Reply To: OMC Kill-switch question

[nj-boatbuilder57]

All great points** , and I appreciate them!  But at the risk of sounding like an arrogant know-it-all (most certainly NOT my intention), I don’t think that’s the issue.  The engine is a “badged” ’57 Golden Javelin, but it was made from the carcasses of 2 of those + a ’59 Gale Sovereign (35DE11, which is a damn-near identical engine).  It’s got the Gale’s powerhead, mag plate & flywheel (universal, just 1 magnet).  It runs great.  Believe it or not, we water ski with it!

(** no pun intended!!! 🙂 )

Gary Haight’s post above…grounding the points simultaneously…is very much in line with my proposed idea (see my schematic in my original post).  I can’t see how that proposed schematic wouldn’t absolutely accomplish the task, inasmuch as the points would be tied together + individually grounded.  “Belts & suspenders”.

Still, the greater question remains:  I shouldn’t have to!  The stock circuit (simply joining the 2 points together to each other) should, by all rights, kill the engine dead.   With two separate ohm meters simultaneously attached to the points, and with the kill switch closed, I can (manually) turn the crankshaft 360 degrees, and the reading to ground is zero.  But to Gary’s point, at high speed, is everything just happening too fast?  The logic of the circuit says “no”, but indeed, reality might be a different matter.  Is that possible?

The other side of the equation is this:  If I’m at the wheel of my boat, and I need to kill the engine immediately, how hard is it to yank back on the throttle, since the switch works at lower RPMs?

Puzzled, I remain,