 6000 rpm/3.53 mm @ GOOO rpm 0. 139 in. ,

180Q±100 rpm 5/ 8 turn open(JS440·Al,A 1 A,A2,A3,A4,A'4Al 1 turn open (JS440·A5) 3/4 turn open (JS440·A I,A 1 A,A2,A3) 1 turn open (JS440·A4,A4Al 5/8 turn open (JS440·A5) 8.4 kg/cm2 (open throttle) 120 psi

Direct drive from engine , Axial flow, single stage 121 mm 4.8 in. 110 kg 243 1b Steerable nozzle Water drag

53 kph 33 mph 2.75 m 9ft 100 mm 4 in , 12 litre/ hr @ full throttle 3.2 galihr (U.S.) 55 km 61 full throttle, 1.1 hrs 35 mi 81 dbA@50ft @full throttle

2 140mm 84 in. 6 10 mm 24 in. 640mm 25 in. 110 kg 243 lb. 13 l itre including 3.4 litre reserve 3.5 gal (U.S.) including

0.75 gal reserve

12V 16AH 45 W AC @ 6000 rpm I I

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SERVICE LIMITS , (all values in m m, unless otherwise specified)

ITEM STANDARD VALUE SE RVICE LIM IT

r Cylinder Inside Diameter 68075 +0 .0 19 68.17 (bore up)

· -0 68:59 (replace)

, Warp under 0 .05 per 100 mm 0.25

, Cyl inder Head Mat ing surface warp 0.05 0 .25 , , , Cy linder Port Timing

8230 BBDG Exhaust (BDC) · A BOC

/ Scavenge (BDC) 5800 BBDG · ABDC

I , Intake (TDC) 7430 BTOG · ATOe

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'-' r V ---- 0

-- --- I 0 D~ r t ~ t

" A = 38 mm B = 39.3 mm C = 22.7 mrn i"--- ../ 0 = 44 mm

; E '" 26 mm F '" 53.7 mm 0 G = 10.9mm

• H = 11.8mm • / •

• , Piston +0

0.0 . (5 mm up from bottom, perpend icular 67.98 -0.019 67.82 to piston pin)

.-l Pin diameter hole 16 +0.005 16.08

-0,001

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Ring groove width Flat rings (JS440·A4A and earlier)

+0.12 Top 2 +0 .10 2. 18

Bottom 2 +0 .06 2.12 +0.04

Keystone ring (JS440-A5) Not appl icable Not applicable

Piston Pin Diameter +0 16 -0 .00 6 15.96

10 SERVICE LIMITS •

(all values in mm, unless otherwise specified)

ITEM STANDARD VALUE SERVICE LIM IT

Piston Rings -0.01

Th ickness 2 -0.03

1.92

Free gap Flat rings (JS440·A4A and earlier) 7.5 4.5 Keystone r ing (JS440-AS ) 8.0 5.0

End gap 0.2 ...... 0.4 0.7 Piston/Cylinder Clearance 0 .095- 0.133 Piston Pin/ Pin Hole

Clearance - 0 .001 - 0,01 1 Piston Ring/Groove Clearance •

Flat rings (JS44Q·A4A and earlier) Top 0.1, ..... 0 .15 0 .25

Bottom 0.05 ..... 0 .09 0.19 Keystone ring (JS44Q-A5 ) 0 .12 ...... 0 .17 0.22

Crankshaft Aunout (total indicator reading) under 0.05 TI R 0.08 End play under 0 .7 50 Con-rod side clearance 0.4-0.5 0 .7 Con-rod radial clearance 0.02-0.03 0 .08

Connecting Rod 20 +0 .014 Small end diameter - 20 .05

+0.003

Bend, twist under 0.05 per 100 mm 0.2 l ength, on centers 110±o .1 ,

Impeller Clearance 0 .35 ...... 0.45 0 .87

Outside diameter 12m -0 .1

120.0

Au nout under 0. 1

Pump Case 121 7+0·1 Inside diameter - Impeller 122.7 . -0

Inside diameter - Bushing 23 +0 .021 -0

Bushing Oil clearance 0.025 ...... 0.137 Inside diameter (installed) 20 .000 ...... 20 .091 20 .2

Driveshaft 20 -0 .025

Outside diameter (at journal) 19.9 -0 .046

Aunout (total indicator reading) A under 0.03 TIA 0.1 8 under 0 .2 TIA 0.5

Battery Tv", 12N 16·38 (Charging current )( time) 1.6A)( 10 Hr (Ma)(.2.4A )

Starter Motor Volt 12V Power 600W Carbon brush length I S 9

Commutator groove depth 0.5 - 0 .8 0.2

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ITEM

Voltage Regulator Volt

J$44Q·A4A and earlier J $44Q·A5

Spark Plug Type G,p Reach

Thread: Diameter Pitch

Charging Current

J$44Q·A4A and earl ier J$440·A5

Engine Cooling Water Flow 1800 rpm

6000 rpm

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SERVIC E LIMITS 11

(all values in mm , unless otherwise specified )

STANDARD VALUE SERVICE LIMIT

lS.0±O.5V 14.0±O.5V

NGK 87ES 0.7- 0.8 19 14 1.25

1. 1-2.3A , .O-4.0A

2.4 litre/ min. (2.5 qts!minJ 8.5 litre/ min .

(9 qu/min .)

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TORQUE AND LOCKING AGENT "

FASTENER QTY TOOL SI ZE TORQUE LOC-TITE

• Cylinder Cylinder head nuts

JS440-A 1 ,A l A,A2,A3,A4,A4A 17 13mm 2.2 kg-m (16 Ib·ft) -JS44Q·A5 '5 13 mm 2.2 kg-m (tSlb·tt) -

Exhaust manifold bolts 12 10 mm 0,6 kg-m (521b-in .) Blue "

Intake manifold bolts JS440Al ,A 1 A,A2 6 10mm 0.6 kg-m (52 Ib-in.l Blue

JS440-A3,A4,A4A,A5 5 10 mm 0.6 kg-m (5 2 Ib-in.l Blue

Crankshaft Coupling

\,. 6.2 kg-I'T1"{45 Ib-tt) J5440-A l,A lA,A2,A3,A4 1 2 1 mm -JS440·A4A,A5 1 Coupler 2 .7 kg-m (20 Ib-ft) -

Spanner

Flywheel nut 1 27 mm 16 kg-m (115Ib-ftl -Crankcase Crankcase nuts

JS440-A l,A 1 A.A2,A3,A4.A4A '0 13mm 2.2 kg-m (tBlb·tt) -Crankcase bolts

J S440·A5 10 13 mm 2.2 kg·m (16 Ib-ft) Blue

Crankcase bolts 3 10 mm 0.6 kg-m (52 Ib·in.) Blue

Oit seal housing bolts

JS44Q·A 1 ,A 1 A,A2,A3,A4 4 13 mm 1.6 kg·m (1 2Ib·ft) Blue

Carburetor

Carburetor holder bolts JS440·A l,A 1 A 2 13mm 1.0 kg·m (87 Ib·in.) -

Carburetor mounting nuts JS440·A2,A3,A4,A4A,AS 2 13 mm 1.0 kg·m (B7 Ib·in.) -

Carburetor bracket nuts

JS440·A2,A3,A4, . .o.4A 2 to mm 0.6 kg·m (52 Ib·in.) -Carburetor bracket bolts

JS440·AS 2 10 mm 0.6 kg·m (52 Ib·inJ Blue Flame arrester case bolts 3 10 mm 0.6 kg-m (52 lb·in.) Blue

Intake cover 4 10 mm 0.6 kg·m (52 Ib·in.) Blue

Muffler Exhaust pipe mounting nuts 2 13 mm 1.6 kg·m (1 2 Ib·ft) -Expansion chamber to exhaust

pipe bolts 2 13mm 1.4 kg·m (10 Ib·ft) -Expansion chamber brace bolts 2 13 mm 1.4 kg·m (10 Ib·ft) Blue •

• Magneto /Starter Motor

Connector cap bolts 2 10 mm 0.6 kg·m (52 Ib·in.) Blue

Magneto cover bolts 4 13 mm 1.6 kg·m (12 Ib·ft) Blue

S;tarter mounting bolts .. Front 2 13 mm 1.6 kg·m*(i 2 Ib·tt) Blue

Aear 2 10 mm 0.6 kg·m (52Ib·in.) Blue

Starter cable nut 1 10 mm 0.45 kg·m (39 Ib·in.) -

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-FASTENER aTY TOOL SIZE TORQUE LOC-TlTE

'-' Electric Box , Choke cable clamp bolt 1 10mm 0.6 kg-m (52 lb· in.) Blue

Control panel screws

• JS440-A t.A 1 A,A2 4 Screwdriver 1.6 kg-m (12 Ib·ft) Blue

JS440·A3,A4,A4A,A5 4 6 mm allen 1.6 kg-m (12 Ib-ftl Blue

! Electric box grommet plate bolts JS440·A l,A l A.A2,A3,A4,A4A 4 10 mm 0.6 kg·m (5 2 Ib·in.) Blue

I Electric box hallie retaining bolts 2 10 mm 0.6 kg·m (5 2 Ib-in.) Blue

Electric box mounting nuts JS44Q·A l,A l A,A2,A3,A4,A4A 4 10mm 0.6 kg-m (52 Ib-in.) -

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Electric box mounting bolts

JS440·A5 4 10mm 0.6 kg·m (52Ib-in.) Blue

H.T . lead bracket bolts JS44Q·A l,A 1 A,A2,A3,A4,A4A 2 10 mm 0.6 kg·m (52Ib-in.J Blue ,

• Hull .

, Engine cover band bolts 2 10mm 0.6 kg-m (52 Ib·in .) Blue

• Handle Pole/Switches , Handlebar clamp screws

I JS440·A l ,A 1 A,A2 4 Screwdriver 1.8kg·m (13Ib-h) Rod

• JS440-A3,A4,A4A,A5 4 6mm allen 1.B kg-m (13 Ib-ft) R.d ~ Handle pole bracket bolts 4 13 mm 2.2 kg·m (16 Ib-ft) Rod

Handle pole pivot bolt 1 22mm 1.4 kg-m (10 Ib-ft) -I

'-' Handle pole pivot nut 1 22mm 3.5 kg-m (25 Ib-ft) Blue

Start /Stop switch clamp screws

• JS440-A 1 ,A 1 A,A2,A3,A4 2 Screwdriver 0.75 kg·m (65 Ib-in.) Blue · JS440-A4A,A5 4 Screwdriver Hand tighten Blue

• Steering cable bracket screws JS440-A 1 ,A l A,A2 2 Screwdriver 0.6 kg-m (52 Ib-ird Blue

Steering cable bracket bolts , JS440-A3,A4,A4A,A5 2 10 mm 0.6 kg-m (52Ib-in.) Blue • Steering pivot stud and top nut 1 27 mm 4_0 kg-m (29 Ib·ft) . Blue , , Steering prate mounting screws

JS440-A 1 ,A 1 A,A2 6 Screwdriver 0.75 kg-m (65 Ib-in.) 81ue

• Steering plate mounting bolts · • JS440·A3,A4,A4A,A5 6 10mm 0.75 kg.m (65 Ib-in .) Blue

• Switch harness clamp screw • , J$440-A2,A3,A4,A4A,A5 1 Screwdriver 0.6 kg-m (52 Ib·in.) Blue

• Throttle bracket screw -r JS440-A4A,A5 , 1 Screwdriver 0.75 kg-m (65 Ib-in.) Blue Throttle cable threads at handlebar , 1 10 mm Blue

• • • - . Fuel Tank

• • • Fuel filter mounting screws JS440-A l,A l A,A2 2 Screwdriver 0.6 kg-m (52Ib·in.) Blue

I Fuel filter mounting bolts

• JS440-A3,A4,A4A,A5 2 10mm 0.6 kg·m (52 Ib-in_) Blue

• Fuel tap knob screw 1 Screwdriver Hand tighten Blue

• Fuel tap mounting screws ~ · • '-'" JS440-A l,A l A,A2 2 Screwdriver Hand t ighten Blue , Fuel tap mounting bolts JS440-A3,A4,A4A,A5 2 Bmm Hand tighten Blue

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14 TORQU E AND LOCKING AGENT

FASTENER QTY TOOL SI ZE TORQUE lOC-TITE

Engine Mount Bed to engine bolts 4 22mm 4.8 kg-m (35 Ib-ft) Blue Bed to rubber damper bolts 4 17 mm 3.7 kg-m (27 Ib·n) Blue Bracket to hull bolts

JS44Q-A lA lA,A2 8 6 mm allen 2.5 kg-m (18 lb-ft) -JS440·A3,A4,A4A,A5 8 13 mm 2.5 kg-m (t alb·ft) -

Rubber damper to bracket bolts 8 13 mm 2.2 kg-m (16 Ib·ft) Blue

Drive Shaft Bearing housing cover bolts 3 13 mm 1.6 kg-m (12 !b-f t) Blue Bearing housing grease nipple 1 10mm Hand tighten Blue Bearing housing mounting bolts 4 13 mm 1.6 kg-m (12 Ib-h) -Coupling cover bolts 3 10mm 0 .6 kg-m (52 tb-in.) R,d Driven coupling 1 Coupler 2.7 kg-rn (20 Ib·ft) -

Spanner Impeller 1 32mm 0.5 kg-m (43 lb· in.) -

Jet Pump J et pump cover screws

J$44Q-A 1 ,A 1 A ,A2 4 4 mm alien 1.0 kg-m (87 Ib·in .) -Jet pump cover bolts

JS440·A3,A4,A4A,A5 4 10mm 1.0 kg·m (87 Ib·in .) -Jet pump 9;ate screws

JS440·A l ,A 1 A,A2 3 4 mm allen 1.0 kg ·m (87 Ib·in.) -Jet pump grate bolts

JS440·A3,A4,A4A,A5 3 lOmm 1.0 kg·m (87 lb· in.) -Jet pump mounting bolts 4 8 mm allen 2.2 kg ·m (16Ib·ft) R,d Jet pump nozzle mounting bolts

JS440·A 1,A lA,A2 4 6 mm allen 1.6 kg·m (1 2 Ib·ft) Rod JS440·A3,A4,A4A,A5 4 13 mm 1.6 kg·m (T 2 Ib·ft) R,d

Jet pu mp steering nozzle pivot bolts 2 4 mm allen Hand tighten Rod Pump case cooli ng elbow 1 Hand tighten R,d Pumpcase grease nipple 1 10 mm Hand tighten Rod Pump nozzle bilge fitting 1 12 mm Hand tighten Rod

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Note: Loc·Tite may signi f icantly increase the torque necessary to remove a fastener. Be careful when applying extra force as this r isks damaging the parts. T he proper locking agent is Loc·Tite " Lock 'n Se~I" (blue) or Stud 'n Bear ing Mount (red) as indicated. Apply Loc·Tite as indicated in Loc·Tite column. Those fasteners not indicated do not require Loc·Tite application.

Sealant Application

Apply silicone sealant (GE RTV lOB or equivalent) to the mounting surfaces of all the following parts:

Bearing holder Control panel Fuel cock case Exhaust tail pipe Jet pump

Edge of water intake Outlet

Magneto stator screws Fuel cock flange and screws Hand lepole bracket Electric box Head gasket

(to hull ) (to hu ll) (to hull) (to hull)

(to hull) (to jet pump)

(to front deck) (both sides of gasket! (both sides of gasket)

Apply water resistant grease to the mount ing surfaces of the following parts:

All wiring grommets and sealing caps Battery terminal boots Starter O·ring Connect6r cap a·r ing Magneto cover a·ring

(inside) (to crankcase)

(to electric box) (to crankcase)

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ENGINE PERFORMANCE CURVES

TOAlaUE

I---"

3 0

2 5

OUTPUT~

2 0 V

~ L FUEL CONSUMPTI ON RATE

1 5 .

, 0 FUEL~ONSUMPTION

....----~ 5

/

3 4 . 5

ENGINE RPM >< 103

f---

-

--

6

4

3

2

E

" '" w ~ d a: o >-

5 00

4 00

3

1

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-' 00 W

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5 c --' 2 0 >-.. '" 0 ~

'" ·2 0 U -' W ~ ~

5

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16

PERIODIC MAINTENANCE CHART

NOTE : Complete the Pre·Ride Checklist before each outing. Refer to Owner's Manual.

Frequency Init ial Every Every 10 25 100 Page

Description Hours Hours Hou rs No.

Check all hose clamps, nuts, bolts, and fasteners. • • 'Torque cylinder head nu t s. • • 30

Grease throttle cable f itting a t carb • 24 Clean and gap spark plugs (replace if necessary) • I. Check battery level • 20 Lubr icate d r ive shaft bearing holder • 24 Lubricate jet pump bushing • 24

• Lubricate handlebar pivot (disassemble) • 54 Clean fuel sediment bow l and filter • 23 I nspect fuel vent check valve • 23 Adjust carburetor • 17

Lubricate magneto housing (WDAD) • 24 Lubricate choke knob shaft. cable, and carburetor pivot arm (WOAD) • 24 Lubricate throttle lever pivot (WDAD) • 24 Clean bilge line and filter • 25 Clear, cooling water lines • 25

- Inspect impeller blade for damage (remove) • 75 Inspect/clean flame arrester • 50

·Decarbonize pistons, cylinder head, exhaust manifold • • Check ign ition t iming • 18 "To rqu e f lywheel nut • 40 'I nspect/replace coupl ing rubber - • 72

Check/ replace carb throttle shaft nylon bushing for wear • Check thronle return spring •

-THESE ITEMS MUST BE PERFORMED WITH SPECIALI ZED TOOLS. SEE YOUR AUTHOR ­IZED KAWASAKI JET SK I DEALER FOR SERVICE, UNLESS YOU HAVE THE PROPER EQUIPMENT AND MECHAN ICAL PROFICIENCY.

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ADJUSTMENTS

INTRO~UCTION

Adjustments shall be made in accordance with the Periodic Maintenance Chart or whenever troubleshooting or presence of symptoms indicate that adjustments may be required. Whenever running of the engine is required du ri ng maintenance it is best to have the Jet Ski in water. If this is not possible an auxiliary cooling supply must be used.

00 nor run the engine without cooling water supply for more than 15 seconds or severe engine and exhaust system damage wifl occur.

An auxiliary cooling supply may be used if the Jet Sk i cannot be operated in water during adjustments. If possible, always operate the Jet Ski in water rather than use an auxil­Iary .cool ing supply_ Obta in the following items: (1) a standard garden hose and (2) a garden hose adapter, which may be found at a hardware store.

, Adapter .

3/B" or 7/ 16" Male Hose Fitting

Garden Hose

~ Female Garden Hose Fitting

• Screw the adapter onto the garden hose. • Locate the coo ling hose that runs from the- jet pump

through to the engine. Disconnect the rubber hose from the pipe just forward of the bUlkhead .

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• Attach the adapter (from the garden hose) to the engine water coolant hose, and secure the hose clamp.

• Attach the garden hose to a faucet. Do not turn on the water until the engine is running and turn it off immedi· ately when the engine stops. The engine requires 2.4fJ min (2.5 qts!min) at 1BOO rpm (idle) and B.5fJmin (9 qts! min) at 6000 rpm.

Insufficient cooling supply will cause the engine and/or exhaust system to overheat and severe damage will occur. Excessive cooling supply may kill the engine and flood the cylinders, causing hydraulic lock. Hydraulic lock will cause severe damage to the engine. If the engine dies while using an auxiliary cooling supply, the water must be shutoff immediately.

• After completion of the job, disconnect the garden hose and adapter and reconnect the engine cooling hose and secure the clamp.

MIXTURE SCREWS - STATIC ADJUSTMENT

The normal idle speed setting is the lowest at which the Jet Ski w i ll run rel iably while sti ll producing enough thrust to circle back to the rider after a spill. Turn the idle adjust· ment screw as required to reach this setting.

To set each screw, turn it in until it seats lightly, and then back it out the specified number of turns.

MIXTU RE SCREW Low Speed (front, lower)

JS440·A l,A 1 A,A2,A3,A4,A4A . JS440·A5.

High Speed (rear, upper) JS440-A l,A 1 A,A2,A3 . JS440·A4,A4A .. JS440·A5 ....

[~~~.@ ,

TURNS OPEN

. . 5/B , .1

3/4 . .. 1

. . . . . 5/8

Do not force the mixture scre~ into their sears.. You could damage the screws or the carburetor.

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18 AD JUSTMENTS - IGNITI ON TIMING

Operating the Jet Ski with the high speed screw at toO lean a setting (screwed in clockwise too far) CQuid cause serious engine damage.

Be careful if the engine cover is removed while the boat is in the water. The cover will not float, and you may submerge the Jer Ski.

These settings will normally give proper performanc"e and fuel economy.

IGNITION TIMING

The Jet Ski employs a magneto COl (capacitor discharge ignit ion) system which has no moving parts to wear, so tim­ing adjustment should rarely be required. However, since incorrect ignition timing can cause poor performance, the timing should be checked according to the Periodic Mainte­nance Chart, and any t ime magneto or electric box compo­nents have been disassembled or replaced. To check igni· tion timing:

• Be sure the fuel tank is less than 1/3 full. Remove the tank hold-down straps and loosen the fuel filier hose clamp. Lift the tank out and set it beside the hull.

WARNING'

When remov ing and inst alling the fuel tank, and while it is out of the hull, be careful not to spill fuel out the open filler tube neck. Work in a well ventilated area and k eep away from sparks, f lames, and smok ing materials.

• Remove the magneto cover. • Reconnect the battery ground at the starter (JS440·A2

and earlier). • Remove the spark plug from the forward cylinder and

install a dial indicator (special tool PIN 57001·402) in the plug hole.

• Position the forward piston at top-dead center.

• I nstall a rigid pointer and align it with the "T" mark on the flywheel.

• Remove the dial indicator and replace the spark plug . and its lead.

• Connect a strobe type timing light to the forward spark plug lead, fOllowing t he manufacturer 's instruct ions. Use an electronic (wireless) tachometer or vibrating mechanical tachometer to measure rpm.

• Start the engine, run it at approximately 6000 rpm, and direct the light at the pointer and timing marks. If ignition timing is correct, the light will flash as the "F" mark aligns with the pointer. Shut off the engine.

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Do not touch the spark plug leads wh ile the engine is running as they will transmit a power­ful electric shock.

Do nor run the engine for more than 15 seconds without cooling water. Do not apply more than 1/4 throttle with no load on the engine.

• If Ihe timing is incorrect, loosen the stator plate set screws through the holes in the flywheel, and reposition the stator plate as necessary.

When adjusting the stator plate, take care not to damage the coil windings.

• Tighten the set screws and recheck the timing. • When the ignition timing ·is properly adjusted, remove

the timing light and the pointer. • Replace the magneto cover, using si licone sealant. • Replace the fuel tank.

SPARK PLUGS

The standard spark plugs are NGK 67ES or Champion N4G, set to a 0.7-0.8 mm (0.028- 0.031 in.) gap. Since the Jet Ski engine is water-cooled and is generally operated at a constant throttle opening, cylinder head temperature is relatively stable. For this reason, if the engine is in good condition and properly tuned, and the proper fuel/oil mix is used, it should not be necessary to use the spark plugs of a different heat range. Since spark plugs of the wrong heat range can cause extensive engine damage, only the standard spark plugs are recommended.

ADJUSTMENTS - SPARK PLUGS 19

SPARK PLUG

1. TERMINAL 2. CEMENT 3. WIRE PACKING 4. GASKET 5. INSULATOR 6. CENT ER ELECTRODE 7. SIDE ELECTRODE

Inspection and Replacement

Remove each plug and inspect the ceramic insulator. The appearance of the insulator re flects the efficiency of the combustion process. When the engine is operating properly, the plug insulator should be clean and show a light brown color. If the insulator looks glazed or very whi te, if the electrodes appear overheated, or if there are gray metallic deposits on the plug, combustion chamber temperatures are too high. Refer to Troubleshooting .

As excessive operating temperature can cause serious engine damage, the cause should be located and corrected immediately.

A dry, sooty black deposit on the insulator indicates an overly rich fuel/air mixtu re. Check for correct carburetor adjustment. If the black deposits are wet and oily, an improper oil type or mixing ratio may be the cause.

Clean the electrodes and the ceramic insulator around the center electrode by scraping off any deposits or by us­ing a sand blasting device. Make su re that all abrasive p(lrticles are removed from the plug and clean the plug in

c. .... bon Fouling Oi l Fou li nl

,

20 ADJUSTMENTS - BATTERY

a high flash point solvent. If the gap has widened, reset it to the standard 0.7 -0,8 gap. If the electrodes are badly worn or burned, replace the plug. A spark plug must also be replaced any time there is visible damage such as cracked ceramic or damaged threads.

Not e: If the spark plugs are replaced by any other than the recommended NGK B7ES or Champion N4G, make sure that the replacement plugs have the same:

1. thread pitch 2. reach (length of threaded portion must be 19 mm) 3. diameter (d iameter at threads must be 14 mm) 4. electrode configuration (standard. not projected insu ·

lator or racing type) 5, heat range.

BATTERY

Electrolyte level

Keep the electrolyte level between the upper and lower level marks on the side of the battery case. When it gets

low, remove the battery fi ller caps and add only distilled water until the electro lyte level in each cell reaches the upper level mark.

Removal

WARNING'

Heed the battery safety label shown here.

POISON /DANGER CAUSES SEV ERE BURNS

Conlllns sulfu'lC .tld · A~ood con l'C! WIth SkIn . IVes o. clo thIng ·Antldotl EXTER NAL .fluSh WIth wl tel INTER NAL .Dflnk Illge quantlt"" wlte. 01 mIlk Follow WIth mIlk of mlgneSI' . be.tln Igg 01 ~'9 011

C.II phYSlClin ""med,.tely Eyes f~h w.th w-'" 10' 15 ml ..... tu and

get p.ompt ..... doe.J .nenuon B."",· .. s P.odUCI • • ploSl~' 91S1S KHP "P,,,ks. H ...... clg,, ' "'' . WlY V.nt.· I,n. wl\en ch"glng O. USIng In en· cloSOld S~C. Alw.rs sh .. 1d IYes wh"n wo,k",g nu, bllt"",

KEEP OUT Of REACH OF CHi l DREN

DlSTR. BY KAWASAKI MOTORS CORP.

SANTA ANA. CA. 92705

Removal and charging of the battery is necessary when the electrolyte specific gravity reading is below 1.200 at 200C (6So F).

• Disconnect the black (ground) lead, and then the red lead from the battery . On JS440·A3 and later, discon· nect the ground wire from the intake manifold.

• Release the two rubber hold~own straps securing the battery.

• lift the battery out of the hull. • Clean the term inals.

BATIERY TROUBLESHOOT ING GU IDE

GOOD BATTERY SUSPECT BATTERY ACTION

Plates (+) chocolate color wh ite (sulphated); + plates broken Replace (-I gray or corroded

Sedimer:t none, or small amount sediment up to plates, causing Replace short

Voha!:18 above 12 volts I below 12 'JOlts Test charge

Electrolyte level between upper and lower below lower level mark Fill and Test charge level marks

Specific gravity above 1.200 in all cells; no two below 1.100 or difference of Test charge cells more than 0 .020 different more than 0.020 between two

> cells

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Chargin!l

WARNING.

Keep sparks and open flames away from the battery during charging, as the battery gives off an explosive gas mixture of hydrogen and oxygen.

• Leaving the caps off the celis, connect the battery to a charger. Set the charging rate at t.6 amps, and charge it for 10 hours.

If the temperature of the electrolyte rises above 4!PC (11!PF) during charging, reduce the charging rate to bring down the temperature, and increase charging time proportionately.

• After charging, check the electrolyte level in each cell. If the level has dropped, add distilled water to bring it back up to the upper line.

• Check the results of charging by measuring the specific gravity of each cell, and by measuring battery voltage. The specific gravity of the electrolyte should be equal to that of the electrolyte which was installed in the battery during initial service. Normally this will be 1.26 at room temperature, but it may vary by geographical location. Battery voltage should be 14.5 -15.5 V.

Installation

• Install the battery in the reverse order of removal. • After connecting the battery, coat the terminals wi th

grease.

CONTROL CABLE AOJUSTMENT

Choke Cable

• When the choke knob is pushed in, the choke butterfly valve in the carburetor should be completely open. Check that the bellcrank is up all the way with minimal cable slack .

ADJUSTMENTS - CONTRO L CABLE 21

• Adjust the choke and take up any excess slack in the choke cable with the cable adjuster nuts. Tighten the nuts when done.

• When the choke knob is pulled out all the way, the chok e butterfly valve should be completely closed with the bellcrank all the way down.

CHOKE PIVOT ARM

CHOKE

BELLCRANK:';:CIlro"-:,,,' :=,fY

CHOK E OPEN IPUSHED INI

Throttle Cable

CHOKE CLOSED IPULLEO OUTI

• The throttle linkage on the carburetor should rest against the idle adjust screw when the lever is released. Check that the bellcrank is up all the way with slight cable slack.

• When the throttle lever is fully applied (squeezed), the throttle bellcrank should be all the way down against its stop.

• If adjustment is necessary, loosen the set screw in the bellcrank connector.

• Pull the throttle lever back against the handle grip, push the bellcrank down against its stop, and tighten the connector set screw.

THROTTlE PIVOT ARM

THROTTLE C;:=--~--==J STOI'1'ER

CONN fCl 0R THROTTLE l!:':;t~~~~ SET SCREI'I BELLCRANK-

THROTTlE CLOSED (RElEASEOI

THROHLE OPEN IAPPLIEDI

• Minor adjustments may also be made at the throttle control lever by loosening the cable lock nut and turn­ing the adjuster, then retightening the lock nut.

•

22 ADJUSTMENTS - CONTROL CABLE

• Check throttle cable routing to be sure it does not bend sharply at the steering pivot nut at both ex tremes of handlebar swing.

Note: Do not lubricate the- throttle cable. Lubricants can attract and hold sand and dirt in the cable. The throttle lever must return to the fully closed position when released .

• Inspect the throttle return spring and shaft bushings for wear according to the Periodic Maintenance Chart and replace if necessary.

I WARNING'

If the throttle does not return freely and com · pletely, it may cause loss of control.

Cable Boots

• To properly position the boots on the choke and/or throttle cables at the carburetor (JS440·A2 and later), pull the choke knob or throttle fully and hold it.

• Push the boot all the way down on the cable until it is fully compressed.

• Release the choke knob or the throttle and the boot is properly positioned.

Steering Cable

l.;

• Lower the handle pole and center the handlebar in a straight ahead steering position .

• Check that the steering nozzle is the same distance from each side of the pump cavity.

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ADJUSTMENTS - FUEL VENT CHECK VALVE, FUEL FILTER & SEDIMENT BOWL 23

• I f it is not, raise the handle pole and loosen the locknut on the steering linkage cable, Pull the connector free of the ball, and turn it to adjust the linkage. Reconnect and check again. When proper alignment is obtained, t ighten the locknut.

• As an additional check, turn the handlebar all the way to the left and right, and measure the distance between the nozzle and the edge of the pump cavity. It should be equal at both extremes.

FUEL VENT CHECK VALVE

The fuel tank is equipped with a rubber vent hose which terminates in the lower section of the handle pole. A small plastic check valve in the line allows air to enter the tank, but minimizes fuel spillage when the boat is tipped over.

Inspect the check valve when specified by the Periodic Maintenance Chart.

WARNING.

Loosen the fuel filler cap to relieve pressure before disconnecting any fu el lines.

• Remove the check valve from the vent line to the handle pole.

• Try to blow through each end of the check valve. Air should pass through freely in this direction:

and not in this direction:

• If the check valve fails one of these tests, it must be reo placed.

• Install the check valve with the arrow pointing toward the fuel tank.

FUEL FilTER & SEDIMENT BOWL

The Jet Ski is equipped with a fuel filter and sediment bowl to prevent dirt or other foreign material from entering the carbu reto r .

Clean the bowl and filter when specified by the Periodic Maintenance Chart.

WARNING.

Loosen the fuel filler cap to relieve pressu re before removing the sed iment bowl.

• Place a rag under the sed iment bowl to catch any spilled gasoline.

24 ADJUSTMENTS - LUBRICATIO N

I WARNING.

Gasoline is flammable and explosive under cer· tain conditions. Perform this operation in a welt venti lated area, away from sparks, fl ames and smoking materials.

• Unscrew the sediment bowl ring, and remove the bowl. There is a spring in the bowl which presses against the filter.

• Pull the filter down off the outlet tube and clean it .

• Make sure the small rubber O·ring is in place inside the filter neck, and push the filter up onto the outlet tube.

• Place the spring inside the bowl, and install the bowl with its large O-ring, t ightening the mounting ring securely, If the large O'ring, does not seal properly, fuel will not flow to the carburetor.

LUBRICATION

Do nor lubricate the steering or throttle cables

As in all marine craft, adequate lubrication and corro­sion protection is an absolute necessity to provide long, reliable service, Refer to the Periodic Maintenance Chart and Pre-R ide Checklist (Owner's Manual) for the frequency of the following items:

• Lubricate the following with WO -40, LPS, or equivalent penetrating rust inhibitor.

Throttle lever pivot.

Steering cable, jOints, and steering nozzle pivot _

Choke knob shaft, cable, and carburetor pivot arm.

Magneto (remove breather plug on magneto cover , spray, and replace plug).

• Lubricate the carburetor throttle cable clamp fitting with a high quality water resistant grease.

• Pack the bearing holder and the jet pump bushing with a high quality water resistant grease, using a hand grease gun on the grease fittings (2) provided . 'Apply grease only until resistance is felt . If more grease is forced in after the pump case is full. the mainshaft cou ld bind due to strain.

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ADJUSTMENTS - COD LI NG SYSTEM CLE AN ING, BI LGE SYSTEM CLEANING 25

• Disassemble and lubricate the handlebar pivot (Handle Pole Removal).

CODLING SYSTEM CLEANING

To prevent sand and salt deposits from accumulating in the cooling system, it must be flushed occasionally. Per· form the following operation according to the Period ic Maintenance Chart, or whenever you suspect the cooli ng system is blocked. See you r dealer for this service or obtain the following items: ( 1) a standard garden hose and (2) a garden hose adapter , which may be found at a hardware store.

r

Adapter .

3/8" or 7/16" Male Hose Fitting

Garden Hose

'«£:.J Female Garden Hose Fitting

• Screw the adapter onto the garden hose.

• Locate the cool ing hose that ru ns from the rear of the jaclteted exhaust pipe to the expansion chamber, ana disconnect it at the expansion chamber (lower fitting).

• Attach the adapter (from the garden hose) to the hose from the exhaust pipe (upper f itting), and secure the hose clamp.

• Connect the garden hose to a faucet, turn the water on, and let it run for five minutes.

• Turn off the water, remove the garden hose, and recon­nect the cooli ng hose at the expansion chamber .

BILGE SYSTEM CLEANING To prevent clogging, the bilge system should be flushed

ou t accord ing to the Periodic Maintenance Chart, or when­ever you suspect it is blocked. A garden hose and an adapter will be required, as in the cooling system cleaning procedu re.

• Disconnect both bilge hoses at the plastic breather fitting.

26 ADJUSTMENTS - BILGE SYSTEM CLEANING

• Connect the bilge filter hose to the garden hose adapter, turn the water on, and flush it out for about a minute. During this procedure, water will flow into the engine compartment. Do not allow a large amount of water to accumulate in the engine compartment. Place a protec­tive pad next to the boat, and turn the J et Ski on its left side to empty the engine compar tment.

• Connect the other hose (from the hull bulkhead) to the garden hose adapter, turn the water on, and flush it out

()

for several minutes. • Before reconnecting the hoses to the plastic breather

fitting, make sure the small breather hole on top of the fitting is clear. On J$440-A3 and later, the breather fitting is above and behind the battery on the bulkhead.

• Reconnect the bilge hoses,

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27

REMOVAL/DISASSEMBL Y

ENGINE TOP ENO OVERHAUL - IN HULL

Disassembly

• Disconnect the battery ground lead, the electric box ground wire, and the spark plug leads; and remolle the spark plugs.

• Disconnect the fuel lines and the crankcase pulse line from the carburetor.

• Disconnect the choke and throttle cables, remove the top ad j uster locknuts, and remove the cables from the carburetor bracket.

• On JS44Q·A 1 and A 1 A, loosen the carburetor clamp screw and pull the carburetor /flame arrester out of the rubber holder.

~on JS44Q·A2 and later, remove the two cylinder head nuts holding the carburetor bracket to the head. Un­screw the carburetor hold down nuts and lift the carbur­etor/flame arrester from the intake manifold.

• Disconnect the water hose from the front of the cylinder head.

• loosen the exhaust resonator clamp on the expansion chamber, and take out the two exhaust pipe flange nuts and two expansion chamber brace bolts.

• Remove the exhaust pipe and expansion chamber assembly.

• Remove the cooling water inlet hose from the rear of th~ exhaust manifold.

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28 REMOVAL/DISASSEMBLY - ENG INE TOP END

• Remove the cap nuts and washers securing the cylinder head.

• I f necessary, tap the cylinder head with a soft mallet to free it, and remove the head with its gasket.

• Tap the cylinder block to free it from the crankcase, and raise it about 40mm. Stuff clean rags into the crankcase openings to prevent dirt or foreign objects from falling into the crankcase.

• Remove the cylinder block from the crankcase.

• Raise the forward piston, remove its forward pin circlip, and remove the piston pin using the piston pin puller (PIN T57001·910).

• Remove the piston and mark it "F" (f ront) so it can be identified for location during reassembly.

• Remove the small end bearing from the connect ing rod and store it with its piston.

• Raise the rear piston and remove it, using the same pro­cedure. Mark this piston "R" (rear). Be sure to keep each piston assembly (piston, rings, pin, and small end beari ng) together as a set so that aU parts can be assem· bled in their original location.

• Remove the rings using the piston ring pliers (PIN 5700t-115). If the pliers are not available, spread the ends of the ring with your thumbs, push the other side of the ring up, and take the ri ng off the piston.

• Refer to Maintenance (Cylinder) for inspect ion and reo pair of parts.

Assembly

• If any parts in the piston assembl ies require replace­ment, or if the cylinder is honed or replaced, be sure to check the critical clearances of the new parts against the values given in Service Limi ts.

LETTERS

• Collect the rear piston parts. I nstall the piston rings, re­turn ing each to its or iginal groove. I f new r ings are being installed, they may go in either groove. Be su re to install the rings with the letter mark facing upward.

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FLAT RINGS

KEYSTONE RING

Note : JS440·A4A and earlier models use two flat type rings per piston. The JS440-AS uses a single keystone type ring per piston.

Do not mix flat type and keystone type pistons and rings.

• Install a new piston pin circlip on the piston's forward side. (The arrow on the piston crown will point to the left.)

New eire/ips must be used to prevent engine damage.

• Raise the connecting rod for the rear piston. • Using engine oil, lubricate the small end bearing and

insert it into the connecting rod eye. • Using engine oil, lubricate the piston pin and the pin

holes. • Mount the piston on the connecting rod with the arrow

on its crown pointing to the left (exhaust) side of the engine. Use the piston pin puller to install the pin.

• Install a new rear circlip and make sure it is properly seated in its groove.

• Raise the forward connecting rod, and repeat the pro· cedure above to install the forward piston.

• Remove the rags from the crankcase openings. • Set the new cylinder base gaskets in place on the crank·

case.

REMOVAL/D ISASSEMBLY - ENG INE TOP END 29

• Position a piston support (PIN T57001·170) under each piston.

• Make sure the piston ring and gaps are located at the pins in the ring grooves. Install the ring compressors,

• Thoroughly oil the cylinder bores. • Fit the cylinder block onto the crankcase studs and over

the piston, letting it rest on the ring compressors.

• Work the cylinder block down, to push the ring com· pressors, until all the rings are inside the cylinder.

Do IIOt force it. Make sure the rings are in position.

• Remove the ring compressors and slide the cylinder down to the piston supports.

• Remove the piston supports taking care not to damage the base gaskets, and seat the cylinder block against the crankcase.

30 REMOVAL/DISASSEMBLY - EN GI NE TOP END

• Apply a thin coating of silicone sealant to a new head gasket. Do not block any of the holes in the head gasket with sealant .

JS440-A5

ALIGN

• On JS44Q·A4A and earlier models, install the cylinder head gasket on the cylinder with the wider part of the metal sealing ring on top. On the JS440·A5, align the tab on the head gasket with the cylinder head water hose fitting.

• Install the cylinder head with the water hose fitting pointing forward.

JS440·A4A and earli er

JS440-A5

• Put on the cap nuts with washers. Following the se­quence shown, tighten the nuts, first to 1.4 kg-m (10 Ib-ft) of torque, then to 2.2 kg-m (16Ib·ft) of torque.

• Connect the cooling water i~le ( hose at the rear of the exhaust manifold.

• l ower the ex pansion chamber/exhaust pipe into place with a new gasket on the manifold connection . The end of the expansion chamber must slip into the resonator with the clamp loosely in place. Put the nuts on the manifold studs, but leave them loose. Put in the two expansion chamber brace bolts with Loc-Tite Lock 'n Seal (blue), leaving them loose as well.

• Tighten the flange nuts to 1.6 kg ·m (12 Ib·ft) of torque.

• Tighten the brace bolts to 1.4 kg·m (10 Ib-ft) of torque. • T ighten the exhaust resonator clamp onto the expansion

chamber outlet. • Connect the water hose between the front of the cylin­

der head and the exhaust pipe, and tighten its clamps.

• If the intake manifold has been removed, install it with a new gasket.

• On JS440·A l and AlA, install the carburetor/flame arrester into the carburetor holder. Tighten the clamp screw so that the ends of the clamp are 2 to 4 mm apan. Remove the two cylinder head nuts (numbered 2 and 5 in the torque sequence) to mount the carburetor steady bracket, if equipped. Torque the two head nuts to 2.2 kg·m (16 ft -Ib) .

• On JS440-A2 and later, remove the two cylinder head nuts (numbered 2 and 5 in the torque sequence) to mount the carburetor steady bracket. Install the carbur­etor/ flame arrester on the intake manifold and tighten the hold down nuts to t.O kg'm (87 Ib·in .) of torque. Replace the two head nuts but do not tighten them yet. Loosen the carburetor bracket nuts (bolts on JS440-A5) for correct positioning. then tigh'ten them securely. Torque the t'loO cylinder head nuts to 2.2 kg·m (16 Ib·tt),

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• Connect the fuel and pulse lines, and the choke and throttle cables to the carburetor.

All fuel lines must be kept clear of engine components. Make sure none of the lines are pinched or kinked.

• If rubber boots are present on the throttle and choke cable at the carburetor (JS440·A2 and later)' they should be positioned on the cable as follows. o Pull the choke knob or the throttle fully and hold it. o Push the boot all the way down on the cable until it

is fully compressed. o Release the choke knob or the throttle and the boot

is properly positioned.

• Install the spark plugs.

• Connect tt-e battery and electric box ground leads. Apply water resistant grease to the inside of the battery term­inal rubber boots, then slide the boots over the battery terminals.

• Start the engine to check for fuel leaks, exhaust leaks, and excessive vibration.

I WARNING.

Do not ru n the engine in a closed area. Exhaust gases contain carbon monoxide, a colorless, odorless, poisonous gas wh ich can be lethal.

Do not run the engine for more than 15 seconds without cooling water.

ENGINE

Removal

REMOVAL/D ISASSEMBLY - ENGINE 31

• On JS440·A 1, A 1 A, and A2, disconnect the battery ground lead from the negative 1- ) battery terminal, then the red positive !+l lead from the battery. On the JS440-A3 and later, disconnect the negative (- ) lead from the engine, and then the positive (+) lead from the battery.

• Remove the battery hold down straps and lift out the battery.

• Disconnect the electric box ground wire from the engine. • Disconnect the fuel supply line and the fuel return line

from the carburetor.

• Disconnect the choke and throttle cables at the carburetor.

• Remove the top acijuster locknuts, and remove the cables from the carburetor bracket.

•

32 REMOVAL/DISASSEMBLY - ENGINE

• Disconnect the exhaust pipe water hose at the front of the cylinder head.

• Loosen the exhaust resonator clamp on the expansion chamber, and take out the two exhaust pipe flange nuts and two expansion chamber brace bolts.

• Remove the exhaust pipe/expansion chamber from the engine as a unit.

• Disconnect the cooling water inlet hose from the exhaust manifold.

• Disconnect the spark plug leads. • Remove the wiring band holding the magneto harness

and the engine ground wire.

• Remove the two bolts securing the magneto connector cap to the electric box. Separate the cap from the box. Be careful not to lose the a.ring that goes between the cap and the electric box.

• Separate the 6·pin connector connecting the magneto wiring cable to the electric box.

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• Remove the starter cable from the starter.

• Loosen the four engine bed bolts.

• Take out the shims z.nd mark them as to location. The shims must be put back in the same place when the engine is reinstalled, or the drive coupler will not be properly aligned. This can cause excessive vibration and accelerated drive train wear.

REMOVAL/DISASSEMB LY - ENG INE 33

• When all the shims are removed, remove the four engine bolts, slide the engine forward and remove the engine from the hull.

• Remove the coupling cover bolts and remove the coup­ling cover.

DisassemblV • Remove the engine from the hull. Make certain that

exhaust manifold, spark plug holes, and any other open­ings are plugged with clean rags and clean any sand, salt, and dirt from the engine.

• Disconnect the pulse line from the carburetor. • On JS440-A 1 and A 1 A, loosen the carburetor Clamp

screw and pull the carburetor/flame arrester out of the rubber holder.

• On JS440-A2 and later, remove the two cylinder head nuts holding the carburetor bracket to the head. Un· screw the carburetor ho ld down nuts and lift the carbur· etor/flame arrester from the intake manifold.

.,...

34 REMOVAL/DISASSEMBLY - ENGINE

• Remove the cap nuts and washers from the cylinder head.

• Remove the cylinder head . Use a soft face mallet to break it loose, if necessary .

• Optional: Remove the intake manifold (6 bolts) and the exhaust manifold (12 bolts). Again use a soft face mallet to break them loose if necessary.

• Break the cylinder loose from the crankcase and raise it about 40 mm. Place clean rags in the crankcase openings to prevent dirt or foreign material from falling into the crankcase.

• L ift the cylinder block from the crankcase.

• Remove the piston circlips and then remove the piston pins, using the piston pin puller (PIN T57001·910). Mark the pistons to identify them as forward and rear. and keep each piston, pin, and small end bearing to­gether as a set .

• Remove the 2 bolts and ground cable (JS44Q-A2 and earlier) at the front of the starter.

• Remove the 4 bolts securing the magneto cover and re­move the magneto cover.

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• On JS440-A4 and earlier, remove the coupler center bolt and washer using the coupler/flywheel spanner (PIN W56019-002) and a 21 mm socket. Insert the coupler adapter (P IN W56019·QOll into the center of the coupler to protect the crankshaft and remove the coupler with a small 3-jaw gear puller.

• The JS44Q-A4A and AS have internally threaded drive couplers. Use the flywheel puller (PIN T57001 -259) to hold the flywheel, then unthread the coupler from the crankshaft with the coupler/ flywheel spanner (PIN W56019-002J .

REMOVAL/DISASSEMBLY - ENG INE 35

• On JS44Q-A4 and earlier, remove the 4 rear oil seal housing bolts. Take off the housing assembly and gasket.

• Flatten the tabs on the flywheel nut metal lock washer. Hold the flywheel using the coupler/flywheel spanner (PIN WS6019-002) and remove the flywheel nut .

• Remove the flywheel using the flywheel puller (PIN TS7001 -2S9).

Do not strike the flywheel with a hammer as the magnets may be damaged .

-------------------------------------------0'

36 REMOVA L/DISASSEMB LY - ENG INE

• Remove the woodruff key from the crankshaft end.

• Remove the 2 screws holding the magneto stator onto the crankcase halves.

• Turn the engine upside down and remove the 4 engine mount bolts. Don't mix these boits up with others, as they have a special thread. Remove the engine bed,

• Remove the two bolts at the rear of the starter and re­move the starter.

• Remove the 3 small bolts located two on one side and one on the other side of the magneto housing. Remove the 10 cap nuts (bolts on the JS440-A5) holding the crankcase halves together.

• Hold the engine by the ends of the crankshaft, and tap lightly on the ends of the crankcase studs w ith a plastic or leather mallet !o separate the cases.

• Lift the crankshah assembly out of the lower case half.

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Note: Do not remove magneto leads, as follows, unless the magneto stator and leads require replacement.

• Using a pair of small long-nose pliers, hold the spring retainer in the connector pin and slide the pin out of the connector.

• Loosen the grommet on the connector cap; then pull the wires, one at a time, through the hole of the connec­tor cap_

• Apply a little WDAD on the rubber grommet and pull the wires, one at a time, through the rubber grommet. Remove the tube from the wire cable.

• Remove the grommet cap from the lower crankcase. Apply a little WO-4D to the wires and grommet and carefu lIy remove the grommet from the wires.

• Pull the 5 leads through the hole in the lower crankcase.

Assembly

• Start with the engine clean and dry. If the upper crank­case half studs have been removed. tighten them to 0.8 kg·m (69 Ib·in.l of torque.

• If the brass pulse line fitting was removed from the lower crankcase half, apply silicone sealant and tighten it to 0.8 kg·m (69 Ib-jn.) of torque.

• If the magneto stator was removed. insert wires one at a time through the hole in the lower crankcase half. Apply a little WD·40 to grommet plug, then insert the wires through the grommet plug and cap. Lightly grease the grommet with water resistant grease and tighten cap to the crankcase. Pull the wires through the tube. Apply a

REMOVAL/DISASSEMBLY - ENGINE 37

little WO-40 to grommet plug. then insert the wires. On JS440·A3 and later, the tube that covers the wires be· tween the grommets must cover the ends of the grom­mets by 10 mm. Finally insert the connector pins into the connector. Pins 1 and 3 are light green (charging), pin 4 is red (exciter), pin 5 is black (ground) and pin 6 is gray (pulser).

• Lubricate the crankshaft bearings with engine assembly oil. Using high temperature grease, great the oil seal (three oil seals on JS440-A4A and A5) before instal ling on the crankshaft.

• Place the crankshaft assembly in the upper crankcase half, making certain the two bearing stop rings are in their grooves, and that the oil seal locating pin on the center bearing seal fits into the hole in the upper case half.

Note: The crankshaft assembly must not be forced into the crankcase. • Place the magneto stator assembly over the end of the

crankshaft.

• Make sure that mating surfaces of upper and lower crankcase halves are completely free of oil or contami­nation. Apply Kawasaki bond to the lower crankcase half mating surface.

• Install the lower crankcase half onto the upper half. Tighten the 10 cap nuts (bolts on the JS440-A5) to 2.2 kg.m (16 Ib-ft) of torque following the torque sequence shown above. Install the three 6 mm bolts (two on one side and one on the other side) in the magneto housing and tighten them to 0.6 kg-m (52 Ib-in.) of torque.

, 38 REMOVAL/DISASSEMBLY - ENG INE

• On JS44Q·A4 and earlier, grease the bearing side oil seal housing seal liberally with high temperature grease and the coupler side seal with water resistant grease, If new seals have been installed make sure they are installed level with the face of the housing.

• On JS440-A4 and earlier, install the housing and gasket. Apply Loc-Tite lock'" Seal (blue) on the 4 bolts and tighten, with flat washers and lock washers, to '.6 kg ·m (12 Ib-ft) of torque. Tighten them evenly to prevent binding.

• Align the magneto stator as shown here; apply a little silicone sealant to the 2 mounting screws and install them with the flat washers and lockwashers. Make sure the mark on the stator plate lines up with the boss on the paning line of the crankcase, and that the screws are Stlcurely tightened.

• If any parts in the piston assemblies require replacement, or if the cylinder is honed or replaced, be sure to check the critical clearance of the new parts against the values given in Service Limits.

• Lubricate the piston rings and install them on the pis­tons, returning each to its original groove. If new rings are being installed, they may go in either groove. Be sure to install the rings with the letter mark facing upward.

Note: JS440·A4A and earlier models use two flat type rings per piston. The JS440·A5 uses a single keystone type ring per piston.

FLAT RINGS

KEYSTONE RING

Do not mi}( flat type and keystone type pistons and rings.

• If both wrist pin circlips were removed from each piston , install new circlips on the side of each piston that faces the other piston.

New circlips must be used to prevent engine damage.

• Make sure the arrows on the pistons point toward the.,Ii exhaust side of the engine. Lubricat,the small end beast /. ings wi th engine assembly oi l and install the forward a" rear piston, bearing, and wrist pin on the corresponding connecting rod.

LETTERS

• Stuff clean rags in the crankcase to make sure that a circlip does not fall into the crankcase. Install the out· side circlip in each piston.

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• Remove the rags f rom the crankcase opening and install new base gaskets. Oil the main bearings through the holes in the upper crankcase at the transfer cutouts. Thoroughly oil each cylinder bore. Place a piston sup­port block under each piston and compress the rings with ring compressors. Make certain the rings are in position against the ring stop pins.

• If the exhaust and intake 'manifold were not removed from the cylinder, the two upper magneto cover bolts must be slipped into their holes from the cylinder (rear) side of the crankcase flange.

• Slip the cylinder over the cylinder studs and carefully down over each piston and rings.

, .

Do not force it. Make sure the rings are in their proper positions,

• Apply a thin coating of silicone sealant to a new head gasket. Do not block any of the holes in the t)ead gasket with sealant.

-REMOVAL/DISASSEMBLY - ENGINE 39

JS440-AS

ALIGN

• On JS440·A4A and earlier models, install the cylinder head gasket on the cylinder with the wider part of the metal sealing ring on top. On the JS440-AS, align the tab on the head gasket with the cylinder head water hose fitting.

• Install the cylinder head with the water hose fitting pointing forward.

JS440-A4A and earlier

JS440-AS

• Tighten the cap nuts and washers first to 1.4 kg·m (to Ib-tt), then to 2.2 kg·m .{16 Ib·ft) of torque. Follow the tightening sequence shown above.

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40 REMOVAL/DISASSEMBLY - ENGINE

• Wipe the front tapered portion of the crank wi th a rag and thinner to remove any old oil or grease, and lightly spray the taper with WD-4D. Install the woodruff key.

• Clean all the old oil or grease from tapered portion of the flywheel, threads and washer, then slip the flywheel on and tighten the mounting nut and washer to 16 kg·m (115 Ib-ft) of torque. Use the coupler/flywheel spanner to hold the flywheel. Bend up the washer locking tabs.

• Install the exhaust manifold with a new gasket, apply Loc-Tile Lock 'n Seal (blue) on the 12 bolts and tighten them to 0 .6 kg·m (52 Ib·in.) of torque. If the water cool· ing hose f itting was removed : coat the threads with seal­ant and tighten to 0.8 kg-m (69 Ib-io.) of torque.

• Install the intake manifold and 2 gaskets. Apply Loc­Tite Lock 'n Seal (bluel to the mounting bolts and tight­en them to 0.6 kg·m (52 lb-in.l of torque. Lealie the upper left-hand bolt loose (JS440-A3 and later use a stud and nutl for later attachment of ground wires.

• Make sure the D-ring is in good condition, lightly coat it with grease and place it on the starter.

• Mount the starter loosely with 2 small bol ts, 10ckYoGshers, and flat washers at the rear bra-::ket; and 2 large bolts, lockwashers, and flat washers on the crankcase flange. Use Loc ·T ite Lock 'n Seal (blue) on all four bolts. Remember to fasten the battery ground cable to the upper front starter mount oolt (JS440-A2 and earlier). T ighten the front bolts to 1.6 kg-m (12 Ib·ft) of torque .

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DRIVE COUPLING

STARTE] CRANKCASE

CLEARANCE

VIEW LOOKING AT REAR OF ENGINE

• Measure the clearance between the face of the starter rear bracket and crankcase and shim it as required with the 0.4, 0.6, and 0.8 mm shims listed in the parts cata­log. Tighten the rear bolts to 0.6 kg·m (52 Ib-in.) of torque.

FRONT

SPLAYED

ENGINE BED MOUNTING

(() .. ---- b · e

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ENGINE BED

ENGINE

REAR

f'==:;;;:;;;i-=~tt-- RIGHT Qf ANGLE

• Turn the engine over and install the engine bed. Use Loc­Tite Lock 'n Seal (blue) on the 4 engine mounting bolts. Tighten the bolts with lockwashers and flat washers to 4.8 kg·m (35 Ib-ft) of torque. These bolts are a special thread, non ISO and 22 mm.

Note: The engine bed's bolt pattern is symmetrical, but it must be installed the proper way. The bed's right angle moulHing tabs go to the rear (coupler end), and the 450

splayed tabs go to the Iront (magneto end).

REMOVAL/DISASSEMBLY - ENGINE 41

• On JS440·A4 and earlier, wipe Doth the tapered portion of the crank and the inside of the coupler with a rag and thinner. Lightly spray the taper with WD-40, slide the coupler on and tighten the 21 mm bolt and washer to 6.2 kg·m (4S Ib·ft) of torque, using the couplerlflywheel spanner (PIN WS6019-002) to hold the coupler.

• On JS440-A4A and AS, use the flywheel puller (P/N TS7001-259) to the hold the flywheel. Grease the crankshaft threads and torque the coupler to 2.7 kg-m (20 Ib-ft) wi t h the coupler/flywheel spanner (PIN W56019·0(2).

• Coat the magneto cover O·ring lightly with water resis­tant grease and install it in the magneto cover. Install the magneto cover and tighten the bolts to 1.6 kg·m (12 Ib·lt) of torque.

• On the JS440-Al and AlA, install the carburetor/flame arrester into the carburetor holder. Tighten the clamp screw so that the ends of the clamp are 2 to 4 mm apart. Remove the two cylinder head nuts (numbered 2 and 5 in the torque sequence) to mount the carburetor steady bracket, if equipped. Torque the two head nuts to 2.2 kg·m (16 b·lt).

• On JS440·A2 and later, remove the two cylinder head nuts (numbered 2 and S in the torque sequence) to mount the carburetor steady bracket. Install the carbur· etor/flame arrester on the intake manifold and tighten the hold down nuts to 1.0 kg-m (87 Ib·/n.) of torque. Replace the two head nuts but do not tighten them yet. Loosen the carburetor bracket nuts (bolts on JS440·AS) for correct positioning, then tighten them securely. Torque the two cylinder head nuts to 2.2 kg.m (16Ib·ft).

• Connect the fuel and pulse lines, and the choke -and throttle cables to the carburetor.

• Spray the spark plug threads with WO-40, and install the plugs. Tighten them to 2.S kg-m (18 Ib-ft) of torque.

• Re-torque the cy.linder head nuts after the first day's ride, with the engine cool.

Installation

• Before reinstalling the engine, inspect the hull and engine compartment for foreign objects and damaged parts. Clean the bilge filter. Inspect the muffler for visible leaks and proper installation. If the rubber mu ff ler hold-down straps are checked or cracked, they . will soon break. Replace them now.

42 REMOVAL/D ISASSEMBLY - ENG INE

• Slip the coupler rubber into the coupler half on the driveshaft. The hollow side of the rubber faces forward (hole toward engine). Do not fe-use a worn coupling rubber.

WEAR

WEAR ___ ~

• Set the engine in place, sliding it backward into the coupling rubber.

• Install the four engine bed bolts, bu t leave them loose. Starting with the original engine mount shims, check the alignment of the coupler halves by setting a short straightedge across them. Misalignment tolerances are as indicated.

• Slide the engine fight and left until the coupler halves will align with the straightedge on each side of the halves.

• Use the straightedge on top of the coupler to check ver· tical alignment, and shim the engine bed mounts as necessary.

Note: Coupler misalignmen l cannot exceed 0.3 mm in any direction.

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• Use a feeler gauge to check that the gaps between each coup­ler half and coupling rubber do not total more than O.Smm .

Off set ! No more than 0.3 mm

M,salignment (8-A)!No more than 0.6 mm

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L I' ( I-B-[

Total distance between cO lJpling mbbef and coupling faces.

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• When the coupler is properly aligned, apply Loc-Tite Lock 'n Seal (blue) to the engine bed bolts. This is best done one boh at a time: Remove one, apply the Loc­Tile, and replace it so that the other three bed boils maintain coupler alignment. Tighten the engine bed bolts to 3.7 kg-m (27 Ib·ft) of torque. and recheck the coupler alignment.

• Install the coupler COlier, using loc-Tite Lock 'n Seal (blue) on its three bolts and tighten them with lock ­washers and flat washers securely, Mal<.e sure the coupler will rotate without contacting the cover.

• Connect the electric box ground wire to the top rear intake manifold bolt (JS440-A3 and later use a stud and nut). Spray with WOAO and tighten to 0.6 kg·m (52 Ib·in.) of torque.

• Connect the spark plugs leads. • Push the throttle and choke control cables through the

carbu retor base plate and put on the cable adjuster locknuts with washers.

• Fasten the control cables to the carburetor linkage at their connectors, and adjust the cables (see Adjustments) .

• Connect the water inlet hose to the exhaust manifold, and tighten its clamp.

• Connect the starter cable to the starter, and slide the rubber boo t over the terminal.

• If the expansion chamber was disconnected from the ex · haust pipe, use a new gasket at the Joint and tighten the two bolts evenly to 1.4 kg.m (10 Ib-ft) of torque. Re· torque the bolts after the first day's ride, with the eniline

· cool.

REMO VAL/DI SASSEM BLY - ENGINE 43

• Lower the expansion chamber/exhaust pipe into place with a new gasket on the manifold connection. The end of the expansion chamber must slip into the resonator with the clamp loosely in place, Put the nuts on the manifold studs, but leave them loose. Put in the two expansion chamber brace bolts with Loc·Tite Lock 'n Seal (blue), leaving them loose as well.

• Tighten the flange nuts to 1.6 kg·m (12Ib·ft) of torque.

• Tighten the brace bolts to '.4 kg.m (10 Ib·ft) of torque. • Tighten the exhaust resonator clamp onto the expansion

chamber outlet. • Connect the water hose between the front of the cylin·

der head and the exhaust pipe, and tighten its clamps. • Connect the fuel lines.

All fuel lines must be kept clear of engine compOflelllS. Make sure Ilone o f the lines are pine/Jed or kinked.

• Join the 6·pin connector and install the cap with its C'ring greased. S!!cure the cap to the electric box with two bolts . Install the band on the wiring harness.

• Set the battery in place, and secure the hold·demn straps. • Connect the red lead to the positive (+) terminal. Con·

nect the battery ground lead, Apply water resistant grease to the inside of the battery terminal rubber boots, then slide the boots over the battery terminals.

• Start the engine to check for fuel leaks, exhaust leaks, and excessive vibration.

44 REMOVAl/DISASSEMBLY - JET PUMP

Do nor run the engine for more than 15 sec­onds without cooling water.

I WARNING'

Do not run the engine in a closed area. Exhaust gases contain carbon monoxide, a colorless, odorless, poisonous gas which can be lethal.

JET PUMP

Removal

• Remove the battery to avoid spilling electrolyte. • Disconnect the spark plug leads and remove the spark

plugs. • Remove the fuel tank. • Tip the hull on its left side and support it.

• Remove the three water intake grate screws and remove the grate.

• Remove the four jet pump cover screws and remove the cover. Note: JS440·A3 and later use borts instead of screws.

• Unfasten the steering cable/nozzle connector by sliding the connector's spring-loaded sleeve forward, and pulling the connector free of the ball.

• Remove the two water hoses where they attach to the jet pump, taking note of how they are connected.

• Remove the four allen bolts holdi ng the jet pump to the hull, and note carefully where the alignment shims go under eacH mounting lug. They must be returned to the same position to properly align the pump with the !mpeller.

• Tap the pump lightly with a mallet, if necessary, and pull it to the rear to remove it.

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Disassembly

The seals and bushing in the jet pump should be removed only when replacement is necessary, as the parts will be damaged during removal.

• Remove the two allen bolts at the steering nozzle pivots, and remove the steering nozzle.

• Remove the four bolts securing the pump outlet to the pump case, and remove the outlet by tapping it with a mallet.

REMOVAL/OISASSEMBLY - JET PUMP 45

• Remove the snap ring and the two seals from the pump case.

• Carefully heat the pump case around the bushing and remove the bushing using a two·jawed puller and slide hammer.

• Remove the grease fitting inside the end of the pump case to avoid a hydraulic lock when the pump is installed on the driveshaft.

Assembly

• Cool the bushing in a freezer, and careful1y heat the jet pump case to 200o F.

46 REMOVAL/DISASSEMBLY - JET PUMP

• Grease the bushing and install it in the jet pump case using bushing/seal installation tool (PIN W56019·Q04).

• Allow the pump case to cool to room temperature, grease the oil seals, and install same as shown, using the bushing/seal installation tool.

IO •• K. RING THIN SEAL

- FRONT EASE

• Install the snap ring, making sure it is securely seated in the housing.

• Apply silicone seal lightly on the pump outlet's mating surface.

• [nstall the pump outlet onto the pump case with the four bolts using Loe-Tile Stud 'n Bearing Mount (red). The water hose fitting on the outlet should be on the same side as the fitting bn the pump case. Tighten the bolts in a cross tightening sequence to 1.6 kg·m ( 12 Ib­ttl of torque.

• I nstall the steer ing nozzle onto the pump case with the two pivot bolts, using Loc·Tite Stud 'n Bear ing Mount (red). The nozzle must be installed with its ball joint on the left side, opposite the pump case water hose fittings.

• Confirm that the nozzle swings smoothly by hand.

Insta llation

• Inspect the impeller for damage (Jet Pump Maintenance)' replace it if necessary (Driveshaft Removal).

• Smear· a little grease on the bearing surface at the end of the driveshaft.

• Apply silicone sealant l iberally around the ou tside edge -...../ of the pump intake area to form a seal between the pump and the hull.

• Carefully slide the pump case over the shaft and the impeller. Make certain the oil seals are not damaged dur­ing this operation.

• Start the four pump mounting bol ts into the hull. • Be sure to put any alignment shims back on the bolts

exactly the way they were originally installed. • If the bearings in the holder or the bushing in the case

have been changed, the shims may also need to be chang-ed to properly al ign the case with the impeller . If it -...J binds, the clearance around the impeller blades can be adjusted by changing the shims on the pump case mounting boi lS. There should be an even ai r gap of at least 0.1 mm all around the impeller .

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REMOVAL/OISASSEMBLY - ORI VESHAFT/BEARING HOLOER/ IMPELLER 47

• When the clearance is even, apply Loc-Tite Stud 'n Bear­ing MOUM (red) to the mounting Dolts. This is best done one mount ing bolt at a time: Remove one, apply the Loc·Tite, and replace it so that the other thJ~e mount· ing bolts maintain pump alignment. Tighten the mount · ing bolts to 2.2 kg·m (16 Ib·ft) of torque. and check once more for binding.

• Apply silicone sealant to the gap between the hull and the edge of the pump intake area as shown. (Any clear­ance in this area must be sealed.) Remove any excess sealant inside the pump intake where it would disturb the flow of waler.

• U :n9 Loc-Tite Stud 'n Bearing Mount (red) on the greas~fittjng, install it inside the pump outlet and lubri· cate wi th water resistant grease until resistance is felt.

• Reconnect the steering cable. • Reconnect the engine cooling and bilge drain hoses,

making sure each is connected to the proper fitting on the jet pump. Make sure there is no pinching of the hoses, or interference when the steering nozzle is pivoted.

If the hoses are connected incorrectly, the engine may be seriously damaged from lack of coolant and the boat may submerge when ridden.

• Install the pump cover plate with the four screws. Tight· en them to 1.0 kg·m (S7 Ib·in.) of torque.

• Install the grate with the three screws and torque them to 1.0 kg·m (87 lb· in.) of torque. Note: J$440·A3 and later use bolts instead of screws.

• Turn the boat upright . • Install the battery and spark plugs, and connect the

spark plug leads.

DRIVESHAFT /BEARING HO LDER/ IMPELLER

Removal

• Remove the engine (not required if impeller only will be removed) .

• Remove the jet pump (Jet Pump Removal) . • Remove the impeller. Keep the shaft from turning with

the driveshaft holding tool (P/N W56019·003). Unscrew the impeller from the shaft using a 32 mm wrench or large crescent wrench on the hex portion of the impeller .

• If the bearing holder is to be disassembled, remove the coupler half whi le the shaft is still in place. Unscrew the coupler half using the coupler/flywheel spanner (P/N W56019-0021.

• Remove the four bearing holder mounting bolts. • Lightly tap the rear end of the driveshaft with a soft

mallet to loosen the bearing holder . • Pull the bearing holder and driveshaft forward and out

of the hull. • If any shims are present behind the bearing h~lder , mark

their location for reinstallation .

•

48 REMOVAL/DISASSEMBLY - ORIVESHAFT/BEARING HOLDER/IMPELLER

Disassembly

• Remove the three bolts secur ing the bearing holder end cover, and tap the cover to remove it with its two o il seals.

• Remove the spacer sleeve, and bearing snjm(s) if fitted.

• Protect the shaft and support it in a vise. Using a soft mallet, gently tap the bearing holder off the bearings on the shaft .

Do nor tighten the vise excessively. as the shaft may be damaged.

• If the bearings are to be replaced, they must be pressed off the shaft, and new ones pressed on.

• The two oil seals in the bearing holder can be removed with a slide hammer.

Assembly

• If the bearing holder oil seals were removed , thoroughly grease two new o il seals and carefully install them in the bearing holder using the bushing/seal installation tool (PIN W56019·Q04j. The seals must be installed so the sides with springs face rearward.

• Fill the cavity between the two seals with grease.

BEARING HOLDER SHIMS

• SHIM(S)

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REMOVAL/DISASSEMBLY - CARBURETOR ANO FLAME ARRESTER 49

• If the bearings were removed from the shaft, press new ones on, \oYith the distance collar between them. Grease the bearings thoroughly.

• Install the shaft and bearings into the bearing holder . Protect the shaft and support it in a vise, using a soft mallet to gently tap the end of the bearing holder over the bearings.

•

Do not tighten the vise excessively, as the shaft may be damaged. 00 not strike the bearings, and be sure they enter the holder straight.

• When the bearings are fully seated in the holder, measure distance A, the depth from the end face of the holder to the outer face of the bearing.

• If d istance A is 12.9-13.05 mm, no shim is required. tf it is 13.05-13.2 mm, install the 0.15 mm shim. If it is 13.2-13.32 mm, install the 0.3 mm shim.

• If the bearings have not been replaced, the original shimming (if any) can be retained.

• Slip the spacer sleeve onto the driveshaft. • If the end cover oil seals were removed, grease two new

oil seals thoroughly and install them into the bearing holder cover as shown. The sides with springs face forward. Fill the cavity between the two seals with grease.

Note: The end cover bolt pattern is symmetrical, but the end cover must be installed properly. The coupling cover mounting tab next to the word "made" aligns with the bearing holder grease fitting. If it is not correctly installed now, you will not be able to install the coupler cover.

• Coat both mating surfaces with silicone sealant, and install the bearing holder end cover. Tighten the bolts to 1.6 kg-m (12 Ib·ft) of torque with Loc·Tite Loc 'n Seal (blue).

• Pack the bearing holder with grease, using a hand grease gun. Apply grease only until resistance is felt.

Installation • Apply si licone sealant to the mounting surface of the

bearing holder and slide the holder and driveshaft into place in the hull. Position the grease fitting on the upper right side of the holder.

• I nstall tHe four bearing holder bolts with lockwashers and ftat washers. Make sure the lower right bolt also secures the bilge filter clamp. Any shims that were present at disassembly must be reinstalled in the same location . Tighten the bolts to 1.6 kg.m (12 Ib-ft) of torque.

• Keep the driveshaft from turning by using the driveshaft holding tool. Grease the driveshaft threads and install the coupler half if it was removed. Tighten it to 2.7 kg-m (20 Ib-ftl of torque.

• With the driveshaft still held, grease its threads, and screw the impeller onto the rear end of the shaft . Tighten it to 0.5 kg·m (43 Ib-in.) of torque.

• Install the jet pump (see Jet Pump Installation). • Install the engine (see Engine Installation).

CARBURETOR AND FLAME ARRESTER Removal (IS II unit)

• Disconnect the choke and throttle cables from the carburetor.

• Remove the fuel tank outlet hose assembly from the fuel tank.

• Disconnect the fuel feed, fuel return, and crankcase pulse lines from the carburetor.

Take care nor ro damage rhe plastic parts of tile carburetor.

I.

50 REMOVAL/DISASSEMBLY - FLAME ARRESTER, FUEL PUMP BODY

• On JS44Q·Al and AlA, loosen the carburetor clamp screw and pull the carburetor/flame arrester out of the rubber holder.

• On JS44Q·A2 and later, remove the two cylinder head nuts holding the carburetor bracket to the head. Un­screw the carburetor hold down nuts and lift the carbur­etor/flame arrester from the intake manifold.

FLAME ARRESTER

Disassembly

• Remove the air intake cover by removing the four bolts with lockwashers and flat washers.

• On J$44Q·A4A and earlier, remove the flame arrester element by carefully removing the four corrugated springs from its sides.

• On the JS440-A5. remove the flame arrester element using a small screwdriver of knife blade to carefully lift it out of the case,

The JS440·A5 flame arrester element is made of a soft, porous, metal material. Handle the element carefuffv to prevent damaging it.

Assembly

• Assemble the components in reverse order of disassem· bly.

• Use Loc·Tite Lock 'n Seal (blue) on the air intake cover bolts and tighten them to 0.6 kg·m (52Ib·in.l of torQue.

FUEL PUMP BODY

Disassem bly

The fuel pump contains delicate diaphragms that are easily damaged, and gaskets that must be replaced if the unit is disassembled. There· fore, the pump should not be disassembled unless leakage is evident or internal damage is suspected. Have spare parts available before· hand.

• Remove the six screws securing the fuel pump to the carburetor.

• Remove the center screw holding the cover/ fuel fitting onto the fuel pump.

• Carefully remove the cover/ fuel filting, find the gasket and filter screen beneath it .

Note: The JS440·A5 does not have a filter screen .

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• Carefully separate the pump assembly into its individual components. There are three body castings, four gaskets, and three diaphragms. The assembly may be stuck to­gether, and care must be taken to avoid damaging the diaphragms and castings.

The diaphragms are particularly vulnerable to pin hole damage, so handle them carefully and do not set them on any rough, dirty, or abra­sive surface.

• See the Carburetor Maintenance section for cleaning and replacement of small parts.

Assembly

• Use all new fibre gaskets and replace other parts as required.

• Assemble the fuel pump by stacking the components on the carburetor. Each piece must go on the correct way if the unit is to function properly. The carburetor face and two of the body pieces each have two locating pegs which coincide with holes in the gaskets and diaphragms. In addition to these pegs, there is a rounded projection in the outer edge of each piece. With all components fitting on the locating pegs, and with all the projections lined up, the pieces will be positioned properly. Be sure to stack the components in the order specified below.

• Position the black regulator diaphragm on the carbure· tor, with the perforated metal plate facing in (toward the carburetor).

• Two of the gaskets are plain circles with open centers and are identical; a thi rd has material spanning its center. Place one of the open-center gaskets over the regulator diaphragm.

• Next, fit on the cast regulator body. It has the fitting for the crankcase pulse line.

• Place the remaining open-center gasket on the regulator body.

• Install the open-center pump diaphragm gasket next. Since both the pump diaphragm and its gasket are made of the same material they often adhere to each other.

• Position the pump diaphragm (no cut·outs in center) on the gasket.

• Fit the cast pump body onto the assembly.

REMOVAL/DISASSEMB LY - HAN DLE PO LE 51

• Place the last gasket (material across its center) on the pump body.

• Position the pump check valve diaphragm (cut·outs in its center) over the gasket.

• Fit the cast pump cover onto the assembly. • Secure the assembly with the six screws .

Be careful when starting the screws, as the aluminum threads in the carburetor can easily strip, resulting ill air or fuel leaks.

• Install the screen, gasket and cover/fuel fitting on the cast pump cover. Be sure the cover/fuel fitting is proper· Iy seated or an ai r leak will result. Also see above caution.

Installation (as a unit)

• On J$440·Al and AlA, install the carburetor/flame arrester into the carburetor holder. Tighten the clamp screw so that the ends of the clamp are 2 to 4 mm apart. Remove the two cylinder head nuts (numbered 2 and 5 in the torque sequence) to mount the carburetor steady bracket, if equipped. Torque the two head nuts to 2.2 kg-m (16Ib-ft).

• On JS440·A2 and later, remove the two cylinder head nuts (numbered 2 and 5 in the torque sequence) to mount the carburetor steady bracket. Install the carbur­etor/flame arrester on the intake manifold and tighten the hold down nuts to 1.0 kg.m (87 Ib·in.) of torque. Replace the two head nuts but do not tighten them yet. Loosen the carburetor bracket nuts (bolts on JS440-A5) for correct positioning, then tighten them securely. Torque the two cylinder head nuts to 2.2 kg.m (16 Jb-ftl.

• Attach the throttle and choke cables, and adjust them. • Connect the crankcase pulse and fuel lines to the carbur·

etor. The fuel return line (marked "R" on the fuel tank cap) attaches to the rear fitting on the carburetor body. The fuel feed line connects to the cover/ fuel fitting on the fuel pump cover. The pulse line is attached to the fitting on the lower front face of the fuel pump.

HANDLE POLE

Removal

• Raise the handle pole to the upright position and lock it into position by sliding the engine cover latch into the slots in the handle pole bracket.

52 REMOVAL/DISASSEMBLY - HAND LE POLE

• Disconnect the battery ground lead to prevent accidental short circuits.

• Unfasten the steering cable connector by sliding irs spring-loaded sleeve downward, and pu lling the connec­tor f ree of the ball.

• On applicable units, remove the holder that secures the throttle cable to the steeri ng cable bracket.

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• Remove the two screws securing the steering cable bracket, and pull the bracket off the cable.

• Disconnect the th rottle cable from the carburetor and remove the top adjuster locknut.

• Disconnect the ven t line from the fuel vent check valve and pull it free of the cable tie.

• Disconnect the water hose from the front of the cylinder head.

• Loosen the exhaust resonator clamp on the expansion chamber, and take out the two exhaust pipe flange nuts and two expansion chamber brace bolts.

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• Remove the exhaust pipe and expansion chamber as an assembly.

• On the JS440-Al and AlA, remove the stop switch ground wire from the electric box. Take off the band from the wiring harness.

• On JS440-A 1 and A 1A, unscrew the wiring grommet cap on the front of the electric box. Spray the wires and the hole in the electric box with WD·40. This will make it easier to pull the wires out without pulling the connec· tors apart. Very carefully pull the wires. one at a time, out through the hole in the electric box. The blackl white wire connector must come out first, the orange

REMOVAL/DISASSEMBLY - HAND LE POLE 53

wire connector next, and the white wire connector third. If any connectors pull apart inside the electric box, the box must be opened (see ELECTRIC BOX).

• JS440·A2, A3, A4 and A4A have two wiring connectors on top of the electric box. Unscrew the two wiring grom­met caps and disconnect the switch wiring .

• On the J5440-A5, unscrew the two wiring grommet caps on the right side of the electric box. Lubricate the wires with WO·40 and carefully pull the wire connectors out one at a time. If any connectors pull apart inside the electric box, the box must be opened (see ELECTRIC BOX).

54 REMOVAL/DISASSEM BLY - HA NDLE POLE

• Remove the acorn nut from the right side of the handle pole pivot bolt and unscrew the bolt to remove it from the handle pole bracket.

• Pull the handle pole up and back. Carefully pu l l the vent line, start and stop switch electrical cable, and throttle cable up through the rubber boot and the steer ing cable down through the handle pole passage. The cables may catch as they enter the passage, so feed them gently unt il they are through.

Disassemblv

• Remove the six screws holding the st!!ering support assembly to the handle pole. Note: JS440·A3 and later use bolts instead of screws.

• Remove the steering support assembly while pulling the start and stop switch wi re loom out of the handle pole.

• The handle pole float can be removed by removing three screws.

Remove the float only if necessary, as replace­ment of the screws risks damaging their holes.

• On JS440-A2 and earl ier remove the two locknuts from the steering support pivot.

• On JS440-A3 and later remove the cotter pin and the castle nut from the pivot.

• Remove the pivot stud and nut. Note : Early JS440-Al units have a pivot bolt and washer instead of a stud.

NYLON BUSHINGS

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JS440-A3 AND LATER

• Separate the steering plate from the steering support, and remove the two nylon bushings.

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• Remove the connector tube(s) and the harness clamp, if equipped, from the steering plate.

• Remove the handlebar from the steering plate by re­moving tour screws.

• On JS440-A4 and earlier, the start switch is mounted on the left handlebar and the stop switch on the right side. To remove the switches, cut and remoye the handle grips. Clean all traces of tape from the handlebar with acetone or naptha.

• The JS440·A4A and A5 start/stop button case is con­tained in a single housing on the left handlebar. Unscrew the mounting screws to remove the case. The right handle grip must be removed to take off th e throttle lever bracket.

REMOVAL/DISASSEMBLY - HANDLE POLE 55

Assembly

• If the start and stop switches and the throttle were removed from the handlebar, replace them. Do not tighten the screws securing the start and stop switches.

• If the handlebar was removed from the steering plate reins tall it with four screws using Loc-Tite Stud 'n Bearing Mount (red). Tighten the screws to 1.8 kg.m (13 Ib-ft) of torque.

• Rough up the ends of the handlebar with sandpaper and clean them with acetone or naptha. Wind double sticky tape (Scotch No. 410) around the handlebar ends to keep the handle grips on. Apply a small amount of ace· tone or naptha to the inside of the handle grip and install the grip on the handlebar. If necessary use a plast ic mallet to help install the handle grip.

• Install t he connector tube(s) and the wiring clamp(s) on the steering plate. Use Loc·Tite Lock 'n Seal (blue) on the screws.

• If the caps and grommets have been removed from the connector tube, lightly lubricate grommets with water resistant grease and tighten the caps to connector tubes.

• Lubricate the nylon pivot bushings with water resistant grease and install the steering plate and bushings on the pivot stud.

• Adjust the steering $0 that the handlebar rotates smooth· Iy without excessive drag or binding, and wi t h minimal vertical free play .

• If removed, install the float in the handle pole with three screws.

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56 REMO VAL/DISASSEMBLY - HANDLE POLE

• Install the steering support in the handle pole with 6 screws using l oc-Tite Lock 'n Seal (blue). Note: JS440·A3 and later use bolts instead of screws.

• On JS44Q·A4 and earlier, position the start switch approximately 60 mm from the left grip and the stop switch 45 mm from the right grip. Rotate the switches so they are positioned up 30° with the handle pole in the lowered position.

• On JS440·A4A and AS, fit the start/stop case locating pin into the hole provided on the left handlebar. Posi­tion the throttle lever bracket 45 mm from the right grip and up 300 with the handle pole in the lowered position.

• Apply Loc-Tite l ock 'n Seal (blue) to the mounting screws and tighten them.

Installation

• Feed the steering cable into the bottom end of the handle pole and feed the throttle cable, the start and stop switch electrical cable, and vent line into the rubber boot. The vent line must reach at least 100 mm (4 in.) into the handle pole. Slide the handle pole into position in the bracket, while pulling the cables and vent l ine down through the rubber boot. Use WDAQ to ease installation.

• Apply water resistant grease to the two nylon washers and handle pole pivot bolt.

• Position one nylon washer between the handle pote and the handle pote bracket, at the non·threaded (left side) bracket hole. Insert the piVOt bolt to where it just begins to come out the other side of the handle pole, position the other nylon washer and thread the bolt into the bracket.

• Tighten the bolt to 1.4 kg·m (10 Ib·ft) of torque to give a slight drag on the handle pole, but no binding.

• Put on the acorn nut, with loc·Tite lock 'n Seal (blue), and tighten it to 3.5 kg-m (25 Ib·ft) of torque while holding the pivot bolt to maintain adjustment.

• Check that the handle pole moves up and down smoothly.

• Put the steering cable bracket onto the cable, and install the bracket on the handle assembly. Use loc·Tite l ock 'n Seal (blue) on the screws.

• Connect the steer ing cable to the handle assembly at the ball jO int.

HANOLE POLE INSTALLATION

• Adjust the steering (Adjustments). • On applicable units, install the throttle cable holder on

the steering cable bracket, and install the throttle cable in it.

• Connect the throttle cable to the carburetor. • Adjust the throttle (Adjustments). • Feed the vent line through the cable t ie and connect the

ven t l ine to the fuel vent check valve. • Connect the start and stop switch wires at the electric

box. Refer to the appropria te wiring diagram. lightly apply water resistant grease to the grommet(s) and thread the caps into place .

• Install the band(s) securing the switch wiring loom. • On JS440-A1 and AlA, install the stop switch ground

wire to the upper short bolt on the electric box. Use WD-40 on the bolt.

• lower the ex pansion chamber/exhaust pipe into place with a new gasket on the man ifold connection. The end of the expansion chamber should slip into the resonator with the clamp loosely in place. Install the nuts on the manifold studs, but leave them loose. Install the two expansion chamber brace bolts with loc-Tite lock 'n Seal (blue), leaving them loose as well.

• Tighten the flange nuts to 1.6 kg·m (12 Ib·ft) of torque.

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• Torque the brace bolts to 1.4 kg-m (10 Ib·ft). • Tighten the resonator clamp onto the end of the expan­

sion chamber. • Conneet the water hose between the front of the cVlin­

der head and the exhaust pipe, and tighten its clamps. • Connect the battery ground wire to the negative battery

terminal (or to the intake manifold on the JS440-A3 and later).

• Start the engine and run it briefly to check for exhaust leaks and proper handlebar switch operation.

I WARNING.

Do not run the engine in a closed area. Exhaust gases contain carbon monox ide, a colo rless, odorless, poisonous gas which can be lethal .

Do nor run the engine for more than 15 sec­onds without cooling water.

STARTER

Removal

• On the J$44Q·A 1, A T A, and A2, disconnect the ground lead from the ba ttery. On JS440-A3 and later, discon­nect the ground lead from the engine.

REMOVAL/DISASS EMBLY - STARTER 57

• D isconnect the water hose from the front of the cylinder head.

• Loosen the exhaust resonator clamp on the expansion chamber , and take out the two exhaust pipe flange nuts and two expansion chamber brace bolt s.

• Remove the exhaust pipe and expansion chamber as an assembly.

58 REMOVAL/OISASSEMBLY - STARTER

• Disconnect the starter lead. • Disconnect the cooling water inlet hose from the

exhaust manifold.

• Remove the four bolts securing the starter, two at the rear and two at the front, and pu l' the starter to the rear and out of the hull. There is an O-ring between the start­er and the crankcase.

Installation • lightly grease the starter drive mechanism and the

O-ring. • Position the O-ring on the starter mounting face.

• Mount the starter loosely with 2 small bolts, lockwash· ers, and flat washers at the rear bracket; and 2 large bolts, lockwashers, and flat washers on the crankcase flange. Use Loc-Tite Lock 'n Seal (blue) on all four bolts. Remember to fasten the battery ground cable to the upper front starter mount bolt (JS440-A2 and earlier). Tighten the front bolts to 1.6 kg·m (12 Ib·ft) of torque.

DRive COUPliNG

VIEW LOOKING AT REAR OF ENG INE

• Measure the clearance between the face of the starter rear -bracket and crankcase and shim it as required with the 0.4, 0.6, and 0.8 mm shims listed in the parts catalog.

• Tighten the rear bolts to 0.6 kg·m (52 Ib·in.) of torque. • Connect the starter lead and tighten to 0.45 kg-m (39

Ib-in.) of torque. • Connect the cooling water inlet hose to the exhaust

manifold. • Lower the expansion chamber/exhaust pipe into place

with a new gasket on the manifold connection. The end of the expansion chamber must fit into the resonator with the clamp in place. Put the nuts on the manifold studs, but leave them loose. Put in the two expansion chamber brace bolts with Loc·Tite Lock 'n Seal (blue), leaving them loose as well.

• Torque the flange nuts to 1.6 kg.m (12 Ib-ft) of torque.

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• Torque the brace bolts to 1.4 kg·m (10 Ib·ft)' • Tighten the exhaust resonator clamp. • Connect the water hose between the front of the cylin­

der head and the exhaust pipe, and tighten its clamps. • Connect the ground lead. Apply water resistant grease to

the inside of the battery terminal boot, then slide the boot over the terminal.

ELECTRIC BOX : LARGE

(JS440-A4A and earlier) Note: Refer to ElECTA Ie BOX: SMALL tor JS440-AS.

Removal • On the JS44Q-A " AlA. and A2. disconnect the battery

ground lead from the negative !- ) battery terminal. On the JS440-A3 and later, disconnect the ground lead from the engine.

• Disconnect the red (+) battery lead . Remove the battery hold down straps and lift out the battery.

REMOVAL/D ISASSEMBLY - ELECTRIC BOX: LARGE 59

• Disconnect the choke cable from the carburetor. Re­move the top adjuster lock nut, and pull the cable out of the carburetor bracket.

• Disconnect the choke cable bracket at the electric box, • Spread the bracket and slide if off the choke cable .

• Disconnect the water hose from the front of the cylinder head.

60 REMOVAL/DISASSEMBLY - ELECTRIC BOX: LARGE

• loosen the exhaust resonator clamp on the expansion chamber, and take out the two exhaust pipe flange nuts and the two expansion chamber brace bolts.

• Remove the exhaust pipe and expansion chamber as an assembly.

• Disconnect the starter cable at the starter.

• loosen the setscrew securing the fuel cock knob and reo move the knob,

• Remove the four screws securing the control panel and remove the control panel with the choke cable attached.

Do not pry on the control panel Of against the hulf, as the paint may be damaged.

• Carefully separate the electric box from the hull and remove the two bolts securing the magneto connector cap to the elec tr ic box. Separate the cap from the elec­t r ic box.

• Separate the 6·pin connector connecting the magneto wiring cable to the electric box. Lift the electric box clear of the hull for accessibility.

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ing the electric box to the control panel case, Remove the two short bolts, washers, lock washers, and ground leads from the electric box.

• Separate the electric box from the control panel case,

• Separate the electric box .

REMOVALIDISASSEMB LY - ELECTRIC BO X, LARGE 61

• On JS44Q·A l and AlA, disconnect the start and stop switch wiring connectors. Unscrew the wiring grommet cap from the electric box and carefully pull the leads out, one at a time.

• On JS44Q·A2 and later, unscrew the two wiring grom­met caps on top of the electric box and disconnect the switch wiring.

• Remove the electric box from the engine compartment.

62 REMOVA L/D ISASSEM BLY - ELECTRIC BO X: LARG E

Installation

• ~eaving the electric box halves separated, position the electric box on top of the engine compartment at the rear. Refer to the appropriate wiring diagram to con · nect the start and stop switch leads. Lightly grease the grommet(s) and tighten the grommet cap(s).

Insure a/l wires are properly located before positioning the two halves of the electric box together in order to prevent pinching the wires and damaging the insulation.

• Apply silicone sealant to both sides of a new gasket. and position two halves of the electric box together and secure them with two bolts, lock washers, and washers on the left side of the electric box. Before installing the upper bol t , install the ground wire with WD·40 on the bolt. Secure electric box to the control panel case with four nuts, lockwashers , and washers.

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• Apply siticone sealant to the face of the con trol panel case and control panel where they mate with the hul l. Position the cont rol panel and the electric box and secu re them with fou r screws and lockwashers through the cont rol panel. Use l oc-Tite lock 'n Seal (blue~ on these screws.

BATTERY LEAD (+1

SPARK PLUGS---

STOP SW1TCH GROUND (JS440·A l , Al AI

STA RTER

SOLENOID SWITCH

STOP SW1TCH :

(JS44G-A2.A3.A411 REGULATOR

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• Fasten the choke cable clamp to the electric box. Use Loc-Tite Lock 'n Seal (blue) on the bolt.

• Join the 6·pin connector. Secure the cap to the electric box with two bolts, lock washers, and washers.

• I nstall the fuel cock knob, check the position of the pointer and then secure it in position with the setscrew. Use Loc-Tite Lock 'n Seal (blue) on the setscrew.

• Connect the starter cable to the starter. Tighten the nut to 0.45 kg-m (39 Ib·in.) of torque.

• lower the expansion chamber/exhaust pipe into place with a new gasket on the manifold connection. The end of the expansion chamber must fit into the resonator with the clamp loosely in place. Install the nuts on the manifold studs, but leave them loose. I nstall the two expansion chamber brace bolts with Loc-Tite Lock 'n Seal (blue), leaving them loose as well.

• Tighten the flange nuts to 1.6 kg·m (12 Ib·ft) of torque.

• Torque the brace bolts to 1.4 kg·m { 10 Ib·ftl. • Tighten the exhaust resonator clamp. • Connect the water ·hose between the front of the cylin­

der head and the exhaust pipe, and tighten its damps. • Connect the choke cable to the carburetor and tighten

the adjuster nut. • Install the battery and SE'c.ure with the rubber hold·down

straps. • Connect the red battery lead to the positive (+) terminal.

Connect the battery ground lead. Apply water resistant grease to the inside of the battery terminal boots, and then slide the boots over the battery terminals.

REMO VAL/D ISASSEMB LY - ELECTRIC BOX: SMAL L 63

• Start the engine and run it briefly to check for exhaust leaks and electrical equipment operation.

I WARNING'

Do not run the engine in a closed area. Exhaust gases conta in carbon monoxide, a colorless, odorless, poisonous gas which can be lethal.

Do not run the engine for more than 15 sec· onds without cooling water.

ELECTRIC BOX : SMALL (JS44D-A5)

Note; Refer to ELECTRIC BO~ LARGE for JS440·A4A and earlier.

Removal

• Disconnect the negative {-I battery lead from the engine.

• Remove the battery hold down straps and lift the bat· tery from the engine compartment.

• Disconnect the positive (+) lead from the battery.

64 REMOVAL/DISASSEMBLY - ELECTRIC BOX: SMALL

r

• Remove the water hose from the front of the cylinder head.

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• Loosen the exhaust resonator clamp on the expansion chamber. Take off the exhaust pipe flange nuts and expansion chamber brace bolts.

• Remove the exhaust pipe/expansion chamber as an assembly.

• Disconnect the starter cable at the starter. • ~ilke off the spark plug caps.

• Unbolt the connector cap. Disconnect the 6·pin con· nector.

• Remove the choke cable bracket bolt.

• Remove the bolts holding the electric box to the control panel case. Lift the electric box from the engine com­partment.

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• Remove the bolts securing the box halves and open the electric box.

• Unscrew the start/stop switch wiring grommet caps. One at a time, pull the wires through the holes in the electric box. Separate the connectors.

Installation

• If the starter solenoid switch was removed, install the terminal with the attached orange wire into the hole in the the electric box marked "batterv".

• Apply water resistant grease to both solenoid terminals to prevent corrosion.

• Make sure the rubber caps are correctly seated over the terminal washers.

• Refer to the wiring diagram and join the start/stop switch wiring connectors.

REMOVAl/D ISASSEMB LY - ELECTR IC BOX: SMALL 65

• Lightly grease the grommets with water resistant grease and tighten the grommet caps to the electric box.

• Apply silicone sealant to both sides of a new gasket. Join the electric box hal .... es with the two short bolts, but do not tighten. Use Loc·T ite 'n Seal (blue) on the bolts.

• Bolt the electric box to the control panel case, fitting the battery lead wire clamp under the upper left bolt. Use loc·Tite Lock 'n Seal (blue). Tighten the two short bolts.

• Inspect the connector cap O·ring for damage and apply water resistant grease.

• Join the G·pin connector. Bolt the connector cap into position using loc·Tite 'n Seal (blue) on the bolts.

Note: Be sure to attach the engine ground wire to the right hand bolt.

• Install the spark plug caps.

66 REMOVAL/DISASSEMBLY - ELECTRIC BO X: SMALL

STOP SWiTCH L EADS - •

COl IGN ITER

• Connect the starter cable to the starter . Tighten the nut to 0.45 kg·m (39 Ib·in.) of torque.

• Lower the expansion chamber/exhaust manifold into place with a new gasket on the manifold connection. The end of the expansion chamber must fit into the resonator with the clamp loosely in place.

• Install the nuts on the exhaust pipe studs, but leave them loose.

• Install the expansion chamber brace bolts with Loc-Tite Lock 'n Seal (blue), leaving them loose as well.

• Tighten the flange nuts to 1 .6 kg-m (12 Ib·tt) of torque.

• Torque the brace bolts to 1 .4 kg·m (1 0 Ib-ft). • Tighten the exhaust resonator clamp, • Connect the water hose between the front of the cylin-

der head and the exhaust pipe, and tighten the clamps. • Connect the positive 1+) battery lead to the battery. • Install the battery and secure wi th the hold down straps. • Connect the negative I-I battery lead to the engine. • Apply water resistant grease to the inside of the banery

terminal boots, and slide the 000t5 over the battery terminals.

• Start the engine and run it briefly to check for exhaust leaks and electrical equ ipment operation.

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I WARNING I Do not run the engine in a closed area. Exhaust gasses contain carbon monoxide, a colorl ess, odorless, poisonous gas which can be lethal.

Do not run the engine (or more than 15 seconds without cooling water.

REMOVAL/OISASSEMBLY - ELECTRIC BOX; SMALL 67

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MAINTENANCE AND THEORYOFOPERATION

CY LINDER ASSEMB L Y

The cylinder block is made of aluminum alloy with wear resistant cast iron liners (J$440-A5 cylinders are all cast iron I. The engine breathes through one intake port, four transfer (scavenge) ports, and one exhaust port in each cylinder . These ports are opened and closed by the pistons as they move up and down inside the cylinders.

The pistons are made from an aluminum alloy. Their shape and diameter are designed to give the proper fit and clearance in the cylinders when the parts expand from heat during engine operation. Piston rings are fitted into grooves near the tops of the pistons so that gas does not escape between the pistons and the cylinder walls during compression and combustion.

Proper inspection and maintenance of the cylinders and pistons includes checking the compression; removing car· bon from the cylinder head, piston heads, piston ring grooves, and cylinder exhaust ports; and checking for warp, wear, and proper clearance during top end overhaul .

Engine problems may be caused not only by carbon deposits and wear or damage to the eng ine itself, but also by poor quality fuel or oil, improper oil, incorrect gas! oil mixture, improper fuel/air mixture, or incorrect igni · tion timing. Whenever knocking, pinging, piston slap, or other abnormal engine noise is heard the cause shou Id be determined as soon as possible. Neqlect of proper mainte· nance will result in reducing engine power and may lead to accelerated wear, overheating, detonation, piston seizure, and engine destruction .

Comp ression Measu rement

A compression test is useful in determining the condi· tion of the engine. l ow compression may be due to cylin· der wear, worn piston ring grooves; worn, broken, or stick · ing piston rings; cylinder head leaks; or damage to the engine, such as piston seizure. Excessive compression may be due to improper gaskets or carbon build·up on the piston heads and cylinder head. A difference in compres· sion between the cylinders may cause poor running.

Before measuring compression, check that the cylinder head nuts are all properly torqued. Thoroughly warm up the engine, while checking that there is no gas leakage from around the spark plugs or the cylinder head gasket. Stop the engine, remove both spark plugs, insert the plugs in the caps, and then ground both plugs to the high tension wire bracket.

If rhe plugs are nor grounded during ,he com· pression rest, the ignitiol/ unit could be damaged.

With the throttle fully open, crank the engine over with the starter until the compression gauge stops rising. The compression is the highest reading obtainable, and should be approximately 120 psi for a new engine.

Repeat the test for the other cylinder. The maximum difference in compression between cylinders should be 10%.

Cylinder, Cylinder Head, Piston Decarbonization

Remove the cylinder block and pistons. Carefully scrape the carbon from the exhaust ports, the combustion cham· bers, and the piston heads. Clean out any carbon deposits from the ring grooves using the end of a broken piston ring or some other suitable tool. Any carbon deposits in the exhaust manifold and pipe should also be removed.

Note: When removing carbon, take ample care not to gouge or scratch the combustion chambers, the cylinder walls, the sides of the pistons or the piston ring grooves.

Never clean the piston heads with the engine assembled. If the carbon is scraped from the pistofl heads with the cylinder block left in place, carbon particles will unavoidably drop between the pistofls and cylinder walls onto the rings, and eventually find their way into the crankcase. Carbon particles, which are very abrasive, drastically shorten the life of the rings, pistons, cylinders, crankshaft bearings, and oil seals.

Cylinder Head Warp

lay a straightedge across the cylinder head gasket sur· face at several different points, and measure warp by insert· ing a thickness gauge between the straightedge and the gasket surface. I f warp exceeds the service limit, replace the cylinder head. Repair light damage by rubbing the gasket surface on aluminum oxide abrasive cloth (first No. 200, then No. 400) secured to a surface plate or a sheet of plate glass. Alter smoothing the cylinder head gasket surface, coat it with machinist's bluing, and se t it on the cylinder gasket surface. The bluing wi ll show if contact is not even. If necessary, repair the cylinder surface in the same manner. Severe warp or damage to either of the gasket surfaces necessitates replacement .

Do flOC use emery cloth or sandpaper on alumi· num parts due to possible contamination of aluminum surfaces.

70 MAINTENANCE AND THEORY OF OPERATION - CYLINDER

Cylinder, Piston Wear

Since there is a difference in cy linder wear in different directions, take a side·le-side and a front ·la-back measure­ment at several locations in the cylinder. If any of the cyl inder inside diameter measurements exceed the service limit, or if there is a difference of more than 0.05 mm be­tween any two measurements, that cylinder w i ll have to be bored o .... ersize and then honed.

Measu re the outside diameter of each piston 5 mm up from the bottom of the piston at a right angle to the piston pin axis. If the measurement is under the service lim it, replace the piston.

Note: Abnormal wear such as marked d iagonal pattern across the piston ski rt may mean a bent connecting rod or a misaligned crankshaft.

Note: Whenever the pistons or cylinder block have been replaced with new parts the Jet Ski must be broken-in like a new machine (see Owner's Manual).

Piston/Cylinder Clearance

The piston to cylinder clearance must be checked, and the standard value maintained anytime the pistons or cylinder block are replaced with new parts, or whenever the cylinders are rebored and oversize pistons installed.

The most accurate way to find the piston clearance is by making separate p·iston and cylinder diameter measure· ments and then compu t ing the difference between the two values. Measure the piston diameter as just described, and subtract this value from the smallest side-to·side cylinder diameter measurement. T he difference is the piston clearance.

Boring, Honing

When boring and honing the cylinders, note the follow­ing:

1. Before boring the cylinders, measure the exact diameter of each oversize piston. I n accordance with the standard clearance given in Service Specifications, determine the diameter to which each cylinder must be bored.

2. Cylinder inside diameter must not vary more than 0.01 mm at any point.

3. Oversize pistons require oversize rings. 4. Be wary of measurements taken immediately after

machining since the heat generated affects cylinder diameter.

If the seizure damage is only slight, the pistons may be smoothed with No. 400 aluminum oxide abrasive cloth, and any aluminum deposits removed from the cyl inder with either No. 400 aluminum oxide abrasive cloth or light honing. However, in most cases, the cylinders will have to be bored oversize and honed, and oversize pistons installed.

Do not use emery cloth or sandpaper on alumi­num parts due to possible contamination of aluminum surfaces.

Piston Ring/Groove Wear

I nspect the piston rings and the piston grooves. I f the r ings are worn unevenly or damaged, they must be replaced. If the piston r ing grooves are worn unevenly or damaged, the piston must be replaced and fitted with new rings.

With the rings in their grooves, make several measu re· ments with a thickness gauge to determine ring/groove clearance.

To determine ring/groove clearance on the keystone rings used on the JS440·A5, place the ring in its groove and install the piston into the cyl inder. Measure the clear­ance from the bottom side (untapered side) of the ring through the intake or exhaust port.

If the clearance exceeds the service limit, measure the thickness of each ring, and measure the width of each ring groove. If ring wear exceeds the service limit, replace the piston and install new rings.

Piston Ring End Gap

Place the piston ring being checked inside its cylinder, using the piston to locate the ring squarely in place. Push it close to the bottom of the cyl inder, where cyl inder wear is low. Measure the gap between the ends of the ring with a thickness gauge. If the gap is wider than the service l imit, the ring is worn excessively and must be replaced.

Piston Ring Tension

Piston ring tension can be evaluated by measuring the gap between the ends of the ring with the ring free of any restraint. If the measured gap is less than the service limit, the ring is weak and must be replaced.

Piston , Piston Pin, Con-Rod, Needle Bearing Wear

Measure the diameter of the piston pins with a microm­eter, and measure the inside diameter of both piston pin holes in the pistons. If a piston pi n diameter is less than the service limit at any point , replace the piston pin. If the pin hole diameter exceeds the service tim it, replace the piston.

Measure the inside diameter of the connecting small ends. If a diameter exceeds the service limit, the crankshaft must be replaced or rebuilt.

The rollers in the needle bearings wear so little that wear is difficult to measure. Instead, inspect the needle bearings for abrasion, color change, or other damage. If there is any doubt as to their condition, replace the needle bearings.

Note: When a new piston or pin is used, check that piston to pin clearance is within service lim it.

•

•

MAINTENANCE AND THEORY OF OPERATION - CRANKSHAFT 71

CRANKSHAFT ASSEMBLY SPECIFICATIONS

0.4 - 0.5 mm

--1r-- 0 - 0.1 mm

0 - 0.1 mm~., f-­* _ 95.6 mm + 0.2

-0

Note: Crank pins must be exactly opposite each other, 1800 ± 15' apart.

CRANKSHAFT RUNOUT SPECIFICATIONS

Note: Support crankshaft with V-blocks at points A and B. Rotate crankshaft and measure runout at points c,d,e,f. Aunout must be less than 0.05 mm TIR (total indicated reading) .

~"I~- 0.4 - 0.5 mm

72 MAINTENANC E AND TH EO RY OF OPERATIO N - CR AN KSHAFT, COUPLER

CRANKSHAFT

The crankshaft changes the reciprocating motion of the pistons into rotat ing motion to drive the jet pump. Crank· shaft trouble, such as excessive play or funout, will multiply the stress caused by the intermittent force on the pistons and will result in not only rapid crankshaft bearing wear, but also noise, power loss, vibration, and shortened engine life, A defective crankshaft should always be detected at an early stage and repaired immed iately.

The following explanation concerns the most common crankshaft problems and the method for measu r ing play, runout, and con-rod a lignment. It does not cover c rankshaft disassembly because of the highly specialized equipment that is required. If crankshaft components become damaged or worn, the entire shaft shou ld be replaced as an assembly, or rebuilt by a properly equipped shop.

Connecting Rod Bend, Twist

Set the crankshaft in a flywheel alignment jig or on V blocks on a surface plate. Select an arbor of the same diameter as the piston pins and of optional length, and insert it through the small end of one connecting rod.

USing a height gauge or dial gauge, measure the differ· ence in the height of the arbor above the surface plate over a 100 mm length to determine the amount the con­necting rod is bent.

Swing the rod ou t to one side and support it in a hor i­zontal position. Measure the amount that the arbor varies f rom being parallel with the crankshaft over a 100 mm length of the arbor to determine the amount the connect · ing rod is twisted.

Repeat these checks for the other connecting rod.

If any measurement for a connecting rod exceeds the service limit, the rod must be repaired or the crankshaft replaced or rebuilt.

Connecting Rod Big End Radial Clearance

Set the crankshaft in a iI"wheel alignment jig or on V blocks, and place a dial gauge against the big end of one connecting rod. Push the connecting rod first towards the gauge and then in the opposite direction. T he difference between the two gauge read ings is the radial clearance.

Measure the other connecting rod in the same way.

If the radial clearance exceeds the service limi t , the crankshaft should be either replaced or rebuilt.

Connecting Rod Side Clearance

Measure the side clearance of the connecting rods with a thickness gauge. I f the measu red value exceeds the service limit, the crankshaft should be either replaced or rebuilt.

Crankshaft Runout

Set the crankshaft in a flywheel alignment jig, and place a dial gauge against each bearing. Turn the crankshaft

slowly. The max imum difference in gauge read ings for each bearing is the crankshaft runout at that point.

If the runout at any point exceeds the service limit, the crankshaft must be either replaced or rebuilt.

Main Bearing Wear

Wash the bearings in high flash-point solvent, blow them dry (DO NOT SPIN TH EM). and lubricate them with engine oil.

WARNING.

Solvent is toxic and flammable. Avoid pro· longed contact w ith skin and keep away from open flame. Use only in a well ·ventilated area. Eye protection should be worn when com­pressed air is used to dry parts. Do not direct air towards anyone. Use 25 psig maximum nozzle pressure.

Turn each bearing over by hand and see that it makes no noise, turns smoothly, and has no rough spots. I f any of the bearings are defective, replace them.

COUPLER

The coupler engages the crankshaft and the drive shaft. It employs a coupling rubber that serves as a cushion, and provides enough drive train flexibility to absorb the slight misalignment caused by driveshaft runout and engi ne vibration.

With the engine removed, remove the coupling rubber and inspect it for wear and deterioration. If it is grooved or misshapen, replace it with a new rubber. If there is any doubt as to coupler cond ition, replace it. Whenever the coupler is replaced, realign the engine.

WEAR

WEAR

, MAINTE NA NCE AND TH EORY OF OPERATIO N - MAIN BEARI NG SHIMS 73

c

BEARING 5

SEARING 1 ~~Sll

---- - -I-

I AO.JUSTMIENTSHI

--+ BEARING 1

MAIN BEARING SHIMS IJS440-A4 and earlier)

Whenever the crankshaft is rebuilt, or the end bearings are removed, the bea rings must be shimmed to ensure correct crankshaft end play. Failure to do so may result in accelerated crankshaft and bearing wear.

To determine the requ ired shimming, measure the re­built crankshaft assembly over the indicated distances.

Distance A is the outside width across the f lywheels of the fo rward cylinder. Measure this distance and refer to the shim chart to select the correct ad justment shim. Pu t the spacer shim (larger diameter) on the crankshaft against the forward flywheel, put on the selected adjustment shim, and install bearing . 1. In the same way , measure distance Band install the requi red adjustment shim between bear ing 4 and the rear flywheel. (There is no spacer shim at the rear fly· wheel) .

Set bearing 5 flat against the side of installed bearing 4. Measure di stance C, from the fO lward face of bearing 1 to the rear face of bearing 5. Refer to the shim chart to select the proper adjustment shim and install it between bearing 4 and bearing 5. Install bearing 5.

4

BEAR ING 4 ,;{ BEARING 5

JS440·A4 and Earlier Shim Chart

Distances A , B Shim (x 0.1 mm)

49.66 - 49.87 mm None 49 .45 - 49.65 mm 2 49.22 - 49.44 mm 4

Distance C Shim (x 0.1 mm)

207 .75 - 205.07 mm None 204.65 - 204.74 mm , 204.55 - 204.64 mm 2 204.45 - 204.54 mm 3 204.35 - 204.44 mm 4 204.25 - 204.34 mm 5 204.15 - 204.24 mm 6 204.05 - 204.14 mm 6+1,5+2,4+3 203.95 - 204.04 mm 6+2,5+3,4+4 203 .85 - 203 .94 mm 6+3,5+4 203.77 - 203.84 mm 6+4,5+5

74 MAINTENANCE AN O THEORY OF OPERATION - MAIN BEARI NG SHIMS

~--------B --------~

BEAR ING 1

-If----,.--<d-

• FORWARD

I ~A j - -~

A. AOJUSTMENTSHIM /SPACE~~IM

,

---t-BEARING 1

MAIN BEARING SHIMS IJS440-A4A , A5)

Whenever the crankshaft is rebuilt, or the end bearings are removed, the bearings must be shimmed to ensure correct crankshaft end play. Failure to do so may result in accelerated crankshaft and bearing wear.

To determine the required shimming, measure the reo built crankshaft assembly over the indicated distances.

Distance A is the outside width across the flywheels of the forward cylinder. Measure this distance and refer to the shim chart to select the correct adjustment shim . Put the spacer shim (larger diameter) on the crankshaft against the forward flyw heel, put on the selected adjustment shim, and install bearing 1.

Set bearing 4 f lat agairnt the side of the rear flywheel . Measure distance e, from the fOlWard face of bearing 1 to the rear face of bearing 4. Refer to the shim chart to select the proper adj ustment shim and install it between the rear flywheel and bearing 4. Install bearing 4.

BEARING 4

BEARING 4

-tdf::'J1

B. ADJUSTMENT SHIM

JS440·A4A, A5 Shim Chart

Distances A Shim (x 0 .1 mm)

49 .66 - 49 .87 mm None 49.45 - 49.65 mm 2 49 .22 - 49.44 mm 4

Distances e Shim (x 0 .1 mm)

188.98 - 188.77 mm None 188.76 - 188.67 mm 1 188.66 - 188.57 mm 2 188.56 - 188.47 mm 3 188.46 - 188.37 mm 4 188.36 - 188.27 mm 5 188.26 - 188. 17 mm 6 188.16 - 188.07 mm 6+1S t 2,4+3 188.06 - 187.97 mm 1,4+4 187.96 - 187.87 mm ,,+3,!::I~'4

187.86 - 187.77 mm 6+<1. ,5 5 187 .76 - 187.67 mOl 6+5 187.66 - 187 .57 mm 6+6

MAINTE NANCE AND THEORY OF OPERATION - ORI VESHAFT/JET PUMP/ IMPELLER , CARBURETOR 75

ORIVESHAFT/JET PUMP

Drive Shaft

The driveshaft is machined from high-quality stainles5 steel for du rability and corrosion resistance. It is supported at its forward end by two ball bear ings in the bearing hold · er, and at the rear by a bushing in the jet pump case.

WARNING.

Solvent is toxic and flammable. Avoid pro­longed contact with skin and keep away from open flame. Use only in a well-ventilated area. Eye protection should be worn when com ­pressed air is used to dry parts. Do not direct air towards anyone . Use 25 psig maximum nozzle pressure.

Check the condition of the bearings. Wash them in high flash-point solvent, blow them dry (DO NOT SPIN THEM), and lubricate them with water resistant grease. Turn each bearing over by hand and see that it makes no noise, turns smoothly, and has no rough spots. A defective bearing must be replaced.

Without removing the bushing from the pump case, check the condition of the bushing by washing it thor­oughly with solvent and inspect for scratches or uneven wear. Measure the inside diameter of the bushing. If the measurement exceeds the service limit, the bushing must be replaced. Do not attempt to remove the bushing from the jet pump without planning to replace it, as it w il l be damaged upon removal. Measure the diameter of the jour­nal at the rear end (impeller end l of the driveshaft. If the measurement is under the service limit, replace the shaft.

Measure drive shaft runout by setting a dial gauge against the shaft at each point shown, and turn ing the driveshaft slowly. The difference between the highest and 10Wl!st dial gauge reading is [he runout. If any measurement exceeds the service limit, replace the shaft.

A A A ,

JET PUMP/ IMPELLER

Inspect the impeller fo r pitting, deep scratches, or other damage, and replace it if necessary . ,As the impeller outer diameter wears down during normal use or from abrasion by sandy particles, jet pump thrust and top speed will de· crease markedly. This poor performance will be evident even when there is no problem with the engine (make sure that it's not due to weeds or other foreign material in the pump). Measure the overall d iameter of the impeller , and replace it if excessive wear is causing poor performance. In normal use impeller replacement is more often necessitated by blade damage or deformation than any edge wear.

Minor nicks a"nd gouges in the impeller blades can be removed with abrasive paper or carefu l filing . Smooth lead­ing edges are especially important to avoid cavitation.

Check for deep scratches inside the pump case and measure its diameter in the impeller area. If the measure­ment exceeds the serv ice limit, or if the case is damaged, pump operation wil l be impaired and the case ·shou ld be replaced .

CARBURETOR

The carburetor mixes air and fuel and supplies them to the engine in the required proportions. Since these propor· tions must be varied to suit changing conditions of speed and load, the carburetor is a sophisticated device. To en· sure peak engine operat ing efficiency, the carburetor must be kept in good condition and properly adjusted. Carbure­tor adjustments are covered in the Adjustments Section. T he discussion here describes the fund amentals of carbure­tor operation, and the cleaning and replacement of carbure­tor parts.

Carburetor Operation

A basic principle in carburetor operation has to do wi th the pressure characteristics of air moving through a tube. At rest, air exerts normal atmospheric pressure, 14.7 psi, on any surface exposed to it. As air begins to flow through a tube, however, the pressure it exerts against the tube's inner surface decreases, and it will continue to decrease as air flow speeds up. If the air passage narrows, the velocity

ORIVESHAFT RUNOUT

76 MAINTENANCE AND THEOR Y Of OPERATION - CARBURETOR

of the air a t thaI point will increase, so pressure there is lowered even more, This is known as the Venturi Principle. A carburetor is merely a carefully ·designed air tube that employs these principles to feed fuel into the stream of air flowing through it.

Conventional carburetors accomplish this fuel flow by venting the float bowl so that atmospheric pressure is exerted on the surface of the fuel there. Drilled passages connect the float bowl to the carburetor bore, where pres­sure is lowered by air flow, The relatively high atmospheric pressure pushes fuel through the passages and into the car· buretor bore.

The Jet Ski's Mikuni BN38 carburetor is of a diaphragm type that employs pressure fluctuations in the engine's crank chamber 10 activate a pumping system. T his system draws fuel from the tank, and feeds the required amount into the air stream in the carburetor bore. This deSign does not rely on gravity 10 supply fuel from the tank, so the tank need not be mounted above the carburetor. I t also requires no float to control fuel flow, so the carburetor w ill function in any position, and at any angle.

The diaphragm carbu retor consists of five basic systems; the pump system, the inlet needle system, the chokE:', the

" low·speed system, and the high-speed system. Each of these will be explained individually.

Pump System

The carburetor incorporates an integral, pulse-operated diaphragm fuel pump. I tS purpose is to transfer fuel from the tank to the various carburetor systems that control the engine's fuel supply.

The flexible pump diaphragm (18) separates the pulse chamber (17) and pump chamber (16). Fuel from the tank is directed into and out of the pump chamber by check valves ( 1 t and 14). The crankcase pu lse line attaches to the carburetor pulse fitting (10) (0 interconnect the pulse chamber and the crank chamber of the front cylinder.

As the front piston rises, pressure in the crank chamber is reduced, and the pulse line transmits this pressure drop to the pulse chamber. Because the fuel in the pump chamber is at atmospher ic pressure (from the vented fuel tank), there is a pressure differential that causes fuel to flow through the inlet check valve into the pump chamber, push ing the diaphragm "in" toward the carburetor bore,

Note: For this explanation, "IN" means toward the car· buretor bore, and "OUT" means away from it.

When the f ront piston descends, pressure in the crank chamber and, therefore, in the pulse chamber is increased. Through the diaphragm, th is pressure is exerted on the fuel in the pump chamber. As the d iaphragm pushes into the pump chamber, the inlet check valve is dosed, and fuel flows through the outlet check valve, along the fuel pas­sage (28) to the fuel reservoir (31). The cycle begins again as the piston starts another upward stroke, and continues as long as the crankshaft is turn ing, resulting in a sustained

flow of fuel from the tank to the carburetor's fuel reservoir.

Since the output of the pump system often exceeds the engine's fuel demands, a return line carr ies excess fuel from the reservoir back to the tank.

Inlet Needle System

The inlet needle system supplies fuel to the high· and low·speed metering systems in the proper amount according to engine demand.

The inlet needle (2) controls fuel flow from the reservoir into the regulator chamber (22). With no air flow through the carburetor, the needle is pushed dosed lightly by the spring (29), acting through the pivoted control arm (30). The regulator diaphragm (19) bears on the control arm when the engine is ru nning, to compress the spr ing and allow the inlet needle to open as required. The other side of the regulator diaphragm, opposite the regulator chamber , is vented to the atmosphere (20). Passages of the fuel metering systems allow flow from the regulator chamber to the carburetor bore.

Air flow through the carburetor bore causes a pressure drop there. Since the regulator chamber is connected to the bore by fuel passages, pressu re in the chamber is also reo duced. Atmospheric pressure is present on the outside of the regulator d iaphragm, so the diaphragm pushes into the regulator chamber. The boss in the center of the diaphragm then pushes against one end of the pivoted control arm. As the spring compresses, the arm pivots away from the needle, allowing it to open and admit fuel into the regula· tor chamber. As air flow through the carburetor bore speeds up, pressure in the bore and the regulator chamber continues to drop, so the regulator diaphragm moves to open the needle further and allow more fuel to flow. In th is way, the proper amoun t of fuel is supplied at all engine speeds.

Choke

The function of the choke is 10 provide the extra rich mixture required for starting when the engine is COld. It functions like a choke on an automotive carburetor.

With the choke valve (6) fully closed, air can enter the carburetor bore only through the small hole (7). When the engine is cranked over, a large amount of fuel flows out the passages from the regulator chamber. This fuel mixes with the relatively small amount of air admitted by the choke valve hole to produce the rich mixture necessary for cold starting. The choke is opened and closed manually by a control knob located on the con(rol panel.

low-Speed System

The low·speed system controls the air·fuel mixtu re sup· plied to the engine between 0 and 1/ 5 throttle opening. This range includes id l ing and low·speed operation.

The low·speed screw (21) meters the flow of fuel f rom the regulator chamber to the low·speed chamber (23). Fuel

MAI NTENANCE AND THEORY OF OPERATION - CARBURETOR 77

1. Inlet seat 12. Filter screen 22. Regulator chamber

, 2. I nlet needle 13. Fuel line fitting 23. Low-speed chamber

"--' 3. Fuel return fitting 14. Outlet check valve 24. Idle outlet

4. Main nozzle 15. Check valve diaphragm 25. Bypass 1 5. Main venturi 16. Pump chamber 26. Bypass 2 6. Choke valve 17. Pulse chamber 27. Throttle valve , 7. Hole 18. Pump diaphragm 28. Fuel passage 8. High-speed chamber 19. Regulator diaphragm 29. Central arm spring

9. High-speed screw 20. Vent 30. Inlet control arm 10. Pulse line fitting 21. l ow-speed screw 31. Fuel reservoir 11 . I n let check valve

, :

8

9

, 20

19

12 11

•

78 MA INTENANCE AN D TH EO RY OF OPERATION - CARBURETOR

• •

• • • • ••• • • •• • •••• •

flow is determined by the clearance between the screw's tapered end and the opening to the low-speed chamber . When the screw is turned in, its tapered end more nearly fills the opening. Fuel f low is decreased, and the idle and low-speed mixtu re becomes leaner. Backing the screw out withdraws the taper to increase fuel f low, and the mixture becomes richer.

Three passages connect the low-speed chamber to the carbu retor bore: the id le outlet (24), bypass 1 (25), and bypass 2 (26).

At idle, the throttle valve is nearly closed. As this greatly restricts air flow through the carburetor bore, the low pres­sure of engine intake causes air to take an indirect path around the throttle valve via the low-speed chamber. Air enters through bypassers 1 and 2, and exits with fuel In a well-atom ized mix from the idle outlet, The small air flow past the edge of the barely ·open throttle valve causes a pres· sure drop at the idle out let that aids in withdrawing this mixture.

, t-:':':;:'::: ::..-:---; j

, r--...l , , ,

As the throttle valve begins to open, the low pressure area behind it moves forward over bypass 1. This causes the bypass to reverse its role and begin flowing fuel into the carburetor bore instead of feeding air into the low·speed chamber. With the opening of the throttle valve, air flow through the carburetor bore increases, matching the increase in fuel supply, so the proper mixture ratio is main· tained.

When the thrott le is opened further, and approaches 1/5 opening, bypass 2 also reverses its role and begins feeding fuel into thp I~w p,,~ssure area above it. A ir flow through the carburetor bore h .... increased and because of the result­ing preSSlJre drop, all thrt*! passages are metering fuel into the lIi r stream from the low·speed chamber.

High Speed System

Du ring intermediate and high.speed operation, trom 1/5 to full throttle, the high-speed system takes over.

•

,

,

,

;

,

,

MAINTENANCE AN D THEORY Of OPERATION - CARBURETOR 79

'{== ~ . : -" ,

• r: ---- -, , - -- --

l ~ _:.:.:;':.::.:::::-_-.;':1 , , • , • I r--...J I , , , I I , • • I r I

• , , • I

i r" • • :

. . ' "" • .: .. I>- _:

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\ ' 0 ~ I • • n .

• JI'~ A fU ~~I ::~i::k: JL ' ' 4 "'q

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The high-speed chamber is connected to the carburetor bore via the main nozzle (4), located in the main venturi 151.

When the throttle valve is more than 1/5 open, there is sufficient air flow through the carburetor bore to cause a pressure drop in the main ventu r i. Fuel pumped into the regulator chamber then flows into the high-speed chamber via a non-adjustable main jet and an adjustable high speed screw, and out the main nozzle into the air stream. As air flow increases in response to greater throttle opening, pressure in the main venturi drops further, and a greater amount of fuel is sprayed O,Jt of ·"e rr.din no?:!le. This ensures a relatively constant fuel/a ir ratio.

The ,,"·speed system includes a one·way check valve between th t! regulator chamber an": the high·speed ch;:!m' ber This \' 1Ive keeps the high .speed chamber from emp ty· in9 back into the regulator chamber when the throttle valve is closed. If the high·speed chamber emptied, there would be a lag in fuel delivery the next time the throttl e was opened .

~~ -

I ~

Cleaning and Replacement of Parts

The BN38 carburetor is mechanically simple, but it can· not function properly if dirt particles are blocking any passages, if any diaphragms are damaged, or if there are any air or fuel leaks. Proper maintenance will ensure peak car· buretor efficiency .

The fuel pump includes a filter screen to trap dirt and other foreign material that may be in the fuel. This screen is located under the end cover and must be removed and cleaned periodically . Remove the end cover, the rubber gasket, and the filter screen. Wash the screen, using a fine, non·metallic brush. If the rubber gasket is damaged, it may cause a fuel leak. Inspect the gasket and replace it if necessary.

Note: The J$440·A5 does not have a filter screen.

The fuel pump can be disassembled for cleaning and to check for damage (Removal/ Disassembly) . I nspect the diaphragms carefully for deteriora tion, tears. or pin holes. Any damaged diaphragms must be replaced . Clean the cast body pieces thoroughly, wi th high flash point solvent. and

80 MAINTENANCE AND THEORY OF OPERATION - CARBU RETOR

blow dry. Make sure all the old gasket material is removed and that all fuel and vent passages are clear.

I WARNING'

Solvent is toxic and flammable . Avoid prolong­ed contact with skin and keep away from open flame . Use only in a well-ventilated area. Eye protection should be worn when compressed air is used to dry parts. Do not direct air towards anyone. Use 25 psig maximum nozzle pressure.

With the fuel pump removed, the other carburetor sys­tems can be cleaned and inspected. Remove the screw securing the control arm pivot pin and remove the arm with its pin and spring. If the control arm is excessively worn, replace it. If the spring is damaged or weak, it must be replaced .

Slide the inlet needle out of the inlet seat and remove the seat. If either the taper on the inlet needle or the seat is worn, scratched, or damaged, replace the needle and seat as a set.

Remove the high-speed check valve plate. Remove the diaphragm, inspect it for damage or deterioration, and reo place it if necessary . If the gasket under the diaphragm appears damaged, it may leak and must be replaced.

o

o

Remove the high· and low-speed screws with their springs, washers, and O-rings. If the tapered end of either screw is worn or damaged, replace the screw. If either O·ring is damaged or misshapen, it may cause an air leak and must be replaced.

I WARNING'

Eye protection should be worn when compres· sed air is used to dry parts. Do not direct air toward anyone. Use 25 psig maximum nOlzle pressure.

Thoroughly clean the regulator chamber with a high flash.point solvent, and blow all fuel passages clear with clean compressed air. Clean all parts before reassembly. Be especially su re that the inlet needle and seat are com­pletely clean.

I nstall the high. anfi low-speed screws, each with its spring, washer, and d·ring . The low: '"leed screw is shorter and goes on the side with , he control cable linkage. Install the high·speed check valve gasket, diaphragm, and plate. Screw the inlet scat into the carburetor body and pi ' .e the inlet needle In the seat.

,

Place the control arm spring in its hole and install the con trol arm with the rounded project ion seat ing down in

•

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r ~

MAINTENANCE ANO THEORY OF OPERATI ON - COOLING & BILGE, VENTILATION SYSTEMS 81

the top of the spring. When installed, the long side of the arm must be level with the base of the regulator chamber, If it is nOt, remove the arm, and bend it carefully as reo quired. This adjustment must be made accurately or car· buretor operation will be impaired.

The fuel pump can now be reassembled. (Removal / Disassembly.)

Sediment Bowl

The sediment bowl is in the fuel system, mounted on the right side of the engine compartment near the carburetor. Fuel from the tank flows through the fuel valve and then into the sediment bowl. Water and other contaminants in the fuel settle to the bottom of the bowl, and clean fuel is drawn off the top of the fuel in the bowl by the fuel pump. A filter in the bowl also helps to strain out sediment.

The sediment bowl has a large O-ring to stop fuel and air leaks. When the fuel tank is full, the fuel will flow through most of the system by gravity. When the fuel level in the tank drops far enough, the fuel must be sucked through the system by the fuel pump on the carburetor. If a Jet Ski will not run unless the fuel tank is full, the problem could be the large O-ring on the sediment bowl. If the O·ring does not seal properly, the fuel pump sucks air and the engine stops.

COOLING SYSTEM

Like most marine engines, the Jet Ski engine is cooled by a flow of water that varies with engine speed. (At low speeds, very little water is pumped.) This avoids extreme engine temperature and allows the close machining toler­ances associated with high performance.

The cooling water intet is in the jet pump case, down· stream (on the pressure side) of the impeller . When the engine is running, water is forced through the pump outlet under pressure, and some of it is forced into the hose fitting there. This water is routed forward to a fitting on the underside of the exhaust manifold water jacket. After entering the exhaust manifold water jacket, the water travels into the cylinder block, circulates around the outside of the cylinder walls, and up into the cylinder head. From an outlet on the front of the head, the water flows through a rubber hose to the exhaust pipe, which is also jacketed. After cooting the exhaust pipe the water is fed into the expansion chamber along with the exhaust gases. It then flows down the exhaust system, collects in the muffler to act as a sound damper, and is expelled through the exhaust hose at the front of the boat.

An important function of the wa ;er is to cool the entire exhaust system so that engine :O!1 ~ I=t:lrtment temperatures are controlled. This i~ 'Jne reasoll why tht! engine must not be run t'lr more th~n 15 second~ Without a How of cooling water - the rubber components -=ould overheat, melt, or bum.

Note' . ";e residual water usually COllect" if! the bottom of the expansion chamber after operation. When turn ing the boat over, always turn it to the left whenever there is water in the cooling system. Turning the boat over to the fight may cause this water to run into the cylinders.

BILGE SYSTEM

Although the Jet Ski has been designed to minimize the amount of water entering the engine compartment, some will always find the way in. A bilge drainage system is pro­vided to remove this residual water.

When the engine is running, water is sucked into the jet pump. becomes pressurized just downstream of the impel­ler, and is forced into the venturi shaped jet pump outlet. Due to the Venturi Principle, the speed of the water is greatly increased at this point, creating a pressure drop. The rubber bilge line attached to the jet pump at the ven· turi acts as a suction ' line because of this low preS9Ure. It is connected to a metal tube fouted through the hull bulk · head and into the engine compartment . Another rubber

hose connects at the plastic breather fitting and leads to the bi lge pump filter, located at the bottom of the engine compartment, below the driveshaft bearing holder.

Any water entering the engine compartment wi ll even· tually f ind its way to the filter, where it will be sucked through the bilge lines and exhausted at the jet pump. Because the bilge system requires a high flow of water through the jet pump, the bilge system DOES NOT WORK when the Jet Ski is idling.

A breather (siphon check) fitting is utilized to prevent siphoning in lake or ocean water. If the engine is stopped while there is an accumulation of water inside the engine compartment, water could siphon in through the bi lge line if it weren't for the hole in the breather fitting. This is a tiny hole which must be kept clear to allow air passage, if back.siphoning is to be avoided.

VENTILATION SYSTEM

Intake Engine intake air enters the engine compartment

through the inlet scoop on top and the holes in the front of the engine cover. Upon entering it flows through a plenum chamber and into the engine compartment through a short length of pipe. Because the upper end of the pipe forms a lip which extends above the floor of the plenum, any water (spray) that may enter is prevented from running down the pipe into the engine compartment. Instead, it runs down through the plenum and out the drain holes in the front of the cover.

82 MA INTE NAN CE AN D THEOR Y OF OPE RATION - ELECTR ICAL, BATIER Y/STARTER , MAGNETO /COl

Vent

To meet Coast Guard requirements governing the vent i· lation of potentially hazardous gad vapors that can accumu­late in the engine compartments of inboard boats, an air vent system has been provided. In addition to the short pipe used for ai r intake, there is a longer p ipe extending to the bottom of the engine compartment, which is connected to a separate plenum chamber. This pipe and chamber vent both air and vapors through the holes in the rear of the engine cover, T he forwa rd motion of the boat forces air through the scoop and into the engine compartment. Some air is consumed by the engine, however more air than the engine consumes is forced into the compartment. This additional air exits through the long pipe in the bottom of the compartment. Thus, air is constantly circulating through the engine compartment, drawing any vapors out the holes in the rear of the engine compartment.

I WARNING.

Do not tape oyer or block the air scoop. This could decrease the effectiveness of the vent system and allow dangerous vapors to accumu­late in the engine compartment.

ELECTRICAL SYSTEM

The Jet Ski electrical system consists of three major components:

1. T he battery and starter system - provides the electr ical power to crank the engine.

2, Magneto/ Capacitor Discharge Ignit ion (CO l) - provides the electrical power necessary to fire the spark plugs.

3. The charging systE'm - keeps the battery at its full potential while preventing overcharging.

BATIERY/STARTER SYSTEM

J$440·A4 and earlier

• 1 o

BA.nERY

• J, STOP SWITCH

JS440·A4A, A5 •

1 r;==-;="':::::;-i

~ ~TA.RT

SWITCH •

BA.nERY

J,

The only function of the battery in the Jet Ski is to pro· vide power for the elect ric st arter. The starter circuit in· cludes the stop switch, (JS440 ·A4 and earlier), start switch magnetic solenoid switch, battery, and starter motor. When the start switch is pushed. a small amount of current flows through the push button swi tch, and through the magnetic soleno id switch. This energizes the solenoid switch and causes it to close, completing the circuit for the starter motor. When the starter butto n is released, the solenoid switch is no longer energized so it opens the starter motor / battery circuit.

MAGNETO/COl SYSTEM

Note : The J S440-A5 uses a one piece COl unit / ignition coil which performs the same function as the separate components used on earlier models,

Magneto

The battery is not connected in the ign ition system. It on ly powers the starter moto r. wh ile the magneto supplies ignition current necessary for engine operation once the engine is turning. The flywheel magneto is basically a single phase al ternating cu rrent (AC) generator which is made up of a moving part called the flywheel and a stationary part called the stator. located inside the f lywheel. The flywheel has four permanent magnets evenly spaced in its ci rcum· ference to genera te an alternating current with two cycles per flywheel reyolu tion, T he sta tor consists of a plate on which are mounted an exciter coil which charges the capaci tor in the CO l unit, a signal (o r pulser) coil wh ich signals the CO l un it to fi re the ignition coil. and a charging coil which supplies cu rrent to charge the battery.

Ignition

The ignition system on the Jet Ski consists o f an exciter coil, a capacitor discharge ignit ion (CO l) unit, a signal (pulser) coil, an igni t ion coil, and two spark plugs.

J$440-A4A and earlier

J$440·A5

• 0-

I TOSTOI' .... "eM

j

;

,

,

..

MAINTE NANCE AND THEORY OF OPERATION - CHARG ING SYSTEM 83

The operation of the ignition coil is much the same in the COl system as in contact breaker ignition systems. The rapid change in current flowing (magnetic flux) in the pri· mary winding of the ignition coil induces a high voltage in the secondary winding and causes a spark to jump to ground across the spark plug electrodes. The voltage in­duced in the secondary winding of the coil increases with an increase in the rate of current change in the primary winding.

The COl unit has three functions, which are explained here by comparing them to the operation of an ordinary contact breaker ignition system .

The first function is: to supply current to the primary winding of the ignition coil. In the contact breaker system, this sourcp. is usually the battery. In the COl system, the current generated in the exciter coil charges a capacitor, and the capacitor serves as the energy source.

The second func t ion is: to determine the time at which the spark plugs fire. I n the contact breaker system the tim­ing device is the breaker cam. The CO l system uses a zener diode to detect a current sent by the signal coil. Unlike a normal diode. which conducts current in only one direc· tion, the zener diode will "break down", or conduct in the reverse direct ion. Th is is called the breakdown voltage. The signal coil is set up to provide the proper breakdown volt· age to the zener diode at exactly the right time in the cycle, causing it to reverse and conduct a signal to the switch.

T he third function is: to control the current flow in the primary winding of the ignition coil. In the contact breaker system this is done with a set of contact points. In the COl system the switching is done electronically, using a type of thyristor called a silicon controlled rectifier (SCR), The SCR will conduct current in one direction only, but it will not conduct at all until a signal is received at the "gate" input lead. In this system, a Signal from the zener diode is received at the SCR at exactly the right time, causing it to conduct. When the signal is removed, it stops conducting. Thus the SCR acts as a switch.

In very basic terms, the exciter coil charges a capacitor in the COl unit; the signal coil output increases until it reaches zener diode breakdown voltage, causing it to con· duct; and this current triggers the SCR. which causes the capacitor to release its charge in a single surge to the pri . malY winding of the ign it ion coil. This sudden change in primary current induces a high secondary voltage in the ignition coil, which fires the spark plugs.

Because the flywheel magneto has four poles (two north· south sets), two cycles of alternati ng cu rrent are generated by the exciter coil and the signal coil each time the crank · shaft makes one revolution. Since the outputs are half· wave rectified by diodes in the COl unit, the entire sequence described above is repeated twice in one crank ­shaft revolution. Accordingly, each spark plug fires twice per revolution. The first firing ignites the fuel /air mixture, but the second firing is on the exhaust/ scavenge stroke and therefore has no effect on engine operation.

,,0 ,,0 ,,0 ,,0 ,,0 ,,0 ,,0 ,,0 ,,0 ,,0 ,,0 ,,0 ,,0 ,,0 ,,0 ,,0 ,,0 ., ,0 ,0 ,

11. .. "'"

20011 3000 5000 6000 7000 £NG INE RPM

The COl unit also provides automatic ignition timing advance. When the signal coil output voltage reaches the breakdown voltage of the zener diode, the spark plug fires. At high RPM, signal coil output voltage rises faster than at low RPM, ' zener diode breakdown voltage is reached sooner. and the spark plugs fire at an earlier crankshaft position. Thus, timing advance occurs automatically as engine speed increases.

Since the COl system has no mechanical parts such as a cam or contact breakers, there are no parts to wear out and frequent maintenance is not required. Unless there is circuit failure or component parts are replaced, there is no need to re-adjust the timing once it has been set correctly.

CHARGING SYSTEM

The charging system consists of a charging coil and a voltage regulator, connected in circuit with the battery. As there are no lights on the J et Ski, its only function is to provide charging current to the battery. thus keeping the battery at its full potential.

The charging coil is located in the magneto, and is mounted on the stator plate just opposite the exciter and signal coils. The movement of the flywheel magnets past the charging coil generates an AC current, which is fed to the regulator.

CG , - -, o~ I I I I

I I REGULATOR

I I CG B

L_~ rf-r BATTER V

. MAGNETO J,. The sol id -state regulator. which also contains a rectif ier,

acts as a limiting device to prevent overcharging of the battery . At low engine RPM a low charging voltage is gen ­erated and sent to the regulator , where the rect ifier section converts it to DC and sends it on to the battery, through ground. and back to the charging coil. As engine RPM in· creases, the charging voltage also increases. Left unchecked,

84 MAINTENANCE ANO TH EORY OF OPERATION - ELECTR ICA L TESTING WI TH CO l TESTER

this voltage supply would soon exceed the battery's capacity causing i! to overcharge and boil. Instead, when battery voltage reaches a maximum of 15 :t 0.5 volts (14 :t 0.5 volts for JS440·A5). a zener diode secllon within the regulator Is ac­tivated, which bypasses the battery and sends the current directly back to the charging coil - bypassing the battery.

Since it contains no contacts or other moving parIs, the regulator does nol wear out and never needs to be adjusted, It is therefore manufactured as a sealed unit, and must be replac­ed as a unit should it become defective.

ELECTRICAL TESTING WITH COl TESTER

The Kawasaki Ignition Tesler PIN T56019·201 is an electrical energy measuring device capable of measuring the peak energy output of the COl unit, magneto exciter, and pulser coils.

Ignition energy output pulses occur at a speed 01 microse· cond duration and cannot be accurately measured by a multimeter. The Kawasaki Ignition Tester is solid state con· struction capable of measuring energy peaks of tess than one microsecond in duration.

The Kawasaki Ignition Tester performs as a comparator. The energy output values lor all CO ignition components were derived from tests conducted by Kawasaki. Using this tester, it can be determined If each ignition component is functioning properly. The test results can be compared with the standard values given.

Tester Controls and Accessories

Hlg h·l ow Range Switch

The tester has two input ranges selected by a toggle switch. The low range is sensitive to AC or DC voltages hom 0.5 to 27 volts. The High range is sensitive to AC or DC voltages Irom approximately 75 to 500 volls.

High Scale Test;

a. Plug the lest simulator into a t 15 VAC electric outlet for ten seconds.

b. Place toggle switch of the tester in the High position.

c. Remove the simulator from the outlet, and connect the P and N leads from the tester to the simulator as indicated on the bottom 01 :hc simulator.

d. Setlhe tester dial to 50, or below. Depress the button on the simulator. The ; ~c! I C3tCir lamp on the tester should light.

low Scale Test·

a. Place switch in low position.

b. Set tester dial to 50, or below.

c. Connect yellow lead to negative terminal of 12 volt bat· tery. Connect red lead to positive terminal. Indicator lamp should light.

If lamp does not light in either the High or Low scale tests, check tester battery installation. Check the clip leads for faulty connections. If no faults can be found , reler to the warranty statement for Instructions in sending the tester back to Electro·Specialtles, Inc. for repair.

Indicator Dial and light

The ignition energy output is referenced against a 0-100 scale on the tester. The greater the energy output, the greater the value indication on the scale. The indication Is in the form of an incandescent lamp that lights when the scale dial is set at the position corresponding to Ihe energy output.

Indicator Dial Alignment:

Check indicator dial alignment by turning the dial to the lull clockwise position. The white mark on the dial must line up with Ihe 100 on the face. If the mark does not !ine up with the 100, loosen the dial setscrew, remove the dial, turn the Indicator dial shaft fully clockwise, replace the dial, lining up the mark on the dial with the 100, and tighten the setscrew. 00 not force the dial to turn without first loosen· ing the setscrew.

Due to manufacturing tolerances, do not be concerned if the white mark on the dial, when turned fully in the counterclockwise direction, does not align exactly with the zero.

Test Simulator

The test simulator is used as a source of energy lor testing the high range of the Ignition tester. II is charged up by be· Ing plugged into a 115 VAC outlet.

Do not touch the plug pins on the simulator while depress· ing the button. A mild shock will result. For each lest per· formed by the simulator, it must be recharged. The tester will not be damaged if the test switch is placed in the Low position and high voltage output tests are made.

load Coil

The CD Ignition load coli is used in conjunction with the tester and is designed to provide an output load for the COl unit. The load coil will cause a marginal capacitor to malfunction, but will not effect a good uni\.

MM·, CUp

The MM·l clip determines the relative amount of energy pre· sent in the spark plug wires. Engines in various stages of wear will indicate a difference energy reading than new engines. As the engine compression goes down, the energy necessary to fire the plugs goes down also.

Readings lower than standard indicate low co!! ::' :Jtput (caused by a fault anywhere in the ignition system, fJulty spark plug or Ignition wire, or low compression). Readings higher than standard indicate higher coli output Of larger than standard spark ptug gap.

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MAINTENANCE AND THEO RY OF OPERATION - ELECTRICAL TESTING WITH COl TESTER 85

General Test Instructions

Before beginning test procedures, check all primary and secondary ignition wiring, the start swi tch and stop switch to eliminate them as possible causes of ignition failure.

Cranking Engine

Removing the spark plugs will allow the engine to turn over faster, raising the level of output from the ignition system. If output results are marginal, output can be measured with or without compression. Values listed in the test procedures are taken against compression. Make sure the battery is fully charged so the cranking speed will remain constant throughout the tests.

Analysis 01 Test Results

Indicator Lamp lights at Specified Setting:

After every lest that lights the indicator lamp, reset the in· dicator circuit by depressing the Reset button. The Indicator lamp will light at all points downscale from the highest indica· tion.

Test results should repeat within five points of the specified seltlng. If readings do not repeat, output of the ignition system is erratic.

Indicator Lamp Does Not Light Unless Dial Is Turned Downscale From Specified Selting:

This indicates that the output is less than that designed to operate the engine in a satisfactory manner. The engine may run at a lower setting, but be subject to hard starting and/or misfiring. Be certain Ihat correct engine cranking conditions were mel.

Indicator Lamp Does Not Light:

Output of the system is too low to operate the tester In· dlcator circuit.

Multiple or Intermittent Ignition Problems

In dealing with intermittent Ignition problems there is no easy way. Problems that occur only during hot engine opera· tion will have to be tested on a hot engine. In some cases of temperature and/or vibration failure, only parts replacement can solve the problem as most of these failures return to nor· mal at engine shut off.

Low test readings indicate ideal conditions for engine misfire and hard starting.

There is always the possibility of more than one component of the Ignition system failing. Careful repeat of the test pro· cedures and troubleshooting of the accessory circuits will un· cover any additional problems.

I WARNING. CD Ignition output yoltages are high enough to cause an uncomfortable shock. Always see that clip lead Insulators coyer the cUps so they do not can· tact the operator or yehlcle.

Never perform tests on the COl unit without the ignition coil or the tester connected to the output connections. This will prevent internal damage to the COl unit.

Never connect the tester directly to the coil secon· dary output (spar/{ plug). A/ways use the MM-1 clip when testing the ignition coil output.

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86 MAINTENANCE AND THEORY OF OPERATION - ELECTR ICAL TESTING WI TH CO l TESTER

IGNITION COIL OUTPUT AND SPARK PLUG CHECK (JS440-A4A and earlier)

TEST #1 CDr UNIT

o

3·PIN PUlSER COil 6.P IN Gy

CONNECTOR I R

B B Pu CONNECTOR

rT"~ I /.-~"'rY"""~-Gy --+<I~ ~ t R :I>~;-: --' EXCITER B -----t?'*' ---'

COIL I 1 I

t," , r . 1<,4- Pu , , , , , '

>t- B , I ,

IGNITION COil SPARK PLUGS

'-'-' B TO STOP 1_ SWITCH

'::"---::!@3[l~

.,. I I I , L.L ~ MAGNETO

WIRE COLOR CODE 8 . . , ............ Black 8r . . . . . ... . Brown 8IVV ......•.•••. BlackJWhlle Gy ... , ........ Gray

STANDARD VALUE L ..... . . ........ Blue LG .............. Light Green

RANGE VALUE o . .. . .. . . .... Orange om. ...... . .OrangelWhlte

High 65 Pu ............. . ..... Purple A........... . . . Red W. .. . ... ...... Whlte

TEST CONNECTIONS

• Connect the MM·1 adaptor 10 the leSler " N" (yellow) lead wire.

• Connect the tester "P" (red) lead wire 10 a good ground on the engine.

• Clamp the MM·1 adaptor around either spark plug wire as close to the spark plug as possible. If Insulation sleevlng Is over the spark plug wire, push the sleevlng back so that the clip encircles the spark plug wire directly. 00 not allow any metal portion of MM·l clip to touch the engine.

• Before proceeding with Ignition Test 111 , be certain that the engine stop switch, ground wires, and all primary and secondary ignition wIring are not contributing to the pro· blem.

TEST PROCEDURE

Note: Alter each test that tights the Indicator Lamp, push the Reset button to tum the tamp off in preparation for the next test.

• Set the loggle switch to the High range. Set the tester dial to 100.

• Push the starter switch to turn the engine over. I f the engine s tarts, allow ilto Idle only. Slowly turn the tester downscale until the Indicator Lamp tights. Repeat this test three times to verify consistent output.

• lithe lamp lights consis tently at or above 65 on the scale, Ihe Ignition system up to the spark plugs is operating pro· perly. Remove the spark plugs and replace any plug which Is fouled, bridged, or otherwise unfit for service. Consider Ihe possibilities that high heat, vibration, or water may be causing Ignition problems and repeat Tesllll incorporating these factors into the test.

• If the lamp does not tight consistenlly above the specified value or does not light at all, replace the spark plugs and repeat Test 111. II the lamp now lights the problem is solved or the problem is not in the IgnlHon system. If the lamp does not light proceed to Test 112.

MAINTENAN CE AN D THEORY OF OPER ATIO N - ELECT RICAL TESTI NG WITH COl TESTER 87

EXCITER COil OUTPUT (JS440-A4A and earlier)

TEST #2

PULSER COIL

MAGNETO I I

LJ

STANDARD VALUE

RANGE VALUE

High 45

TEST CONNECTIONS

CDI UNIT

3-PIN Gy B B Pu CONNECTOR

i:l ' 1 I BM I Pt I !j:;:~ IGN"'O~Cl=1: 7~GS I I I I. ---t4 i I t L-l..J B I I TO STOP 1 L...J SWITCH -:- t 6·PIN

CONNECTOR

WIRE COLOR CODE 8 .................... Black Bf. . ...... .. ..... . Brown 8fW ............ BlackM'hlte Gy .. . . .. . .. . . .. Gray L .. . ... Blue LG ... , .... .. .... Light Green O. . . .. Orange OM .... OrangelWhile Pu ................. .. Purple R ....... Red W .................... White

TEST PROCEOURE

• Unbolt the conneclorcap (entrance for magneto wires) trom the electric box . Separate the 6-p!n connector.

• Set the toggle switch to the High range. Sel the tester dial to 45.

• Make sure the black ground wire that leads from the engine to the electric box Is connected.

• Connect the tester " N" (yellow) lead wire to the red wire as shown.

• Connect the tester " P" (red) lead wire to a good engine ground.

• Turn over the engine while observing the Indicator lamp on the tester.

• If the lamp lights, push the Reset button to turn the lamp off and repeat Test 1f2 three times. If the lamp lights consistent· Iy at 45, the magneto exci ter coli Is good, proceed to Test 13.

• If the Indicator lamp gives inconsistent readings or does not light at all, examine the magneto wiring for opens, shorts or poor ground and repair II possible. lithe wiring is OK, replace the exciter coil and repeat Test 112. II the lamp stili does not light the flywheel megnets may be defective. Replace the flywheel and repeal Test 1f2.

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88 MAINTENANCE AND THEORY OF OPERATION - ELECTRICAL TESTING WITH COl TESTER

PUlSER COIL OUTPUT (JS440·A4A and earlier)

TEST #3

MAGNETO

, , , ' ~I , , , ,

u

STANDARD VALUE

RANGE VALUE

Low 85

TEST CONNECTIONS

COl UNIT

3-PIN Gy B B PLl CONNECTOR

r:: I i I '~ I Pt I rp,~ IGN ITI ON COI L SPARK PLUGS

:~ I i~4-p, II~'" I , III 0 0 ~ , , ' : II I t>i B i , '-'.J , L.J TO STOP 1 -- - ~ 6-PIN • +

CONNECTOR

WIRE COLOR CODE 8 ..... . .......... . ... Black Bf . . . Brown BNV . . , . . , .. . . .. Black/Whlle Gy . . . . .. Gray L ... . . . ........ . ... . .. Blue LG ... . .. . ...... . Light Green 0 . . . . Orange om . .... ..... . OrangeM'hite Pu ... .. ......... ... . . Purple R . . . . Red W .................... Whlle

TEST PROCEDURE

• With the 6-pln connector still disconnected, connect the lester "N " (yellow) lead wire to the gray wire as shown,

• Set the toggle switch to the Low range, Set the tester dial to 85.

• Connect the tester "P" (red) lead wire to a good engine ground.

• Turn over the engine while observing the Indicator Lamp on the tester.

• If the Indicator Lamp lights, push the Reset button to turn the lamp off and repeat Test #3 three times. If the lamp lights consistently at 85 the pulser collis good, proceed to Test #4.

• If the Indicator Lamp gives Inconsis tent readings or does not light at all , examine the magneto wlr!.l g l or opens, shorts or poor 9i"Ound and repair If po!siblc. If tt-a v; lrinR Is OK, replace the exciter cc.i l and repeat Test #2. If th:;- lamp still does not light the flywMel meg nets may be det ~.;ti~e. Replace the flywheel and r.::peal Tt;st !t2 .

MAINTENANCE AND THEORY OF OPERATIO N - ELECTR ICA L TESTING WITH CO l TESTER 89

COl UNIT OUTPUT TO IGNITION COIL IJS44D-A4A and ea,lIerl

TEST #4

6PIN

CONNE~TORI R rr~ I~~t:=";::: Gy--+<, : R_ ,

COl

: I I B ~I>l-' __ -l

, ' I I ~ I

L.u MAGNETO TO STOP SWITCH 3·PIN

CONNECTOR

,, -.~ " ~'

OJ • <i> ,I •• •• • ~c-

. "

WIRE COLOR CODE B .. . ... Black Sf ........ .. ... .. .. .. Brown 8rN ............ BlackNJhlte Gy .. . . .. Gray

STANDARD VALUE l ... ........ . .Blue LG . . . .. ... Light Green

RANGE VALUE O. . ...... Orange Ofw ........... OrangefVVhite

High 65 Pu. . .... Purple R....... . .. . . Red W ............ . ....... White

TEST CONNECTIONS

• Connect the 6·pin connector and Install the connec tor cap to the electric box . Make sure the black ground w ire thai leads from the engine to the electric box Is connected.

• Disassemble the electric box.

• With a multlmeter set to the AX1 scale, check that the black wire which leads from the COl unil to the stator backing plate has continuity. II there Is no continul ly, repair or replace the black wire as required.

• DIsconnect the 3·pin connector between the COl unit and tho ignition coil.

• Connect the tester "N" (yellow) lead to both purple ter· tnf"als of the COl uni t three·wlre connector as shown. Form the test jumper lead inlo a loop 10 aid in this connecllon.

• Con,ect the tester "P" (red) lead to the black terminal of the connector as shown.

• Connect the load colt between the tester "P" (red) and " N" (yellow) lead wires.

TEST PROCEDURE

• Set the l oggle swi tch to the High range. Sel the tester dial to 65.

• Turn over the engine while observing the Indicator lamp on the tes ter.

[CAU:!)'@] Do not fum over the engine unfess either the Ignl· tion coif or the tes ter is connected 10 the COl unit.

• If the Indicator lamp lights, push the Reset bulton 10 turn Ihe lamo 0 11 and repeat Tesl 1t4 three times. If the lamp lights consistently at 65 the COl unit is good. Replace the Ignition coil and repeat Test 1t1.

• If Ihe Indicator lamp gives low/Inconsistent readings or does not lighl at all , replace the COl unll.

Note: Make sure that the engine SlOp switch, ground w ires, and all primary and secondary Ignition wiring are not contributing to the problem before replacing the COl unit .

90 MAINTENANCE AND TH EORY OF OPERATION - ELECTRICAL TESTING WI TH COl TESTER

IGNITION COIL OUTPUT AND SPARK PLUG CHECK (JS440-A5)

TEST #1 PULSER

COIL

MAGNETO

STANOARo VALUE

RANGE VALUE

High 65

TEST CONNECTIONS

COl UNIT/ IGNITION COIL

B/W

I TO STOP SWITCH

WIRE COLOR CODE B ...... . . . .. . . Black Br. . ........... . . Brown SfW .. BlackM'hite Gy . . .. . . . . Gray L ... . . . . .... Blue LG. . ... Light Green 0. . . ....... . .. Orange Of'rN . . ........ . OrangelWhile Pu .. . . ...... Purple A .. . ...... . ..... Red W. . ...... . . While

TEST PROCEDURE

SPARK PLUGS

• Connecllhe MM·' adaptor to the lester " N" (yellow) lead wire.

Note: Alter each test that lights the Indicator Lamp , push the Reset button to turn the lamp off in preparation for the next test.

• Connect the tester up" (red) lead wire to a good ground on the engine.

• Clamp the MM·' adaptor around either spark plug wire as close to the spark plug as possible. If insulation sleeving is over the spark plug wire, push the sleeving back so that the clip encircles the spark plug wire directly. Do not allow any metal portion 01 MM-l c lip to touch the engine.

• Before proceed ing with Ignition Test #1 , be certain that the engine stop switch, ground wires, and all primary and secondary ignition wiring are not contributing to the pro· blem.

• Set the toggle switch to the High range. Set the tester dial to 100.

• Push the starter switch to turn the engine over. II the engine starts, allow it to idle only. Slowly turn the tester downscale until the Indicator Lamp lights. Repeat this test three l imes to verify consistent output.

• II the lamp lights consistently at or above 65 on the scale, the Ignition system up to the spark plugs is operating pro· perly. Remove the spark plugs and replace any plug which is fouled , bridged , or otherwise unlit for service. Consider the possibilities that high heat, vibration, or water may be causing ignition problems and repeal Test Itl incorporating these factors into the test.

• If the lamp does not light consistently above the specif ied '--"" value or does not light at all , replace the spark plugs and repeat Test Itl.11 the lamp now lights the problem Is solved or the problem is not In the ignilion system. If the lamp does not light proceed to Test 1t2.

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MAINTENANCE AN D TH EOR Y OF OPERATIO N - ELECTRI CA L TESTIN G WITH COl TESTER 91

EXCITER COIL OUTPUT IJS440-AS)

TEST #2

MAGNETO

STANDARD VALUE

RANGE VALUE

High 38

TEST CONNECTIONS

6·PI N CONNECTOR

r~l G:====C~J:~' UFN""'TCICIGON~;~IT~~IO=N=1coC!'"'~UGS :>t- B T ~ : I B I ~ LJ ..L B/W

- I i

WIRE COLOR CODE B ...... Black Bf. . .. Brown BrN ..... ... .... 8lack/INhile Gy ... Gray L .. ................... Blue LG . . . .. .. . Light Green O. . .. ...... ... Orange om ...... .. ... Orangel'Nhile Pu .. . . ... . Purple A ........ . . . ..... Red W .. . .. . White

TO STOP • SWITCH

TEST PROCEDURE

• Unboilihe connector cap (entrance for magneto wires) from the electric box. Separate the 6-pin connector.

• Set the toggle switch to the High range. Set the tesler dial 1038.

• Temporarily reconnect the black ground wire thaI leads from the engine to the electric box.

• Connect the tester " N" (yeUow) lead wire to the red wire as shown.

• Connect the tester uP" (red) lead wire to a good eng ine ground.

• Turn over the engine while observing the Indicator Lamp on the tester.

• If the lamp lights push the Reset bullon to turn the lamp off and repeat Test 112 three times. It the lamp lights consistent· Iy at 38, the magneto exciter coil Is good, proceed to Test OJ.

• If the Indicator Lamp gives inconsistent readings or does not light at aU, examine the magneto wiring for opens, shorts or poor ground and repair it possible. It the wiring is OK, replace the exciter COli and repeat Test 1t2. If the lamp stili does not light the flywheel meg nets may be defective. Replace the lIywheel and repeat Test 1t2.

92 MAINTENANCE AND THEORY Of OPERATI ON - ELECTRI CAL TESTING WITH COl TESTER

PULSER COIL OUTPUT (JS440-A5)

TEST #3

PUlSER COIL

"

.. "

-oc ,

(j) ~ • ...

6 PIN

~G::::&~::::a--J . t CONNECTOR ii G:====C~§~'~U=N~'CT=""GCN~;I~':O=N=C~O~~UGS

EXCITER COIL

MAGNETO

I , ---t'l

, I , , U

STANDARD VALUE

RANGE VALUE

High 40

TEST CONNECTIONS

: I ! ( - - ~ LJ ..L BNI

- I 1 TO STOP .,. SWITCH

WIRE COLOR CODE B ... .•..•...•..... Black Bf. . . Brown BM' ............ BlackIWhite Gy .................... Gray L .......... . ... Blue lG . ............. Ught Green o ................... Orange Ofw ........... OrangelWhile Pu . .................. Purple R ... . .......... Red W.. . .. Whlte

TEST PROCEDURES

• With the 6-pin connector sUIl disconnected, connect the tester " N" (yellow) lead wire to the gray wire as shown.

• Set the toggle switch to the High range. Set the tester dial 1040.

• Connect the lesler " P" (red) lead wire to a good engine ground.

• Turn over the engine while observing the indicator Lamp on the tester.

• If the Indicator Lamp gives Inconsistent readings or does not light at all , examine the magneto wiring for opens, shorts or poor ground and repaIr If possible. If the wiring Is OK, replace the pulser coli and repeat Test 1t3. If the lamp still does not light the flywheel magnets may be defective. Replace the flywheel and repeal Test 1t3.

• If Tesl1t2 and 1t3 check OK but Test lit did not, examIne the COl unillignltion coli ground wire for broken wire, corrosion or poor connection. If the ground wire is OK replace the COl unit/ignition colt.

Note: Make sure that the engine stop switch, ground wires, and all primary and secondary Ignilion wiring are not con tributing to the problem before replacing the COl unitlignltron coil.

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MAINTENANC E AND TH EORY OF OPERATIO N - ELECTRI CAL TESTING WI TH MULTI METER 93

ELECTRICAL TESTING WITH MULTIMETER

If Ihe Kawasaki CO ignition lester is nol available, the igni­tion coil, eXCiter coil and pulser coil may be checked uSing a mutHmeter. This type of test is not as accurate or sophisticated as using the Kawasaki lester and the results are not 100% conclusive.

Ignition Coil

The ignllion coil can be checked for a brOken or badly shorted winding with a muitimeter. Check the resistance across the connections shown in the following table.

IGNITION COIL RESISTANCE TESTS

JS440·A4A and earlier

Meter Standard Item Setting Connection Value

Primary Rn Purpl~Black O.43n Winding +10% -Secondary R x 100 High Tension lead IO.SKU Winding High Tension Lead +10 %

J5440·A5

Meter Standard Item Setting Connection Value

Secondary A x 100 High Tension lead 5.6Kn Winding High Tension lead +20%

If either the primary or secondary winding does not have the correct resistance, replace the ignition coil.

Exciter and Pulser Coils

If the spark is weak or absent after the spark plug, ignition coil, and COl unit are found to be functioning properly, and the wiring is ali In good condition and properly connected (check for loose or corroded conditions); the cause may be a short or open In the exciter or pulser coil, or a loss of magnetism in the flywheel magnets. With a multi meter set to the proper range, measure the resistance between the leads shown in the follow· ing lable.

EXCITER AND PUlSER COil RESISTANCE TESTS

JS440-A4A and earlier

Meter Standard lIem Selling Connection Value

Exciter Coil A x 100 Red ...... Slack 2700 .±20%

Pulser Coil R x 10 Red .... Gray 6511 ..±.20%

JS440·A5

Meter Standard Item Setting Connection Value

Exciter Coli R x 100 Aed .... Slack 2700 +20%

Pulser Coil A x 10 Aed .... Gray 2511 , .±20%

If t he resistances in this test are found to be le9s than the proper values, there is probably a short in the exciter andlor pulser coil. No read ing ( ) indicates an open circuit. In either case, replace the coil(s) not meeting the standard value. If, however, the coils check out good, the cause Is mosl likely a loss ot" magnetism in the flywheel, necessitating Ifywheel replacement.

Charging Coil

With a multi meter, check charging coli output (in clrcuit)-ac· cording to the table below with the engine running at approx­Imately 6000 rpm.

WARNING.

To avoid electrical shock, do not perform this test with the boal in waler.

Do not run the engine over 15 seconds without cool­ing water. Take care not to over·rev the engine while running it with no load.

CHARGING COil OUTPUT TEST

Meter Standard

Item Setting Connection V<Jlue

Light ..... Slack 12-15

Charging Green VAC

VAC Coil

Light ..... Slack 12-15 Green VAC .

If charging coil output voltage Is correct, check the regulator according to the regulalor test procedure. If charging coil out· put voltage is low, check the charging coil reSistance with a multimeter according to the following table.

CHARGING COil RESISTANCE TEST

Meter Standard Item Setting Connection Value

Light ..... Black 1.Sf! Green ±20%

Charging R, , Light .. Black 1.50

Coil Green '20%

Light ...... Light 3.0n Green Green i20%

If the coil has normal resistance, but the voltage check shows the charging system to be defective, then the perma­nent magnets in the flywheel have probably weakened, necessitating flywheel replacement.

94 MAINTENANCE AND THEO RY Of OPERATI ON - HUL L REPAI R

Regulator

If the battery continually discharges or overcharges while the charging coil is functioning properly, the reg ulator may be defective. With a multimeter set to the R x 100 range, lesllhe regulator according to the following table.

REGULATOR RESISTANCE TEST

Tester Positive 1+1 Lead Connection

lead Ught light Color Orange Black Green Green

Orange ~ ., R\ R\ R\ -0

~ ~ ~ £ .0 Bl ack :> ";:;

";:; u • • ~o

~ .0 light f/\ a R\ ':8 Green ~~

light £ ~ • • f/\ 62:, I-~

Green

~ ~ Indicates a reading ~ Indicates no reading LL-J of some value

If any of the values obtained do not agree with the above table, the regulator must be replaced,

Relay (JS440·A4A. A5)

With a multimeler sella R x 1000 range, test the relay accor· ding to the following lable.

RELAY RESISTANCE TEST

Tester Posi t ive (+) Lead Connection

Lead Black Color White Blue Black Brown

0

I~ 0 Black "ti White OJ 6b. 6b. • 0 0 0 u

~ ." • OJ 6b. 6b. • Blue ~ ., -

~ • > Black 6b. ~ OJ . ~ ~ • z

~ - Brown " ~ 6b. OJ • • I-

~ Ind icates no reading ~ Indicates a read ­~ LL..j lng of some value

If any of the values obtained do not agree with the above table, the relay must be replaced.

HULL REPAIR

Except for the front deck the Jet Ski uses sheet molded com· pound (SMC). For the Ilrst 1000 unit s (approximate), the front deck is hand laid fiberglass reinforced plastic (FRP). After this number the front deck Is SMC. Repair procedures vary depen­ding upon type of damage and locat ion. Hu ll leng th cranks or large puncture holes require professional repair or replace­ment. For safety reasons It Is nol recommended that repairs be attempted for damage 10 the handle pole SMC structure. Any structural damage to the handlepole Is cause for replacement . Normally repairs are limited to hairline cracks or punctures (cracks up to 8 inches long and small punctures).

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REPA IR MATERIALS

Repair Material Source

SMC Repair Kit W61080'()01

Acetone Commercially Available 80-Grit Sandpaper or Commercially Available No. 80 emery clo th

400-Grit Sandpaper or Commercially Available No. 400 emery cloth

4.()z. Fiberglass Cloth Commercially Available

Marine Plywood, 314 In. Commercially Available

Paint Repair Kit W61061.()OI

Most repair kits on the market are not compatible with Kawasaki"s SMC. For best results, use only the kits listed above. Note: When mixing epoxy filler usea hard surface. Do not worK on a porous surface such as cardboard.

When repairing the SMC or hand laid FRP, always heed these precautions .

I WARNING • Acetone Is toxic and flammable. Avoid prolonged contact with skin and keep away Irom open flame. Use onty in a well ·ventllated area.

WARNING. Eye protection should be worn when compressed air is used. 00 not direct air toward anyone. Use 25 psi m8.11.imum nozzle pressure.

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MAINTENANCE AN D TH EORY OF OPE RATIO N - HUll REPAIR 95

Cosmetic Damage

Repair cosmetic damage consisting of scratches and gouges affecting appearance and penetrating only slightly into laminate as follows.

Clean the damaged area with acetone, then inspect area closely. Push on the area immediately surrounding the damage and, if possible, underneath the damaged area to be sure there is no structural damage. Using a burr bit on a rotary grinder or hand drill, form a v-groove along the en­tire length of the scratch Of gouge. The sides of the v-groove should be tapered no more than 45 degrees. Do not pene­trate the fiberglass structure any deeper than necessary. Remove flaky edges and feather painted surface back about one inch beyond the damaged area with No. 80 emery cloth.

Clean area with a dry cloth or clean compressed air. Following the kit instructions, mix enough filler to reo establish surface. Apply and spread filler with a plastic squeegee, making sure to remove all air bubbles. Allow filler to extend above original surface. Allow to cure according to the kit instructions. Sand smooth using a sand­ing block, starting with No. 80 emery clo th and finishing with No. 400 emery cloth. Repaint area using paint repair kit.

Structural Damage to Fin Area and Hull Side Behind Bulkhead

Clean the damaged area with acetone, then inspect area closely. Push on the area immediately surrounding the damage to determine the extent of damage. Using a rotary grinder or a sharp knife, remove the cracked and flaked pieces of material. Using a rotary grinder or hand drill, form a v·groove along the entire length of any cracks. The sides of the v·groo .... e should taper no more than 45 degrees. Do not penetrate the fiberglass structure ·any deeper than necessary.

Remove flaky edges and feather painted surface back about two inches beyond the damaged area with No. 80 emery cloth. Clean area with a dry cloth or clean compres· sed air. Following th~ kit instructions, mix enough filler to re·establish surface. Apply and spread filler with a plastic squeegee. Work the filler into tapered cracks and .... oids making sure to remove all air bubbles. Allow filler to extend abo .... e original surface. Allow to cure accord ing to the kit instructions. Sand smooth using a sanding block, starting with No. 80 emery cloth and finishing with No. 400 emery cloth. Repaint area using paint repair kit.

Stru ctural Damage to Hull Side in Front of Bulkhead

Clean the damaged area with acetone, then inspect area closely. Push on the area immediately su rrounding the damage to determine the extent of damage. Using a rotary grinder or sharp knife, remo .... e the cracked and flaked pieces of material inside and outside. Using a rotary grinder or hand drill, form a .... ·groo .... e inside and outside along the entire length of any cracks so that the crack. is open approx-

imately 1/ 8 inch. The sides of the .... -groo .... e Should taper no more than 45 degrees inside and outside.

Remo .... e flaky edges and feather painted surface back about three inches beyond damaged area on inside and put · side with No. 80 emery cloth. Clean area with a dry cloth or clean compressed air. Following the instructions, mix enough filler to re·establish surfaces. Apply and spread filler with a plastic squeegee. Work the filler into tapered cracks and .... oids making sure to remo .... e all air bubbles. Allow filler to extend abo .... e original surface on both sides. Allow to cure according to instructions. Sand smooth using a sanding block, starting with No. 80 emery cloth and finishing with No. 400 emery cloth. Repaint area using paint repair kit.

Structural Damage to Front Deck

For the first 1000 units (approximate). the front deck is not SMC, but is a hand-laid FRP piece. Normal fiberglass repair materials and procedures should be used. For SMC front decks, use the same repair procedure as used on the Hull Bottom.

Structural Damage to Hull Bottom and Engine Co .... er

Clean the damaged area with acetone, then inspect area closely. Push on the area immediately surrounding the dam· age to determine the extent of damage. Using a rotary grinder or sharp knife, remo .... e the cracked and ftaked pieces of material. Using a file or rotary .grinder , form a .... ·groo .... e inside and outside along the entire length of any cracks so that the crack is open approximately 1/4 inch. The sides of the .... ·groo .... e should taper no more than 45 degrees inside and outside.

Remo .... e flaky edges and feather painted surface back about fou r inches beyond damaged area on inside and out· side with No. 80 emery cloth. Clean area with a dry cloth or clean compressed air. Following instructions, mix enough filler to (e·establish surfaces. Apply and spread filler with a plastic squeegee. Work the filler into tapered cracks and .... oids making su re to remo .... e all air bubbles. Apply 4'02 fiberglass cloth to both inside and outside before filler sets up. The cloth should o .... erlap approximate· Iy 2 inches beyond crack on each side. Tap cloth into filler so that filler comes through cloth. Apply a light final coat of filler o .... er the cloth on both inside and outside. Allow to cu re according to instructions. Sand smooth using a sanding block, starting with No. 80 emery cloth and finishing with No. 400 emery cloth. Repaint area using paint repair kit.

Crack Extending From Rear Deck to Engine Cover Rail

Clean the damaged area with acetone, then inspect area closely. Push on the area immediately surrounding the damage to determine the extent of damage. Using a rotary grinder or sharp knife, remo .... e the cracked and flaked pieces of material inside and outside. Using a rotary grinder or file, form a .... -groove inside and outside along the entire length of any cracks so that the crack is open approximate· Iy 1/4 inch. The sides of the .... ·groo .... e should taper no more than 45 degrees inside and outside.

96 MAINTENANCE AND THEO RY OF OPERATIO N - RUBB ER PARTS

Remove flaky edges and feather painted surface back about lour Inches beyond damaged area on inside and outside with No. 80 emery cloth. Clean area with a dry cloth or clean com· pressed air. Cut a small piece 01 marine plywood 3/8 inch thick, 314 Inch wide by3 inches long. Center piece of wood over crack on inside of deck, and clamp at each end. Wood will align rail and add needed rigidity. Following instructions, mix enough IIlIer to re-establish surfaces. Apply filler 10 center of wood and inside wall of deck. The purpose is Just to bond the wood to deck on both sides of the crack. Apply and spread filler with a plastic sQueegee. Work the filler into tapered cracks and voids making sure to remove all air bubbles. Apply 4-oz fiberglass cloth to Inside and outside belore IlIler sets up. The cloth should overlap approximately 2 Inches beyond crack on each side. On the inside the cloth should completely cover the wood . Tap cloth Into f iller so that Iiller comes thorugh cloth. Apply a light IInal coat ollilier over the cloth. Allow to cure ac· cording to Instructions. Sand surfaces smooth using a sanding block, starting with No. 80 emery cloth and finishing wi th No. 400 emery cloth. Repain t area using paint repair kit.

Hull Extensions

Remove any traces of the original adhesive or component. Clean the adhesive contact surfaces with acetone. Following the kit Instructions, mix enough filler to bond the hull exten· slon into place.

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FIRE "-EXTINGUISHER ~

CASE HUll _---EXTENSiONS ,

Fire Extinguisher Case

Drill out the old pop rivets and use a chisel to split the old case. Remove all pieces and clean the ad hesive contact sur­faces with acetone. Following the kit instructions mix enough IIlIer to bond the case Into position. Pop·rivet the case to the hull.

Painting

The wh ite paint used on the Jet Ski is a 50150 mixture 01 Du­pont Imron No. 555U and No. 817U. It is an epoxy paint and must be mixed with an activator before application.

RUBBER PARTS

The rubber parts on the Jet Ski are fastened in place with adhesives and tape. To replace a component, use one of the products listed or an eQuivalent.

I WARNING. Read all warnings and cautions on any solvanls and adhesives used. Many of these products are flam· mable, may ba harmful to the skin and eyes, and may give 0 11 harmful vapors. Use these solvents and adhesivas only in a wall ·ventllatad area and navar near an opan flame.

fot 'III. ,'~. , ~ f-i

, , "-.... , Of ...... ' , ~

....... , 0' ... _ Python No. 1012

'"''''' , Of ...... ' IK ....... kl PIN KI'01t«15l

"m~. ~

SI::I:-ble ""' ...... "'h. No. 202 0' ~'''I'I.n No. "0 or

Ztpvrtp No. 10 0'

Unbfdo In.l.nl .dh .. l .. 0' ,

Handlebar Grips

Remove the old grips by slicing them length-wise and peel· Ing them 011 the bar. Clean the bar carefully with acetone. Wrap the double coated tape around the bar where the grip will cover It. Wrap the tape tJghtly around the bar so that the edges of the tape meet but do not overlap.

Lubricate the inside of the grip IIghlly with acetone and push the grip onto the bar over the tape. Allow the solvent to evaporate completely before using.

Mat, Eng ine Cover Gasket, Fuel Tank Dampers, Water Muffler Dampers

Remove aU traces of the old rubber part and the old adhesive. Clean thai area of the hull with acetone. Following the manufacturer's Instructions, place the new rubber part In position with contact cement.

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MAINTENANCE AND TH EORY OF OPERATION - RUBBER PARTS 91

Be careful to put the part In the right place the first time. It may be Impossible to reposition it once the cemented surfsces have touched.

Bumper, Handle Pole Bracket Damper, Steering Cable oetents

Remove the old part and scrape the area under it clean. Following the manufacturer's instructions on the container, put the new part In place, then run a bead 01 adhesive along the joinl between the rubber part and the hull. Capillary action will draw the cement deep Inlo the joint.

I WARNING •

Do not get .ny cy.no.crylate camanl In your ay8s or on your . kln. II you do get some In your eyes, do not try to wIs h It oul. Contact I physician im· medlatelyt II you do gal some on your lingers, do not louch any other part of your body; your lingers witt stick to anything they touch. Allow the cement to cure and It will eventually wear off.

Be sure the part is in the righ t place when you apply the cement. It may be Impossible to reposition it.

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Starting difficulty or failure to start

TROU BLESHOOTI NG

Ignition spark F present

Ign ition r System I-

No spark I--I--I--~

r Outside of I-Carburetor r

~

Fuel system r (check that fuel tank contains Inside of I--fuel) Carburetor r

~

Battery/Starter system

1 2 3

1

2 3 4 5 6

I 2 3 4

Fault in fuel system lack of compression Mechanical

Defective or fouled spark plug

Faulty plug wire insulation Defective ignition coil Defective COl unit Defective magneto Battery voltage low

Fuel feed line leaking or clogged Pulse line leaking or clogged Fuel fi l ter clogged Vent l ine or check valve clogged

Pulse, regulator, or check valve diaphragm damaged

2 Metering needle ma ladjusted 3 Water in carburetor 4 Fuel filter screen clogged 5 Inlet control arm maladjusted

1 FaUlty magnetic solenoid switch 2 Battery voltage low 3 Starter motor brushes worn

99

100 TROUBLESHOOTING

Compression

Outside Carburetor

fuel system Engine starts but stops right away

Inside Carburetor

Electrical System

Fault in Carburetor

. Carburetor mixture too lean

Other

Fuel system

Fault in Carburetor Carburetor

Engine mis-mixture too rich

fires, does not run

Other smoothly

Ignition timing maladjusted

Electrical system

Weak spark

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1 Defective crankshaft oil seal

2 Crankcase joint leak 3 Worn piston and rings 4 Head gasket leak

5 Spark plug leak

1 Misuse of choke

2 Fuel filter clogged

3 Fuel feed line leaking or clogged

4 Pulse line leaking or clogged

5 Vent line or check valve clogged

1 Water in carburetor 2 Pulse, regulator, or check valve diaphragm

damaged 3 Metering needle maladjusted

4 Inlet control arm maladjusted

1 Defective or fouled spark plug 2 Poor wiring connection 3 Defective magneto

1 Incorrect metering needle 2 Obstruction in fuel passage or outlet 3 Diaphragm leak ing or damaged 4 Inlet control arm maladjusted 5 Fuel filter screen clogged

Poor fuel supply (fuel feed or vent line clogged)

2 Carburetor mounting loose

1 Inlet needle valve dirty or damaged 2 Inlet control arm maladjusted 3 Choke maladjusted 4 Metering needle maladjusted

Flame arrestor clogged

1 Reduced ignition coil output 2 High voltage inSUlation breakdown 3 Spark plug electrodes maladjusted

or fouled 4 Poor wiring connection, spark plug cap 5 Defective COl unit 6 Defective magneto 7 Battery voltage low

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Low engine power - This trouble often has more than one cause, and trouble symptoms may not be

clear

Ignition system

Fuel system

ather

Overheating

Heavy fuel consumption

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TROUBLESHOOTING 101

Spark plug maladjusted, or of wrong heat range

2 Ignition timing maladjusted

3 Reduced ignition coil output 4 Loose wiring connection in ignition

circuit

1 Insufficient fuel supply to carburetor

2 Pulse, regulator, or check valve diaphragm

damaged 3 Pulse l ine leaking or clogged

4 High speed nOlzle clogged 5 Throttle valve does not fully open 6 Fuel filter screen clogged 7 Fuel filter contaminated

1 Flame arrestor clogged 2 Muffler or exhaust system clogged 3 Water or foreign matter in gasoline 4 Exhaust gas leak in engine compartment

Timing maladjusted 2 Carburetor matadj usted 3 Flame arrestor or exhaust system

clogged 4 Carbon accumulation in combustion chamber 5 Incorrect type of gasoline or oil 6 Incorrect gas/oil mixture 7 Cooling water line leaking or clogged

1 Carburetor maladjusted 2 Flame arrestor ctogged 3 Muffler or exhaust system ctogged 4 Worn cylinder, piston or piston ring

5 Fuel feed line leaking 6 Carburetor inlet needle valve dirty

or damaged

I

102 TROUBLESHOOTING

Poor performance

"tcho~"o9h~._n_g_;n_._'_"_n_' ______________________ ~CC=C"-______ --1E~1 properly Jet Pump .

Intake area obstructed Impeller or pump case damaged Excessive clearance between impeller and pump case

Abnormal engine sounds

Poor steering control

Since faulty steering is dangerous, this problem should be examined by an author ized Jet Ski dealer .

During normal F cruising

r

During sudden acceleration

r

Pinging

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1 Slight piston seizure 2 Piston ring broken or sticking 3 Main bearing worn or damaged

Excessive clearance between connecting rod small end and piston pin, or between pin and piston

2 Excessive connecting rod big end clearance

Ignition timing too advanced

2 Carbon accumulation in cylinder head 3 Poor quality gasol ine 4 Incorrect gasloil mixture 5 Spark plugs of incorrect heat range

1 Excessive piston clearance 2 Piston fings worn 3 Worn piston 4 Connecting rod bent, warped

1 Steering plate nut too tight

Handlebars hard 2 Bearings damaged or cracked to turn 3 Steering plate or pillot bent

c..:::..:::..:"---------------------J-4 No lubricant on steering pillOt 5 Steering cable damaged or improperly routed

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APPENDIX 103

SPECIAL TOOLS

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m::::TI Rei. No. Part No. Part Name Remarks

W56019-Q02 COUPLER/flYWHEEL SPANNER Use for JS440·A4A and earlier 57001-3001 COUPLER/FLYWHEEL SPANNER Use for JS440·AS

2 57001·3002 PIN, slepped Insta ll In W56019·002 to make 57001·3001

3 W56019-003 DRIVE SHAFT HOLDER

• W5601g-QOl COUPLER ADAPTER Use for JS440·A4 and earlier 5 W56019-004 SEAUBUSH INSTALLATION KIT 6 W56019-o08 THREAD REPAIR KIT, 8 mm 7 W56019-009 INSEP.T, 8 mm 8 W56019-Q06 THREAD REPAIR KIT, 6 mm 9 W560,9-o07 INSERT, 6 mrn

10 57001·144 PLIERS, circli p, outside 11 57001-143 PLIERS, circlip, inside 12 T57001-259 FLYWHEEL PULLER 13 T57001·910 PISTON PIN PULLER ,. T5700,-170 PISTON SUPPORT BLOCK SET 15 57001·3514 TIMING LIGHT

\....- 16 T56019·201 TESTER, COl 17 57001-983 MULTIMETER

57001·402 T.D.C. FINDER " A " 57001-115 PLIERS, piston ring

, nol shown

104 APPENDIX - COOLING & BILGE HOSE DIAGRAM

JS440-A1, AlA, A2

TAIL I AND HOSE

MUFFLER

RESONATOR

LEGEND :

BRE ATHER

EXPANSION CHAMBER EXHA UST PIPE

DIRECTION OF COO LI NG SYSTEM FL OW

DIRECTION OF BILG E SYSTEM FLOW

BILG E FI LTER (PICKUP)

DIRECTION OF COMBINED EX HAUST AND COOLING WATER FLOW

••••• ALTERN ATE COOLI NG SYSTE M FL OW

JS440-A3, A4, A4A, A5

TAIL I AND HOSE

LEGEND:

BREATHER

EXPANSION CHAMBER EXHAUST PIPE

DIRECTION OF COOLING SYSTEM FLOW

DIRECTION OF BILGE SYSTEM FLOW

BILGE FILTER (PICKUP)

DIRECTION OF COMBINED EXHAUST AND COOLING WATER FLOW

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JS440·Al, AlA

1/· _ _ . VEN1 llN~ 10 HANDLE POLE

JS440·A2, A3, A4, A4A, AS

)1.!I'I _ _ ·M,.,I. fUEL LINE

APPENDIX -' FUE L HOSE DIAGRAM 105

'III \.1-- FUEl LINE TO I SEDIMENT BOWL

, ~ __ FV£l l !NE TO !- SEDIMENT BOWL

LINE

106 APPEN DIX - WIRING DI AGRAM

JS44D·A1fA1A

----------------, r---------- MAGNETO I

! ENGINE n Lil ~ ! I I I I I _ _ I I LG L,G I I I

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STARTER I. 1 r B

BATTERY

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IGNITION COil

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START PUSHBUTTON STOP PUSHBUTTON

WIRE COLOR CODE

B .... . . . .. . ' ... . .. .. . . _' ... . Sr. . . . . . . . . . . . . . . . • . • • . .. . . Brown 8 N1 . . . . . . . . . . . . . . . . . . . . . . . . Black/White Gy . . ... . . .• ... • , • . •. ... . . .• . ........ Gray l . . . . . . . . . . . . . . . . . , . . . . . . .. .Blue LG . . . . . • • . . . . . . . . . . • . . . . ... Light Green

. Black o. . . . . . . . . . . . . . . . . . . . . . . . . .. Orange O/W .. ..... ... ..... ... . • ... . ... Orange/White Pu . . . . . . . . . • . . . . . . • . . . . . . . . . . . .. . Purple R. . . • . . .• . . • . .. • . . . . . . . . . . . .. . . Red W .. . ....... .. .... .. . . .. .. . . . . . . .... Wh ite

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Ie N<{ D 8 -oD7J3r

('8 -tJ/

8egtnl\H;9 HuH No , . KAW070700976

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KAW15000t2'7 7 •

KAW310300580 . .

KA "326350580 ',. , " I' i ~

":t;,."" ' - , .

., -~ Remarks

. " fuel reslfrve syslem, hllndleb(lr •

, ...maunte start & stop swotches A

Rtlloca led ~nqln~ coolmg hoop , ~

Sol1d mPUJlt C(lriJureto.