Sourcing parts '89 125 HP

[The Force power]

The tag reads model# 1254X9B this calls for a (standard) piston part# FA691015 that does not pop-up when searching for it.??
The (date??) stamps on the block "indicate" to a '88 (see pictures attached)
The '88 A & B model piston part# 700-F372015-3
The '88 C model piston part# FA686015
So my question is......................how do I really know what I have? and what piston part# I need?
Many thanks in advance

 

[The Force power]

125 (HP) 1989A-1989E piston# F691015
125LD (HP) 1989A-1989B piston# F694015 (also used in 50 HP 1989B-1992A
Does anyone know "LD" stands for?

 

[The Force power]

125 (HP) 1989A-1989E piston# F691015
125LD (HP) 1989A-1989B piston# F694015 (also used in 50 HP 1989B-1992A
Does anyone know "LD" stands for?

lol LD stands for L-drive (stupid me)

 

[topgun3690]

Should have been HD for Hell-drive.....

 

[Nordin]

Yes, LD ........ L-drive.
Std piston bore 1988 125Hp should be 3,312 in, in 1989 or 1990 they introduced the 120Hp and the std piston bore was 3,375 in.
I do not think the 125 Hp had 3,375 but maybe the LD had 3,375 bore.

 

[The Force power]

Std piston bore 1988 125Hp should be 3,312 in, in 1989 or 1990 they introduced the 120Hp and the std piston bore was 3,375 in.
I do not think the 125 Hp had 3,375 but maybe the LD had 3,375 bore.

Hi Nordin,
I'm going by a BULLETIN - CHRYSLER (1967 THRU 1983) & FORCE (1984 THRU 1998) PISTON/RING CHART
125 HP 1981-1988B 3.3138 Piston part# F372015-3
125 HP 1988C 3.3138 F686015
125 HP 1989A-1989E 3.3125 F691015
My question how can the first two have different part# as they should be the same? or are they not the same?
I added the measuring of the cylinder

 

[Nordin]

Do not know why there are different part numbers, I assume the bullentins are OEM from factory.
From my experience all 3 and 4 cylinder Chryslers had 3,3126 bore std and the pistons 3,312 except for the 135Hp, 140Hp and 115Hp mid and late 70es that had 3,375.
I have a 135Hp 1976 and it has 3,375.
Check with Franz at Franz Marine he will know.
Maybe they changed part number when US Marine bought out Chrysler and named it Force or when Mercury went in to Force.
Maybe it is because older pistons had regular squared rings later had semi keystone top ring (triangle angle).

 

[The Force power]

Do not know why there are different part numbers, I assume the bulletins are OEM from factory.

Good morning Nordin,
I have attached some reading material for you

 

[Nordin]

Thank you The Force power, I did not have that one.

 

[The Force power]

Thank you The Force power, I did not have that one.

Neither did I, another great tool to have

 

[The Force power]

125 (HP) 1989A-1989E piston# F691015
125LD (HP) 1989A-1989B piston# F694015
Both have the same diameter 3-5/16 & used in 3.3125 bore
Both use the same rings
The only difference I see, (on the F694015) the spacing between the top ring & bottom ring is slightly wider.
Could this have any effect OR should I just worry about the position of the top rings being the same & the position of the wrist-pin?

 

[The Force power]

Maybe it is because older pistons had regular squared rings later had semi keystone top ring (triangle angle).

Just in case some cares.....I did some more digging and found out;
125 HP 1988C Has regular flat (squared) rings
125 HP 1989A-1989E Has key stone & triangle rings

 

[racerone]

There is an individual in the GTA area who has lots of Chrysler / Force parts.

 

[The Force power]

There is an individual in the GTA area who has lots of Chrysler / Force parts.

Won't let me send you a PM

 

[racerone]

Has an ad on KIJIJI ----Toronto outboard motors.

 

[The Force power]

Update;
Well the "good used" piston with new rings are in.
I have mentioned on a different post that this time;
I did not split the block but did the Re & Re through the intake.
I can honestly say this is like surgery............well maybe not, but a lot harder than a game of operation.
Seriously I don't know what is the better route, splitting the block or this way? (at least I can say I did it & see for myself its possible)
My compression numbers are 140 / 138 /140 / 136

 

[racerone]

How did you line up the connecting rod cap ?

 

[The Force power]

How did you line up the connecting rod cap ?

That was the last struggle! to keep loosening & rotating the crank and then tightening to check
but I got it as close as possible, main thing the bearings rotate

 

[The Force power]

UPDATE;
Cleaned screens & checked check-valves of recirculation system
Installed new stator / verified trigger (ohms/volt test)
Set-up timing/carbs synchronize timing tower (as per late Frank's procedure /steps)
Compression reading are #1 =144/ #2 =148/ #3 = 150 /#4 = 144
All packs & coils good; spark jump 3/8"
Engine starts right away however it bucked / hick ups
Checked gaskets with starter fluid test as jerryjerry = all's good
Verified firing order (marked flywheel TDC for #1/#2/#3/#4
I noticed when I hooked up a battery to the charging terminal of the rectifier it's slightly less and I "think" I noticed it may of fired twice on the #1 coil per cycle
is this possible?? so what is faulty??

 

[Nordin]

The Force power does it fire twice when hooking up a second battery to the charging system and is it charging lower amps or does it affect the spark at all cylinders?
If I do not remember wrong the stator has two or three windings. Two (or one) for charging the capacitors in the CDI boxes and one for charging the battery.
Can you explain more and how you notice possible double firing.