Jet Ski JS440 Manual

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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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3
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-it-
yourself" 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 f or
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 nonscheduled maintenance.
Use proper tqols and genuine Kawasaki Jet Ski parts.
Follow the procedures 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 consi sts of three major sections:
1. " Adjustments" describes how to complete various sched
uled maintenance items.
2. " Removal / Disassembly" gives teardown sequences reo
quired to service most major components. Unless speci fi c
instructions are given for assembly and installati on, they
are performed by reversing the removal / disassembl y
sequences.
3. "Maintenance and Theory of Operation" tells how the
various components/syst ems work and how and when to
repair them.
Ref er to the " Tabl e 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 identifi es special instructions or
procedures which, if not correctly followed, could
resul t 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 pro-
duct 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 photo-
copying, 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 CONTENTS ... ...... . . ...... 5
MODEL IDENTI FICATI ON ...... ... ....... 6
SPECIFICATIONS . .. .. . ..... ... ........ 8
SERVICE LIMI TS . .. . ... .... ....... ........ 9
TORQUE AND LOCKING AGENT .... .. ...... 12
ENGINE PERFORMANCE CURVES .... . .. ..... 15
PE RIODIC MAI NTENANCE CHART .. . .......... 16
ADJUSTMENTS ... ... .................. . .. 17
Introduct ion .... . ................ ... 17
Mixture Screws- Static Adj ustment.. . .. . .. ... . ' 7
Ignition Timing. . . . . . . . . . . . . . . .... ..... 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/DISASSEMBL Y ......... .
Engine Top End Overhaul - I n Hul l . .
... 25
. .. 27
.. 27
Engi ne . ... ................ .. .... . .... . 31
Jet Pump .... . ............. .... . ..... 44
Driveshaft/8earing Holder/I mpeller ...... . ...... 47
Carburetor and Flame Arrester ................ 49
Flame Arrester .................. . ..... 50
Fuel Pump Body . ........ .. ...... . . ...... 50
Handle Pole ....... '. . . . . . . . . . . 51
Starter. . . . . . . . . . . . . . . . . . . . . . 57
Electric BOI\ : Large ................. . . 59
Electric BOI\ : Small ....... . ..... 63
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MAINTENANCE AND THEORY OF OPERAT ION .... 69
Cylinder Assembly ........................ 69
Crankshaft Assembly Specifications . . .......... 71
Crankshaft Aunout Specifications ..... ........ 71
Crankshaft ............................. 72
Coupler .. . . ..... ................... . .. 72
Main Beari ng Shims- JS440A4 and earlier ........ 73
Main Beari ng Shims-JS440A4A,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
El ectrical Test ing with COl Test er ...... ...... 84
Electrical Test ing with Mult imeter .... ....... 93
Hull Repair ........................... 94
Rubber Parts ........................... 96
TROUBLESHOOTING. .. 99
APPENDIX .................. . ... . ..... 103
Special Tools ................. . ..... 103
Cooling & Bilge Hose Ci<lgram .. . .. . ......... 104
Fuel Hose Diagram .. . .... . ............ 105
Wir ing Diagram, JS440. \ 1/A1A ..... . .. ..... 106
Wiring Diagram, JS440A2/ A3/ A4 .... .. ...... 107
Wiring Diagram, JS440A4A . ... . ..... lOB
Wiring Diagram, JS440A5 .... .. ........... 109
Unit Conversion Table .............. .... 110
list of 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
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MOOEL IOENTIFICATION 7
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JS440-AJ, A4, A4A, A5
Left Side View
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JS440-AJ,A4,A4A,A5
Right Side View

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GENERAL
ENGINE
Model
Type
Displacement
Bore and Stroke
Compression Ratio
Maximum Horsepower
Maximum Torque
Ignition
Fue1!l ubrication
Carburetor
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
ELECTRICAL EQUIPMENT
Battery
Maximum Generator Output
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SPECIFICATIONS
TI E440Wl A (JS440-A 1, AlA)
TC440BA201 (JS440A2)
TC440BB20 1 (JS440A3,A4)
TC440BC201 (JS440-A4A)
TC440BD201 (JS440-AS)
2stroke, vertical twin, 180
0
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
Mikuni BN38 diaphragm 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.
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180Q100 rpm
5/ 8 turn open(JS440Al,A 1 A,A2,A3,A4,A'4Al
1 turn open (JS440A5)
3/ 4 turn open (JS440A I,A 1 A,A2,A3)
1 turn open (JS440A4,A4Al
5/ 8 turn open (JS440A5)
8.4 kg/cm2 (open throttle) 120 psi
Direct drive from engine
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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 throttl e 3.2 gal ihr (U.S.)
55 km 61 full throttle, 1. 1 hrs 35 mi
81 dbA@50ft @full throttle
2140mm 84 in.
610 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
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SERVICE LIMITS
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(all val ues in mm, unless otherwise specified)
ITEM STANDARD VALUE SERVICE LIMIT
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Cylinder Inside Diameter
68075 +0.0 19
68.17 (bore up)
-0 68:59 (replace)
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Warp under 0.05 per 100 mm 0.25
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Cyl inder Head
Mat ing surface warp 0.05 0.25
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Cylinder Port Timing
8230 BBDG
Exhaust (BDC)
ABOC
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Scavenge (BDC)
5800 BBDG
ABDC
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, Intake (TDC)
7430 BTOG
ATOe
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A = 38 mm
B = 39.3 mm
C = 22.7 mrn
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0 = 44 mm
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E '" 26 mm
F '" 53.7 mm
0
G = 10.9mm
H = 11.8mm

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Pist on
+0
0.0 . (5 mm up from bottom, perpendicular
67.98 -0.019
67.82
to piston pin)
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Pin diameter hole
16 +0.005
16.08
-0,001

Ring groove width
Flat rings (JS440A4A 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
Pi ston Pin Diameter
+0
16 -0.006
15.96
10 SERVICE LI MI TS

(all values in mm, unless otherwise specified)
ITEM STANDARD VALUE SERVICE LI MIT
Piston Rings
-0.01
Thickness 2
-0.03
1.92
Free gap
Flat rings (JS440A4A 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 Ri ng/ Groove Clearance
Flat ri ngs (JS44QA4A 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 .750
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
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20.05
+0.003
Bend, twist
under 0.05 per 100 mm 0.2
l ength, on centers 110o.1
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Impeller Clearance
0.35 ...... 0.45 0.87
Outside diameter 12m
-0.1
120.0
Au nout under 0. 1
Pump Case
121 7+01
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
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12N 1638
(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$44QA4A and earlier
J $44QA5
Spark Plug
Type
G,p
Reach
Thread: Diameter
Pitch
Charging Current
J$44QA4A and earl ier
J$440A5
Engine Cooling Water Flow
1800 rpm
6000 rpm
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SERVICE LI MITS 11
(all values in mm, unless otherwise specified)
STANDARD VALUE SERVICE LIMIT
lS.0O.5V
14.0O.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.)
12
TORQUE AND LOCKING AGENT
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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 Ibft) -
JS44QA5 '5
13 mm 2.2 kg-m (tSlbtt) -
Exhaust manifold bolts 12 10 mm 0,6 kg-m (521b-in .) Blue
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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 (52 Ib-in.l Blue
Crankshaft
Coupling
\,. 6.2 kg-I'T1"{45 Ib-tt)
J5440-A l,A lA,A2,A3,A4 1 21 mm -
JS440A4A,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 (tBlbtt) -
Crankcase bolts
J S440A5 10 13 mm 2.2 kgm (16 Ib-ft) Blue
Crankcase bolts 3 10 mm 0.6 kg-m (52 Ibin.) Blue
Oit seal housing bolts
JS44QA 1 ,A 1 A,A2,A3,A4 4 13 mm 1.6 kgm (1 2Ibft) Blue
Carburetor
Carburetor holder bolts
JS440A l,A 1 A 2 13mm 1.0 kgm (87 Ibin.) -
Carburetor mounti ng nuts
JS440A2,A3,A4,A4A,AS 2 13 mm 1.0 kgm (B7 Ibin.) -
Carburetor bracket nuts
JS440A2,A3,A4, . .o.4A 2 to mm 0.6 kgm (52 Ibin.) -
Carburetor bracket bolts
JS440AS 2 10 mm 0.6 kgm (52 IbinJ
Blue
Flame arrester case bolts 3 10 mm 0.6 kg-m (52 lbin.) Blue
Intake cover 4 10 mm 0.6 kgm (52 Ibin.) Blue
Muffl er
Exhaust pipe mounting nuts 2 13 mm 1.6 kgm (1 2 Ibft) -
Expansion chamber to exhaust
pipe bolts 2 13mm 1.4 kgm (10 Ibft) -
Expansion chamber brace bolts 2 13 mm 1.4 kgm (10 Ibft) Blue

Magneto/St arter Motor
Connector cap bolts 2 10 mm 0.6 kgm (52 Ibin.) Blue
Magneto cover bolts 4 13 mm 1.6 kgm (12 Ibft) Blue
S;tarter mounting bolts ..
Front 2 13 mm 1.6 kgm*(i 2 Ibtt) Blue
Aear 2 10 mm 0.6 kgm (52Ibin.) Blue
Starter cable nut 1 10 mm 0.45 kgm (39 Ibin.) -
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TORQUEANO LOCKING AGENT 13
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FASTENER aTY TOOL SIZE TORQUE LOC-TlTE
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Electric Box
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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 Ibft) Blue
JS440A3,A4,A4A,A5 4 6 mm allen 1.6 kg-m (12 Ib-ftl Blue
! Electric box grommet plate bolts
JS440A l,A l A.A2,A3,A4,A4A 4 10 mm 0.6 kgm (52 Ibin.) Blue
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Electric box hallie retaining bolts 2 10 mm 0.6 kgm (52 Ib-in.) Blue
Electric box mounting nuts
JS44QA 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
JS440A5
4 10mm 0.6 kgm (52Ib-in.) Blue
H.T. lead bracket bolts
JS44QA l,A 1 A,A2,A3,A4,A4A 2 10 mm 0.6 kgm (52Ib-in.J Blue
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Hull
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Engine cover band bolts 2 10mm 0.6 kg-m (52 Ibin .) Blue

Handl e Pole/ Switches
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Handlebar clamp screws
I JS440A l ,A 1 A,A2 4 Screwdriver 1.8kgm (13Ib-h) Rod

JS440-A3,A4,A4A,A5 4 6mm allen 1.B kg-m (13 Ib-ft) R.d
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Handle pole bracket bolts 4 13 mm 2.2 kgm (16 Ib-ft) Rod
Handle pole pi vot bolt 1 22mm 1.4 kg-m (10 Ib-ft) -
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Handle pol e 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 kgm (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
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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 Ibft)
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Blue
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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

JS440A3,A4,A4A,A5 6 10mm 0.75 kg.m (65 Ib-in.) Blue

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

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

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Fuel Tank

Fuel filter mounting screws
JS440-A l,A l A,A2 2 Screwdriver 0.6 kg-m (52Ibin.) Blue
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Fuel filter mounting bolts

JS440-A3,A4,A4A,A5 2 10mm 0.6 kgm (52 Ib-in_) Blue

Fuel tap knob screw 1 Screwdriver Hand tighten Blue
Fuel tap mounting screws
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JS440-A l,A l A,A2 2 Screwdriver Hand t ighten Blue
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Fuel tap mounting bolts
JS440-A3,A4,A4A,A5 2 Bmm Hand tighten Blue
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14 TORQUE 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 Ibn) Blue
Bracket to hull bolts
JS44Q-A lA lA,A2 8 6 mm allen 2.5 kg-m (18 lb-ft) -
JS440A3,A4,A4A,A5 8 13 mm 2.5 kg-m (t albft) -
Rubber damper to bracket bolts 8 13 mm 2.2 kg-m (16 Ibft) Blue
Dri ve 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 Ibft) -
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 Ibi n.) -
Jet pump cover bolts
JS440A3,A4,A4A,A5 4 10mm 1.0 kgm (87 Ibin .) -
Jet pump 9;ate screws
JS440A l ,A 1 A,A2 3 4 mm allen 1.0 kgm (87 Ibin.)
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Jet pump grate bolts
JS440A3,A4,A4A,A5 3 lOmm 1.0 kgm (87 lb in.) -
Jet pump mounting bolts 4 8 mm allen 2.2 kgm (16Ibft) R,d
Jet pump nozzle mounting bolts
JS440A 1,A lA,A2 4 6 mm allen 1.6 kgm (1 2 Ibft) Rod
JS440A3,A4,A4A,A5 4 13 mm 1.6 kgm (T 2 Ibft) R,d
Jet pump 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: LocTite may signi f icantly increase the torque necessary to remove a fastener. Be caref ul when applying extra force as
thi s r isks damaging the part s. The proper locking agent is LocTite " Lock 'n S e ~ I " (bl ue) or Stud ' n Bear ing Mount (red) as
indicated. Apply LocTite as indicated in LocTite column. Those fasteners not indicat ed do not requi re LocTite application.
Sealant Application
Apply silicone sealant (GE RTV lOB or equivalent) to
the mounting surfaces of all t he 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
Handlepole bracket
Electric box
Head gasket
(to hull )
(to hull)
(to hull)
(to hull)
(to hull)
(to jet pump)
(to front deck)
(both sides of gasket!
(both sides of gasket)
Apply water resistant grease t o the mount ing surfaces
of the following parts:
All wiring grommets and sealing caps
Battery terminal boots
Starter Oring
Connect6r cap ar ing
Magneto cover aring
(inside)
(to crankcase)
(to electric box)
(to crankcase)

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ENGINE PERFORMANCE CURVES
TOAlaUE
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3 0
2 5

2 0
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FUEL CONSUMPTI ON RATE
1 5
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3 4
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5
ENGINE RPM >< 10
3
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-
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4
3
2
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5 00
4 00
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16
PERIODIC MAINTENANCE CHART
NOTE : Complete the PreRide Checklist before each outing. Refer to Owner's Manual.
Frequency Init ial Every Every
10 25 100 Page
Description Hours Hours Hours No.
Check all hose clamps, nuts, bolts, and fasteners.

'Torque cylinder head nut s.

30
Grease throttle cable f itting at carb

24
Clean and gap spark plugs (replace if necessary)

I.
Check battery level

20
Lubr icate dr ive shaft bearing holder

24
Lubricate jet pump bushing

24
Lubricate handlebar pivot (disassemble)

54
Clean fuel sediment bowl 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/cl ean flame arrester

50
Decarboni ze pistons, cylinder head, exhaust manifold

Check igniti on t iming

18
"Torqu e f l ywheel nut

40
'I nspect/repl ace coupl ing rubber
-
72
Check/ replace carb throttle shaft nylon bushing f or wear

Check thronle return spring

-THESE ITEMS MUST BE PERFORMED WITH SPECIALI ZED TOOLS. SEE YOUR AUTHOR-
IZED KAWASAKI JET SKI DEALER FOR SERVICE, UNLESS YOU HAVE THE PROPER
EQUIPMENT AND MECHANICAL PROFICIENCY.
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17
ADJUSTMENTS

Adjustments shall be made in accordance with the
Peri odic Maintenance Chart or whenever troubleshooting
or presence of symptoms indicate that adjustments may be
required. Whenever running of the engine is required duri 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 Ski
cannot be operat ed in water during adjustments. If possible,
always operate the Jet Ski in water rather than use an auxil -
Iary .cool ing supply_ Obtain the following items: (1) a
standard garden hose and (2) a garden hose adapter, which
may be f ound 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 cooling hose that runs from the- jet pump
through to the engine. Disconnect the rubber hose from
the pipe just forward of the bUlkhead.

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 t he clamp.
MIXTURE SCREWS - STATIC ADJUSTMENT
The normal idle speed setting is the lowest at which the
Jet Ski wi 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 i t seats lightly, and
then back it out the specified number of turns.
MIXTURE SCREW
Low Speed (front, lower)
JS440A l,A 1 A,A2,A3,A4,A4A .
JS440A5.
High Speed (rear, upper)
JS440-A l,A 1 A,A2,A3 .
JS440A4,A4A ..
JS440A5 ....

TURNS OPEN
. . 5/ B
, .1
3/4
. .. 1
. . . . . 5/8
Do not force the mixture into their sears..
You could damage the screws or the carburetor.
..
18 ADJUSTMENTS - I GNITI ON TIMI NG
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
igni t ion) system which has no moving parts to wear, so tim-
ing adjustment should rarely be required. However, since
incorrect ignition timing can cause poor performance, the
timing should be checked according to the Periodic Mainte-
nance Chart, and any t ime magneto or electric box compo-
nents 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 removing and inst alling the fuel tank, and
while it i s out of the hull, be careful not to spill
f uel out the open fill er tube neck. Work in a
well ventil ated area and keep away from sparks,
f lames, and smoking materi als.
Remove the magneto cover.
Reconnect the battery ground at the starter (JS440A2
and earlier).
Remove the spark plug from the forward cylinder and
install a dial indicator (special tool PIN 57001402) 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 manufact urer 's instruct ions.
Use an electronic (wireless) tachometer or vibrating
mechanical tachometer to measure rpm.
Start t he 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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WARNING'
Do not touch the spark plug leads while the
engine is running as they will transmit a power-
ful 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 ignit ion timing is properly adjusted, remove
the timing light and the pointer.
Replace the magneto cover, using si li cone 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. CENTER ELECTRODE
7. SIDE ELECTRODE
Inspection and Replacement
Remove each plug and inspect the ceramic insulator. The
appearance of the insulator refl ects the efficiency of the
combust ion 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 t e, 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/ai r mixture. 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 us-
ing a sand blasting device. Make sure that all abrasive
p(lrticles are removed from the plug and clean the plug in
c. .... bon Fouling Oi l Fouli 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 vi sible 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 (di ameter at threads must be 14 mm)
4. electrode configuration (standard. not projected insu
lator or racing type)
5, heat range.
BATTERY
El ectrolyte 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 ll er caps and add only distilled
water until the elect rolyte level in each cell reaches the
upper level mark.
Removal
WARNING'
Heed the bat tery safet y label shown here.
POISON / DANGER
CAUSES SEVERE BURNS
Conlllns sulfu'lC .tld conl'C!
WIth SkIn. IVes o. clothIng Antldotl
EXTERNAL .fluSh WIth wl tel
INTERNAL . Dflnk Illge quantlt""
wlte. 01 mIlk Follow WIth mIlk of
mlgneSI' . be.tln Igg 01 011
C.II phYSlClin ""med,.tely Eyes
w.th w-'" 10' 15 ml ..... tu and
get p.ompt ..... doe.J .nenuon B."",
.. s P.odUCI 91S1S KHP
"P,,,ks. H ...... clg,, ' "'' . WlY V.nt.
I,n. wl\en ch"glng O. USIng In en
cloSOld 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 elect rolyte specific gravity reading is below 1.200 at
20
0
C (6S
o
F).
Disconnect the black (ground) lead, and then the red
lead from the battery. On JS440A3 and later, discon
nect the ground wire from the intake manifold.
Release the two rubber straps securing the
battery.
lift the battery out of the hull.
Clean the terminals.
BATIERY TROUBLESHOOTING GUIDE
GOOD BATTERY SUSPECT BATTERY ACTION
Plates (+) chocolate color white (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 batt ery 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 i nitial 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 t h
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
cabl e slack.
ADJUSTMENTS - CONTROL CABLE 21
Adjust the choke and take up any excess slack in the
choke cable with the cabl e adjuster nuts. Tighten the
nuts when done.
When the choke knob is pulled out all the way, the
choke butterfly valve should be completely closed with
the bellcrank all the way down.
CHOKE PIVOT ARM
CHOKE
BELLCRANK:';:CIlro"-:,,, ' :=,fY
CHOKE 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 connect or.
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
STOI'1'ER
CONNfCl 0R THROTTLE
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 turn-
ing the adjuster, then retightening the l ock nut.

22 ADJUSTMENTS - CONTROL CABLE
Check throttle cable routing to be sure it does not bend
sharply at the steering pivot nut at both extremes 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 rel eased .
Inspect the throt tl e return spring and shaft bushings f or
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 (JS440A2 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 cabl e, 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 t o prevent dirt or other foreign material from entering
the carburetor .
Clean the bowl and filter when specified by the Periodic
Maintenance Chart.
WARNING.
Loosen the fuel filler cap to relieve pressure
before removing the sediment bowl.
Place a rag under the sediment bowl to catch any spilled
gasoline.
24 ADJUSTMENTS - LUBRICATION
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 Oring 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 corro-
sion protection is an absolute necessity to provide long,
reliable service, Refer to the Periodic Maintenance Chart
and Pre-Ride 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 magnet o cover , spray,
and replace plug).
Lubri cate 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 could bind due
to strain.
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ADJUSTMENTS - COD LI NG SYSTEM CLEANING, 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 Periodic
Maintenance Chart, or whenever you suspect the cooli ng
system is blocked. See your dealer for t hi s service or obtain
the following items: ( 1) a st andard 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 t he
jaclteted exhaust pipe to t he expansion chamber, ana
disconnect it at t he expansion chamber (lower fitting).
Attach the adapt er (from t he 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 i t run for five minutes.
Turn off the water, remove the garden hose, and recon-
nect the cooli ng hose at the expansion chamber .
BILGE SYSTEM CLEANING
To prevent clogging, the bilge system should be flushed
out according to the Periodic Maintenance Chart, or when-
ever you suspect it is blocked. A garden hose and an adapter
will be requi red, as in the cooling system cleaning procedure.
Disconnect both bilge hoses at t he 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 protec-
tive pad next to the boat, and turn the J et Ski on its
left side to empty the engi ne 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, t he 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
Disassembl y
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 adj uster locknuts, and remove the cables from the
carburetor bracket.
On JS44QA 1 and A 1 A, loosen the carburetor clamp
screw and pull the carburetor /flame arrester out of the
rubber holder.
~ o n JS44QA2 and later, remove the two cylinder head
nuts holding the carburetor bracket to the head. Un-
screw the carburetor hold down nuts and lift the carbur-
etor/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 t h ~
exhaust manifold.
,
28 REMOVAL/DISASSEMBLY - ENGINE 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 T57001910).
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 pro-
cedure. Mark this piston "R" (rear). Be sure to keep
each piston assembl y (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 t he 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 replace-
ment, or i f 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 pi ston parts. I nstall the piston rings, re-
turning each to its or iginal groove. I f new r ings are being
inst alled, they may go in either groove. Be sure to install
the rings with the l etter mark facing upward.
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FLAT
RINGS
KEYSTONE
RING
Note: JS440A4A 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/DISASSEMBLY - ENG INE TOP END 29
Position a piston support (PIN T57001170) 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 - ENGI 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 JS44QA4A and earlier models, install the cylinder
head gasket on the cylinder with the wider part of the
metal sealing ring on top. On the JS440A5, align the
tab on the head gasket with the cylinder head wat er hose
fitting.
Instal l the cylinder head with the water hose fitting
pointing forward.
JS440A4A and earli er
JS440-A5
Put on the cap nuts with washers. Following the se-
quence shown, tighten the nuts, first to 1.4 kg-m (10
Ib-ft) of torque, then to 2.2 kg-m (16Ibft) of torque.
Connect the cooling water i ~ l e ( hose at the rear of the
exhaust manifold.
l ower 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 kgm ( 12 Ibft) of torque.
Tighten the brace bolts to 1.4 kgm (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.
If the intake manifold has been removed, install it with a
new gasket.
On JS440Al 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
kgm (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 carbur-
etor/ flame arrester on the intake manifold and tighten
the hold down nuts to t.O kg'm (87 Ibin.) 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 kgm (16 Ibtt),

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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 (JS440A2 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 term-
inal 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 run t he engi ne in a closed area. Exhaust
gases contai n carbon monoxide, a colorl ess,
odorl ess, poisonous gas which can be lethal.
Do not run the engine for more than 15 seconds
without cooling water.
ENGINE
Removal
REMOVAL/DISASSEMBLY - ENGINE 31
On JS440A 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
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 6pin 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.
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 coup-
ling cover.
Di sassembl V
Remove the engine from the hull. Make certain that
exhaust manifold, spark plug holes, and any other open-
ings 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 hold down nuts and lift the carbur
.,...
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 mani fold (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.
Lift the cylinder block from the crankcase.
Remove the piston circlips and then remove the piston
pins, using the piston pin puller (PIN T57001910).
Mark the pistons to identify them as forward and rear.
and keep each piston, pin, and small end bearing to-
gether 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 re-
move 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 (PIN W56019QOll 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 .
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 REMOVAL/ DI SASSEMBLY - ENGINE
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 re-
move 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 with 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 connec-
tor 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.
Assembl y
Start with the engine clean and dry. If the upper crank-
case half studs have been removed. tighten them to 0.8
kgm (69 Ibin.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 kgm (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 WD40 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
little WO-40 to grommet plug. then insert the wires. On
JS440A3 and later, the tube that covers the wires be
tween the grommets must cover the ends of the grom-
mets 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 complet ely free of oil or contami -
nation. 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 JS44QA4 and earlier, grease the bearing side oil seal
housing seal liberally with high temperature grease and
the coupler side seal wi th 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 kgm
(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 pis-
tons, returning each to its original groove. If new rings
are being installed, they may go in eit her groove. Be sure
to install the rings with the letter mark facing upward.
Note: JS440A4A and earlier models use two flat type rings
per piston. The JS440A5 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 ci rclips 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 correspondi ng
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 sup-
port 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.
-
JS440-AS
ALIGN
On JS440A4A 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 earli er
JS440-AS
Tighten the cap nuts and washers first to 1.4 kgm (to
Ib-tt), then to 2.2 kgm .{16 Ibft) of torque. Follow t he
tightening sequence shown above.
(
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 kgm
( 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 kgm (52 Ibin.) of torque. If the water cool
ing hose fitting was removed: coat the threads with seal-
ant and tighten to 0.8 kg-m (69 Ib-io.) of torque.
Install the intake manifold and 2 gaskets. Apply Loc-
Tite Lock 'n Seal (bluel to the mounting bolts and tight -
en them to 0.6 kgm (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
wi th grease and place it on the starter.
Mount the start er 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 LocTite 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).
Tighten the front bolts to 1.6 kg-m (12 Ibft) 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 cata-
log. Tighten the rear bolts to 0.6 kgm (52 Ib-in.) of
torque.
FRONT
SPLAYED
ENGINE BED MOUNTING
(() .. ---- b
e
.0 ---.... O.
ENGINE
BED
ENGINE
REAR
RIGHT
Qf ANGLE
Turn the engine over and install the engine bed. Use Loc-
Tite Lock 'n Seal (blue) on the 4 engine mounting bolts.
Tighten the bolts with lockwashers and flat washers to
4.8 kgm (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 45
0
splayed tabs go to the Iront (magneto end).
On JS440A4 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 kgm (4S Ibft) of torque, using the couplerl flywheel
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
W560190(2).
Coat the magneto cover Oring lightly with water resis-
tant grease and install it in the magneto cover. Install the
magneto cover and tighten the bolts to 1.6 kgm (12
Iblt) of torque.
On the JS440-Al and AlA, install the carburetor/flame
screw so that the ends of the clamp are 2 to 4 mm apart.
kgm (16 blt).
On JS440A2 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.
Loosen the carburetor bracket nuts (bolts on JS440AS)
for correct positioning, then tighten them securely.
Torque the two cylinder head nuts to 2.2 kg.m (16Ibft).
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. Tight en 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
muff ler hold-down straps are checked or cracked, they .
will soon break. Replace them now.
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
st raightedge 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 st raightedge on top of the coupler to check ver
tical alignment, and shim the engine bed mounts as
necessary.
Note: Coupler misalignmenl cannot exceed 0.3 mm in any
direction.
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Use a feeler gauge to check that the gaps between each coup-
ler 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
I_A_I
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C-
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I-B-[
Total distance between cOlJpling mbbef and coupling faces.
A B
-II-If--

A + B .. O ...... O.5mm
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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 Loc-
Tile, and replace it so that the other three bed boils
maintain coupler alignment. Tighten the engine bed
bolts to 3.7 kg-m (27 Ibft) 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 kgm (52
Ibin.) of torque.
Connect the spark plugs leads.
Push the throttle and choke control cables through the
carburetor 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 boot 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.
REMOVAL/ DI SASSEMBLY - 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 LocTite Lock 'n
Tighten the flange nuts to 1.6 kg m (12Ib ft) of torque.
Tighten the brace bolts to '.4 kg.m (10 Ibft) of torque.
Tighten the exhaust resonator clamp onto the expansion
chamber outlet.
Connect the water hose between the front of the cylin
Connect the fuel lines.
All fuel lines must be kept clear of engine
compOflelllS. Make sure Ilone of 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 holddemn 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 sec-
onds 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: JS440A3 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 hol di 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.
\

Disassembl y
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 twojawed 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 200
o
F.
46 REMOVAL/DISASSEMBLY - JET PUMP
Grease the bushing and install it in the jet pump case
using bushing/seal installation tool (PIN W56019Q04).
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 mat ing
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 kgm ( 12 Ib-
ttl of torque.
I nstall the steer ing nozzle onto the pump case with the
two pivot bolts, using LocTite 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.
Install ation
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 seal ant l iberally around the out side edge -...../
of the pump intake area to form a seal between the
pump and t he hull.
Carefully slide the pump case over the shaft and the
impeller. Make certain the oil seals are not damaged dur-
ing this operation.
Start the four pump mounting bol ts i nto 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 bl ades can be
adj usted 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 Bear-
ing MOUM (red) to the mounting Dolts. This is best done
one mount ing bolt at a time: Remove one, apply the
LocTite, and replace it so that the other mount
ing bolts maintain pump alignment. Tighten the mount
ing bolts to 2.2 kgm (16 Ibft) 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 clear-
ance 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
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 kgm (S7 Ibin.) of torque.
Install the grate with the three screws and torque them
to 1.0 kgm (87 lb in.) of torque.
Note: J$440A3 and later use bolts instead of screws.
Turn the boat upright .
Install the battery and spar k 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 impell er. Keep the shaft from turning with
the driveshaft holding tool (P/N W56019003). 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 l e 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 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 wi th its two oil
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 t ap 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 oil seals and carefully install them in
the bearing holder using the bushing/seal installation
tool (PIN W56019Q04j. 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 di stance 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 Ibft) of torque with LocTite 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 kgm (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
f uel 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 JS44QAl and AlA, loosen the carburetor clamp
screw and pull the carburetor/flame arrester out of the
rubber holder.
On JS44QA2 and later, remove the two cylinder head
nuts holding the carburetor bracket to the head. Un-
screw the carburetor hold down nuts and lift the carbur-
FLAME ARRESTER
Disassembly
Remove the air intake cover by removing the four bolts
with lockwashers and flat washers.
On J$44QA4A 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 JS440A5 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 LocTite Lock 'n Seal (blue) on the air intake cover
bolts and tighten them to 0.6 kgm (52Ibin.l of torQue.
FUEL PUMP BODY
Disassembly
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 JS440A5 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 to-
gether, 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 abra-
sive 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 cutouts in center) on
the gasket.
Fit the cast pump body onto the assembly.
REMOVAL/DISASSEMBLY - HANDLE PO LE 51
Place the last gasket (material across its center) on the
pump body.
Position the pump check valve diaphragm (cutouts 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$440Al and AlA, install the carburetor/flame
screw so that the ends of the clamp are 2 to 4 mm apart.
kg-m (16Ib-ft).
On JS440A2 and later, remove the two cylinder head
nuts (numbered 2 and 5 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 Ibin.) of torque.
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 - HANDLE POLE
Disconnect the battery ground lead to prevent accidental
short circuits.
Unfasten the steering cable connector by sliding irs
spring-loaded sleeve downward, and pulling the connec-
tor f ree of the ball.
On applicable units, remove the holder that secures the
throttle cable to the steeri ng cable bracket.
---.
Remove the two screws securing the steering cable
bracket, and pull the bracket off the cable.
Disconnect the throttle cable from the carburetor and
remove the top adjuster locknut.
Disconnect the vent line from the fuel vent check valve
and pull it free of the cable tie.
head.
chamber, and take out the two exhaust pipe fl ange nuts

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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 WD40. 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 - HANDLE 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).
JS440A2, A3, A4 and A4A have two wiring connectors
on top of the electric box. Unscrew the two wiring grom-
met 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 WO40 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/ DI SASSEMBLY - HANDLE 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 pol e bracket.
Pull the handle pole up and back. Carefully pul l the vent
line, start and stop swi tch 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: JS440A3 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 replace-
ment 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

JS440-A3
AND LATER
Separate the steering plat e from the steering support,
and remove t he 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 re-
moving 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 JS440A4A and A5 start/stop button case is con-
tained 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 st art and stop switches.
If the handlebar was removed from the steering plate
reinst all 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 LocTite 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 REMOVAL/DISASSEMBLY - HANDLE POLE
Install the steering support in the handle pole with 6
screws using l oc-Tite Lock 'n Seal (blue).
Note: JS440A3 and later use bolts instead of screws.
On JS44QA4 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 JS440A4A and AS, fit the start/stop case locating
pin into the hole provided on the left handlebar. Posi-
tion 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 swi tch 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 nonthreaded (left side)
bracket hol e. Insert the piVOt bolt to where i t just
begins to come out the other side of the handl e pol e,
position the ot her nylon washer and thread the bolt
into the bracket.
Tighten the bolt to 1.4 kgm ( 10 Ibft) of torque to
give a slight drag on the handle pole, but no binding.
Put on the acorn nut, with locTite lock 'n Seal (blue),
and tighten it to 3.5 kg-m (25 Ibft) of torque while
holding the pivot bolt to maintain adjust ment.
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 assembl y. Use locTite l ock
'n Seal (blue) on the screws.
Connect the steer ing cable to the handle assembly at the
ball jOint.
HANOLE POLE INSTALLATION
Adjust the st eering (Adjustments).
On appli cabl e units, install the throttl e cabl e holder on
the steeri ng cable bracket, and install the throttle cable
in it.
Connect the throttle cable to the carburetor.
Adjust t he throttle (Adjustments).
Feed the vent line through the cable t ie and connect the
vent l ine to the fuel vent check valve.
Connect the start and stop switch wires at the electric
box. Refer to the appropriate wiring diagram. lightly
apply water resistant grease to the grommet(s) and
thread the caps i nto 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 t he bolt.
lower the expansion chamber/exhaust pipe into place
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. I nstall the two
expansion chamber brace bolts with loc-Tite lock 'n
Tighten the flange nuts to 1.6 kgm (12 Ibft) of torque.

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Torque the brace bolts to 1.4 kg-m (10 Ibft).
Tighten the resonator clamp onto the end of the expan-
sion chamber.
Conneet the water hose between the front of the cVlin-
Connect the battery ground wire to the negative battery
terminal (or to the intake manifold on the JS440-A3 and
later).
Start t he engine and run it briefly to check for exhaust
leaks and proper handlebar switch operation.
I WARNING.
gases contai n carbon monoxide, a colorless,
odorl ess, poi sonous gas whi ch can be lethal .
Do nor run the engine for more than 15 sec-
STARTER
Removal
On the J$44QA 1, A T A, and A2, disconnect the ground
lead from the battery. On JS440-A3 and l ater, discon-
nect the ground lead from the engine.
REMOVAL/DISASSEMBLY - STARTER 57
Di sconnect the water hose from the front of the cylinder
head.
Loosen the exhaust resonator clamp on the expansi on
chamber , and take out the two exhaust pipe flange nut s
and two expansion chamber brace bol t s.
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 pul' the starter to the rear
and out of the hull. There is an O-ring between the start -
er 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 kgm (12 Ibft)
of torque.
DRive COUPliNG
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 kgm (52 Ibin.) 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
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 LocTite 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 kgm (10 Ibft)'
Tighten the exhaust resonator clamp.
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/DISASSEMBLY - ELECTRIC BOX: LARGE 59
Disconnect the choke cable from the carburetor. Re-
move 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 .
head.
60 REMOVAL/DISASSEMBLY - ELECTRIC BOX: LARGE
loosen the exhaust resonator clamp on the expansion
and the two expansion chamber brace bolts.
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 tric box. Separate the cap from the elec-
t r ic box.
Separate the 6pin connector connecting the magneto
wiring cable to the electric box. Lift the electric box
clear of the hull for accessibility.
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Remove the four nuts, washers, and lock washers secur-
ing the electric box to the cont rol 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.
REMOVALIDISASSEMBLY - ELECTRIC BOX, LARGE 61
On JS44QAl 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 JS44QA2 and later, unscrew the two wiring grom-
met caps on top of the electric box and disconnect the
switch wiring.
Remove t he electric box from the engine compartment.
62 REMOVAL/DISASSEMBLY - ELECTRIC BOX: LARG E
Installation
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 wit h 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 control panel
case and control panel where they mate with the hul l.
Position the cont rol panel and the electric box and
secure them with four screws and lockwashers through
the cont rol panel. Use l oc-Tite lock 'n Seal on
these screws.
BATTERY LEAD (+1
SPARK
PLUGS ---
STOP SW1TCH GROUND
(JS440Al , Al AI
STARTER
SOLENOID
SWITCH
STOP SW1TCH :
(JS44G-A2.A3.A411
REGULATOR

Fasten the choke cable clamp to the electric box. Use
Loc-Tite Lock 'n Seal (blue) on the bolt.
Join the 6pin 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 wi th the setscrew.
Use Loc-Tite Lock 'n Seal (blue) on the setscrew.
Connect the starter cable to the starter. Ti ghten the nut
to 0.45 kg-m (39 Ibin.) of torque.
lower the expansion chamber/exhaust pipe into place
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 t wo
expansion chamber brace bolts with Loc-Tite Lock 'n
Tighten the flange nuts to 1.6 kgm ( 12 Ibft) of torque.
Torque the brace bolts to 1.4 kgm { 10 Ibftl.
Tighten the exhaust resonator clamp.
der head and the exhaust pipe, and tighten its damps.
Connect the choke cable to the carburetor and tighten
the adjust er nut.
Install the battery and SE'c.ure with the rubber holddown
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.
REMOVAL/DISASSEMB LY - ELECTRIC BOX: SMALL 63
Start the engine and run it briefly to check for exhaust
leaks and electrical equipment operation.
I WARNING'
gases conta in carbon monoxide, a colorless,
Do not run the engine for more than 15 sec
ELECTRIC BOX: SMALL
(JS44D-A5)
Note; Refer to ELECTRIC B O ~ LARGE for JS440A4A
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.
1 ~
1
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.
~ i l k e off the spark plug caps.
Unbolt the connector cap. Disconnect the 6pin 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 com-
partment.
,
,
,
,
,
,
,
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/DISASSEMBLY - ELECTRIC 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 LocTite '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 locTite Lock 'n Seal (blue). Tighten the two short
bolts.
Inspect the connector cap Oring for damage and apply
water resistant grease.
Join the Gpin connector. Bolt the connector cap into
position using locTite '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 BOX: SMALL
STOP SWiTCH
L EADS -
COl
IGNITER
Connect the starter cable to the starter . Tighten the nut
to 0.45 kgm (39 Ibin.) 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 Ibtt) of torque.
Torque the brace bolts to 1.4 kgm (10 Ib-ft).
Tighten the exhaust resonator clamp,
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 equipment operation.

I WARNING I
gasses contain carbon monoxide, a colorl ess,
Do not run the engine (or more than 15 seconds
without cooling water.
REMOVAL/OISASSEMBLY - ELECTRIC BOX; SMALL 67

\....-
69
MAINTENANCE AND THEORYOFOPERATION
CYLINDER ASSEMBL 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 t he 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 engine itself, but also
by poor quality fuel or oil, improper oil, incorrect gas!
oil mixture, improper fuel/ai r 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.
Compression Measurement
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 buildup 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 approxi mately 120 psi for a new engine.
Repeat the test for the other cylinder. The maximum
difference in compression between cylinders should be
10%.
Cyli nder, Cyli nder Head, Piston Decarbonization
Remove the cylinder block and pi stons. 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 t he end of a broken piston ring
or some other suitable tool. Any car bon deposits in the
exhaust mani f old 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.
Cyli nder 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, repai r 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 cylinder wear in different
directions, take a sidele-side and a front la-back measure-
ment at several locations in the cylinder. If any of t he
cyl inder inside diameter measurements exceed the service
limit, or if there is a difference of more than 0.05 mm be-
tween any two measurements, that cylinder wi ll have to be
bored o .... ersize and then honed.
Measure 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 limit,
replace the piston.
Note: Abnormal wear such as marked diagonal 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 i s
by making separate piston and cylinder diameter measure
ments and then comput ing the difference between the two
values. Measure the piston diameter as just described, and
subtract this value from the smallest side-toside cylinder
diameter measurement. The difference is the piston
clearance.
Boring, Honing
When boring and honing the cylinders, note the follow-
ing:
1. Before boring the cylinders, measure the exact diameter
of each oversize piston. I n accordance with the st andard
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 sli ght, 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 alumi-
num 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 pi ston 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 measure
ments with a thickness gauge to determine ring/groove
clearance.
To determine ring/groove clearance on the keystone
rings used on t he JS440A5, place the ring in its groove
and install the piston into the cyl inder. Measure the clear-
ance 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 i s
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 evaluat ed 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 microm-
eter, and measure the inside diameter of both piston pin
holes in t he pistons. If a pi ston 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 i t, 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 roll ers 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 limi t.

MAINTENANCE AND THEORY OF OPERATION - CRANKSHAFT 71
CRANKSHAFT ASSEMBLY SPECIFICATIONS
0.4 - 0.5 mm
--1r-- 0 - 0.1 mm
0 - 0.1
* _ 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) .
0.4- 0.5 mm
72 MAINTENANCE AND TH EO RY OF OPERATION - CRAN 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 f unout, 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 immedi ately.
The following explanation concerns the most common
crankshaft problems and the method for measur ing play,
runout, and con-rod alignment. It does not cover crankshaft
disassembly because of the highly specialized equipment
that is required. If crankshaft components become damaged
or worn, the entire shaft should 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 ar bor 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 con-
necting rod is bent.
Swing the rod out to one side and support it in a hor i-
zontal 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 repai red 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 di rection. The difference
between the two gauge readings 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 wit h a
thickness gauge. I f the measured value exceeds t he 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 readings for each
bearing is the crankshaft runout at that point.
If t he runout at any point exceeds the service limit, the
crankshaft must be ei ther replaced or rebuilt.
Main Bearing Wear
Wash the bearings in high flash-point solvent, blow them
dry (DO NOT SPIN THEM). and lubricate them with
engine oil.
WARNING.
Solvent is toxic and flammable. Avoid pro
longed 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.
Turn each bearing over by hand and see that it makes no
noise, turns smoothly, and has no rough spots. I f any of
t he bearings are defective, replace them.
COUPLER
The coupler engages t he crankshaft and t he drive shaft.
It employs a coupling rubber that serves as a cushi on, 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 condition, replace it. Whenever the
coupler is replaced, realign the engine.
WEAR
WEAR
,
MAINTENANCE AND TH EORY OF OPERATION - MAIN BEARI NG SHIMS 73
c
BEARING 5
SEARING 1 ~ ~ S l l
---- - -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 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 requ ired shimming, measure the re-
built crankshaft assembly over the indicated distances.
Distance A is the outside width across the f l ywheels 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 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 fOl ward 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
JS440A4 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 ANO THEORY OF OPERATION - MAIN BEARI NG SHIMS

BEARING 1
-If- ---,.--<d-

FORWARD

j -
A. AOJUSTMENTSHIM
,
---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 flywheel, put on the selected adjustment shim, and
install bearing 1.
Set bearing 4 f lat agairnt the si de 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::'J
1
B. ADJUSTMENT SHIM
JS440A4A, 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
187. 86 - 187.77 mm 6+<1. ,5 5
187.76 - 187.67 mOl 6+5
187.66 - 187.57 mm 6+6
MAINTENANCE 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 pro-
longed 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.
Wi t hout removing the bushing from the pump case,
check the condi tion of the bushing by washing it thor-
oughly 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 wil l be
damaged upon removal. Measure the diameter of the jour-
nal at the rear end (impeller endl 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 turning the driveshaft
slowly. The difference bet ween 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 for pitting, deep scratches, or other
damage, and replace it if necessary. ,As the impell er 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 wit h the engine (make sure
that it's not due to weeds or other foreign material in the
pump). Measure the overall diameter 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 lead-
ing 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 measure-
ment exceeds the service limit, or if the case is damaged,
pump operation wil l be impai red and the case should be
replaced.
CARBURETOR
The carburetor mixes air and fuel and supplies them t o
the engine in the required proportions. Since these propor
tions must be varied to suit changing conditions of speed
and load, t he carburetor is a sophisticated device. To en
sure peak engine operat ing efficiency, the carburetor must
be kept in good condition and properly adjusted. Carbure-
tor adjustments are covered in the Adjustments Section.
The discussion here describes the fundamentals of carbure-
tor operation, and the cleaning and replacement of carbure-
tor parts.
Carburetor Operation
A basic principle in carburetor operat ion 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 exert s against the tube's
inner surface decreases, and it will continue t o decrease as
air flow speeds up. If the air passage narrows, the velocity
ORIVESHAFT RUNOUT
76 MAINTENANCE AND THEORY Of OPERATION - CARBURETOR
of the air at thaI point will increase, so pressure there is
lowered even more, This is known as the Venturi Principle.
A carburetor is merely a carefullydesigned 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 pres-
sure 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 syst em
draws fuel from the tank, and feeds the required amount
into the air stream i n 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
will function in any position, and at any angle.
The diaphragm carburetor consists of five basic syst ems;
the pump system, the inlet needle syst em, the chokE:', the
" lowspeed 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 pul se line attaches to
the carburetor pulse fitting (10) (0 interconnect the pulse
chamber and the crank chamber of the front cyli nder.
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,
pushi ng 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, this pressure is exerted on the fuel
in the pump chamber. As the di aphragm pushes into the
pump chamber, the inlet check valve is dosed, and fuel
flows through the outlet check valve, along the fuel pas-
sage (28) to the fuel reservoi r (31). The cycle begins again
as the piston starts another upward stroke, and continues
as long as the crankshaft is turni ng, 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 t he
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
lowspeed 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 ai r flow through
the carburetor, the needle is pushed dosed lightly by the
spring (29), acting through the pivoted control ar m (30).
The regulator diaphragm (19) bears on the control arm
when the engine is running, 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, pressure in the chamber is also reo
duced. Atmospheric pressure is present on the outside of
the regulator diaphragm, so the diaphragm pushes into the
regulator chamber. The boss in the cent er 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 i t to open and admit fuel into the regula
tor chamber. As ai r 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
thi s way, the proper amount 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
cont rol knob located on the con(rol panel.
low-Speed System
The lowspeed system cont rols the airfuel mixture sup
plied to the engine between 0 and 1/ 5 throttle opening.
This range includes idl ing and lowspeed operation.
The lowspeed screw (21) meters the flow of fuel f rom
the regulator chamber to the lowspeed 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. I dle 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 MAINTENANCE AND 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 l ow 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 mi xture
becomes richer.
Three passages connect the low-speed chamber to the
carburetor bore: the idle outlet (24), bypass 1 (25), and
bypass 2 (26).
At idle, the throttle valve is nearly closed. As t his greatly
restricts air flow through the carburetor bore, the low pres-
sure of engine intake causes air to take an indi rect path
around the throttle valve via the low-speed chamber. Air
enters through bypassers 1 and 2, and exits with fuel In a
well-atomized mix from the idle outlet, The small air flow
past the edge of the barelyopen throttle valve causes a pres
sure drop at the idle out let that aids in withdrawing this
mixture.
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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 lowspeed
chamber. With the opening of the t hrottle 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 area above it. Air flow through
the carburetor bore h .... increased and because of the result -
ing preSSlJre drop, all thrt*! passages are met ering fuel into
the lIi r stream from the lowspeed chamber.
Hi gh Speed System
During intermediate and high.speed operation, trom 1/5
to full t hrottle, the high-speed system takes over.

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MAINTENANCE AND THEORY Of OPERATION - CARBURETOR 79
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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 ventur i. Fuel pumped into the
regulator chamber then flows into the high-speed chamber
via a non-adjust able main jet and an adj ustable high speed
screw, and out the main nozzle into the air st ream. 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. Thi s
ensures a relatively constant f uel/air ratio.
The ,,"speed system includes a oneway check valve
between tht! regulator chamber an": the highspeed ch;:!m'
ber This \' 1Ive keeps the high.speed chamber from empty
in9 back into the regulator chamber when the throttle valve
i s closed. If the highspeed chamber emptied, there would
be a lag in f uel delivery the next time the throttl e was
opened.

-

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,
nonmetallic brush. If the rubber gasket is damaged, it may
cause a fuel leak. Inspect the gasket and replace it if
necessary.
Note: The J$440A5 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 deterioration, 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 prolong-
ed 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 sys-
tems 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 i s 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 eit her
screw is worn or damaged, replace the screw. If either
Oring 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 com-
pletely clean.
I nstall the high. anfi low-speed screws, each with its
spring, washer, and dring. The low: '"leed screw is shorter
and goes on the side with , he control cable linkage. Install
the highspeed 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
control arm with the rounded project ion seat ing down in

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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 Oring 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 toler-
ances 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 outl et
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 j acket. 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 j acket ed. 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 temperatures
are controlled. This 'Jne reasoll why tht! engine must not
be run t'l r more 15 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 turni ng
the boat over, always turn it to the l eft 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 pro-
vided to remove this residual water.
When the engine is running, water is sucked into the jet
pump. becomes pressurized just downstream of the i mpel-
ler, 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 l ge pump filter, located at the bottom of the engine
compartment, below the driveshaft bearing holder.
Any wat er 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 syst em requires a high fl ow 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 hol e 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 MAINTE NANCE AN D THEORY OF OPE RATION - ELECTRICAL, BATIERY/STARTER, MAGNETO/ COl
Vent
To meet Coast Guard requirements governing the vent i
lation of potentially hazardous gad vapors that can accumu-
late in the engine compartments of inboard boats, an air
vent system has been provided. In addition to t he short
pipe used for ai r intake, there is a longer pipe 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, The f orward motion of the boat forces ai r
through the scoop and into t he engine compartment. Some
ai r i s 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. Thi s
could decrease the effecti veness of the vent
system and allow dangerous vapors to accumu-
late in the engine compartment.
ELECTRICAL SYSTEM
The Jet Ski elect rical syst em consists of t hree major
components:
1. The battery and starter system - provides the electrical
power to crank the engine.
2, Magneto/ Capacitor Discharge Igni t ion (COl ) - provi des
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$440A4 and earlier

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STOP
SWITCH
JS440A4A, A5

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BA.nERY
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The only function of the battery in the Jet Ski is to pro
vide power for the elect ric st arter. The start er circuit in
cludes the st op switch, (JS440A4 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 t ch, and through the magnetic
soleno id swi t ch. This energizes the sol enoid 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 connect ed in the ignition system. It
only powers the starter moto r. wh ile the magneto supplies
ignit ion current necessary for engine operation once the
engine is turning. The flywheel magneto is basically a single
phase al t ernating cu rrent (AC) generator which is made up
of a movi ng part called the flywheel and a st ationary part
called the stator. located inside the f lywheel. The flywheel
has four permanent magnets evenly spaced in it s ci rcum
ference to generate an alternating current with two cycles
per flywheel reyolu t ion, The stator consists of a plate on
which are mounted an exci t er coil which charges the
capaci tor in the COl unit, a si gnal (o r pulser) coil which
signals t he COl unit to fi re the ignition coil. and a charging
coil which supplies cu rrent to charge the battery.
Ignition
The ignition syst em on the Jet Ski consist s of an exciter
coil, a capacitor discharge igni t ion (COl) unit, a signal
(pulser) coil, an igni t ion coil, and two spark plugs.
J$440-A4A and earlier
J$440A5
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MAINTENANCE AND THEORY OF OPERATION - CHARGI NG 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 in-
duced 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 tim-
ing device is the breaker cam. The COl 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. This 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.
The 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 syst em, 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 ignit 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 current 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 enti re
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
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20011 3000 5000 6000 7000
NGINE 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.
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The sol id-state regulator. which also contains a rectifier,
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 - ELECTRICAL TESTING WI TH COl 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
JS440A5). a zener diode secllon within the regulator Is ac-
tivated, 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 replac-
ed as a unit should it become defective.
ELECTRICAL TESTING WITH COl TESTER
The Kawasaki Ignition Tesler PIN T56019201 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 Control s and Accessories
Hlghl 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 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 i n 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 sendi ng the tester
back to ElectroSpecialtles, 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
clockwi se 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 Simulat or
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 i s 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 MMl 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, f Julty
spark plug or Ignition wire, or low compression). Readings
higher than standard indicate higher coli output Of larger
than standard spark ptug gap.
,
;
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.
Cranki ng Engine
Removing the spark plugs will allow the engi ne 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 I hat 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 Probl ems
In dealing with int ermittent 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 t o 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.
, .,
86 MAINTENANCE AND THEORY OF OPERATION - ELECTRICAL TESTING WI TH COl TESTER
IGNITION COIL OUTPUT AND SPARK PLUG CHECK (JS440-A4A and earlier)
TEST #1
CDr UNIT
o
3PIN
PUlSER
COil 6.PI N Gy
CONNECTOR I R
B B Pu CONNECTOR
I

t R --'
EXCITER B -----t?'*' ---'
COIL I 1 I
t," , r
. 1<,4-
Pu
, , ,
, , '
>t- B
, I ,
IGNITION COil SPARK PLUGS
'-'-' B
TO STOP 1_
SWITCH

.,. I I I
,

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 MM1 adaptor 10 the leSler " N" (yellow) lead
wire.
Connect the tester "P" (red) lead wire 10 a good ground on
the engine.
Clamp the MM1 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 MMl 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
starts, allow i lto 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 pl ugs 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.
MAINTENANCE AND THEORY OF OPERATION - ELECTRICAL 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
I I I I. ---t4 i
I t L-l..J B
I I TO STOP 1
L...J SWITCH -:- t
6PIN
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.
.
88 MAINTENANCE AND THEORY OF OPERATION - ELECTRICAL TESTING WITH COl TESTER
PUlSER COIL OUTPUT (JS440A4A and earlier)
TEST #3
MAGNETO
,
, ,

, ,
, ,
u
STANDARD VALUE
RANGE VALUE
Low 85
TEST CONNECTIONS
COl UNIT
3-PI N
Gy B B PLl CONNECTOR
r:: I i I Pt I IGNITI ON COI L SPARK PLUGS
I
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 t o
Test #4.
If the Indicator Lamp gives Inconsistent readings or does
not light at all , exami ne the magneto wlr!.l g l or opens,
shorts or poor 9i"Ound and repair If po!siblc. If tt- a v; l ri nR 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
Replace the flywheel and r.::peal Tt;st !t2.
MAI NTENANCE AND THEORY OF OPERATION - ELECTRICAL TESTING WITH COl TESTER 89
COl UNIT OUTPUT TO IGNITION COIL IJS44D-A4A and ea,lIerl
TEST #4
6PIN
R

Gy--+<, :
R_ ,
COl
: I I
B __ -l
, ' I
I I
L.u
MAGNETO
TO STOP
SWITCH
3 PIN
CONNECTOR
,, -

OJ <i>
,I
. "
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 6pin connector and Install the connec tor cap
to the electric box. Make sure the bl ack ground wire 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 3pin connector between the COl unit and
tho igni tion coil.
Connect the tester "N" (yellow) lead to both purple ter
tnf"als of the COl uni t threewlre connector as shown. Form
the test j umper lead inlo a loop 10 aid in this connecllon.
Con,ect the tester "P" (red) lead t o the black t erminal 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 t ch to the High range. Sel the tester dial
to 65.
Turn over the engine while observing the I ndicator lamp on
the test er.
[CAU:!)'@]
Do not fum over the engine unfess either the Ignl
tion coif or the tester is connected 10 the COl unit.
If the Indicator lamp lights, push the Reset bulton 10 turn
Ihe lamo 011 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 wires, and
all primary and secondary Ignition wiring are not contributing
to the problem before replacing the COl unit .
90 MAI NTENANCE 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/ IGNITI ON 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" (yell ow) 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 pl ug wi re as
close to the spark pl ug 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 clip to touch the engine.
Before proceeding with Ignition Test #1 , be certai n that the
engine stop switch, ground wires, and all primary and
secondary ignition wiring are not contri buting 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, al low it to idle only. Slowly turn the tester downscale
until the Indicator Lamp light s. Repeat this test three l i mes
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 operat i ng pro
perly. Remove the spark plugs and replace any plug which
is fouled , bridged, or otherwi se 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 igni lion system. If the lamp
does not light proceed to Test 1t2.
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(
MAINTENANCE AND TH EORY OF OPERATION - ELECTRI CAL TESTING WITH COl TESTER 91
EXCITER COIL OUTPUT IJS440-AS)
TEST #2
MAGNETO
STANDARD VALUE
RANGE VALUE
High 38
TEST CONNECTIONS
6PI N
CONNECTOR

:>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 wi re to a good engine
ground.
Turn over the engine while observing the Indicator Lamp on
the tester.
If the lamp lights push the Reset bull on to turn the lamp off
and repeat Test 112 three times. It the lamp lights consi stent
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

. t
CONNECTOR
ii
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 engi ne
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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MAINTENANCE AND TH EORY OF OPERATION - ELECTRI CAL TESTING WI TH MULTI METER 93
ELECTRICAL TESTING WITH MULTIMETER
If Ihe Kawasaki CO ignition lester is nol available, the igni-
tion coil, eXCiter coil and pulser coil may be checked uSing a
mutHmeter. This type of test is not as accurate or
sophisticated as usi ng 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
JS440A4A and earlier
Meter Standard
Item Setting Connection Value
Primary Rn O.43n
Winding +10%
-
Secondary R x 100 High Tension lead IO.SKU
Wi nding High Tension Lead +10%
J5440A5
Meter Standard
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%
JS440A5
Meter Standard
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 approx-
Imately 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 cool-
ing water. Take care not to overrev 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 chargi ng 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
Light ..... Black
1.Sf!
Green 20%
Charging
R, , Light .. Black
1.50
Coi l 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 perma-
nent magnets in the flywheel have probably weakened,
necessitating flywheel replacement.
94 MAINTENANCE AND THEORY Of OPERATI ON - HULL REPAI R
Regulator
If the battery continually discharges or overcharges while
the charging coil is functioning properly, the regulator 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 (JS440A4A. 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-
~ Indicates no reading ~ I ndicates 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 repl aced.
HULL REPAIR
Except for the front deck the Jet Ski uses sheet molded com
pound (SMC). For the Ilrst 1000 uni t s (approximate), the front
deck is hand laid fiberglass reinforced pl astic (FRP). Aft er this
number the front deck Is SMC. Repai r procedures vary depen-
ding upon type of damage and locat ion. Hull length cranks or
large puncture holes require professional repai r or replace-
ment. For safety reasons It Is nol recommended that repairs be
attempted for damage 10 t he 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).
'"
,UIU
REPAIR MATERIALS
Repair Material Source
SMC Repair Kit W61080'()01
Acetone Commercially Available
80-Grit Sandpaper or Commercially Available
No. 80 emery cloth
400-Grit Sandpaper or Commercially Available
No. 400 emery cloth
4.()z. Fiberglass Cloth Commercially Available
Mari ne 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 fl ame.
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 THEORY OF OPERATION - HUll REPAI R 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 en-
tire length of the scratch Of gouge. The sides of the v-groove
should be tapered no more than 45 degrees. Do not pene-
trate 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 sand-
ing block, starting with No. 80 emery clot h and finishing
with No. 400 emery cloth. Repaint area using paint repair
kit.
Structural Damage to Fin Area and Hull Side Behind
Bulkhead
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 vgroove along the entire length of any cracks. The
sides of the vgroo .... e should taper no more than 45 degrees.
Do not penetrate the fiberglass structure any deeper than
necessary.
Remove flaky edges and feather painted surf ace 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 t h ~ kit instructions, mix enough filler
to reestablish 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 according 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.
Structural Damage to Hull Side in Front of Bulkhead
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 reestablish 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
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 four 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 (eestablish surfaces. Apply and spread
filler with a plastic squeegee. Wor k the filler into tapered
cracks and .... oids making sure 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
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 repai r kit.
Crack Extending From Rear Deck to Engine Cover Rail
grinder or sharp knife, remo .... e the cracked and flaked
pieces of material inside and outside. Using a rotary grinder
or file, f orm 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 insi de and outside.
96 MAINTENANCE AND THEORY OF OPERATION - RUBBER 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.

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 adhesive contact sur-
faces with acetone. Following the kit instructions mix enough
IIlIer to bond the case Into position. Poprivet the case to the
hull.
Painting
The white paint used on the Jet Ski is a 50150 mixture 01 Du-
pont 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 sol vanl s and
adhesives used. Many of these products are flam
mable, may ba harmful to the skin and eyes, and
may give 011 harmful vapors. Use these solvents and
adhesivas onl y in a wall ventllat ad area and navar
near an opan flame.
fot 'III.
,

f-i
,
,
"-.... ,
Of ...... ' ,
....... , 0' ... _
Python No. 1012
'"'''''
,
Of ...... ' IK ....... kl PIN KI'01t15l

SI::I:-
ble
""' ...... "'h. No. 202 0'
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, Engine 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 manufact urer's Instructions, place the new rubber part In
position with contact cement.
:
f

,
!
,
,

r
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
medlatel yt 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 eventuall y wear off.
Be sure the part is in the right place when you apply
the cement. It may be Impossible to reposition it.

I

St arting
difficulty or
failure to start
TROU BLESHOOTI NG
Ignition spark
F
present
Ignition
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 foul ed 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
Pul se, regulator, or check valve diaphragm
damaged
2 Metering needle mal adjusted
3 Water in carburetor
4 Fuel filter screen clogged
5 Inlet control arm maladjusted
1 FaUlty magnetic solenoid switch
2 Battery voltage low
3 St arter 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
Igni tion
timing
maladjusted
Electrical system
Weak spark
-
r
f-
~
L
I-
l-
I-
I-
L
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 l eaking 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
1 Defective or fouled spark plug
2 Poor wiring connect i on
3 Defective magneto
1 Incorrect metering needle
2 Obstruction in fuel passage or outlet
3 Diaphragm leak ing or damaged
Poor fuel supply (fuel feed or vent line
clogged)
2 Carburetor mounting loose
1 Inlet needle valve dirty or damaged
2 Inl et 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

,

,

,
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
r-
r
I-
L
I-
r-
r-
L
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
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 combusti on chamber
5 Incorrect type of gasoline or oil
6 Incorrect gas/oil mixture
7 Cooling water line leaki ng 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 i nlet needle valve dirty
or damaged
I
102 TROUBLESHOOTING
Poor performance
______________________ ______
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, thi s
problem should
be examined by
an author ized Jet
Ski dealer .
During normal
F
cruising
r
During sudden
acceleration
r
Pinging
-

r
When the engine is
r
idling while cold
r

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 gasl oil 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
-
APPENDIX
103
SPECIAL TOOLS

I I
I
I '-
,
I
I
I
----l
14
m::::TI
Rei. No. Part No. Part Name Remarks
W56019-Q02 COUPLER/flYWHEEL SPANNER Use for JS440A4A and earlier
57001-3001 COUPLER/FLYWHEEL SPANNER Use for JS440AS
2 570013002 PIN, slepped Install In W56019002 to make
570013001
3 W56019-003 DRIVE SHAFT HOLDER

W5601g-QOl COUPLER ADAPTER Use for JS440A4 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 57001144 PLIERS, circli p, outside
11 57001-143 PLI ERS, circlip, inside
12 T57001-259 FLYWHEEL PULLER
13 T57001910 PISTON PI N PULLER
,.
T5700,-170 PISTON SUPPORT BLOCK SET
15 570013514 TIMING LIGHT
\....-
16 T56019201 TESTER, COl
17 57001-983 MULTIMETER
57001402 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:
BREATHER
EXPANSION CHAMBER EXHAUST PIPE
DIRECTION OF COO LI NG SYSTEM FLOW
DIRECTION OF BILGE SYSTEM FLOW
BILGE FI LTER
(PICKUP)
DIRECTION OF COMBINED EX HAUST AND COOLING WATER
FLOW
ALTERNATE COOLI NG SYSTEM FLOW
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
-
JS440Al, AlA
1/ _ _ .
VEN1
l l N ~ 10
HANDLE POLE
JS440A2, A3, A4, A4A, AS
)1.!I'I _ _ M,.,I. fUEL LI NE
APPENDIX -' FUEL HOSE DIAGRAM 105
'III \.1--FUEl LINE TO
I SEDIMENT BOWL
, ~ __ FVl l !NE TO
!- SEDIMENT BOWL
LINE
106 APPENDI X - WI RING DI AGRAM
JS44DA1fA1A
----------------,
r---------- MAGNETO I
! ENGINE n Lil !
I I
I I
I _ _ I
I LG L,G I
I I
L - ----- LG LG B G, R ::
STARTER I. 1
r
B
BATTERY
L-_ __==:a- J

1 r-----.., S.PIN
I V CONNECTOR
B _1
I
I
REGULATOR f--,
L _ ____ ..J
LG
w 0 LG 1
o .... --...
B
COl
I
I Po
UNIT
I I
L ...J Pu
,
BIW
JPIN
0
IGNITION COil

COUPLER
ELECTRIC BOX \ _ I ::G-------- __ .J
&...;;.:--------/-------
-
fl w r';;-fj w
I rGf1W
I 6 i _\.T
L;;r;;--l CONNECTOR
B
8IW
OIW
----,
I
U 6 1 :

START PUSHBUTTON
STOP PUSHBUTTON
WIRE COLOR CODE
B .... . . . .. . ' ... . .. .. . . _' ... .
Sr. . . . . . . . . . . . . . . . . . .. . . Brown
8N1 . . . . . . . . . . . . . . . . . . . . . . . . Black/White
Gy . . ... . . . ... , . . ... . . . . ........ Gray
l . . . . . . . . . . . . . . . . . , . . . . . . .. .Blue
LG . . . . . . . . . . . . . . . . . . . ... Light Green
. Black
o. . . . . . . . . . . . . . . . . . . . . . . . . .. Orange
O/W .. ..... ... ..... ... . ... . ... Orange/White
Pu . . . . . . . . . . . . . . . . . . . . . . . . . . .. . Purple
R. . . . . . . . . .. . . . . . . . . . . . .. . . Red
W .. . ....... .. .... .. . . .. .. . . . . . . .... Wh ite
/
,
Ie N<{ D 8 -oD7J3r
('8 -tJ/
8egtnl\H;9 HuH No,
.
KAW070700976

KAW15000t2'77

KAW310300580
. .
KA "326350580',.
, "
I' i ~
":t;,."" '
- , .
., -
~ Remarks
. "
fuel reslfrve syslem, hllndleb(lr
, ...maunte start & stop swotches A
Rtllocal ed ~ n q l n ~ coolmg hoop ,
~
Sol1d mPUJlt C(lriJureto.

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