The following procedure explains the steps necessary to put the watercraft back in service following a storage period. See your Kawasaki JET SKI watercraft dealer for this service, or do the following. See the MAINTENANCE AND ADJUSTMENTS chapter for detailed procedures. Carry out all recommended lubrication procedures. Check for binding or sticking throttle, choke, or steering mechanism. The throttle lever must return fully when released. Clean and gap spark plugs (see Spark Plugs).
Check all rubber hoses for weathering, cracking, or looseness. Turn the watercraft on its left side on a protective pad, and remove the jet pump cover. Check cooling and bilge hoses for weathering, cracking, or looseness.
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Replace them if necessary. Replace the cover and tighten securely. Check the fire extinguisher for a full charge. Check the battery, charge if necessary, and clean the terminals. Install the battery (see Battery Installation section in Battery). Check/replace the fuel filter screens (see Fuel Filter Screen Cleaning section in Fuel System). Inspect the fuel vent check valve (see Fuel Vent Check Valve Inspection section in Fuel System).
Tighten the fuel tank outlet retainer nut and fill the tank with recommended fuel/oil mixture.
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Introduction These Kawasaki PWC JetSki (Jet Ski) manuals contains an introductory description on and procedures for the inspection, service and overhaul of its main components. General knowledge information is not included. Please read the GENERAL INFORMATION section to familiarize yourself with basic information concerning the PWC Watercraft. Read and refer to the other sections in this personal water craft manual for information regarding proper inspection and service procedures.
These manuals have been prepared using the latest information available at the time of publication. If a modification has been made since then, differences may exist between the content of these Kawasaki JetSki manuals and the actual watercraft. Illustrations in these manuals are used to show the basic principles of operation and work procedures in exact detail. These manuals are intended for use by technicians who already possess the basic knowledge and skills to service a Kawasaki Jetski and components. Persons without such knowledge and skills should attempt with caution to service any component or engine by relying on this manual only.
Never attempt to perform any work with out the assistance of a service manual. Apprentice mechanics or do-it-yourself mechanics that don’t have the proper tools and equipment may or may not be able to properly perform the services described in this manual. Improper repair may result in injury to the mechanic and may render the watercraft unsafe for the JetSki operator and passengers. Fix-Your Problems now with these service manuals available for download.
RELATED J O H N S O N/O U T B O A R D SEARCHES: Troubleshooting a fuel injected motor contains similarities to carbureted motors. Mechanically, the powerhead of a 4-stroke fuel injected motor operates in the same way as a carbureted motor. There still must be good engine compression and mechanical timing for either engine to operate properly. Wear or physical damage will have virtually the same affect upon either motor.
Furthermore, the low pressure fuel system that supplies fuel to the reservoir in the vapor separator tank operates in the same manner as the fuel circuit that supplies gasoline to the carburetor float bowl. The major difference in troubleshooting engine performance on EFI motors is the presence of the ECU and electronic engine controls. The complex interrelation of the sensors used to monitor engine operation and the ECU used to control both the fuel injection and ignition systems makes logical troubleshooting all that much more important. Before beginning troubleshooting on an EFI motor, make sure the basics are all true. Make sure the engine mechanically has good compression (refer to the Compression Check procedure that is a part of a regular Tune-Up). Make sure the fuel is not stale. Check for leaks or restrictions in the Lines and Fittings of the low pressure fuel circuit, as directed in this section under Fuel Tank and Lines.
EFI systems cannot operate properly unless the circuits are complete and a sufficient voltage is available from the battery and charging systems. A quick-check of the battery state or charge and alternator output with the engine running will help determine if these conditions are adversely affecting EFI operation.
The last step fuel system troubleshooting is to adjust or rebuild and then adiust the carburetor. We say it is the last step, because it is the most in;olved repair procedures on the fuel system and should only be performed after all other possible causes of fuel system trouble have been eliminated. Many times fuel system troubles are caused by a plugged fuel filter, a defective fuel pump, or by a leak in the line from the fuel tank to the fuel pump.
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Aged fuel left in the carburetor and the formation of varnish could cause the needle to stick in its seat and prevent fuel flow into the bowl. A defective choke may also cause problems. Would you believe, a majority of starting troubles, which are traced to the fuel system, are the result of an empty fuel tank or aged fuel. If fuel deliverv problems are susoected, refer to the testina orocedures in Fuel Tank and lhes to make sure the tank vent is working and that there are not leaks or restrictions that would prevent fuel from getting to the pump andlor carburetor(s).
A blocked low-pressure fuel filter causes hard starting, stalling, misfire or poor performance. Typically the engine malfunction worsens with increased engine speed. This filter prevents contaminants from reaching the lowpressure fuel pump. Models covered by this manual are usually equipped with a fuel filter screen under the pump inlet cover andlor (especially for integral tank models) on the fuel tank outlet (outlet valve or pickup tube, as applicable).
Refer to the Fuel Filter in the section on Maintenance and Tune- Up for more details on checking, cleaning or replacing fuel filters. The complexity of a modern marine vessel demands that you approach any problem in a logical, organized manner. There are certain troubleshooting techniques, however, which are standard: Establish when the problem occurs. Does the problem appear only under certain conditions? Were there any noises, odors or other unusual symptoms? Isolate the problem area. To do this, make some simple tests and observations, then eliminate the systems that are working properly, Check for obvious problems, such as broken wires and loose or dirty connections.
Always check the obvious before assuming something complicated is the cause. Test for problems systematically to determine the cause once the problem area is isolated. Are all the components functioning properly? Is there power going to electrical switches and motors? Performing careful, systematic checks will often turn up most causes on the first inspection, without wasting time checking components that have little or no relationship to the problem. Test all repairs after the work is done to make sure that the problem is fixed.
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Some causes can be traced to more than one component, so a careful verification of repair work is important in order to pick up additional malfunctions that may cause a problem to reappear or a different problem to arise. A blown fuse, for example, is a simple problem that may require more than another fuse to repair. If you don't look for a problem that caused a fuse to blow, a shorted wire (for example) may go undetected and cause the new fuse to blow right away (if the short is still present) or during subsequent operation (as soon as the short returns if it is intermittent). Experience shows that most problems tend to be the result of a fairly simple and obvious cause, such as loose or corroded connectors, bad grounds or damaged wire insulation that causes a short. This makes careful visual inspection of components during testing essential to quick and accurate troubleshooting.