If air gets into the fuel, it causes a foamy solution, similar to a head of beer in a tall glass. Replace the VRO fuel pump with a simple fuel only pump. It's 2 stroke, I assume of course, carborated, and the model # appears to be 50plsoc. Even better, there's a new VRO (OMS) pump that can be used to upgrade all the previous years and model outboards. If you have a cross-flow engine with a VRO pump, this is doable. Gasoline is drawn into the blue area of the chamber, travels through the piston's flapper valve, and is pressurized in the green section on the following stroke.
A rod connects the fuel pump piston (orange) directly to the air motor piston (dark green) and the two chambers are sealed from each other by an o-ring. You can convert the VRO pump into a straight fuel pump, eliminating the oil tank and VRO pump warning system, but retain the overheat warning setup by doing the following: 1 - Cut and plug the oil line at the engine so that the oil side of the VRO pump will not draw air into its system. I have ruled out the fuel line from tank to outboard, replaced line and primer bulb, followed instructions posted on a threads here to disconect the oil side of the VRO, and am now mixing 50:1 in the gas tank. The information provided on these pages is correct to the best of my knowledge, however the MasterTech makes no warranty, express or implied, regarding the use of, results of, or liability created from, application of this data. If you follow these recommendations, you will have a reliable and economical outboard that will keep your boating experiences pleasant. Some installations even had 5/16-inch fuel line squeezed down over the smaller fittings. ) Again, you get the full shot of oil mixing with less gas. Changes are periodically added to the information herein. VRO replacement and no fuel pressure fix.
The correct way to do it is to discard the complete VRO-unit and install a standard fuel pump on the crankhouse. Just like manually premixing the oil and gas, the VRO (OMS) automatically does the same thing and sends that fuel mixture to the carburetors. Thank you for reading. The new pump (P/N 5004558) contains various fittings for different outboards, and each internal part is replaceable for easier and less expensive servicing. This makes them more efficient, but also required a special fuel pump. The quickest and easiest test is the grounding of the tan overheat temp switch wire to the engine block. As the oil flows into the fuel area, the pressure moves a small piston that actuates a steel pin in the alarm module. The latest P/N 5004558 pump is a universal fit that can be used as a replacement for all VRO equipped motors and each part is available for servicing. For those who pre-mix their fuel and oil, these kits allow the repair of the fuel pump section, avoiding the high cost of a new assembly or the re-plumbing and rigging of one or two traditional style fuel pumps. By the way, the SystemCheck® can be adapted (with accessory kit P/N 176709) to any engine with a four-wire VRO pump.
As a result, some owners of OMC engines with the VRO feature have disconnected the pump and reverted to pre-mixing. Is this some great secret being held on to by Johnson Evinrude mechanics. So, contrary to boat ramp "urban legends", the VRO pump is a simple and reliable oiling system that has been standard equipment on most OMC outboards from 40- to 300-HP for the past 20 years. The pressure (white area) on one side of the piston rushes into the vacuum side (tan area) as the large spring quickly pushes the piston back to its starting point.
On 1996 and later engines with a SystemCheck® gauge, only the "hot" light will come on, but no horn unless the motor is running. How to convert A Vro Pump To A Regular Pump. The engine will still not run wide open, or sometimes at lower RPMs, unless you pump the primer ball. If you see any signs of contamination, the tank should be flushed clean, the filter (OMC P/N 174377) changed, and the oil line purged.
Can anyone confirm this? Actually, the much-maligned pump is very simple and reliable. These pulses are routed through a pair of check valves above the engine crankcase pulse fitting. This would be for 1995 and earlier motors, since 1996 the SystemCheck gauge uses four LED warning lights that illuminate to indicate LOW OIL, NO OIL, OVERHEAT, or CHECK ENGINE. It also dispells some of the myths that have arisen in "dock-talk" about the VRO system. Re: Should I disable my VRO?
The last guy (4) blames the VRO because he once had a car with a weak fuel pump and a replacement cured its hard starting problem. Here is the instructions I've found to disable it: ********************. Senior Refuge Member. I have a 1984 Evinrude GT150 and they disconnected the VRO but didn't put a fuel pump on it. Since the VRO depends on crankcase pulses to operate, it is susceptible to backfires from a lean running cylinder or an out of tune engine. Since the VRO did not malfunction, there was no alarm to sound. Mastertech may make improvements to this site at any time. The operator just had to keep the oil reservoir full and oiling would be done automatically.
Parts ordered from this website may or may not be in dealer stock at the time of order. Run the motor at all speeds while inspecting for air bubbles in the line and for any vacuum restrictions above 4-inches Hg. Whenever there is a gathering of boaters, the conversation usually turns to engines, then gravitates to stories about problems. In working with Sam with his older 210 equipped with a older VRO "Neverrude" that for the most part they were as strong as death... It should be a loud steady tone. But this is one comment I received about the negatives of doing this: Brian, after what I have been told you will get diaphragm failure after a short time, as the oil side of the pump is not loaded by oil. Incorrect spark plugs occasionally cause false warning signals, too. Part number 5004559 updates all early three-wire VRO's except those found on the two-cylinders. "Uh huh, my neighbor had a blown engine, " quips another.
Guys, I have 1987 Ranger with a 1987 Johnson GT150 that I bought new. As with the fuel pump, oil (yellow) is drawn in through the inlet fitting and a check valve as the air motor starts its travel. Of all the traditional two stroke outboards produced worldwide, OMC products have the only automatic lubrication systems with a "no oil flow" alarm. FIO Fuel Pump Conversion to Standard Fuel Pump. This back and forth motion of the air motor's piston (dark green) is what powers the fuel pump and the oil pump. A decal is available (OMC P/N 335707) for the dashboard that illustrates the different warning signals and what they mean. CDI Electronics' #551-34PV gearcase vacuum/pressure tester work well, as does a SnapOn YA-4000 or the old Stevens pumps. I haven't done any of them (I bought the standard pump to do the job, but the motor was stolen before I got to replace it) so I cannot say first-hand what is correct or not. Are there more than one? Condensation and spray can build up over time and, like water in a fuel tank, it stays on the bottom to be sucked up at the worst possible moment. A system with 3/8-inch fuel lines, a clean "spin on" filter, and a quality anti-siphon valve should show between 2.
There are indicator LED's for HOT, NO OIL, LOW OIL, and CHECK ENGINE (which means a fuel restriction in a V-6 carbureted motor). Another service tip is to avoid Ty-raps or worm gear hose clamps on this system. The fuel side of the pump recently went out. If you want to test the heat warning system to ease your mind, have the key in the on position, then ground out the tan heat sensor wire that you'll find protruding from the cylinder head. This arrangement offered several advantages: the operator did not have to compute and measure oil for pre-mixing in the fuel tank. The warning horn should sound off. As the throttle opening increases, the stronger crankcase pulses cause greater piston travel resulting in longer oil pump strokes. If your motor is older than a 1993, make sure it has the blue colored pulse limiter to protect the air motor and the check valves in the pump.
They are calibrated for each model of pump. The factory setup has fuel exiting the pump through a plastic elbow that slides into a smooth bore plastic piece with two o-rings to seal. Check and test the boat's fuel system for restrictions and/or air leaks, and make sure the oil tank is clean. Loose connections can also cause erroneous "beeps" and the most common open circuits are battery cables with finger tightened wing nuts instead of stainless steel hex nuts and lock washers tightened with a wrench. Since each carb receives the same oil to gas ratio, the VRO cannot cause only two cylinders to fail. The oil pump is directly connected to the fuel pump piston (orange) and diaphragm so they work in tandem. Earlier versions of this article have appeared in BASS & WALLEYE and TRAILER BOATS magazines, the AM-Tech newsletter, and other online resouces. Disconnecting the vro on a 1990 Johnson 115HP engine. "Took out two cylinders on his V-6.
Video time control bar. Since 1986 (and on updated 1984's and 1985's), the pumps have an alarm system that operates off the alternator or tachometer circuits. This required careful calculation and measurement of oil and gasoline, and particularly in large tanks could be awkward to accomplish.
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