Thanks for the replies Garry and Frank.
After reading what you say, I see that there is already a ground path
at the Safety Switch.

I tested the switch for continuity this morning, and noted that it’s “made up”
when the switch plunger is pushed in. I assumed the switches design was
so the engine would not start at speeds much higher than “Start”, and perhaps
an evolution of the previous “Mercury Switches”???

That being said, now I don’t understand how the Safety Switch and Vacuum Switch
work together.

I presume the vacuum switch is “normally open” and “closes” at high vacuum occurrences
to prevent the engine from “running away”. ???
Are the two wiring post on the vacuum switch a connection across the internal contacts
when the vacuum switch “closes”. I did not test this switch to learn how it functions.
Will try tomorrow, but I don’t have a vacuum pump.

The fuel saver rod may or may not be set correct. I did not understand it at first until
I discovered that the spring “snapped” the throttle full open once the control arm reached
a certain position. Then I noted that one could “throttle down” some with the magneto
remaining in full advance. Isn’t that the idea???

Frank, it looks like you are correct regarding the kill switch wiring going under the coils,
after reviewing the photo when I finally got the flywheel off……. by destruction. 🙁
Thanks!

• This reply was modified 5 years, 2 months ago by Buccaneer.
• This reply was modified 5 years, 2 months ago by Buccaneer.

A new day, so I’ll try my response again, and hopefully not
have to edit and lose it all.

Regarding the Safety Switch. In testing it yesterday,
I found that it was “closed” at “Start” position and
slower speeds. Is the Safety Switch the evolution
of the prior mercury switches that prevent starting
above “Start” speeds?

I did not test the Over-speed Vacuum switch, but will
do what I can today, although I don’t have a vacuum
pump. I presume the switch is “normally open” and
“closes” only during high vacuum occurrences?
Are the center and lower left wire post contact
points across the internal switch?

With all the above assumptions, I still don’t understand
the “logic” on how the two switches work together. HELP!

Frank, after looking at the photo of the original
coils, I see you’re correct, the kill switch wires
did go under the coils. Guess I’ll have to backtrack
a little there.

Regarding the Fuel Saver Rod, it may or may not be
adjusted correctly, but I went by the book, albeit
for a similar looking 40 hp Johnson, not a Gale.
I didn’t understand how it worked, until I realized
the throttle “snapped” into full speed position
at a certain point, and then one could back off on
the throttle some and have the magneto remain at
full advance. Is this the idea?

Thanks again!

Frank, thank you kindly for the time and explanation of the system.

Everything makes sense in what you said, but what I’m not getting now
is regarding the Safety Switch and how if prevents starts at “above start”
throttle settings.
If the Vacuum switch is “normally open”, how is the safety switch preventing
starts at high throttle positions? I don’t see how it could ground out either coil.
Thanks.