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. Guys, I have 1987 Ranger with a 1987 Johnson GT150 that I bought new. Again, you get the full shot of oil mixing with less gas. Even better, there's a new VRO (OMS) pump that can be used to upgrade all the previous years and model outboards. I've heard a lot of people say yes, do it ASAP. Unfortunately, the damage was done. You can use a clear piece of fuel line connected to the VRO inlet and "T" off to a vacuum gauge. Actually, he only needs a refresher in the correct starting procedure. It consists of four basic sections: Cutaway View of VRO Pump Showing Major Components. The older pumps idled between 150:1 (prior to 1990) and 100:1 (1990-1992), then richened up to 50:1 as the engine load increased.
When working on a fuel system, check for any restrictions or air leaks which would affect the engine. 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. Repair and update your VRO or OMS system methodically and by the service manual. Directly connected to the air motor is the fuel pump and the oil pump. Changes included an electronic circuit to compare the oil pulses with the engine's RPM, a better oil pump piston, alcohol resistant seals, and a brown fuel outlet for recognition. No problems for 4 yrs. On 1996 and later engines with a SystemCheck® gauge, only the "hot" light will come on, but no horn unless the motor is running. As for the constant sounding horn at high speed that stops when slowing down, that's a fuel restriction warning, not a VRO malfunction. A system with 3/8-inch fuel lines, a clean "spin on" filter, and a quality anti-siphon valve should show between 2.
5 to to 3-inches of vacuum at full speed. The VRO2® was introduced in 1986 and included a "NO OIL FLOW" alarm. A fuel restriction such as from a bad anti-siphon valve, kinked line, or a partially plugged filter does not allow a full charge of gas to be drawn into the fuel pump cavity. The operator just had to keep the oil reservoir full and oiling would be done automatically.
The air motor converts the pressure and vacuum pulses from the crankcase to a linear motion. To simplify things just remember that the air motor converts the crankcase pulses to a back and forth motion. Are there more than one? 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. For those outboards, kit number 5004562 is used.
Pump the fuel primer bulb until fuel exits that hose with the tint of whatever oil you used. As the throttle is advanced, the pressure pulse gets stronger because of the increased airflow through the crankcase. Suggestions for updating older motors are included. Gasoline reformulation in those early years contained alcohols and solvents that softened the internal rubber components and caused pump failures and damaged engines. Each cycle pulses oil into the foamy mix, increasing the oil:fuel ratio to the carbs creating a smoky exhaust. Re: Should I disable my VRO? VRO STORY—The Myth of the Mixer. 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). Trace the wires from the back of the VRO to its rubber plug (electrical plug) and disconnect it. Disconnecting the vro on a 1990 Johnson 115HP engine. A lack of oil flow is a pulsing on and off horn every second or so. One directs pressure cycles to one side of the air motor's piston (white chamber) and an inverted check valve directs the vacuum cycles to the opposite side (tan chamber).
Since 1986 (and on updated 1984's and 1985's), the pumps have an alarm system that operates off the alternator or tachometer circuits. Sharing buttons: Transcript. 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. The air motor, - a fuel pump, - an oil pump, and. If the engine revolutions exceed the preprogrammed oil pulse ratios, the warning horn is activated sounding a rapid on and off sequence.
Can I remove this vapor separator non-sense and plumb the fuel pump outlet straight to the carbs like an older motor? The fuel pump, which is located in the middle chamber of the VRO, consists of a push-pull piston (orange) and diaphragm with a flapper valve and an inlet check valve. A rapid on–off sound is a "no oil flow" indication. This is also the reason to not disconnect the gas line and run the engine "dry". I've never had any issues with the VRO but should I disable the oil line from it before it causes me problems? If an oil tank is exposed to the elements such as in an open boat, installing the tank inside a covered battery box will protect it from spray. The oil line should be OMC's 1/4-inch I. D. inner "rubber" hose (OMC P/N 333485) without any splices.
The later model VRO's pump more oil at low speeds than the original ones did. A "NO OIL FLOW" alarm system. The fuel side of the pump recently went out. So basicaly at this point, with the help of friends who know more, I want to switch out the VRO for a cheaper standard fuel pump. What standard pump can I use? Of course a steady tone at all speeds is an overheat condition. Incorrect spark plugs occasionally cause false warning signals, too.
What's left of Pine Island. OMC introduced the VRO on the V-4 and V-6 engines in 1984. Vro conversion how to convert your vro fuel pump to a standard fuel pump. Surely some of them must have a pump that would work for me. 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. Late-model OMC's use a double-wire wound spring clamp (#339277) that also works well in keeping lines air tight. Over the years some engine failures caused by lack of proper lubrication have been mistakenly attributed to defective VRO components. It's 2 stroke, I assume of course, carborated, and the model # appears to be 50plsoc. Why I Delete the VRO & Run My Engines Out of Gas. When the piston (dark green) nears the end of its travel, a small spring unloads a poppet valve located in the middle of the piston assembly. But another person said it will cause the fuel pump to fail, so I'm not sure what I should do. I've found countless sites online selling fuel pumps and I have many local marine stores in my area. Back then, no company had alarm systems for a pump failure or loss of oil flow.
Besides Torx screwdrivers, you will need a pressure and a vacuum source to test the integrity of the check valves and diaphragms. "Yeah, my boat smokes like hell at low speeds and fouls the plugs, " bemoans one boater. I have a 1995 Johnson 115hp Fast Strike (60* V-4). Be sure to read and understand the service manual before doing any of these procedures. Even though they are not listed in the parts catalogs, most of the diaphragms are interchangeable. A vapor lock situation does the same thing). Moderated by banker-always fishing, chickenman, Derek 🐝, Duck_Hunter, Fish Killer, J-2, Jacob, Jons3825, JustWingem, Nocona Brian, Toon-Troller, Uncle Zeek, Weekender1. 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. On the return stroke, the oil pressurizes, exits directly into the fuel chamber (blue area), and is blended while enroute to the carbs.
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. A tach with four warning lights or a dash-mounted gauge with the same lights show the type of malfunction that is occurring by which LED is illuminated. Can anyone help me get a part number? This arrangement offered several advantages: the operator did not have to compute and measure oil for pre-mixing in the fuel tank. Has anyone made a similar switch or conversion? Look for sediment or water settling to the bottom of the container. Is this some great secret being held on to by Johnson Evinrude mechanics.
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