IGNITION SYSTEM

ELECTRICAL
Section 2A - Ignition System
Table of Contents
2
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-2 Capacitor Charging #4, #5 & #6 CDMs . . 2A-27
A
210 HP – Ignition System #1 Cylinder Trigger Circuit . . . . . . . . . . . . . 2A-28
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-3 Ignition Coil Circuit . . . . . . . . . . . . . . . . . . . 2A-29
Quicksilver Lubricant/Sealant . . . . . . . . . . . . . 2A-3 Stop Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-30
Coil Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-5 Ignition Component Description . . . . . . . . . . . 2A-31
Electrical Components . . . . . . . . . . . . . . . . . . . 2A-6 Capacitor Discharge Module (CDM) . . . . 2A-31
Flywheel, Stator And Trigger Assembly . . . . 2A-8 Trigger Coil . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-31
Theory of Operation . . . . . . . . . . . . . . . . . . . . . 2A-9 Control Module . . . . . . . . . . . . . . . . . . . . . . . 2A-31
Description . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-10 Ignition Component Description . . . . . . . . . . . 2A-32
Ignition Test Procedures . . . . . . . . . . . . . . . . . . 2A-10 Stator Assembly . . . . . . . . . . . . . . . . . . . . . . 2A-32
Direct Voltage Adaptor (DVA) . . . . . . . . . . 2A-11 Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-32
Troubleshooting Tips . . . . . . . . . . . . . . . . . . 2A-11 CDM Trouble Shooting Flowchart . . . . . . . . . 2A-33
Ignition Troubleshooting . . . . . . . . . . . . . . . . . . 2A-12 CDM (P/N 827509T7) . . . . . . . . . . . . . . . . . 2A-33
Multimeter/DVA Tester 91-99750A1 . . . . . 2A-12 CDM Stop Diode Trouble Shooting . . . . . 2A-34
Test Sequence . . . . . . . . . . . . . . . . . . . . . . . 2A-12 CDM Stop Diode Trouble Shooting (Con’t) 2A-35
Ignition System Test Chart . . . . . . . . . . . . . 2A-14 CDM Trouble Shooting Flowchart . . . . . . . 2A-36
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . 2A-15 CDM Trouble Shooting Flowchart . . . . . . . 2A-38
Stator Assembly . . . . . . . . . . . . . . . . . . . . . . 2A-15 Direct Voltage Adaptor (DVA) . . . . . . . . . . 2A-40
Ignition Components Troubleshooting Tips . . . . . . . . . . . . . . . . . . 2A-40
Removal and Installation . . . . . . . . . . . . . . 2A-16 Ignition Test Procedures . . . . . . . . . . . . . . . . . . 2A-41
240 HP – Ignition System Direct Voltage Adaptor (DVA) Test . . . . . . 2A-41
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-23 Resistance Tests . . . . . . . . . . . . . . . . . . . . . 2A-44
Timing Tape . . . . . . . . . . . . . . . . . . . . . . . . . 2A-24 Rev-Limit Circuit . . . . . . . . . . . . . . . . . . . . . . . . 2A-46
Theory of Operation . . . . . . . . . . . . . . . . . . . . . 2A-25 EFI Injector Timing Signal Test . . . . . . . . . . . . 2A-46
Capacitor Charging #1, #2, & #3 CDMs . 2A-26

90-877837 NOVEMBER 1999 Page 2A-1

IGNITION SYSTEM

Specifications

IGNITION 210 HP Type Capacitor Discharge

SYSTEM Spark Plug Type NGK BU8H or BUZ8H
Spark Plug Gap Surface Gap
Voltage @ Spark Plugs 40,000 Volts
240 HP Type Capacitor Discharge
Spark Plug Type NGK BPZ8HS10
Spark Plug Gap .040 in. (1.0mm)
210 HP Maximum Timing BTDC
@ Cranking Speed 24° BTDC
@ 5000 RPM 22° BTDC
Idle Timing
BTDC 6° ± 2° @ 1000 - 1100 RPM

Firing Order 1-2-3-4-5-6

TIMING
240 HP Maximum Timing BTDC
@ Cranking Speed 26° BTDC
@ 5750 RPM 20° BTDC
Idle Timing
BTDC 6° ± 2° @ 1000 - 1100 RPM

Firing Order 1-2-3-4-5-6

Page 2A-2 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

IGNITION SYSTEM – 210 HP

Special Tools
Multi Meter DVA Tester 91-99750A1

Spark Gap Tester 91-850439

55117

Spark Gap Lead Wire Extension Kit 91-877870A1

58789

Quicksilver Lubricant/Sealant

Description Part Number

Loctite 271 92-809820

Loctite Primer N 92-59327-1

90-877837 NOVEMBER 1999 Page 2A-3

IGNITION SYSTEM

Liquid Neoprene 92-25711--2

Dielectric Grease 92-823506--1

Page 2A-4 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

Coil Assembly - 210 HP

3

4
5
6

2 7

15
8

9
14

12

13
10
11 9

TORQUE
REF.
REF
NO. QTY. DESCRIPTION lb. in. lb. ft. N·m
1 1 PLATE-Coil Mounting
2 12 NUT (#10-32)-Cover Screw 35 3.9
3 4 SPACER
4 4 STUD (.312-24 x 1.690)
5 4 WASHER
6 4 NUT (.312-24)
7 2 HARNESS ASSEMBLY (Black)
8 2 COVER-Ignition Coil
9 2 J CLIP
10 12 SCREW (#10-32 x 2.125)-Ignition Coil Cover 35 3.9
6 SPARK PLUG (NGK # BU8H)
11
6 SPARK PLUG (NGK # BUZ8H) (RFI)
12 1 CABLE KIT-High Tension (6 Cables)
13 6 BOOT KIT-High Tension Cable
14 12 NUT (#10-32)-Ignition Coil Terminal 35 3.9
15 6 COIL KIT-Ignition

90-877837 NOVEMBER 1999 Page 2A-5

IGNITION SYSTEM

Electrical Components - 210 HP

1
3
4

33 2

6
5

16
34 17
13
12 18
8 11
20
14
9
15 19

29

10 22 21
15
1
30
29
28 31
32 15
20

6
23 15
27 24
25
26

Page 2A-6 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

TORQUE
REF
REF.
NO. QTY. DESCRIPTION lb. in. lb. ft. N·m
1 3 SCREW (#10-32 x .375)
2 1 HARNESS ASSEMBLY-Engine
3 1 COVER-Fuse
4 1 FUSE (20 AMP)
5 1 PLUG
4 2 CABLE ASSEMBLY (Black) (9.600 in.)
5 1 CABLE ASSEMBLY (Black) (6.250 in.)
8 1 CLIP
9 2 SCREW (.250-20 x 1.500)
10 1 REGULATOR-Voltage
11 1 SOLENOID KIT-Starter
12 2 BUSHING
13 2 SCREW (.250-20 x 1.00)
14 2 NUT (.250-20)
15 4 SCREW (#10-24 x .500)
16 2 NUT (.312-18)
17 2 LOCKWASHER (.312)
18 2 NUT (#10-32)
19 1 PLATE-Ignition Mount
20 2 SWITCH BOX ASSEMBLY
21 3 NUT (#10-32)
22 1 CLAMP
23 3 BUSHING
24 3 GROMMET
25 3 WASHER
26 3 SCREW (.312-18 x 1.120)
27 3 SCREW (#10-32 x 2.380)
28 3 SCREW (.250-20 x .875)
29 6 BUSHING
30 3 GROMMET
31 1 ECM ASSEMBLY-Turn Key Start
32 5 CABLE TIE (8.00 in.)
33 1 CLIP
34 1 CABLE ASSEMBLY

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IGNITION SYSTEM

Flywheel, Stator And Trigger Assembly - 210 HP

2
3

4 5 1

11

12
6
13

7
8

9
10
14

TORQUE
REF.
REF
NO. QTY. DESCRIPTION lb. in. lb. ft. N·m
1 1 DECAL
2 1 PLUG
3 1 COVER KIT-Flywheel
4 2 WASHER
5 2 SCREW (.190-32 x .380)
6 1 MARKER-Timing
7 1 PLUG
8 1 NUT (.625-18) 120 163
9 1 WASHER
10 1 FLYWHEEL ASSEMBLY
11 4 SCREW (#10-32 x 1.00)
12 4 LOCKWASHER (#10)
13 1 STATOR ASSEMBLY
14 1 TRIGGER PLATE ASSEMBLY

Page 2A-8 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

Theory of Operation - 210 HP

a s
h

b BLK

RED/WHT
BLU/WHT
YEL YEL RED RED 85 87

GRAY
YEL YEL RED RED 30 87a

RED
86

BLU
RED

BLK/WHT
BLK/GRN
BLK
BLK W/YEL ENDS BLK W/YEL ENDS

PPL
BLK

WHT

RED
WHT
BRN

BRN
VIO
VIO
g YEL/RED BLK

BLK
f

GRAY
GRN

2 BLU/WHT
i k
TAN

RED/WHT
VIO
WHT
BLK BRN t

BLK/WHT
GRN
GRN/WHT GRN/WHT
GRN/RED
BLK/YEL

RED
4 WHT/BLK
BLK l

YEL/BLK
BLK

PPL
RED/PPL RED

BLK
RED
GRN/RED
e

RED
BLK
6 u

YEL/BLK
BLU

PPL
PPL
RED
BLK VIO
c WHT
BRN
m
GRN GRN
GRN/WHT
GRN/RED
1 BLK/YEL
WHT/BLK
BLK
BLK
GRN/WHT LT.BLU LT.BLU BLK

3
BLK n
GRN/RED o
5
TAN/LT.BLU

BLK
BLK
BLK/WHT
BLK/WHT

BLK
BLU/WHT

BLK/WHT
BLK/WHT
BLK/GRN

WHT/BLK
BLK/YEL

TAN/BLK
YEL/BLK

BLK
LT.BLU

BLK
PPL

TAN/BLU TAN/BLU
TAN/LT.BLU

YEL/RED
RED/PPL
BLK
BLK

BLK/YEL
TAN

BLK
p
GRAY

PPL
BLK

2 4 6 8 10 12 14 16 18 20 22 24
1 3 5 7 9 11 13 15 17 19 21 23
4 5 1 7 TAN/BLK TAN/BLK
6 3 2 8 TAN/BLU
BLK TAN/BLK
BLU/WHT

BLK
TAN

j
d

q r

a - Stator l - 20 Amp Fuse

b - Trigger m - 12 v. Battery
c - Ignition Coils n - Low Oil Switch
d - Electronic Control Module o - Head Temp. Switch
e - Inner Switch Box p - Coolant Temp. Switch
f - Outer Switch Box q - To Low Oil Lamp
g - Starter r - To Coolant Temp. Gauge
h - Voltage Regulator s - Pump Relay
i - Enrichment Solenoid t - 3 Amp Fuse
j - Engine Harness Plug u - Fuel Primer
k - Starter Solenoid

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IGNITION SYSTEM

Description
The V-6 ignition system is alternator-driven with distributor-less capacitor discharge. Major
components of the system are the flywheel, stator assembly, trigger assembly, 2 switch
boxes, 6 ignition coils and 6 spark plugs.
The stator assembly is mounted below the flywheel and has 4 capacitor charging coils. The
4 capacitor charging coils are composed of 2 high speed and 2 low speed coils-1 high speed
and1 low speed coil for each switch box. The low speed coils provide primary voltage for
the switch boxes from idle to approximately 2500 RPM. The high speed coils provide prima-
ry voltage from 2000 RPM to the maximum RPM the outboard is capable of achieving.
The flywheel is fitted with permanent magnets inside the outer rim. As the flywheel rotates,
the permanent magnets pass the capacitor charging coils producing AC voltage. The AC
voltage is conducted to the switch boxes where it is rectified and stored in a capacitor.
The trigger assembly (also mounted under the flywheel) has 3 coils. Each coil controls the
spark to 2 cylinders -1 cylinder each bank. The flywheel also has a second set of permanent
magnets located around the center hub. As the flywheel rotates, the magnets pass the trig-
ger coils producing AC voltage. The AC voltage is conducted to an electronic switch (SCR)
in the switch box. The switch discharges the capacitor voltage into the ignition coil at the
correct time and in firing order sequence.
Capacitor voltage is conducted to primary side of ignition coil. As this voltage goes to ground
through the primary circuit of the coil, it induces a voltage rise in the secondary side of the
ignition coil. This voltage can increase to approximately 40,000 volts before bridging the
spark plug gap and returning to ground.
The preceding sequence occurs once per engine revolution for each cylinder.
Spark timing is advanced or retarded by the movement of the trigger assembly attached to
the throttle/spark arm.

Ignition Test Procedures

WARNING
When testing or servicing the V-6 ignition system, high voltage is present. Be ex-
tremely cautious. DO NOT TOUCH OR DISCONNECT any ignition parts while engine
is running, while key switch is on or while battery cables are connected.
Failure to comply with the following items may result in damage to the ignition system.
1. DO NOT reverse battery cable connections. The battery negative cable is (-) ground.
2. DO NOT “spark” battery terminals with battery cable connections to check polarity.
3. DO NOT disconnect battery cables while engine is running.
4. DO NOT crank engine when switch boxes are not grounded to engine.
A process of elimination must be used when checking the ignition system without a voltme-
ter (capable of measuring 400 volts DC, or higher) and Direct Voltage Adaptor (91-89045),
as the switch boxes and ignition coils cannot be thoroughly checked with conventional test
equipment.
All other components can be tested with an ohmmeter. Before troubleshooting the ignition
system, check the following:
1. Make sure that electrical harness and ignition switch are not the source of the problem.
2. Check that plug-in connectors are fully engaged and terminals are free of corrosion.

Page 2A-10 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

3. Make sure that wire connections are tight and free of corrosion.
4. Check all electrical components, that are grounded directly to engine, and all ground
wires to see that they are grounded to engine.
5. Check for disconnected wires and short and open circuits.
Direct Voltage Adaptor (DVA)
The DVA must be used with Quicksilver DMT 854009A1, Quicksilver Volt/Ohm meter
91-93572, or an equivalent volt meter (capable of measuring 400 volts DC or higher) to
check primary ignition voltage on Alternator Driven Ignition (ADI) systems. (Models are spe-
cified in Test Charts, following.)

CAUTION
To protect against meter and/or component damage, observe the following precau-
tions:
-- MAKE CERTAIN that Positive (+) lead/terminal of DVA is connected to Positive (+)
receptacle of meter.
-- 400 VDC test position (or higher) MUST BE used for all tests, except “switch box
bias” test.
-- DO NOT CHANGE meter selector switch position while engine is running and/or
“cranked.”
-- Switch boxes MUST REMAIN GROUNDED during tests. Running or cranking en-
gine with switch boxes ungrounded may damage switch boxes. If removed for easi-
er access, the ground wire MUST BE INSTALLED.

WARNING
DANGER - HIGH VOLTAGE/SHOCK HAZARD! Do Not touch ignition components
and/or metal test probes while engine is running and/or “cranked.”
Test procedures and specifications are provided for checking primary ignition voltage while
the engine is running and/or being “cranked.”
Troubleshooting Tips
1. Intermittent, weak or no spark output at two spark plugs (one plug from each bank of
three cylinders) usually is caused by a bad TRIGGER.
2. Intermittent, weak or no spark output at three spark plugs (a complete bank of three cyl-
inders) usually is caused by a bad STATOR or SWITCH BOX.
3. Intermittent, weak or no spark output at any one spark plug (single cylinder) usually is
a bad COIL or SWITCH BOX.

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IGNITION SYSTEM

Ignition Troubleshooting
Multimeter/DVA Tester 91-99750A1
WARNING
DANGER - HIGH VOLTAGE/SHOCK HAZARD! Do Not touch ignition components
and/or metal test probes while engine is running and/or “cranked.”

Test Sequence
1-A. Check primary input voltage to coils. (See Test Chart, following)

51843
1. If voltage readings to coil(s) are BELOW specification, proceed with Step 2-A.
2. If voltage readings to coil(s) are WITHIN specification, proceed with Step 1-B.
1-B. Check coils for spark. [Connect Spark Gap Tester (91-850439)].
1. If no spark or weak spark, COIL is bad.
2. If spark is OK, proceed with Step 1-C.
1-C. If Steps 1-A and 1-B check OK, replace spark plugs.
If problem still is evident after replacing spark plugs, proceed with Step 1-D.
1-D. If Steps 1-A, 1-B and 1-C check OK, check ignition timing.
1. If ignition timing DOES NOT check to specification (sudden and unexplained timing
change), check trigger advance linkage for loose or broken parts and check trigger mag-
net ring in flywheel (affixed to flywheel hub) for tightness and/or shift in position.
2. If ignition timing is UNSTABLE (timing jumps around, at “cranking” speed and/or low
RPM), proceed to Step 5-A.
3. If ignition timing checks to specification and engine still does not run or runs poorly,
trouble exists with fuel system or engine mechanical.

Page 2A-12 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

2-A. Check switch box “stop” circuit. (See Test Chart, following.)
OHMS 60 40 30 20 15 10
100
200 5
20 0
10 30
10
5 15
0 40
VOLTS 0 4 6 8 20
2
DC AMPS 0 10

DCV ACV

DVA

54987
1. If reading is BELOW specification, proceed with Step 2-B.
2. If reading is ABOVE specification, either the trigger or switch box is bad (test trigger: if
trigger checks to specification replace switch box and repeat check).
3. If reading is WITHIN specification, proceed with Step 3-A.
2-B. Check ignition switch/wiring, as follows:

WARNING
DANGER--HIGH VOLTAGE SHOCK/FIRE HAZARD. STAY CLEAR OF SPARK PLUG
LEADS. To assure personal safety, each individual spark plug lead should be
grounded to the engine.
1. To prevent engine from starting, remove spark plug leads from ALL spark plugs, then
ground ALL spark plug leads to the engine.
2. Remove ignition switch lead wire(s) from switch box(es) [lead wire(s) are connected
to BLACK/YELLOW bullet terminal].
NOTE: Be sure to disconnect ignition switch lead wire from both switch boxes.
3. With ignition switch ISOLATED (removed in preceding Step 2), repeat check in Step 2-A.
a. If reading still is BELOW specification, proceed with Step 3-A.
b. If reading now is WITHIN specification, either the ignition switch or wiring is bad.
3-A. Check stator low speed and high speed input to switch box. (See Test Chart, fol-
lowing.)
NOTE: This is OUTER switch box.
1. If either the low speed or high speed reading to switch box is BELOW specification, sta-
tor or switch box is bad (test stator: if stator checks to specification replace switch box
and repeat check).
2. If both the low speed and high speed readings are WITHIN specification, proceed with
Step 4-A.

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IGNITION SYSTEM

4-A. Check stator low speed and high speed input to INNER switch box. (See Test
Chart, following.)
1. If either the low speed or high speed reading to switch box is BELOW specification stator
or switch box is bad (test stator: if stator checks to specification replace switch box and
repeat check)
2. If both the low speed and high speed readings are WITHIN specification, proceed with
Step 5-A.
5-A. Check switch box bias. Bias circuit may checked using either a voltmeter or an
ohmmeter. (To use a voltmeter, see Test Chart, following. Use VOLT METER only; DVA
not required.
Ohm Test:
1. Disconnect WHITE/BLACK wire from switch box at bullet connector.
2. With ohmmeter set to 1K scale, connect one ohm lead to WHT/BLK switch box terminal
and one ohm lead to switch box case ground.
3. Ohmmeter should indicate 1300 - 1500 ohms.
Voltage Test
NOTE: Switch Box Bias Voltage is NEGATIVE (-) voltage applied to the ignition system to
raise the trigger firing threshold as engine RPM is increased, thus stabilizing ignition timing
and preventing random ignition firing.
4. If bias reading is BELOW specification, one or both switch boxes are bad.
Replace OUTER switch box and recheck bias; if necessary, replace INNER switch box and
recheck bias.
5. If bias reading is WITHIN specification, and engine still does not run or runs poorly, one
or both switch boxes or trigger is bad. [Test trigger: if trigger checks to specification re-
place switch box(es) and repeat check.]
Ignition System Test Chart
IMPORTANT: BEFORE attempting the ignition system checks, below, thoroughly
read the preceding pages of these instructions to become familiar with the proper
test sequence and procedures (particularly any “Warnings” and “Cautions”). ALL
tests are performed with lead wires connected--terminals exposed. SWITCH BOXES
MUST BE GROUNDED (CASE TO ENGINE BLOCK) FOR ALL TESTS--IF NOT, SWITCH
BOXES MAY BE DAMAGED.

Selection DVA Lead DVA Lead Scale Reading Scale Reading Scale Reading
Test Sw. Position RED BLACK @ 400 RPM @ 1000 RPM @ 3000 RPM
Coil 400 VDC* Coil (+) Coil (-) 90 - 145 125 - 175 175 - 240
Primary Terminal Terminal
Sw. Box - 400 VDC* Black/Yellow Ground 200 – 300 225 – 400 225 – 400
Stop Circuit Sw. Box Bullet
Stator 400 VDC* Blue Sw. Ground 100 – 265 195 – 265 255 – 345
Low Speed Box Bullet
Stator 400 VDC* Red Sw. Ground 25 – 50 120 – 160 230 – 320
High Speed Box Bullet
Sw. Box - 20VDC or [See Note 1] [See Note 1] 1–6 3 – 15 10 – 30
Bias 40VDC Ground White/Black
Sw. Box Bullet

(1) Using meter only, REVERSE LEAD POLARITY; Connect leads as specified.
(*) If using a meter with a built-in DVA, place selector switch in the DVA/400 VDC position.

Page 2A-14 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

Ignition System
Stator Assembly
The stator assembly has a BLACK ground wire which grounds the stator to the engine.
IMPORTANT: Stator must be grounded to engine.
STATOR TEST
1. To test, disconnect BLUE/WHITE and RED/WHITE stator leads from outer switch box
and BLUE and RED stator leads from inner switch box.
2. Use an ohmmeter and perform the following tests:
STATOR

Test Leads to Resistance Ohms Scale Reading

Between BLUE and RED Stator
3500-4200 R x 1000
Leads
Between BLUE/WHITE and RED/
3500-4200 R x 1000
WHITE Stator Leads
Between RED Stator Lead and
90-140 Rx1
BLACK Stator Lead
Between RED/WHITE Stator Lead
90-140 Rx1
and BLACK Stator Lead

3. If meter readings are other than specified, replace stator assembly. Refer to stator as-
sembly removal and installation (see “Table of Contents”).

CAUTION
Switch boxes must be grounded to engine before cranking engine, or switch boxes
will be damaged.
TRIGGER ASSEMBLY TEST
1. Disconnect all trigger leads from switch boxes.
2. Use an ohmmeter and perform the following checks:

Test Leads to Resistance Ohms Scale Reading

Between BROWN Trigger Lead
(without YELLOW Sleeve) and
1100-1400 R x 100
WHITE Trigger Lead (with YEL-
LOW Sleeve)
Between WHITE Trigger Lead
(without YELLOW Sleeve) and
1100-1400 R x 100
VIOLET Trigger Lead (with YEL-
LOW Sleeve)
Between VIOLET Trigger Lead
(without YELLOW Sleeve) and
1100-1400 R x 100
BROWN Trigger Lead (with YEL-
LOW Sleeve)

3. If meter readings are not as specified, replace trigger assembly. Refer to “Trigger As-
sembly Removal and Replacement,” following.

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IGNITION SYSTEM

CAUTION
Switch boxes must be grounded to engine before cranking engine, or switch boxes
will be damaged.
IGNITION COIL TEST
IMPORTANT: Ohmmeter tests can only detect certain faults in the ignition coils. Re-
place ignition coil, if ohm- meter readings (listed in chart, following) are not as speci-
fied. If coil tests OK, and coil is still suspected of being faulty, use Multi-Meter/DVA
Tester (91-99750A1) or a voltmeter and Direct Voltage Adaptor (91-89045) to thor-
oughly check coil.
1. Disconnect wires from the positive (+) and negative (-) coil terminals.
2. Remove the spark plug (hi-tension) lead from coil tower.
3. Use an ohmmeter and perform the following tests:
NOTE: Copper wire is an excellent conductor, but it will have a noticeable difference in resis-
tance from cold to hot temperatures. Reasonable variations from these specified readings
are acceptable.

Test Leads to Resistance Ohms Scale Reading

Between (+) and (–) Coil Terminals .02-.04 Rx1
On BLUE Color Coils Between Coil
Tower and Either (+) or (–) Coil 800-1100 R x 100
Terminal (Mounted or Removed)

4. If meter readings are not as specified, replace ignition coil. Refer to ‘‘Ignition Coil Re-
moval and Installation,” following.
Ignition Components Removal and Installation
FLYWHEEL REMOVAL AND INSTALLATION
Flywheel Removal
1. Remove 3 wing nuts and lift flywheel cover off engine.
2. While holding flywheel with Flywheel Holder (91- 52344), remove flywheel nut and
washer.
aa

54983
b
a - Flywheel
b - Flywheel Holder (91-52344)
3. Install a crankshaft protector cap on end of crankshaft, then install Flywheel Puller
(91-73687A2) into flywheel.

Page 2A-16 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

CAUTION
Crankshaft damage may result if a protector cap is not used between crankshaft
and puller.
4. Remove flywheel by operating flywheel puller, as shown.

CAUTION
CAUTION DO NOT hammer on end of puller center bolt to remove flywheel, or dam-
age may result to crankshaft or bearings. DO NOT use heat to aid flywheel removal,
as excessive heat may seize flywheel to crankshaft.

54984
a - Flywheel Puller (91-73687A2)
b - Crankshaft Protector Cap (Hidden)
Flywheel Installation
IMPORTANT: Do not apply oil to crankshaft taper or flywheel taper as flywheel will not
seat properly against crankshaft when torqued.
1. Reinstall flywheel on crankshaft. Secure flywheel with flat washer and locknut. While
holding flywheel with Flywheel Holder (91-52344), torque flywheel nut to 120 Ib. ft. (163
N·m).
2. Reinstall flywheel cover on engine.

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IGNITION SYSTEM

STATOR ASSEMBLY REMOVAL AND INSTALLATION

Stator Assembly Removal
1. Remove flywheel, as outlined in “Flywheel Removal and Installation,” preceding.
2. Remove 4 screws which secure stator to the upper end cap.

a
b

a - Stator Attaching Screws

b - Stator
3. Disconnect all stator leads from their respective terminals, cut sta-strap(s) and remove
stator assembly from engine.
Stator Assembly Installation
1. Clean stator attaching screw threads with Loctite Primer T (92-59327--1 ) and apply
Loctite 271 (92-809820). Install stator assembly in position on upper end cap and secure
with attaching screws. Torque screws to 50 Ib. in. (5.5 N·m).

a
a - Align Arrow Aft
2. Reconnect wires to proper terminals of voltage regulator/rectifier and switch boxes. Re-
connect ground lead to ground. Refer to wiring diagram, following in this section. Wires
with yellow identification sleeve must be connected to outer switch box.

CAUTION
Switch boxes must be grounded to engine before cranking engine, or switch boxes
will be damaged.
3. Route stator wiring harness as shown. Secure with sta-strap and clamp.
4. Reinstall flywheel, as outlined in “Flywheel Removal and Installation,” preceding.

Page 2A-18 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

TRIGGER PLATE ASSEMBLY REMOVAL AND INSTALLATION

Trigger Plate Assembly Removal
1. Remove flywheel, as outlined in “Flywheel Removal and Installation,” preceding.
2. Remove 4 screws which secure stator assembly to upper end cap. Lift stator off end cap
and move to the side.
3. Remove locknut that secures link rod swivel into spark advance lever. Pull link rod out
of lever.
4. Remove 3 screws and remove switches boxes from ignition plate.
5. Disconnect all trigger leads from their respective terminals. Cut sta-strap and remove
trigger plate assembly from engine.
6. If trigger assembly is faulty, remove and retain link rod swivel from trigger.

51844
a - Trigger
b - Link Rod Swivel
Trigger Plate Assembly Installation
1. If link rod swivel was disassembled or removed, reassemble to trigger as shown.

b
e
c d

a 51840
a - Retain This [11/16 in. (17.5 mm)] Dimension
b - Pivot
c - Link Rod
d - Hex Nut
e - Ball Joint

90-877837 NOVEMBER 1999 Page 2A-19

IGNITION SYSTEM

2. Place trigger plate assembly in upper end cap. Fasten link rod swivel to spark advance
lever with locknut.

a
51840
a - Spark Advance Lever
b - Locknut
c - Trigger Harness
3. Route trigger wiring harness as shown. Reconnect wires to proper terminals of switch
boxes. Refer to wiring diagram, following in this section. Wires with yellow identification
sleeve must be connected to outer switch box.
4. Install switch boxes to ignition plate with 3 screws retained from disassembly. Refer to
switch box(es) removal and installation (see “Table of Contents”). Make sure that both
switch boxes are grounded to ignition plate thru mounting screws and spacers.

CAUTION
Switch boxes must be grounded to engine before cranking engine, or switch boxes
will be damaged.
5. Clean stator attaching screw threads with Loctite Primer T (92-59327--1 ) and apply Loc-
tite 222 (obtain locally). Install stator assembly in position on upper end cap and secure
with attaching screws. Torque screws to 50 Ib. in. (5.5 N m).
6. Secure wires with sta-strap and.
7. Reinstall flywheel as outlined in “Flywheel Removal and Installation,” preceding.

Page 2A-20 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

IGNITION COIL REMOVAL AND INSTALLATION

Ignition Coil Removal
1. Remove the spark plug (high tension) lead from the defective coil.
2. Disconnect wires from (+) and (-) terminals on defective coil.
3. Remove 6 screws and nuts, lift coil cover along with coils from engine. Remove defective
coil from cover.

c
b

a - Cover
b - Screws
c - Nuts

Ignition Coil Installation

1. Place coil in coil cover and install to engine with 6 screws and nuts.
2. Reconnect switch box wire to (+) terminal of coil and black ground wire to (-) terminal.
3. Pull the boot back and insert spark plug lead into coil. Caution must be taken to ensure
a complete connection of lead into coil. Form a water tight seal between coil tower and
spark plug lead using Quicksilver Insulating Compound (92-823506--1). Assemble boot
over coil terminal.

90-877837 NOVEMBER 1999 Page 2A-21

IGNITION SYSTEM

SWITCH BOX(ES) REMOVAL AND INSTALLATION

Switch Box(es) Removal
1. Remove 3 screws and lift switch boxes from engine.

54989
a - Screws
2. Disconnect wires from switch boxes.
Switch Box(es) Installation
1. Reconnect wires to proper bullet terminals of switch boxes. Secure a ground lead to igni-
tion plate using a screw. Refer to wiring diagram, following. Wires with yellow identifica-
tion sleeve must be connected to outer switch box. Outer switch box fires cylinders No.
2, 4 and 6.
2. Install switch boxes to ignition plate with 3 screws and nuts. Make sure that both switch
boxes are grounded to engine through ground leads.

CAUTION
Switch boxes must be grounded to engine before cranking engine, or switch boxes
will be damaged.

Page 2A-22 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

IGNITION SYSTEM – 240 HP

Special Tools
3. CDM Test Harness 84-825207A2

IMPORTANT: The CDM test harness requires modification to work with the 2.0/2.5L
CDM ignition system. Splice both black wires together within 3 inches of the CDM
connectors.

4. DVA Adaptor 91-89045

55218

5. Spark Gap Tester P/N 91-850439

90-877837 NOVEMBER 1999 Page 2A-23

IGNITION SYSTEM

6. Spark Gap Lead Wire Extension Kit 91-877870A1

58789

Timing Tape
The timing tape decal is a very handy tool for troubleshooting ignition timing problems, espe-
cially when you need to check other cylinders than number 1. You can install this self stick
adhesive decal directly on the flywheel to mark the location of top dead center for each cylin-
der. The decals are for one–time–use only and are sold in packages of 10.

26 inch

40 30 20 10 0 10 CYL. #1 40 30 20 10 0 10 CYL. #2 40 30 20 10 0 10 CYL. #3

Page 2A-24 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

Theory of Operation
The V–6 CDM ignition system is alternator–driven with distributor–less capacitor discharge.
Major components of the system are the flywheel, stator assembly, trigger assembly, control
module, 6 CDM assemblies and 6 spark plugs.
The stator assembly is mounted below the flywheel and has 3 capacitor charging coils. The
flywheel is fitted with permanent magnets inside the outer rim. As the flywheel rotates, the
permanent magnets pass the capacitor charging coils producing AC voltage. The AC volt-
age is conducted to the CDMs where it is rectified, regulated to 300 volts, and stored in ca-
pacitors.
The trigger assembly (also mounted under the flywheel) has 3 coils. Each coil controls the
spark to 2 cylinders - one on each bank. The flywheel also has a second set of permanent
magnets located around the center hub. As the flywheel rotates, the magnets pass the trig-
ger coils producing AC voltage. The AC voltage is conducted to the control module, which
shapes the signal before sending it to the electronic switch (SCR) inside the appropriate
CDM. The switch discharges the capacitor voltage into the primary side of the ignition coil
(inside the CDM).
As this voltage goes to ground through the primary circuit of the coil, it induces a voltage
rise in the secondary side of the ignition coil. This voltage can increase to approximately
40000 volts before bridging the spark plug gap and returning to ground.
The preceding sequence occurs once per engine revolution for each cylinder.
Spark timing is advanced or retarded by the movement of the trigger assembly attached to
the throttle/spark arm.
The control module provides rev–limit (carb models), bias control, shift stabilizer, idle stabi-
lizer, injector timing signal (EFI models), and low oil warning.

90-877837 NOVEMBER 1999 Page 2A-25

IGNITION SYSTEM

Capacitor Charging #1, #2, & #3 CDMs

The STATOR assembly is mounted to the block below the flywheel and has 3 CAPACITOR
CHARGING COILS connected in series. The FLYWHEEL is fitted with 6 permanent mag-
nets inside the outer rim. The flywheel rotates the permanent magnets past the capacitor
charging coils causing the coils to produce AC voltage (260-320 volts). The AC voltage is
then conducted to the CAPACITOR DISCHARGE MODULES (CDM), where it is rectified
(DC) and stored in a capacitor. The stator voltage return path is through the ground wire one
of the other CDMs and back through that CDM’s charging coil wire to the capacitor charging
coils.
NOTE: The CDM contains a zener diode (not shown for clarity). The zener diode regulates
the capacitor voltage to 300 volts, preventing overcharging of the capacitor (and possible
failure) if the SCR does not receive a trigger pulse.

c
S N
a
N
b a 1
S
S

2
N
N S 3
5
1

2 4
6

BLK/YEL
N

GRN/WHT
S

PPL/WHT
S

BLK
N

N
3
S
BLK

YEL YEL
WHT/BLK

YEL YEL
GRN/WHT
YEL
PPL
WHT
BLK/YEL

4
BRN
RED

BRN/WHT
BLU

WHT/GRN

DK BLU/WHT

5
RED/WHT
BLK
WHT/GRN

BLK/YEL
WHT/YEL

6
BLK

d
BLK/YEL

PPL
BLK/WHT
TAN/LT BLU
LT BLU

CAPACITOR- DIODE-

COIL- SOURCE VOLTAGE

SCR- RETURN VOLTAGE

a - Battery Charging Coils c - Capacitor Charging Coils

b - Trigger Coils d - Control Module

Page 2A-26 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

Capacitor Charging #4, #5 & #6 CDMs

The flywheel rotates the permanent magnets past the capacitor charging coils causing the
coils to produce AC voltage (260-320 volts). The opposite voltage pulse is then conducted
to the CAPACITOR DISCHARGE MODULES (CDM), where it is rectified (DC) and stored
in a capacitor. The stator voltage return path is through the ground wire one of the other
CDMs and back through that CDM’s charging coil wire to the capacitor charging coils.
NOTE: The CDM contains a zener diode (not shown for clarity). The zener diode regulates
the capacitor voltage to 300 volts, preventing overcharging of the capacitor (and possible
failure) if the SCR does not receive a trigger pulse.

c
S N
a
1
N
b a
S
S

2
N
N S 3
5
1
2 4
6

BLK/YEL
N

GRN/WHT
S

PPL/WHT
S

BLK
N

3
N S
BLK

YEL YEL
WHT/BLK

YEL YEL
GRN/WHT
YEL
PPL
WHT

4
BLK/YEL

BRN
RED

BRN/WHT
BLU

WHT/GRN

DK BLU/WHT
5
RED/WHT
BLK
WHT/GRN

BLK/YEL

6
WHT/YEL

BLK

d
BLK/YEL

PPL
BLK/WHT
TAN/LT BLU
LT BLU

CAPACITOR- DIODE-

COIL- SOURCE VOLTAGE

SCR- RETURN VOLTAGE

a - Battery Charging Coils c - Capacitor Charging Coils

b - Trigger Coils d - Control Module

90-877837 NOVEMBER 1999 Page 2A-27

IGNITION SYSTEM

#1 Cylinder Trigger Circuit

The TRIGGER assembly (also mounted under the flywheel) has three coils, one for two cyl-
inders - one on each bank. These coils are mounted adjacent to the flywheel center hub.
The center hub of the flywheel contains a permanent magnet with two north-south transi-
tions.
As the flywheel rotates, the magnet north-south transitions pass the trigger coils. This
causes the trigger coils to produce a voltage pulse which is sent to the control module. The
control module shapes the signal before sending it onto the capacitor discharge module
(CDM). A positive voltage pulse will activate the electronic switch (SCR) inside the capacitor
discharge module (CDM). The switch discharges the capacitor voltage through the coil pri-
mary windings. The return voltage pulse exits the CDM through the ground wire and returns
through the control module.
Spark timing is advanced or retarded by the movement of the trigger assembly attached to
the throttle/spark arm.

c
S N
a
1
N
b a
S
S

2
N
N S 3
5
1
2 4
6

BLK/YEL
N

GRN/WHT
S

PPL/WHT
S BLK
N

3
N S
BLK

YEL YEL
WHT/BLK

YEL YEL
GRN/WHT
YEL
PPL
WHT

4
BLK/YEL

BRN
RED

BRN/WHT
BLU

WHT/GRN

DK BLU/WHT
5
RED/WHT
BLK
WHT/GRN

BLK/YEL

6
WHT/YEL

CAPACITOR-
BLK

d COIL-
BLK/YEL

PPL
BLK/WHT SCR-
TAN/LT BLU
LT BLU DIODE-
SOURCE VOLTAGE
RETURN VOLTAGE

a - Battery Charging Coils c - Capacitor Charging Coils

b - Trigger Coils d - Control Module

Page 2A-28 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

Ignition Coil Circuit

As the capacitor voltage flows through the primary windings of the ignition coil, a voltage is
induced into the ignition coil secondary windings. This secondary voltage rises to the level
required to jump the spark plug gap and return to ground. This secondary voltage can, if
necessary, reach approximately 40,000 volts. To complete the secondary voltage path, the
released voltage enters the ground circuit of CDM module.

c
S N
a
1
N
b a
S
S

2
N
N S 3
5
1
2 4
6

BLK/YEL
N

GRN/WHT
S

PPL/WHT
S

BLK
N

3
N S
BLK

YEL YEL
WHT/BLK

YEL YEL
GRN/WHT
YEL
PPL
WHT

4
BLK/YEL

BRN
RED

BRN/WHT
BLU

WHT/GRN

DK BLU/WHT RED/WHT
5
BLK
WHT/GRN

BLK/YEL

6
WHT/YEL

BLK

d
BLK/YEL

PPL
BLK/WHT
TAN/LT BLU
LT BLU

CAPACITOR- DIODE-

COIL- SOURCE VOLTAGE

SCR- RETURN VOLTAGE

a - Battery Charging Coils c - Capacitor Charging Coils

b - Trigger Coils d - Control Module

90-877837 NOVEMBER 1999 Page 2A-29

IGNITION SYSTEM

Stop Circuit
To stop the engine, the stop switch is closed allowing the capacitor charge current from the
stator to drain directly to ground.

c
S N
a
1
N
b a
S
S

2
N
N S 3
5
1
2 4
6

BLK/YEL
N

GRN/WHT
S

PPL/WHT
S

BLK
N

3
N S
BLK

YEL YEL
WHT/BLK

YEL YEL
GRN/WHT
YEL
PPL
WHT

4
BLK/YEL

BRN
RED

BRN/WHT
BLU

WHT/GRN

DK BLU/WHT
5
RED/WHT
BLK
WHT/GRN

BLK/YEL

6
WHT/YEL

BLK

d
BLK/YEL

PPL
BLK/WHT
TAN/LT BLU
LT BLU

CAPACITOR- DIODE-

COIL- SOURCE VOLTAGE

SCR- RETURN VOLTAGE

a - Battery Charging Coils c - Capacitor Charging Coils

b - Trigger Coils d - Control Module

Page 2A-30 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

Ignition Component Description

Capacitor Discharge Module (CDM)
Each module contains an ignition coil and amplifier circuitry which produces approximately
45,000 volts at the spark plugs.

Trigger Coil
Located under flywheel. Is charged by single magnet on flywheel hub. Trigger pulses are
sent to CDM.

Control Module
The control module provides rev–limit (carb models), bias control, shift stabilizer, idle stabi-
lizer, injector timing signal (EFI models), and low oil warning.
On carburetor models, the rev–limiter affects the cylinders in the following sequence
2–3–4–5–6–1. As the engine rpm exceeds the maximum specification (5900 ± 100), the
control module will retard the timing on cylinder #2. The controller will retard the timing a
maximum of 30 degrees and then, if necessary, stop spark on the cylinder. If the engine rpm
is still above the maximum specification, the controller will begin to retard timing on the next
cylinder, then stop spark, continuing in sequence until the engine rpm drops below the maxi-
mum specification.

90-877837 NOVEMBER 1999 Page 2A-31

IGNITION SYSTEM

Ignition Component Description

Stator Assembly
Located under the flywheel in the stator assembly are 12 coils, 3 ignition charge coils and
9 auxiliary power coils wound in series that provide voltage to the CDM’s and battery/auxil-
iary circuits respectively.

Flywheel
Contains 6 magnets (12 pole) around circumference. Flywheel has 4 magnets on inner hub
for trigger. Outer magnets are for battery charge coils and ignition charge coils. These outer
magnets are covered by a thin stainless steel retaining ring bonded onto the inside diameter.

Page 2A-32 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

CDM (P/N 827509T7) Trouble Shooting Flowchart

CHART 1

Step Action Value Yes No Tools

1 Verify High Tension Leads, Spark – Step 2 Replace Failed High Tension lead
Plug and Spark Boots are in good Component pin
condition. Inspect wires for Step 2 P/N 84-813706A56
chafing.
Visual Inspection
2 Verify 4 Pin Connector Integrity – Step 3 Repair/Replace –
Connector
Visual Inspection Components
Step 3
3 Verify Ground from CDM 0.2 Ohms Step 4 Correct Ground DMT 2000 Digital
connector to block and below Path Tachometer/
Step 4 Multi-meter
P/N 91-854009A1
& DVA Adaptor
P/N 91-89045
4 Test all CDMs at Cranking with 7/16 in. If at least Continue with Spark Gap Tester
Spark Gap Tester (11.11 mm) one CDM Chart #2 P/N 91-850439
gap has spark,
Spark on All CDMs? continue
Will spark jump a 7/16 in. with Chart
(11.11 mm) gap? #3

CDM (P/N 827509T7)

a b c d

a - Ground
b - Black/Yellow
c - Trigger Connection
d - Stator Connection

90-877837 NOVEMBER 1999 Page 2A-33

IGNITION SYSTEM

CDM Stop Diode Trouble Shooting

2 Cyl.:
CDM #1 gets its charging ground path through CDM #2
CDM #2 gets its charging ground path through CDM #1
A shorted Stop Diode in either CDM would prevent the opposite one from sparking.

1 2

3 Cyl.:
CDM #1 gets its charging ground path through CDM #2 or #3
CDM #2 and #3 get their charging ground path through CDM #1
A shorted Stop Diode in CDM #1 would prevent CDMs #2 and #3 from sparking.
A shorted Stop Diode in CDM #2 or #3 would prevent CDM #1 from sparking.

1 2 3

4 Cyl.:
CDM #1 and #2 get their charging ground path through CDM #3 or #4
CDM #3 and #4 get their charging ground path through CDM #1 or #2
A shorted Stop Diode in CDM #1 or #2 would prevent CDMs #3 and #4 from sparking.
A shorted Stop Diode in CDM #3 or #4 would prevent CDMs #1 and #2 from sparking.

1 2 3 4

Page 2A-34 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

CDM Stop Diode Trouble Shooting (Con’t)

2.0/2.5 Litre 6 Cyl.:
CDM #1, #2 and #3 get their charging ground path through CDM #4, #5 or #6
CDM #4, #5 and #6 get their charging ground path through CDM #1, #2 or #3
A shorted Stop Diode in CDM #1, #2 or #3 would prevent CDMs #4, #5 and #6 from sparking.
A shorted Stop Diode in CDM #4, #5 or #6 would prevent CDMs #1, #2 and #3 from sparking.

1 2 3 4 5 6

3.0 Litre 6 Cyl.:

All CDMs get their charging ground path independently through the stators white leads.
A shorted Stop Diode in any one CDM will prevent at least 2 other CDMs from sparking.

1 3 5 2 4 6

90-877837 NOVEMBER 1999 Page 2A-35

IGNITION SYSTEM

CDM Trouble Shooting Flowchart

CHART #2 (NO SPARK ON ANY CDM)

Step Action Value Yes No Tools

1 With the key switch ON: NO continuity Step 2 Repair or DMT 2000 Digital
Verify continuity between dis- Replace Com- Tachometer/
connected BLK/YEL harness ponent Multi-meter
wire and ground. Run Engine P/N 91-854009A1 &
This Test Checks: Verify Repair DVA Adaptor
P/N 91-89045
Lanyard Switch
Key Switch
Rev Limiter (external)
Chafed BLK/YEL wire
2 Un-plug all CDMs and verify NO continuity Step 3 Repair or DMT 2000 Digital
continuity between discon- Replace Com- Tachometer/
nected BLK/YEL harness wire ponent Multi-meter
and ground. Run Engine P/N 91-854009A1 &
This Test Checks: Verify Repair DVA Adaptor
P/N 91-89045
CDM Harness
3 Connect CDM one at time Resistance will Step 4 Repair or DMT 2000 Digital
This Test Checks: rise with each Replace Com- Tachometer/
CDM con- ponent Multi-meter
Individual CDM Stop Circuits nected, full con- P/N 91-854009A1 &
Run Engine
tinuity indicates Verify Repair DVA Adaptor
shorted CDM P/N 91-89045
stop circuit.* TPI/CDM Test Har-
ness 84-825207A2
4 Check Stator Step 5 Replace DMT 2000 Digital
Open circuit voltage at cranking Stator Tachometer/
should be no less than 100 Run Engine Multi-meter
Volts on the DVA Verify Repair P/N 91-854009A1 &
DVA Adaptor
Resistance between GRN/WHT 380-430 Ohms P/N 91-89045
and WHT/GRN 2.5L

*Diode Readings: Due to the differences in test meters, results other than specified may be
obtained. In such a case, reverse meter leads and re-test. If test results then read as speci-
fied CDM is O.K. The diode measurements above will be opposite if using a Fluke equivalent
multimeter.

Page 2A-36 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

CHART #2 (NO SPARK ON ANY CDM) (CON’T)

Step Action Value Yes No Tools

5 Check CDM Trigger Input/Crank Step 6 2.5L 6 Cyl. - DMT 2000 Digital
Shaft Position Sensor Output: Step 6 Tachometer/
1 Volt and Multi-meter
Cranking with CDM discon- above - CDM P/N 91-854009A1 &
nected. disconnected. DVA Adaptor
P/N 91-89045
Cranking with CDM connected. 0.2 - 5 Volts- TPI/CDM Test
CDM Harness
connected. P/N 84-825207A2
6 2.5L V-6 Models 1100 - 1400 Step 7 Replace Con- DMT 2000 Digital
Resistance between Trigger Ohms trol Module Tachometer/
wires. Run Engine Multi-meter
Red - White Verify Repair P/N 91-854009A1
Blue - Purple Step 8
Brown - Yellow
7 Test all CDMs at Cranking with 7/16 in. Step 8 Verify All Pre- Spark Gap
Spark Gap Tester (11.11 mm) ceding Steps Tester
gap P/N 91-850439
Spark on All CDMs?
Will spark jump a 7/16 in.
(11.11 mm) gap?
8 If mis-firing is in a repeatable Stator: Run Refer to *Note DMT 2000 Digital
range: 200 Volts and Engine Below Tachometer/
Perform DVA readings on stator above Verify Multi-meter
and trigger at all running speeds.* Repair Replace Con- P/N 91-854009A1 &
Trigger: trol Module DVA Adaptor
2 Volts and P/N 91-89045
above END Run Engine
Verify Repair TPI/CDM Test
2.5L V-6 Models Harness
Preform Bias circuit tests P/N 84-825207A2

* Note: Stator tests will only isolate problem down to a charging pair. Further testing is neces-
sary to determine faulty CDM. Disconnecting one CDM of the charging pair is recom-
mended.

90-877837 NOVEMBER 1999 Page 2A-37

IGNITION SYSTEM

CDM Trouble Shooting Flowchart

CHART #3 (AT LEAST ONE CDM HAS SPARK)

Step Action Value Yes No Tools

1 Resistance Check ALL CDMs Refer to chart Step 3 Replace any DMT 2000 Digital
CDMs that Tachometer/
do not pass Multi-meter
specifica- P/N 91-854009A1
tions even if & DVA Adaptor
they fire P/N 91-89045
Step 2
2 Test all CDMs at Cranking with 7/16 in. Run Engine Step 3 Spark Gap
Spark Gap Tester (11.11 mm) Verify Tester
gap Repair P/N 91-850439
Spark on All CDMs Step 6
Will spark jump a 7/16 in.
(11.11 mm) gap?
3 Check CDM Trigger Input: Step 5 2.5L 6 Cyl. - DMT 2000 Digital
Step 4 Tachometer/
Cranking with CDM 1 Volt and Multi-meter
disconnected above - CDM P/N 91-854009A1
disconnected. & DVA Adaptor
P/N 91-89045
Cranking with CDM connected 0.2 - 5 Volts -
CDM TPI/CDM
connected. Test Harness
84-825207A2
4 2.5L V-6 Models 1100 - 1400 Replace Replace DMT 2000 Digital
Resistance between Trigger Ohms Control Trigger Tachometer/
wires Module Step 5 Multi-meter
Red - White Step 5 P/N 91-854009A1
Blue - Purple
Brown - Yellow
5 Test all CDMs at Cranking with 7/16 in. Run Engine Replace any Spark Gap
Spark Gap Tester (11.11 mm) Verify Re- non-firing Tester
gap pair CDMs P/N 91-850439
Spark on All CDMs? Step 6 Step 6
Will spark jump a 7/16 in.
(11.11 mm) gap?
6 If mis-firing is in a repeatable Stator: Run Engine Refer to DMT 2000 Digital
range: 200 Volts and Verify Re- *Note Below Tachometer/
Perform DVA readings on stator above pair Multi-meter
and trigger at all running speeds.* P/N 91-854009A1
Trigger: Replace & DVA Adaptor
2 Volts and END P/N 91-89045
Control
above Module TPI/CDM Test Har-
2.5L V-6 Models
Run Engine ness 84-825207A2
Preform Bias circuit tests Verify Repair 6 Pin Connector

* Note: Stator tests will only isolate problem down to a charging pair. Further testing is neces-
sary to determine faulty CDM. Disconnecting one CDM of the charging pair is recom-
mended.

Page 2A-38 90-877837 NOVEMBER 1999

 IGNITION SYSTEM

CAPACITOR DISCHARGE MODULE

IMPORTANT: Spark plug wires are screwed into CDM.

a b c d

a - Ground
b - Black/Yellow
c - Trigger Connection
d - Stator Connection

A resistance check is required and can be performed on the CDM as follows:

NOTE: This test can be performed using the test harness (P/N 84-825207A2). Do Not con-
nect the test harness plug to the stator/trigger engine wire harness.

CAPACITOR DISCHARGE MODULE

Connect Negative Connect Positive
Ohms
Circuit Test (–) (+) Results:
Scale
Meter Lead To: Meter Lead To:
Green (D) / or Black/Yellow (B) /
Stop Diode R x 100
Green test harness or Black/Yellow test Continuity
Forward Bias Diode Reading*
lead harness lead
Black/Yellow (B) / Green (D) / or
Stop Diode R x 100
or Black/Yellow test Green test harness No Continuity
Reverse Bias Diode Reading*
harness lead lead
Return Ground Green (D) / or Ground Pin (A) or
R x 100
Path Diode, Green test harness Black test harness No Continuity
Diode Reading*
Reverse Bias lead lead
Return Ground Ground Pin (A) / or Green (D) / or
R x 100
Path Diode, Black test harness Green test harness Continuity
Diode Reading*
Forward Bias lead lead
Ground Pin (A) / or
CDM Trigger Input White (C) / or White 1000 - 1250
Black test harness R x 100
Resistance test harness lead Ohms
lead
Spark Plug
Ground Pin (A) or
Coil Secondary Terminal
Black test harness R x 100 900 - 1200 Ohms
Impedance (At Spark Plug
lead
Boot)

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*Diode Readings: Due to the differences in test meters, results other than specified may be
obtained. In such a case, reverse meter leads and re-test. If test results then read as speci-
fied CDM is O.K. The diode measurements above will be opposite if using a Fluke equivalent
multimeter.

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 IGNITION SYSTEM

Direct Voltage Adaptor (DVA)

The DVA can be used with Quicksilver DMT 854009A1, Quicksilver Volt/Ohm meter
91-93572, or an equivalent volt meter (capable of measuring 400 volts DC or higher) to
check primary ignition voltage on Alternator Driven Ignition (ADI) systems. (Models are spe-
cified in Test Charts, following.)

CAUTION
To protect against meter and/or component damage, observe the following precau-
tions:
-- MAKE CERTAIN that Positive (+) lead/terminal of DVA is connected to Positive (+)
receptacle of meter.
-- 400 VDC test position (or higher) MUST BE used for all tests, except “Trigger
Ohms” test.
-- DO NOT CHANGE meter selector switch position while engine is running and/or
“cranked.”

WARNING
DANGER - HIGH VOLTAGE/SHOCK HAZARD! Do Not touch ignition components
and/or metal test probes while engine is running and/or “cranked.”
Test procedures and specifications are provided for checking primary ignition voltage while
the engine is running and/or being “cranked.”
Troubleshooting Tips
1. Intermittent, weak or no spark output at any one spark plug (single cylinder) usually is
a bad CDM or control module.
2. Intermittent, weak or no spark output at two spark plugs (one plug from each bank of
three cylinders) usually is caused by a bad TRIGGER.
3. Intermittent, weak or no spark output at three spark plugs (1,2, & 3 or 4, 5, & 6) usually
is caused by a bad CDM.
4. No spark output on any spark plug (six cylinders) usually is a bad stop circuit, stator or
control module.
5. Erratic timing or an engine that will not idle down usually has a failure in the bias circuit
inside the ignition controller.

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Ignition Test Procedures

Direct Voltage Adaptor (DVA) Test
CAUTION
DVA checks can be made while cranking engine with starter motor. To prevent
engine from starting while being cranked, all spark plugs must be removed.

CAUTION
To protect against meter and/or component damage, observe the following precau-
tions:
-- INSURE that the Positive (+) meter lead is connected to the DVA receptacle on the
meter.
-- DO NOT CHANGE meter selector switch position while engine is running and/or
being “cranked”.
-- DO NOT reverse battery cable connections. The battery negative cable is (-)
ground.
-- DO NOT “spark” battery terminals with battery cable connections to check polar-
ity.
-- DO NOT disconnect battery cables while engine is running.
A process of elimination must be used when checking the ignition system without a voltme-
ter (capable of measuring 400 volts DC, or higher) and Direct Voltage Adaptor (91-89045),
as the control module cannot be thoroughly checked with conventional test equipment.
All other components can be tested with an ohmmeter. Before troubleshooting the ignition
system, check the following:
1. Make sure that electrical harness and ignition switch are not the source of the problem.
2. Check that plug-in connectors are fully engaged and terminals are free of corrosion.
3. Make sure that wire connections are tight and free of corrosion.
4. Check all electrical components, that are grounded directly to engine, and all ground
wires to see that they are grounded to engine.
5. Check for disconnected wires and short and open circuits.

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NOTE: Each CDM is grounded through the engine wiring harness via the connector plug.
It is not necessary to have the CDM mounted on the ignition plate for testing.
1. Remove all spark plugs.
2. Attach spark plug leads to spark gap tester (91-850439).
3. Disconnect remote fuel line from engine.
4. Make sure all CDMs are plugged in.
5. Test Stator and Trigger voltage to CDM:
a. Install test harness (84-825207A2) between ignition harness and CDM.
c
b
a

a - Stator/Trigger Harness
b - Test Harness (84-825207A2)
c - Capacitor Discharge Module

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IGNITION SYSTEM

b. Test each CDM.

Stator Output Test 400 DVA Scale

Positive Meter Lead (+) Negative DVA
Meter Lead (–) Reading
Connect to Green Test Connect to Black Test
Harness Lead Harness Lead 160 - 320

If only one CDM stator reading is below specifications, replace that CDM. If all CDM stator
voltage readings are low, go to “Testing Stator Resistance”.

58148
Test each CDM.

CDM Trigger Input Test 2 DVA Scale

Positive Meter Lead (+) Negative DVA
Meter Lead (–) Reading @ Cranking
White Test Harness Lead Black Test Harness Lead 0.2 - 2.0

If reading is below specifications, test trigger resistance. If reading is above specifications,

check CDM and ground connections.

58149

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 IGNITION SYSTEM

ENGINE RUNNING AT 2500 RPM

It is not necessary to perform this test if the voltage output was tested in the previous step.

Stator Output Test 400 DVA Scale

Positive Meter Lead (+) Negative DVA
Meter Lead (–) Reading
Connect to Green Test Har- Connect to Black Test Har-
ness Lead ness Lead 160 - 320

If stator output is low, go to “Testing Stator Resistance”.

CDM Trigger Input Test 20 DVA Scale

Positive Meter Lead (+) Negative DVA
Meter Lead (–) Reading
White Test Harness Lead Black Test Harness Lead 2 - 8 Volts

If reading is below specifications, go to “Testing Trigger Resistance”. If reading is above

specifications, check CDM and ground connections.

Bias Circuit Test (240 EFI) 40 DVA Scale

@2500 RPM
Positive Meter Lead (+) Negative DVA
Meter Lead (–) Reading
Engine Ground Disconnect 4 wire Detona-
tion Control Module con- 25 - 40 Volts
nector. Insert bent paper
clip into Black/White termi-
nal.

If reading is below specifications, replace control module.

Resistance Tests
TRIGGER ASSEMBLY TEST
1. Disconnect all trigger leads from control module.
2. Use an ohmmeter and perform the following checks:

Test Resistance Scale

Leads to Ohms Reading
Between BROWN Trigger Lead
1100-1400 R x 100
and YELLOW Trigger Lead
Between WHITE Trigger Lead
1100-1400 R x 100
and RED Trigger Lead
Between PURPLE Trigger Lead
1100-1400 R x 100
and BLUE Trigger Lead

3. If meter readings are not as specified, replace trigger assembly.

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STATOR
1. Disconnect stator leads.
NOTE: Resistance varies greatly with temperature. Measurements should be taken with the
stator temperature range of 65° to 85° F. The ignition bobbin resistance may rise to 1.5 times
the room temperature resistance value after the engine has been running and engine block
temperature has stabilized.

Stator Resistance Test

Positive Meter Lead (+) Negative R x 1 Oh
Ohms S
Scale
l
Meter Lead (–)
Connect to White/Green stator Connect to Green/White stator
lead lead 380-430
Connect to White/Green stator Connect to engine ground
lead No continuity
Connect to Green/White stator Connect to engine ground
lead No continuity

IMPORTANT: If all CDM stator output voltage is low and stator resistance tests are
within specifications, then each CDM (one at a time) must be replaced with a CDM
known to be good until stator output voltage returns to proper levels. This process
of elimination will reveal a defective CDM.

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Rev-Limit Circuit
1. Install Flywheel Timing Tape (P/N 91-853883 3) onto flywheel.
2. With the engine under load and at maximum rpm, the timing on #2 cylinder should be
within specifications. As the engine rpm reaches approximately 7000
100 rpm, timing
on #2 cylinder will retard, as needed, to a maximum of 30 degrees and then spark to the
cylinder will stop.

EFI Injector Timing Signal Test

Use DDT to monitor injector timing signals. (Press Keys1, 3, 1)

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