2003 Evinrude ficht stalls at medium speed

[tinkma]

I have an Evinrude 2003 ficht that runs fine at low speed. It will run at medium speed for a minute or so and then stalls. It won't start back up until I come back the next day and it starts up and runs fine until the same thing happens again once I accelerate and hold at medium speed it will stall again. If my temp Guage is accurate, it reads 120deg when it stalls. Can someone point me in the right direction of what to look at to fix the issue?
Thanks

 

[kd4pbs]

Do you have spark when it stalls? Any ECM codes?

 

[Crosbyman]

EV diagnostic 5.9 will work on the FICHT so you can see all fault codes but it could be a fuel flow issue (venting) if no overheat comes up. Injectors my need a clean-up which the EMM can not detect if plugged.

BTW engine heat is one thing the ECU-EMM may need to be checked out for overheating itself. make certain it has good water flow in/out to cool it.


here is a write up on EV diag software

Evinrude Diagnostics Version 5 A Guide To Getting Started

EVINRUDE DIAGNOSTICS VERSION 5 A GUIDE TO GETTING STARTED September 2021 INTRODUCTION This guide is primarily intended to help Evinrude E-TEC owners. The words...

docs.google.com

see this link for a book on FICHT info

Repair Manuals G1 Motors & Gearcase - Google Drive

drive.google.com

 

[Crosbyman]

 

[tinkma]

Thank you for your quick responses. The boat is on a mouring right now and we just got the ev diagnostic to check the codes when we pull it out of the water. Now I'm thinking of the ventilation. Is there a way to check if the ventilation is good or not while it's on the mouring?

 

[CaptnKingfisher]

This symptom has shown up for me when gas tank has water in it. So when I have symptoms related to fuel I take a sample from the tank and look at it before beginning other troubleshooting. It's a very easy thing to check and cross off the list. Disconnect the fuel line and use the primer bulb to pump some gas into a clear glass jar and see what it looks like.

 

[Crosbyman]

prop ventilation... cowl ventilation ?? I doubt either will cause this at a given rpm. post your current past occured fault listing report from EV diag.

sounds like a fuel flow issue possibly filters not allowing enough fuel flow above 1800 rpm ? check fuel distribution from tank to inj. (incl fuel pressure to inj) check VST on ETECs the VST has a micro filters on the inj return line . Injectors may need servicing

 

[Crosbyman]

suggestions only:

see micro filter on a ETEC CARTER vst BARBS DELICATE $$$$$$!!!!!
this filter is sometimes/frequently not shown on some diagrams !!! if you replace it always use those special oeitiker clamps

dirty black specs...indicate crumbing hoses usually from ethanol or age and injectors probably infected and need shop cleaning .. check for mushy hoses on the fuel distribution.

 

[tinkma]

Thank you again for all your responses. I’m going to do the diagnostics and work on the micro and fuel filters soon.

 

[Crosbyman]

above comments are suggestions please post engine mdl#....

on page 3-37 item 8 is shown as a fuel filter assoc. with the fuel manifold return line ?? . Is it a filter ??? the text assoc. with the diag. makes no referrence to it's care and maintenance ??


on the ETEC ....on the much similar looking VST by CARTER the micro filter ..as per the video does the job on the return hose but is imbedded in the return hose barb.... ...The FICHT may be different but in any event if #8 is "the return" filter may well check it or check both !!

the lift pump cover also has a screen filter.
btw !BASS BOAT central! has a FICHT section you may want to look into for suggestions .

 

[Crosbyman]

if not a fuel flow problem (filters, tank pick-up, venting etc...) per say or overheating components needing a cool down one possibility is a defective VST float and stuck jet causing an air lock and pressure build up in the VST itself impeding further in flow of fuel in the VST depriving the HPP from feeding fuel to the injectors. This type of problem like many are not ECU-EMM "detectables" & reported in the fault log.

here is another video fyi..

 

[tinkma]

Engine E250fpzsta. We made a quick trip to the boat (haven’t gathered codes yet) but checked and emptied fuel filter and noticed a lot of sediment settle at the bottom. There was no water separation. Also for the VST filter, we can’t find the right part number to order. I appreciate all the help.

 

[Crosbyman]

the vst conical return line filter frequently does not even show up on several ETEC carter VST pictorials !!

Initially even my own dealer did not know they existed because the 2007 ETEC manual does not mention it !!

If you ask a good service dealer they should know about them and find them... ! if you have no access to them you can always use carbon cleaner and reverse blast the junk out followed by an air blast
if the screen is undamaged that would be you best bet.

in the remote event.... the conical filters were a later OMC_BRP "addition" to the Carter made VSTs, you may find none in a 2003 vst... on a FICHT engine but hopefully you will. if you don't you should consider adding one to keep any hose crud from circulating from your injector return line and BACK out to the injectors poasibly even messing up the HPP base filter !!!

if not this may help...shipping $$$$ is excessive ... shop around !!! they sell for $2 sometimes

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[Crosbyman]

fixed ???

 

[tinkma]

Sorry, we were just able to tend to the boat recently. We installed the EV diagnostic tool, but no codes were generated. We replaced the fuel filter and tried to run the boat in neutral at medium RPM to see if the new filter resolved the issue, but the engine died again. (I now know this was a bad idea) I noticed that the priming bulb was not firm, so I replaced it. However, the engine still won't start or even turn over, and the engine light is flashing. I towed the boat home last night and ran the EV diagnostic tool, which showed code 57 (High RPM with Low TPS Setting - ATAC). Now that I have the boat on land, what should I do next and where should I start?

 

[Crosbyman]

engine dying with no codes is indicative of a fuel flow problems either at the low side lift pump or lack of high pressure fuel to the injectors
2 things NOT monitor in the ETEC emms anyway...likely the same in FICHT

here is a video on TPS adjustments possibly similar to the FICHT world

to test fuel injection remove a spark plug(s) and test one or all injectors by insering a paper strip in the cylinders are activate the inj with EV diag to pulse some fuel.
if injectors sprayed paper strips are dry.....injectors are not fed fuel or plugged up or simply not firing ( at least listen for clicks).

Open or shorted injectors would have generated fault codes so they are likely OK.

also check sparks with a automotive type gun ( on ETECs.... open air firing of plugs has been known to generate high EMF freq pulses which can mess up the EMM !!!

during the paper test above GROUND the plugs properly

you need all three fuel air and sparks !

you can vist the ETEC Board but they will not answer FICHT questions you can nonetheless do searches on past trouble cases like yours for clues

Human Verification

keep us posted

btw NOT TURNING OVER.... is another matter check neutral switch or any safety devices check all wiring etc.... some drastic fault codes MUST BE RESET (see manual)

 

[Crosbyman]

see code 57 causing a shut down in th ETEC world.

uncontrolled fuel relative to TPS position may be.... leaky VST vent valve flooding the crankcase

code 57 must be cleared out see page in manual for a 75hp ETEC ..son of FICHT...

 

[Crosbyman]

CHAT GPT OPINION....

Common Causes (for the fuel-vs-TPS version of Code 57)​

Category	Typical Fault
TPS signal erratic or out of sync	Dirty, worn, or mis-adjusted TPS gives incorrect throttle angle.
Leaking injector	One injector dribbling or staying open increases fuel flow beyond expected range.
Fuel pressure too high	Faulty regulator or restricted return line.
MAP or air-temp sensor fault	Mis-reports air load, making EMM command more fuel.
EMM software logic	Stored calibration mismatch (TPS not re-calibrated after replacement).

---

Diagnostic Steps​

1. Check live data with Evinrude Diagnostics:
   • Compare TPS % vs. injector pulse width (ms) at idle and part-throttle.
2. Verify TPS sweep (0.45 V closed → ~4.5 V WOT). Smooth curve, no jumps.
3. Measure fuel pressure — should be ~20–25 psi (lift) and ~80–100 psi (rail) depending on model.
4. Inspect injectors for leaks (pressure drop after key-off).
5. Re-calibrate TPS in diagnostic software if replaced or adjusted.

and...

ChatGPT a dit :​

Perfect — here’s the TPS (Throttle Position Sensor) testing and adjustment info for a 2003 Evinrude FICHT RAM, such as a 150 or 175 HP model (the specs are nearly identical for all 90–225 HP versions of that generation).
This will let you confirm whether your Code 57 (fuel vs TPS mismatch) is caused by a faulty or misadjusted TPS.

---

TPS LOCATION & FUNCTION​

• Mounted on the throttle body, connected to the throttle shaft.
• It sends a variable voltage (0.4 – 4.5 V) to the EMM to indicate throttle opening.
• The EMM uses this to calculate injector duration and ignition advance — so any drift or dead spot causes rich/lean errors and may trigger Code 57.

---

TPS WIRING (Typical Colors on 2003 FICHT RAM)​

Pin	Wire Color	Function
A	Pink	+5 V reference from EMM
B	Black	Sensor ground
C	White/Blue (or Tan/Blue)**	TPS signal return to EMM

Note: Some harnesses swap C’s color, but it will always be the center pin on the TPS connector.

---

TESTING PROCEDURE​

Check 5 V reference & ground​

• Key ON, engine OFF.
• Measure between pink (+) and black (–) pins.
  → You should see ~5.00 V ±0.2 V.
  If missing, the problem is upstream (EMM power or harness).

---

Measure TPS signal voltage​

• Backprobe the signal wire (white/blue) and ground (black).
• Key ON, throttle closed:
  → ~0.45–0.55 V typical.
• Open throttle slowly to WOT:
  → ~4.3–4.7 V at full opening.

The sweep must be smooth and linear — any sudden jump, drop, or flat spot = bad TPS.

---

Check resistance sweep (optional bench test)​

• TPS disconnected from harness.
• Measure resistance between signal and ground pins.
• Slowly rotate throttle arm: resistance should change smoothly (typically 1 kΩ → 5 kΩ).
  Any intermittent open circuit = faulty sensor.

---

TPS CALIBRATION (Using Evinrude Diagnostics Software)​

After replacing or loosening the TPS:

1. Turn key ON (do not start).
2. In the software, open “Throttle Position Calibration”.
3. Follow prompts:
   • Ensure throttle is fully closed.
   • Click “Set TPS Zero” (stores 0% position).
4. Open to WOT and verify ~100% reading.
5. Save / exit.
   → This prevents Code 24 (TPS calibration error) and Code 57 fuel mismatch faults.

---

If You Still Get Code 57 After TPS Tests​

Step	Likely Cause
TPS voltage & sweep OK	Check for leaking injector(s) or fuel pressure too high
Fuel pressure OK	MAP sensor or air temp sensor may be skewing load
All sensors OK	EMM internal calculation or software fault (reflash or service)